JP2019216594A - Systems and methods for uav fuel cell - Google Patents

Abstract

To provide an unmanned aerial vehicle that efficiently removes a byproduct of a fuel cell.SOLUTION: A fuel cell system 201 for a vehicle being an unmanned aerial vehicle comprises a fuel cell 230 and a venting system. The fuel cell is in communication with a fuel storage container 210. The fuel is configured to generate electricity and a byproduct, by reacting a first fuel from the fuel storage container with a second fuel through an electrochemical reaction. The venting system is configured to expose water, which is the byproduct discharged through a drain vent 232 in the fuel cell, to forced convection.SELECTED DRAWING: Figure 2

Description

  Aeronautical vehicles, such as unmanned aerial vehicles (UAVs), can be used to perform both military and civilian search, reconnaissance, and exploration operations. Such an aeronautical vehicle may carry a payload configured to perform a particular function.

  Conventional air vehicles may include a multi-rotor structure, which may utilize a lithium ion battery as an energy source. However, the flight time of the moving object may be limited in view of the fact that the energy density of the lithium ion battery is limited and the power consumption of the multi-rotor structure is large. This limited range has reduced the usefulness of air vehicles for certain applications.

  There is a need to reduce the load on air vehicles and increase the flight time of the vehicles. The increase in the flight time increases the moving range of the moving object. Increasing the range of travel can be particularly beneficial when using an air vehicle to deliver goods, disperse into the environment, or to patrol or scan an area.

  In some cases, the lithium ion battery in the conventional moving object may be replaced with a fuel cell to extend the flight time of the moving object. Fuel cells have several advantages over lithium ion batteries. For example, the energy density of a fuel cell is high, for example, about 800 to 1000 Wh / Kg, which is about 5 to 10 times the energy density of a lithium ion battery. Fuel cells can also be recharged with the addition of fuel and can be used without being electrically recharged. Unlike a lithium ion battery, a fuel cell does not undergo a reduction in charge-discharge capacity, and thus has a long service life.

  However, several problems arise from the various fuel cell designs. For example, fuel (eg, hydrogen) for a fuel cell can be stored in a high pressure gas tank. Conventional compressed hydrogen gas tanks are much larger and heavier than those required for lightweight vehicles. In addition, an electrochemical reaction in the fuel cell generates a by-product. The weight of the gas tank and by-products may increase the load on the mobile, which increases the power consumption of the mobile and shortens the flight time. In addition, the heat generated by the electrochemical reactions in the fuel cell can affect the performance / reliability of the fuel cell as well as other internal components of the vehicle.

  There is a further need to remove the heat generated by the fuel cell to improve the performance / reliability of the fuel cell and to ensure that the heat does not affect other internal components of the vehicle. The systems, methods, and devices provided herein address at least the above problems.

  For example, in some embodiments, the load on the vehicle may be reduced by using a light storage tank instead of using a high pressure, heavy gas tank to store fuel. In addition, the load on the mobile load may be further reduced by removing by-products of the electrochemical reaction of the fuel cell from the mobile. Further, the heat generated by the fuel cell can be removed by cooling the fuel cell using by-products.

  According to one embodiment of the present invention, a moving object includes a fuel cell and an exhaust system. The fuel cell communicates with the fuel storage container. The fuel is configured to react the first fuel from the fuel storage container with the second fuel through an electrochemical reaction to generate electricity and by-products. The exhaust system is configured to expose by-products to forced convection.

  Another aspect of the invention may relate to a method of removing by-products from a vehicle, the method comprising using a fuel cell in communication with the fuel storage container to transfer the first fuel from the fuel storage container. Generating electricity and by-products by reacting the two fuels through an electrochemical reaction; and exposing the by-products to forced convection.

  According to still another aspect of the present invention, a moving object may be provided. The mobile may include a fuel cell, a housing configured to house the fuel cell, and an exhaust system. The fuel cell communicates with the fuel storage container. Fuel cells are configured to generate electricity and by-products by reacting a first fuel with a second fuel through an electrochemical reaction. The exhaust system is configured to expose by-products to the surrounding environment through one or more openings in the housing.

  Another aspect of the invention may relate to a method of removing by-products from a mobile object, the method comprising: (1) using a fuel cell housed within a housing and (2) communicating with a fuel storage container. Generating electricity and by-products by reacting a first fuel from a fuel storage container with a second fuel through an electrochemical reaction; and by-products through one or more openings in the housing. Exposing the object to the surrounding environment.

  According to still another aspect of the present invention, a moving object may be provided. This moving object may include a fuel cell and a cooling system. The fuel cell may be in communication with the fuel storage container. Fuel cells are configured to generate electricity and liquid by-products by reacting a first fuel from a fuel storage container with a second fuel through an electrochemical reaction. The cooling system is configured to cause by-product evaporation, and the by-product evaporation is used to cool the fuel cell.

  Another aspect of the invention may relate to a method of removing by-products from a vehicle, the method comprising using a fuel cell in communication with a fuel storage container to transfer a first fuel from the fuel storage container. A step of generating electricity and by-products by reacting with the second fuel through an electrochemical reaction, a step of evaporating the by-products, and a step of cooling the fuel cell using the evaporation of the by-products. Including.

  According to another aspect of the present invention, an energy supply system may be provided. The energy supply system may include at least one solar cell, an electrolysis module, a fuel cell, and a controller. Solar cells are configured to receive solar energy and generate electrical energy. The electrolysis module is configured to generate hydrogen from water. Fuel cells are configured to generate electricity by reacting hydrogen with other fuels through electrochemical reactions, which are used to power certain devices. The controller generates a command for the solar cell to supply electrical energy to at least one of the group consisting of: an electrolysis module and (2) a device to operate the electrolysis module. It is configured to be.

  Another aspect of the invention may relate to a method of providing energy, the method comprising, in a solar cell, generating electrical energy using solar energy received by the solar cell, with the aid of a controller, An electrolysis module configured so that a solar cell generates electrical energy, (1) hydrogen from water, and the hydrogen, along with other fuels, generates electricity through electrochemical decomposition to power a device. , (2) selecting which of the devices to supply.

  It should be understood that the various aspects of the invention can be understood individually, collectively, or in combination with one another. The various aspects of the invention described herein can be applied to any of the specific applications described below, or to any other type of movable object. All of the aircraft descriptions herein may be applied and used for any movable object, such as any vehicle. In addition to this, the systems, devices, and methods disclosed herein for aerial motion (eg, flight) also provide for other types of motion, such as ground or water movement, underwater motion, space motion. May also be applied.

  Other objects and features of the present invention will become more apparent with reference to the specification, claims, and accompanying drawings.

Incorporation by Reference.All publications, patents, and patent applications mentioned herein are individually incorporated by reference to the extent that each individual publication, patent, or patent application is specifically and individually incorporated by reference. To the same extent as specified in US Pat.

  The novel features of the invention are set forth with particularity in the appended claims. The features and advantages of the present invention will be better understood with reference to the following detailed description, which illustrates exemplary embodiments in which the principles of the present invention are utilized, and the accompanying drawings which follow. .

1 illustrates an unmanned aerial vehicle (UAV) having a fuel cell system according to an embodiment. 1 illustrates a fuel cell system according to an embodiment. FIG. 3 shows a more detailed schematic diagram of the fuel cell system of FIG. 2 according to an embodiment. 1 illustrates an exemplary fuel cell. 7 shows a fuel cell system according to another embodiment. FIG. 5 illustrates a more detailed schematic diagram of the fuel cell system of FIG. 5, according to an embodiment. FIG. 2 illustrates a detailed side view of a UAV including a fuel cell system and an exhaust system, according to an embodiment. 4 shows a fuel cell system according to another embodiment. FIG. 9 illustrates a more detailed schematic diagram of the fuel cell system of FIG. 8, according to an embodiment. 7 shows a fuel cell system according to another alternative embodiment. FIG. 11 illustrates a more detailed schematic diagram of the fuel cell system of FIG. 10 according to an embodiment. FIG. 3 illustrates a detailed top view of a UAV including a fuel cell system and an exhaust system, according to an embodiment. 3 illustrates a movable object according to an embodiment.

  The systems, methods, and devices provided herein can reduce the load on aeronautical vehicles with fuel cell systems, thereby improving the time of flight and range of the vehicles. The load on the mobile may be reduced by using a lightweight storage vessel instead of using a high pressure heavy gas tank to store fuel for the fuel cell. The lightweight storage container may include a lightweight fuel bag for storing fuel. In some embodiments, the lightweight storage container may be filled with a substantially lower density fuel than air, which generates lift that helps offset the load on the vehicle. In addition, the load may be further reduced by removing by-products of the electrochemical reaction of the fuel cell. In one embodiment, by-products may be removed through an electrolysis process, which also produces additional fuel for the fuel cell. In other embodiments, by-products may be removed by applying forced convection to evaporate the by-products. The evaporated by-products are then discharged from the vehicle through one or more vents in the body of the vehicle. Finally, the heat generated by the fuel cell may be removed by applying forced convection to the by-products to help cool the fuel cell, which may help improve its performance and reliability .

  It will be appreciated that the various aspects of the invention may be understood individually, collectively, or in combination with one another. The various aspects of the invention described herein can be applied to any of the specific applications described below, or to any other type of remotely controlled vehicle or movable object.

  The present invention provides at least one embodiment of a system, device, and method for offloading an unmanned aerial vehicle (UAV) with a fuel cell system and improving flight time and range of a mobile. The description of the UAV may apply to any other type of air vehicle or any other type of movable object. The description of the mobile may apply to ground, underground, underwater, over water, aviation, or space vehicles. The UAV may be powered by a fuel cell. The UAV may include a fuel cell. It may have a fuel cell system. Fuel cells may generate electricity through an electrochemical reaction between the fuels. The electricity generated by the fuel cell may be used to power the UAV. In some embodiments, excess electricity generated by the fuel cell may be stored in an energy storage unit (eg, a battery) for later use. The fuel cell system may optionally have an electrolysis module in addition to the fuel cell. By electrolyzing the by-products of the electrochemical reaction of the fuel cell, the by-products can be removed (through decomposition of the by-products into their elements). Electrolysis of by-products can also produce additional fuel for fuel cells. The electrolysis module may be powered by renewable energy, for example solar cells.

  FIG. 1 shows an example of an unmanned aerial vehicle (UAV) 100 that can be powered by a fuel cell. A fuel cell system 101 including a fuel cell may be provided according to embodiments of the present invention. The fuel cell system may be installed in the housing 102 of the UAV. The fuel cell may be configured to supply power to the UAV.

  The description herein for UAVs applies to any type of moving object. The UAV description applies to any type of unmanned mobile object (e.g., capable of moving in air, underground, underwater, or in space). The UAV may be able to respond to commands from the remote controller. The remote controller need not be physically connected to the UAV and may communicate wirelessly with the UAV from a remote location. In some cases, a UAV may operate autonomously or semi-autonomously. The UAV may be able to follow a pre-programmed instruction set. In some cases, a UAV operates semi-autonomously by responding to one or more commands from a remote controller, and may otherwise operate autonomously. For example, one or more instructions from a remote controller may initiate a sequence of autonomous or semi-autonomous operation by the UAV according to one or more parameters.

  The discussion herein of UAVs applies to any type of aircraft and vice versa. The UAV may have one or more propulsion units that may allow the UAV to move around in the air. The one or more propulsion units may move the UAV in one or more, two or more, three or more, four or more, five or more, six or more degrees of freedom. You may be able to do it. In some cases, a UAV may be able to rotate about one, two, three, or more axes of rotation. The axes of rotation may be mutually perpendicular. The axes of rotation may remain mutually perpendicular throughout the UAV flight path. The rotation axis may include at least one of a pitch axis, a roll axis, and a yaw axis. A UAV may be able to move along one or more dimensions. For example, a UAV may be able to move upward by lift generated by one or more rotors. In some cases, the UAV may be able to move along at least one of the Z-axis (which may be upward with respect to the orientation of the UAV), the X-axis, and the Y-axis (which may be lateral). The UAV may be movable along one, two, or three axes, which may be mutually perpendicular.

  The UAV may be a rotorcraft. In some cases, the UAV may be a multi-rotor craft that may include multiple rotors. The plurality of rotors may be able to rotate to generate lift for the UAV. The rotor may be a propulsion unit that allows the UAV to move freely in the air. The rotor may rotate at the same speed and / or generate the same amount of lift or thrust. The rotor may optionally rotate at varying speeds that can generate different amounts of lift or thrust and / or rotate the UAV. In some cases, one, two, three, four, five, six, seven, eight, nine, ten, or more rotors may be provided to the UAV. The rotors may be arranged such that their axes of rotation are parallel to one another. In some cases, the rotors may have axes of rotation at any angle with respect to each other, which may affect the rotation of the UAV.

  The rotation of the rotor blade may cause a flow of air. The air flow may be utilized to generate lift for the UAV. The air flow may optionally be introduced inside the UAV. The air flow may cause forced convection in the UAV, which will be described in more detail below.

  The fuel cell system may be used to power a UAV. The fuel cell system may power one or more components of the UAV, or may power the entire UAV. The fuel cell system may power the propulsion unit of the UAV. The fuel cell system may power a flight control system, a navigation system, one or more sensors, a carrier, a payload, a communication system, or any other component of a UAV. The fuel cell system may include a fuel cell. The fuel system may optionally include an energy storage unit (eg, a battery), an electrolysis module, a photovoltaic system, or any other energy storage or generation unit.

  The UAV may have a housing. The housing may include one or more internal cavities. The fuel cell system may be in a UAV housing. The fuel cell system may be within one or more internal cavities of the housing. The UAV may include a central body. At least one of the cavity and the fuel cell system may be in a central body of the UAV. The UAV may optionally have one or more arms that branch off from the central body. The arm may support the propulsion unit. There may be one or more branch spaces in a UAV arm. The branch space may be in fluid communication with the central cavity of the central body. The fuel cell stem may be in the central cavity, in the branch cavity, or distributed in the central cavity and / or in one or more branch cavities. The housing may or may not include an arm that branches off from the central body. In some cases, the housing may be formed from an integral piece surrounding the central body and the arm. Alternatively, the central body and the arms may be formed using separate housings or components.

  The housing may at least partially isolate the fuel cell system from the external environment. In some cases, the housing may hide the fuel cell system from view. The housing and the fuel cell system may or may not be isolated from the surrounding environment in terms of barometric pressure. In some cases, one or more outlets may be provided that allow air to flow between the external environment and the fuel cell system. The housing may or may not isolate the fuel cell system from water or rainfall.

  FIG. 2 illustrates a fuel cell system according to one embodiment. Referring to FIG. 2, the fuel cell system 201 may include a fuel storage container 210, a control module 220, and a fuel cell 230. The fuel cell system may be installed on the UAV and used to power the UAV. The fuel storage container may be used through a single tube or multiple tubes.

The fuel storage container may be configured to store the first fuel. The first fuel serves as a fuel source for the fuel cell. The first fuel may be hydrogen supplied in a gaseous or liquid state. Organic materials such as high hydrogen content materials, for example, biomass and hydrocarbons, may also serve as primary fuels for fuel cells. For example, the first fuel may include a hydrocarbon fuel including methanol, ethanol, natural gas, petroleum distillate, liquid propane gasified coal, or chemical hydride. In some other embodiments, the hydrogen in the first fuel is a compound containing no carbon, for example, ammonia (NH _3), or borohydride (BH 4 ^_-) may be obtained from such.

  In some embodiments, the fuel storage container may include a fuel storage material for storing the first fuel. The fuel storage material may be capable of absorbing and releasing the first fuel and may have advantageous hydrogen storage attributes. For example, the first fuel may be stored in the volume of the fuel storage material via absorption and / or may be stored on the surface of the fuel storage material through adsorption. In some embodiments, the first fuel may be stored in the fuel storage material by chemically reacting the first fuel with the fuel storage material. In these alternative embodiments, the fuel storage material may include a complex hydride, such as a sodium alanate-based metal complex hydride.

  The fuel storage container may include one or more fuel bags for storing the first fuel. Any number of fuel bags may be provided in the fuel storage container. For example, as shown in FIG. 2, the fuel storage container may include a plurality of fuel bags 211, 212, and 213 for storing a first fuel. 1 or more, 2 or more, 3 or more, 4 or more, 5 or more, 6 or more, 8 or more, 10 or more, 15 or more Thus, twenty or more fuel bags may be provided. The fuel bag may be a conformable bag having a chamber for storing the first fuel. The fuel bag may be formed from a flexible material, such as a cloth, a bladder, an elastomeric material, or the like, or any other material. One or more portions of the fuel bag may be freely bent and folded. The fuel bag may or may not be formed from an inflatable or stretchable material. The fuel bag may be formed of a lightweight polymer. Lightweight polymers may include polyester, polyester fiber, mylar, or reinforced nylon. The fuel bag may be formed from one or more organic materials. In some cases, the entire fuel bag may be formed from organic materials. When the fuel bag is not filled with the first fuel, the fuel bag may have a contracted state. The contracted state may be a folded, rolled, or deflated state. When the fuel bag is filled with the first fuel, the fuel bag may be in a fully inflated, stretched state.

  The fuel bag may be of any shape. In some cases, the fuel bag, when inflated, is substantially spherical, elliptical, cylindrical, prismatic, torus, tear-shaped, oblate or elliptical, or other polygonal, bowl-shaped, or Any other shape may be used. In some embodiments, multiple fuel bags may be provided on a single air vehicle. The fuel bags may have the same shape and / or size, or may have different shapes and / or sizes.

  In some embodiments, the fuel bag may be made from a composite material having a strength of about 160 grams-force / denier (g / D). Strength is a special parameter that characterizes the breaking strength of fibers in composites. In some embodiments, the strength of the fuel bag material may be less than 160 g / D. For example, the strength is about 160 g / D, 150 g / D, 140 g / D, 130 g / D, 120 g / D, 110 g / D, 100 g / D, 90 g / D, 80 g / D, 70 g / D, 60 g / D, It may be less than or equal to 50 g / D, 40 g / D, 30 g / D, 20 g / D, or 10 g / D. In some embodiments, the strength of the fuel bag material may be greater than 160 g / D. For example, the strength may be about 160 g / D, 170 g / D, 180 g / D, 190 g / D, 200 g / D, 210 g / D, 220 g / D, 230 g / D, 240 g / D, 250 g / D, or 260 g / D. It may be greater than or equal to this.

  The material of the fuel bag may withstand about 150% strain. In some embodiments, the strain may be less than 150%. For example, the strain may be less than or equal to about 150%, 140%, 130%, 120%, 110%, or 100%. In some other embodiments, the strain may be greater than 150%. For example, the strain may be greater than or equal to about 150%, 160%, 170%, 180%, or 200%.

  The fuel bag may be flame resistant, since the first fuel may be highly flammable (eg, hydrogen). In some embodiments, the fuel bag may be formed of multiple layers. The fuel bag may be formed from one or more, two or more, three or more, four or more, five or more, six or more layers. The plurality of layers may include an inner layer and a shell layer. The inner layer may be installed on the inner wall of the chamber, the shell layer may be installed on the outer wall of the chamber, and the shell layer is installed on the inner liner. The inner liner may be formed of a high molecular weight polymer and may serve as a barrier to prevent the first fuel from seeping out of the fuel bag. The shell layer serves as a pressure load bearing component of the fuel bag and provides lightweight structural reinforcement. In some embodiments, the shell layer may be made of an elastic carbon fiber-epoxy composite. The thickness of the shell layer may be equal to or greater than a predetermined thickness so that the shell layer does not burst even under high pressure. The thickness of the shell layer may be formed such that the fuel bag remains elastic and conformable even under high pressure.

  In certain alternative embodiments, the fuel storage container may be formed from a rigid material. For example, the fuel storage container may be a structurally rigid tank having a chamber for storing the first fuel.

  The fuel bag may be configured such that hydrogen is stored at a high pressure within the bag, while preventing or reducing hydrogen leakage. For example, leakage of hydrogen from the bag may be less than 15%, 10%, 7%, 5%, 3%, or 1% in 1, 5, 10, 15, 20, 30, 45, 60, or 120 minutes. There may be. This is the pressure at which hydrogen exceeds 10 psi, 11 psi, 12 psi, 13 psi, 14 psi, 15 psi, 16 psi, 17 psi, 18 psi, 20 psi, 25 psi, 30 psi, 35 psi, 40 psi, 45 psi, 50 psi, 60 psi, 70 psi, 80 psi, 90 psi, or 100 psi. This may also be true when stored in.

The fuel bag may have a volume that allows sufficient storage of hydrogen without interfering with UAV flight. In some cases, the volume of fuel ^{bag, 10cm 3, 20cm 3, 30cm} 3, 50cm 3, 70cm 3, 100cm 3, 200cm 3, 300cm 3, 500cm 3, 1000cm 3, 1500cm 3, 2000cm 3, 3000cm 3, 5000cm ^{3, 10000cm 3, 20000cm 3,} or 50000 cm ^3, or less than or equal to this. In some embodiments, the volume of the fuel bag may be greater than any of the listed values. The volume of the fuel bag may be in a range between any two of the numerical values described herein. In some cases, the ratio of the volume of an individual fuel bag to the volume within the housing of the UAV (eg, including the central volume and the arms) is about 1:20, 1:15, 1:10, 1: 8, 1 : 7, 1: 6, 1: 5, 1: 4, 1: 3, 1: 2, 1: 1, 1.2: 1, 1.5: 1, or less than or equal to 2: 1. Good. The volume ratio may be greater than any of the numerical values described herein. In some cases, the ratio of the total volume of all of the fuel bags to the housing interior volume of the UAV is about 1:15, 1:10, 1: 8, 1: 7, 1: 6, 1: 5, 1: It may be less than or equal to 4, 1: 3, 1: 2, 1: 1, 1.2: 1, 1.5: 1, 2: 1, or 3: 1. The volume ratio may be greater than the numerical values described herein.

  In some embodiments, the fuel storage container may further include a fuel case. Optionally, a fuel case may be provided for each fuel bag. Alternatively, a plurality of fuel bags may correspond to one storage case. The fuel bag may be configured to be installed inside the storage case. The storage case may be located on the moving body, and may be integrally connected to the housing or the main body of the moving body. The storage case serves to protect the bag from external impact and damage. The storage case may be made from a lightweight material. The storage case may be formed from a hard material. The fuel bag may conform to the interior space of the storage case when the first fuel is being stored in the fuel bag. The interior space of the storage case may have a symmetrical shape. In some alternative embodiments, the interior space of the storage case may have an irregular shape. The maximum volume of the fuel bag may be determined based on the maximum volume of the internal space of the storage case. The outer surface of the bag may be in contact with the inner wall of the storage case when the bag is at its maximum volume. The volume of the fuel bag increases as the fuel bag is filled with the first fuel. In some embodiments, if the first fuel is highly flammable (eg, hydrogen), the storage case may be partially filled with an inert gas (eg, helium) to reduce the risk of explosion. .

  One or more tubes may define a flow path for the first fuel from the fuel storage container to the fuel cell. The pipe may include a main fuel pipe 240 and a plurality of distribution pipes 241, 242, and 243. Each distribution pipe may be connected to a corresponding fuel bag. For example, the first distribution pipe 241 may be connected to the first fuel bag 211 so that the first fuel from the first fuel bag flows along the first distribution pipe. Similarly, the second distribution pipe 242 may be connected to the second fuel bag 212 so that the first fuel from the second fuel bag may flow along the second distribution pipe. Similarly, a third distribution pipe 243 may be connected to the third fuel bag 213 so that the first fuel from the third fuel bag may flow along the third distribution pipe. The distribution pipe is connected to a main fuel pipe directly connected to the fuel cell. In some alternative embodiments, each fuel bag may be individually connected to the main fuel pipe without the need for a separate distribution pipe. Each of the fuel bags may be in selective fluid communication with the fuel cell. This communication may be facilitated using one or more shared tubes, separate tubes, or any combination thereof. The plurality of tubes may be provided in gas tubes, air ducts, hoses, tubes, and other forms. The tube may be formed from a flexible or rigid material. The tube may be made of a suitable plastic or metal material that is chemically resistant to the fuel. The tube may allow laminar flow of fuel through the tube.

  The fuel bag may always be in fluid communication with at least one of the distribution pipe and any other pipe. Alternatively, they may be in selective fluid communication with the tube. The fuel bag may be switched between a state in which it is in fluid communication with the tube and a state in which it is not. For example, a valve may control the flow of fuel between the bag and the distribution pipe. In some embodiments, each fuel bag may have a corresponding valve that can control whether the individual fuel bag is in fluid communication with the tubing. The valves may be independently controlled, whereby the fuel bag may be independently independently in fluid communication with one or more tubes.

  In some embodiments, a fuel injection port 244 may be provided along the main fuel tube. For example, a fuel injection port may be provided between the fuel storage container and the fuel cell. The fuel injection port may be configured to receive the first fuel and fill the fuel storage container. For example, a fuel injection port may receive a first fuel from a fuel source pump and fill one or more fuel bags. In some embodiments, the fuel injection port may be connected to a fuel injection tube that extends to an outer surface of the UAV housing or body. An external fuel source may supply the first fuel via the fuel injection port. The external fuel source may be separate from or separable from the UAV. An external fuel source may be secured to the fuel injection port to supply the first fuel.

  The first fuel may be initially supplied to the fuel reservoir via a fuel injection port / tube until the fuel reservoir reaches a predetermined pressure threshold. The control module 220 may be configured to monitor the pressure of the first fuel and stop supplying the first fuel to the fuel storage container when the pressure of the first fuel reaches a predetermined pressure threshold. Good. In some embodiments, the predetermined pressure may be defined such that when the fuel bag is filled with the first fuel, an outer surface of the fuel bag contacts an inner wall of the storage case. In certain other embodiments, the predetermined pressure may be defined such that when the fuel bag is filled with the first fuel, the outer surface of the fuel bag is likely to contact the inner wall of the storage case. In some alternative embodiments, the predetermined pressure may be defined such that the outer surface of the fuel bag contacts the striking wall of the storage case during the time that the fuel bag is being filled with the first fuel. . The pressure of the first fuel may be monitored using one or more gas pressure sensors located within the fuel bag or along the tube. For example, a gas pressure sensor may be located after each control valve along the tube. The gas pressure sensor provides feedback to a controller in the control module. Contact between the outer surface of the fuel bag and the inner wall of the storage case may be monitored using a contact and / or proximity sensor located on the inner wall of the storage case. The fuel storage container may be configured to store the first fuel so that the first fuel can reach a predetermined pressure with a leakage rate of less than 0.01% per minute. The predetermined pressure may be about 800 MPa. In some embodiments, the predetermined pressure may be less than 800 MPa. For example, the predetermined pressure may be less than or equal to about 800 Pa, 700 Pa, 600 MPa, 500 MPa, 400 MPa, 300 MPa, 200 MPa, 100 MPa, 50 MPa, 10 MPa, or 1 MPa. In some other embodiments, the predetermined pressure may be greater than 800 MPa. For example, the predetermined pressure may be greater than about 800 MPa, 900 MPa, 1000 MPa, 1100 MPa, 1200 MPa, 1300 MPa, 1400 MPa, or 1500 MPa.

  Optionally, the predetermined pressure may be individualized for each bag. For example, when the pressure in each bag reaches a certain predetermined pressure value, the flow to that bag may be automatically shut off. Different bags may reach the predetermined pressure simultaneously or at staggered times. The predetermined pressure for each bag may be the same or different.

  In some embodiments, the fuel reservoir may generate lift while the first fuel is stored in the fuel reservoir. As mentioned above, the first fuel may be hydrogen or another fuel that may be lighter than air. In these embodiments, the density within the first fuel storage container may be substantially lower than the density of air outside the fuel storage container. Lift can lift the UAV (float by steady air pressure). The additional lift can reduce payload, reduce power consumption, and increase UAV flight time. The pressure of the first fuel in the fuel storage container may be provided below neutral buoyancy, thereby allowing the fuel storage container to be lighter than air and generate lift. The pressure of the first fuel in the fuel storage container may change as the first fuel is consumed by the fuel cell. To counter pressure changes, a pump may be provided along one or more tubes to control and regulate the pressure of the first fuel in the fuel storage container. The pump may be configured to deliver the first fuel from the fuel storage pump or from the electrolysis module to the fuel storage container.

  The control module may be configured to control a first fuel flow from the fuel storage container to the fuel cell. For example, the control module may control the on / off state of the first fuel flow along the tube. The control module may also control and regulate at least one of the flow rate and the flow pressure of the first fuel through the tube. The control module may control at least one of the flow rate and the flow pressure of the first fuel along a continuous spectrum or at one or more predetermined fuel flow levels. The control module may include a controller configured to control a plurality of gas flow control valves for controlling the flow of the first fuel, which will be described in detail with reference to FIG.

  The control module may provide a signal, which may control the flow of fuel at any branch from the fuel bag to the fuel cell or from the fuel injection port to the fuel bag or fuel cell. For example, the control module may include a fuel bag to the distribution pipe or other type of pipe, and a distribution pipe to the main pipe, or along the main pipe, between the main pipe and the fuel cell, or between the injection port and the main pipe. May be controlled. The control module may control the fuel flow, which may affect the direction of the fuel flow. For example, when fuel is being supplied through the fuel injection port, the fuel flows from the fuel injection port to the main pipe (and optionally one or more distribution pipes) to the fuel bag and fills the fuel bag. You may. When the fuel cell is generating electricity, the fuel may flow from the fuel bag to one or more tubes (eg, a distribution tube to a main tube) from the fuel cell.

  The fuel cell may be configured to receive the first fuel from the fuel storage container via the main fuel pipe. The fuel cell may be further configured to receive a second fuel. The second fuel may be oxygen supplied in gaseous or liquid form. The second fuel may be supplied to the fuel cell through the suction hole 231 of the fuel cell. In some embodiments, the second fuel may be supplied to the fuel cell from the surrounding environment. The second fuel may be supplied via a forced air flow through the suction hole. Airflow may be forced to the fuel cell with the aid of one or more propulsion units of the UAV. The ambient air may contain oxygen, which may be used by the fuel cell as a second fuel.

  Fuel cells are configured to generate electricity by reacting a first fuel with a second fuel through an electrochemical reaction. The first fuel may be from a fuel storage container. The second fuel may be from ambient air. Alternatively, the second fuel may be supplied from a storage container (eg, an oxygen tank or bag). Electrical contacts may be provided to connect the electrical output of the fuel cell to the device 250. The device may be mobile. For example, the device may be a UAV. In some embodiments, the device may also be a component mounted on a mobile. For example, the device may include one or more propulsion units of the UAV and at least one of the power consuming units. The device may optionally be a UAV energy storage unit (eg, a battery). In certain embodiments, a sensor may be electrically connected to the fuel cell and configured to dynamically detect and record the fuel cell's electrical output.

  In some cases, the fuel cell may operate according to UAV needs or demands. For example, if a power consuming unit of a UAV requires more energy, the fuel cell may operate to produce more energy. In such a situation, the fuel cell may consume fuel at a faster rate. If the energy demand provided on the UAV is low, the fuel cell may generate less energy. For example, a fuel cell may consume fuel at a lower rate. Alternatively, a fuel cell may consume fuel regardless of energy demand.

  The power consuming unit may be a non-propulsion unit of the UAV. A power consuming unit may be one or more components capable of collecting and / or storing information. It may be desirable to provide continuous power to the power consuming unit to constantly process, read, or store. The power consuming unit may be one or more of the following controllers (ie, control units): a communication unit, a navigation unit, an emitter (eg, a light or audio emitter), and / or a sensor. Examples of sensors include, but are not limited to, position sensors (eg, Global Positioning System (GPS) sensors, mobile device transmitters that enable position triangulation), video sensors (eg, visible light, infrared-free, Imaging devices capable of detecting ultraviolet light, such as cameras, proximity sensors (such as ultrasonic sensors, lidars, time-of-flight cameras), inertial sensors (such as accelerometers, gyroscopes, inertial measurement units (IMUs)), altitude sensors , A pressure sensor (eg, a pressure gauge), a voice sensor (eg, a microphone) or a field sensor (eg, a magnetic detector, an electromagnetic sensor). Any suitable number and combination of sensors can be used, such as one, two, three, four, five, or more sensors. Optionally, data may be received from different types of sensors (eg, two, three, four, five or more types). Different types of sensors may measure different types of signals or information (eg, position, orientation, velocity, acceleration, proximity, pressure, etc.) and / or utilize different types of measurement methods, Data may be obtained. For example, the sensor may be any suitable combination of active sensors (e.g., sensors that generate and measure energy from its own source) and passive sensors (e.g., sensors that detect available energy). May be included.

  Electrochemical reactions in the fuel cell may generate by-products. The by-product may be a liquid. If the first fuel is hydrogen and the second fuel is oxygen, water may be generated as a by-product of the electrochemical reaction. By-products may be released from the fuel cell through the fuel cell drain 232. By-products may be added to the UAV load if not removed from the UAV. Adding a load to the UAV can increase the weight of the UAV and reduce the range of movement of the UAV. As will be described later herein, various embodiments of the present invention remove UAVs from the UAV to reduce UAV loading and increase UAV flight time. By-products may be removed by evaporation using forced convection. Ventilation may be provided that can assist in forced convection and removal of at least one by-product. Harmless by-products, such as water, may be safely dissipated into the environment. Alternatively, by-products may be removed by electrolyzing the by-products to decompose the by-products into their elements. Electrolysis of by-products may also be used to additionally produce a first fuel for the fuel cell.

  Since electrochemical reactions are typically exothermic, heat may be generated by the fuel cell. Heat can affect the performance / reliability of the fuel cell, as well as other internal components of the UAV. As described herein below, various embodiments of the present invention remove heat from the cell, regulate the operating temperature of the fuel cell, and improve the performance / reliability of the fuel cell. Heat may be removed by applying forced convection to evaporate by-products and cool the fuel cell. Ventilation may be provided that can assist in forced convection and at least one removal of heat.

  FIG. 3 shows a schematic diagram of the fuel cell system of FIG. 2 in more detail. Referring to FIG. 3, the fuel cell system 301 includes a fuel storage container 310, a control module 320, and a fuel cell 330. The fuel cell system may be provided on a UAV or used to power the UAV. The fuel storage container may be connected to the fuel cell via a plurality of tubes.

  In the embodiment of FIG. 3, the first fuel may be hydrogen gas (H2) and the second fuel may be oxygen gas (O2). Fuel cells are configured to generate electricity by reacting hydrogen gas from a fuel storage container with oxygen gas through an electrochemical reaction. Oxygen gas may be obtained from air from the surrounding environment.

  The fuel storage container may include one or more gas bags for storing hydrogen gas. Any number of gas bags may be provided in the fuel storage container. For example, as shown in FIG. 3, the fuel storage container 310 includes gas bags 311, 312, and 313 for storing hydrogen gas. The gas bag may be a conformable bag having a chamber for storing hydrogen gas. The gas bag may be formed from a flexible material such as a lightweight polymer. Lightweight polymers may include polyester, polyester fiber, mylar, or reinforced nylon.

  The material of the gas bag may have a modulus of about 160 g / D. In some embodiments, the elastic modulus of the gas bag material may be less than 160 g / D. For example, the elastic modulus is about 160 g / D, 150 g / D, 140 g / D, 130 g / D, 120 g / D, 110 g / D, 100 g / D, 90 g / D, 80 g / D, 70 g / D, 60 g / D. , 50 g / D, 40 g / D, 30 g / D, 20 g / D, or less than or equal to 10 g / D. In some embodiments, the modulus of elasticity of the gas bag material may be greater than 160 g / D. For example, the modulus of elasticity is about 160 g / D, 170 g / D, 180 g / D, 190 g / D, 200 g / D, 210 g / D, 220 g / D, 230 g / D, 240 g / D, 250 g / D, or 260 g / D. It may be greater than or equal to D.

  The material of the gas bag may have a strain of about 150%. In some embodiments, the strain may be less than 150%. For example, the strain may be less than or equal to about 150%, 140%, 130%, 120%, 110%, or 100%. In some other embodiments, the strain may be greater than 150%. For example, the strain may be greater than or equal to about 150%, 160%, 170%, 180%, or 200%.

  The gas bag may be flame resistant, since hydrogen gas is highly flammable. In some embodiments, the gas bag may be formed of multiple layers, including an inner layer and a shell layer. The inner layer may be installed on the inner wall of the chamber, the shell layer may be installed on the outer wall of the chamber, and the shell layer is installed on the inner liner. The inner liner may be formed of a high molecular weight polymer and may serve as a barrier to prevent the first fuel from seeping out of the gas bag. The shell layer acts as a pressure load bearing component of the gas bag and provides lightweight structural reinforcement. In some embodiments, the shell layer may be made of an elastic carbon fiber-epoxy composite. The thickness of the shell layer may be equal to or greater than a predetermined thickness so that the shell layer does not burst even under high pressure. The thickness of the shell layer may be formed such that the gas bag retains its elasticity and conformability even under high pressure.

  In some specific embodiments, the fuel storage container may be formed from a rigid material. For example, the fuel storage container may be a structurally rigid tank having a chamber for storing hydrogen gas.

  In some embodiments, the fuel storage container may further include a storage case for each gas bag. For example, storage cases 314, 315, and 316 may be provided for gas bags 311, 312, and 313, respectively. The gas bag may be configured to be placed in a storage case. The storage case may be positioned on the moving body, and may be integrally connected to a housing or a main body of the moving body. The storage case serves to protect the bag from external impact and damage. The storage case may be made of a lightweight material formed from a hard material. The gas bag may conform to the interior space of the storage case when hydrogen gas is being stored in the gas bag. The interior space of the storage case may have a symmetrical shape. In certain embodiments, the interior space of the storage case may have an irregular shape. The maximum volume of the gas bag may be determined based on the maximum volume of the internal space of the storage case. The outer surface of the gas bag may contact the inner wall of the storage case when the bag is at its maximum volume. The volume of the gas bag increases when hydrogen gas is stored in the gas bag. In some embodiments, hydrogen is so flammable that the storage case may be partially filled with an inert gas (eg, helium) to reduce the risk of explosion.

  A plurality of tubes define a flow path for the hydrogen gas from the fuel storage container to the fuel cell. The plurality of pipes include a main fuel pipe 340 and a plurality of distribution pipes 341, 342, and 343. Each distribution pipe is connected to a corresponding gas bag. For example, as shown in FIG. 3, the distribution pipe 341 may be connected to the gas bag 311 so that the hydrogen gas from the gas bag 311 flows along the distribution pipe 341. Similarly, distribution pipe 342 may be connected to gas bag 312 so that hydrogen gas from gas bag 312 may flow along distribution pipe 342. Similarly, distribution pipe 343 may be connected to gas bag 313 so that hydrogen gas from gas bag 313 may flow along distribution pipe 343. The distribution pipe is connected to a main fuel pipe directly connected to the fuel cell. The plurality of tubes may be provided in hoses, air ducts, piping, gas tubes, and other forms. The tube may be made of any suitable plastic or metallic material that is chemically resistant to hydrogen (ie, does not react with hydrogen) and allows laminar flow of hydrogen gas through the tube.

  The plurality of gas flow control valves may be configured to control a flow of a first fuel (eg, hydrogen gas) between the gas bag and the fuel cell. In some cases, each gas flow control valve may function as a gating mechanism for the flow of fuel gas from the gas bag to the fuel cell. The gas flow control valve may have an open position where fuel gas can flow between the gas bag and the fuel cell. When the gas flow control valve is in the open position, fluid communication may be provided between the gas bag and the fuel cell. The gas flow control valve may have a closed position that prevents fuel gas from flowing between the gas bag and the fuel cell. When the gas flow control valve is in the closed position, no fluid communication is provided between the gas bag and the fuel cell.

  For example, as shown in FIG. 3, a main gas flow control valve 345 may be provided along the main pipe 340, and a plurality of gas flow control valves 346, 347, and 348 are respectively provided in distribution pipes 341, 342, and 343. May be provided along. The main gas flow control valve 345 may be connected between the fuel cell and the fuel cell storage container. A plurality of gas flow control valves 346, 347, and 348 may be provided between the main gas flow control valve 345 and the fuel cell storage container. Opening and closing of the control valve may be controlled by a controller 321 in the control module. The controller is configured to provide a plurality of fuel flow control signals to each tube to control the opening and closing of control valves 345, 346, 347, and 348 associated therewith for control of flow thereto. You may. For example, the controller may control the on / off state of the flow of hydrogen gas along the main fuel pipe and along each distribution pipe. The controller may control and adjust at least one of the flow rate and the flow pressure of the hydrogen gas through the main fuel pipe and the distribution pipe.

  The controller controls the gas flow control valve, the gas flow control valve that controls whether hydrogen gas flows into the fuel cell, and the flow rate, pressure, and amount of hydrogen gas flowing into the fuel cell. Is also good. The controller may generate a signal which is supplied to the gas flow control valve to open or close the gas flow control valve, or optionally, to open the gas flow control valve. Indicate what to do. The controller may be in communication with aircraft controls that can control other functions of the air vehicle, such as propulsion, guidance, sensors, or communications. Alternatively, the controller that supplies the signal to the gas flow control valve may be the aircraft control mechanism itself. The controller may be onboard the aircraft. Alternatively, the controller may be a device external to the aircraft or a part of the device. The controller may include a processor that can perform one or more steps with a non-transitory computer readable medium that can define the operation of the air vehicle. The processor may determine, based on the data, whether or not to transmit a signal to the gas flow control valve, or the type of signal to be transmitted. The processor may make this determination according to calculations performed on the data or a subset of the data. The controller may have one or more memory units, which may include non-transitory computer readable code that may include code, logic, or instructions for performing one or more steps. It may include possible media. The processor may generate a signal indicating that the aircraft is powered, which may be used to open a gas flow control valve. This signal may be generated on the air vehicle or from an external device communicating with the air vehicle.

  In one example, the controller may receive data from one or more sensors or from other aircraft controllers. Based on the data received by the controller, the controller may assist the processor to generate a signal that it can send to the gas flow control valve. In some cases, the signal may cause the gas flow control valve to open from a closed position. The signal may or may not determine how much the gas flow control valve is opened. In some cases, the signal may cause the gas flow control valve to close from the open position. In some embodiments, the default setting may cause the gas flow control valve to open during operation of the air vehicle. Once the gas flow control valve is open, it may be open as long as the mobile remains powered by the fuel cell. Conversely, the gas flow control valve may be closed upon landing of the vehicle or upon a detected malfunction event or other type of designated event. Detected malfunctions may include hydrogen gas leaks, overheating of the fuel cell, and other abnormal events related to the operation of the fuel cell system or the vehicle.

  In some cases, the gas flow control valve may have a binary open / close position. Alternatively, the gas flow control valve may be a proportional valve that can control the flow rate of gas flowing between the gas bag and the fuel cell. For example, a proportional valve may have a fully open state, which may allow a higher flow rate than a partially open state, which allows for slower flow. Optionally, a regulating, throttle, throttle, or needle valve may be used. A return valve or a check valve may be used. The valve may have any number of ports. For example, a two-port valve may be used. Alternatively, in alternative embodiments, a three-port, four-port, or other type of valve may be used. The description herein with respect to valves may apply to any other type of flow control mechanism. The flow control mechanism may be any type of binary flow control mechanism (eg, including only open and closed positions) or a variable flow control mechanism (which may include degrees of open and closed positions).

  Until hydrogen gas is supplied to the fuel cell, all of the gas flow control valves may be closed. The gas bag may contain hydrogen gas therein, which may be prevented from flowing to the fuel cell by a closed gas flow control valve. A signal to open the gas flow control valve may be supplied from the controller to each gas flow control valve. In some cases, the signal to open the gas flow control valve may be provided when the air vehicle is about to fly. This signal may also be generated when one or more propulsion units of the mobile are to be powered and / or otherwise to be powered for other non-propulsion components of the mobile. When the gas flow control valve is open, hydrogen gas may flow from the gas bag to the fuel cell, thereby generating electricity and powering the vehicle. Hydrogen gas may be rapidly supplied to the fuel cell. In some cases, hydrogen gas from the gas bag is applied to the fuel cell for 0.01, 0.05, 0.1, 0.2, 0.3, 0.4, 0.5, It may reach within 0.6, 0.7, 0.8, 0.9, 1, 1.2, 1.5, 2, 3, or 5 seconds. At least one of the amount, flow rate, and pressure of hydrogen gas to the fuel cell may be controlled using a controller that controls one or more of the gas flow control valves.

  In some embodiments, a fuel injection port 344 may be provided along the main fuel tube. For example, a fuel injection port may be provided between the fuel storage container and the fuel cell. A fuel injection port may be provided for the main gas flow control valve 345. The fuel injection port may be configured to receive hydrogen gas and fill the fuel storage container. For example, the fuel injection port may receive hydrogen gas from an H2 source pump and fill one or more gas bags. In some embodiments, the fuel injection port may be connected to a fuel injection tube that extends to an outer surface of the body of the UAV. Hydrogen gas may be initially supplied to the fuel reservoir via the fuel injection port / tube until the hydrogen gas in the fuel reservoir reaches a predetermined pressure threshold. The controller monitors the pressure of the hydrogen gas and, when the pressure of the hydrogen gas reaches a predetermined pressure threshold, supplies the hydrogen to the fuel reservoir via one or more control valves 345, 346, 347, and 348. It may be configured to shut off the gas supply.

  In some embodiments, the predetermined pressure may be defined such that when the gas bag is filled with hydrogen, the outer surface of the gas bag contacts the inner wall of the storage case. In some other embodiments, the predetermined pressure is defined such that when the gas bag is filled with hydrogen gas, the outer surface of the gas bag is likely to contact the inner wall of the storage case. In some other embodiments, the predetermined pressure is defined such that the outer surface of the gas bag is in contact with the inner wall of the storage case during the time that the gas bag is being filled with hydrogen gas. Hydrogen gas pressure, may be monitored using one or more gas pressure sensors located in the gas bag or along the tube. For example, a gas pressure sensor may be located along each tube after each control valve. The gas pressure sensor provides feedback to a controller in the control module. Contact between the outer surface of the gas bag and the inner wall of the storage case may be monitored using a contact and / or proximity sensor located on the inner wall of the storage case. The fuel storage container may be configured to store hydrogen gas such that the hydrogen gas reaches a predetermined pressure with a leakage rate of less than 0.01% per minute. The predetermined pressure may be about 800 MPa. In certain embodiments, the predetermined pressure may be less than 800 MPa. For example, the predetermined pressure may be less than or equal to about 800 MPa, 700 MPa, 600 MPa, 500 MPa, 400 MPa, 300 MPa, 200 MPa, 100 MPa, 50 MPa, 10 MPa, or 1 MPa. In some other embodiments, the predetermined pressure may be greater than 800 MPa. For example, the predetermined pressure may be greater than or equal to about 800 MPa, 900 MPa, 1000 MPa, 1100 MPa, 1200 MPa, 1300 MPa, 1400 MPa, or 1500 MPa.

  In some embodiments, the fuel storage container can generate lift when hydrogen gas is stored in the fuel storage container, such that the density of the hydrogen gas in the fuel storage container increases outside the fuel storage container. This is because it is substantially lower than the density of air. The lift force allows the UAV to float (float by steady air force). The pressure of the hydrogen gas in the fuel storage container may change while the hydrogen gas is being consumed by the fuel cell through an electrochemical reaction between hydrogen and oxygen. The pressure of the hydrogen gas in the fuel storage container may change while the hydrogen gas is being consumed by the fuel cell through an electrochemical reaction between hydrogen and oxygen. To counter pressure changes, a pump may be provided along one or more tubes to control and regulate the pressure of hydrogen gas in the fuel storage container. The pump may be configured to pump hydrogen gas into the fuel conditioning vessel from a pump of the hydrogen gas supply or from the electrolysis module.

The neutral buoyancy of a volume of hydrogen gas may be calculated using the ideal gas law equation, where PV = nRT, where P is the gas pressure, V is the gas volume, and n is the mole The number, R is the general gas constant, and T is the temperature of the gas. The gas bag is capable of holding high pressure hydrogen (e.g., supplied from a supply cylinder or a hydrogen gas supply pump) and has a negligible weight. The temperature rise of the compressed gas may be neglected by assuming that the fuel storage container has sufficient cooling system to allow the temperature difference to be negligible. Under standard conditions (STP, 273K, 100 kPa), the volume contained in one liter filled with hydrogen gas contains: 100 = (n ^* 8.3145 ^* 273) / 10 => n = 0.441 mol. For hydrogen with a molar weight of 1.00794 g / mol (and twice the molar weight of H2 gas), the density g / L of the hydrogen gas at STP is 0.08890 g / L. The air density at STP is 1.225 g / L (1 m3 = 1000 L). Thus, the neutral buoyancy of a gas bag of negligible mass that retains enough compressed hydrogen to prevent levitation in air is 137,953 kPa (199,855 psi). If the pressure of hydrogen in the gas bag is less than 199.855 psi, the gas bag will rise. Conversely, if the pressure of hydrogen in the gas bag is greater than 199.855 psi, the gas bag will sink in the air and have no neutral buoyancy.

  The control module may be configured to control a flow of hydrogen gas from the fuel storage container to the fuel cell. For example, a controller in the control module may control the on / off state of the flow of hydrogen gas along the tube via a control valve. The controller may also control and regulate at least one of the flow rate and the flow pressure of the hydrogen gas along the tube via a control valve.

  The fuel cell may be configured to receive hydrogen gas from a fuel storage container via a main fuel pipe. The fuel cell may be further configured to receive oxygen gas. Oxygen gas may be supplied to the fuel cell through an intake hole 331 of the fuel cell. In certain embodiments, oxygen gas may be supplied from the surrounding environment to the fuel cell via a forced airflow through the suction holes. Airflow is forced into the fuel cell with the aid of one or more propulsion units of the UAV.

  Fuel cells are configured to generate electricity by reacting hydrogen gas from a fuel storage container and oxygen gas from the surrounding environment through an electrochemical reaction. Electrical contacts are provided to connect the electrical output of the fuel cell to the device 350. The device may be mobile. For example, the device may be a UAV. In some embodiments, the device may also be a component mounted on a mobile. For example, the device may include at least one of one or more propulsion units and power consuming units of the UAV. In certain embodiments, the sensor may be electrically connected to the fuel cell and configured to dynamically detect and record the fuel cell's electrical output.

  The electrochemical reaction between hydrogen and oxygen gas in the fuel cell produces water as a by-product. Water may be discharged from the fuel cell via a fuel cell outlet 332. Water may be added to the UAV load if it is not removed from the UAV. As described herein below, various embodiments of the present invention reduce UAV loading by increasing the by-product water from UAVs and increase flight time. Water may be removed through evaporation using forced convection. Alternatively, water may be removed by electrolyzing water to decompose water into its elements (hydrogen and oxygen). Electrolysis of water may also be used to additionally generate hydrogen gas for fuel cells.

  Since the electrochemical reaction between hydrogen and oxygen in the fuel cell is exothermic, heat may be generated by the fuel cell. Heat can affect the performance / reliability of the fuel cell, as well as other internal components of the UAV. As described herein below, various embodiments of the present invention remove heat from the fuel cell and improve the performance / reliability of the fuel cell. Heat may be removed by applying forced convection to evaporate by-product water and cool the fuel cell.

  FIG. 4 illustrates a fuel cell according to some embodiments. Referring to FIG. 4, the fuel cell may be a proton conductive fuel cell. A fuel cell includes a cathode, an anode, and an electrolyte. The fuel cell may be configured to receive hydrogen gas as the first fuel and oxygen gas as the second fuel. Hydrogen gas may be supplied from a fuel storage container. Oxygen gas may be obtained from air in the surrounding environment. The electrolyte allows positively charged hydrogen ions (or protons) to move between the two sides of the fuel cell. The anode and cathode include a catalyst for causing an oxidation reaction on the fuel to generate positive hydrogen ions and electrons. Hydrogen ions may be extracted from the electrolyte after the reaction. At the same time, electrons are drawn from the anode to the cathode through an external circuit, producing DC electricity. At the cathode, hydrogen ions, electrons, and oxygen react to form water. In certain embodiments, multiple fuel cells may be combined in series to produce a higher voltage or to provide a higher current to provide a desired amount of energy. it can. Such a design (a combination of fuel cells in series or in parallel) is called a fuel cell stack. The battery surface area is also increased, and higher current is generated from each battery. Fuel cells are provided in alternative designs and configurations, such as proton exchange membrane fuel cells (PEMFC), molten carbon salt fuel cells (MCFC), phosphoric acid fuel cells (PAFC), solid oxygen fuel cells (SOFC), and others. May be done.

  FIG. 5 shows a fuel cell system according to another embodiment. Referring to FIG. 5, the fuel cell system 501 includes a fuel storage container 510, a control module 520, and a fuel cell 530. The fuel cell system may be provided on a UAV and may be used to power the UAV. The fuel cell system 501 of FIG. 5 is the same as the fuel cell system 201 of FIG. 2, but differs in the following points. In the embodiment of FIG. 5, the fuel cell system 501 further includes an exhaust system 560 for removing by-products of the fuel cell electrochemical reaction. The hyperventilation system may be configured to expose the byproducts to forced convection (forced airflow) to remove byproducts from the UAV. The ventilation system may provide fluid communication between the by-product and the environment around the UAV. By providing a ventilation system, the rate of by-product removal can be increased. For example, the by-product removal rate is at least 1%, 3%, 5%, 7%, 10%, 15%, 20%, 25%, 30%, of the by-product removal rate without evacuation. It may be increased by 40%, 50%, 60%, 70%, 80%, 90%, 100%, or 200%. The exhaust system is described below with reference to FIG. 6, which shows a more detailed schematic diagram of the fuel cell system of FIG.

  Referring to FIG. 6, the fuel cell system 601 includes a fuel storage container 610, a control module 620, a fuel cell 630, and an exhaust system 660. The fuel cell system may be provided on the UAV and may be used to power the UAV. The fuel storage container may be connected to the fuel cell via a plurality of tubes.

  In the embodiment of FIG. 6, the first fuel may be hydrogen gas (H2) and the second fuel may be oxygen gas (O2). The electrochemical reaction of hydrogen and oxygen gas in the fuel cell generates water as a by-product. Water may be discharged to the fuel cell or exhaust system 660 via the fuel cell outlet 632. The exhaust system may include an H2O inlet 661 that receives water from the fuel cell. In certain embodiments, a tube may be connected between the outlet and the H2O inlet, which allows water to flow from the fuel cell to the exhaust system.

  The drainage system may be configured to utilize forced convection to evaporate and remove water from the UAV. Water may be exposed to forced convection in the drainage system. Forced convection generates an airflow through the water and may employ one or more propulsion units of the UAV. Forced convection may alternatively be generated with the aid of one or more internal fans or pumps. Energy may be consumed by one or more power consuming units during the generation of forced convection. In some cases, convection may occur in the UAV by air entering at the inlet and exiting at the outlet. Airflow may be supplied into the exhaust system through one or more intake holes 662. The one or more propulsion units may include a UAV rotor / propeller. The UAV's propulsion unit may force air from the surrounding environment into the UAV's arms through the intake holes. The propulsion unit forces this air along the arms of the UAV into the central cavity of the UAV where the fuel cell and by-product water are stored. The water is evaporated by the airflow and discharged through one or more outlets 663. The inlet and outlet may be provided in the body or housing of the UAV. Water may be removed from the UAV to reduce the weight of the UAV. Water may be removed by evaporation, discharge of water through one or more holes in the enclosure, or any combination of both. The weight of the UAV may be reduced, reducing the amount of power required to power the UAV, thereby increasing the flight time and range of the UAV.

  Forced convection can cause air to pass by-products at the speed of light. For example, forced convection is at least 5 cm / s, 10 cm / s, 15 cm / s, 20 cm / s, 25 cm / s, 30 cm / s, 40 cm / s, 50 cm / s, 60 cm / s so as to pass by-products. A forced airflow at a velocity of s, 70 cm / s, 80 cm / s, or 100 cm / s may be generated. The forced airflow may be in the UAV enclosure. The direction of the forced air flow may be substantially parallel to the surface of the by-product. Alternatively, the direction of the forced airflow is substantially perpendicular to the surface, or at any other angle with respect to the surface (e.g., about 15 degrees, 30 degrees, 45 degrees, 60 degrees, or 75 degrees). Is also good.

  FIG. 7 illustrates a detailed view of a UAV including a fuel cell system having an exhaust system, according to some embodiments. Referring to FIG. 7, a UAV 700 includes a fuel cell system 701. The fuel cell system includes a fuel cell 730 operatively connected to a fuel storage container 710. The fuel cell may be located in or adjacent to the housing 702 of the UAV. The housing may include a central cavity within the central body of the UAV. The housing may include one or more branch cavities in one or more corresponding arms of the UAV. The central cavity and one or more branch cavities may be in fluid communication with each other.

  The fuel storage container may be configured to store the first fuel. The fuel storage container includes one or more fuel storage cases, for example, three fuel cell storage containers 714, 715, and 716 configured to house gas bags 711, 712, and 713, respectively. Is also good. The fuel storage case may be mounted on the body or housing of the UAV. The density of the hydrogen gas in the fuel storage container may be substantially lower than the density of the air surrounding the UAV. Thus, when the gas bag is filled with hydrogen gas, lift on the UAV may be generated, which reduces the load on the UAV and increases its flight time. In some alternative embodiments, the gas bag may be provided directly without the need for an additional fuel storage case. The outer surface of the gas bag may be directly exposed to the surrounding environment.

  The gas bag may be located anywhere on the UAV. In some cases, the gas bag may be located outside the housing of the UAV. The gas bag may be located at or near the central body of the UAV. The gas bag may be positioned along at least one of the side of the central body, the bottom of the central body, and the top of the central body. The gas bag may be located on or near one or more arms of the UAV. In some embodiments, the gas bag may be located on the side between the arms of the central body of the UAV. At least one of the gas bag and the fuel storage case may be designed to not substantially interfere with UAV aerodynamics. At least one of the gas bag and the fuel storage case may be designed so as not to obstruct the rotor of the UAV.

  Fuel cells are configured to generate electricity and by-products by reacting a first fuel with a second fuel through an electrochemical reaction. The UAV further includes an exhaust system for removing by-products of the electrochemical reaction of the fuel cell. The discharge system may be configured to utilize convection to evaporate and remove by-products from the UAV. By-products may be exposed to forced convection in the exhaust system. Forced convection may be generated with the aid of one or more propulsion units 703 of the UAV, which generates an airflow over by-products. Forced convection may be generated using any of the other techniques described elsewhere herein. Forced convection may employ one or more power consuming units to force airflow over by-products. In some embodiments, the speed of the airflow may be faster than forced convection through natural flow.

  The exhaust system may include one or more inlet holes 762 and one or more outlets 763. The inlet and outlet may be provided in a housing of the UAV. Airflow may be directed through the inlet to the exhaust system. The one or more propulsion units may include UAV propellers. The propulsion unit of the UAV may force air from the surrounding environment into the arm of the UAV through the intake hole. In some embodiments, the intake holes may be located on the arms of the UAV. The air intake holes may be at or near the arm of the UAV (eg, within 1%, 5%, 10%, 20%, 30%, 40%, or 50% of the arm tip). The air intake holes may be located near the propeller of the UAV (eg, within 1%, 3%, 5%, or 10% of the length of the propeller arm). Alternatively, the intake hole may not be near the propeller of the UAV. The propulsion unit may force air along the arms of the UAV into the central cavity of the UAV where the fuel cell and its by-products are stored. By-products may be evaporated by the airflow and discharged through the exhaust port. The vent may be located in the UAV central body. The vent may be located near an area where by-products may be collected (eg, within 1 cm, 3 cm, 5 cm, or 10 cm). By-products may be removed from the UAV to reduce the weight of the UAV. The weight of the UAV may be reduced, thereby reducing the amount of power required to power the UA and increasing the flight time and range of the UAV.

  The UAV may have one or more intake holes. In certain embodiments, each arm may include one or more intake holes. The intake hole may be an opening in the arm housing, which may provide fluid communication from an external environment to the internal cavity of the arm. The air intake hole may be on at least one of the side surface, the bottom surface, and the top surface of the arm.

  A UAV may have one or more outlets. In some cases, the central body may have one or more openings that function as vents. The opening may be provided with drops in the central body housing and may provide fluid communication from inside the central cavity to the surrounding environment. The exhaust port may be on at least one of the bottom, side, and top of the central body housing. In some embodiments, more intake holes than exhaust ports may be provided.

  The bi-fuel in which the first fuel is hydrogen gas (H2) and the second fuel is oxygen gas (O2), a chemical reaction between hydrogen and oxygen gas in the fuel cell generates water as a by-product. The water may be evaporated and removed from the UAV by forcing an airflow over the water. Airflow may be introduced through the arms of the UAV. Airflow may enter and exit through one or more intake holes located on the arms of the UAV. The airflow enters through the intake holes and flows through water, a by-product of the fuel cell, to evaporate the water. The evaporated water is then drained by the airflow and exits the UAV through the exhaust. The exhaust port may be located near a portion of the housing where the fuel cell and its water by-product are stored. The airflow may be driven with the aid of one or more propulsion units of the UAV. The one or more propulsion units may include a mobile propeller. In some embodiments, the airflow may be introduced through a central body of the mobile, such that the airflow flows through an opening in the central body of the mobile. Water may be removed from the UAV to the surrounding environment by an exhaust system through an exhaust port. Water may be removed from the UAV to reduce the weight of the UAV. The weight of the UAV is reduced and the amount of power required to power the UAV is reduced, thereby increasing the flight time of the UAV.

  FIG. 8 shows a fuel cell system according to another embodiment. Referring to FIG. 8, a fuel cell system 801 includes a fuel storage container 810, a control module 820, and a fuel cell 830. The fuel cell system may be provided to a UAV or used to power the UAV. The fuel cell system 801 of FIG. 8 is the same as the fuel cell system 201 of FIG. 2, but differs in the following points. In the embodiment of FIG. 8, the fuel cell system 801 further includes a cooling system 860 for removing heat from the fuel cell. The cooling system may be configured to evaporate a by-product of an electrochemical reaction of the fuel cell. Evaporation of by-products may be used to cool the fuel cell. The cooling system is described below with reference to FIG. 9, which shows a more detailed schematic diagram of the fuel cell system of FIG.

  Referring to FIG. 9, the fuel cell system 901 includes a fuel storage container 910, a control module 920, a fuel cell 930, and a cooling system 970. The fuel cell system may be provided on a UAV and may be used to source the UAV. The fuel storage container may be connected to the fuel cell via a plurality of tubes.

  In the embodiment of FIG. 9, the first fuel may be hydrogen gas (H2) and the second fuel may be oxygen gas (O2). The electrochemical reaction between hydrogen and oxygen gas in the fuel cell generates water as a by-product. Since the electrochemical reaction between water and oxygen gas is accompanied by heat generation, heat is also generated. Cooling system 970 may include a container that can collect water from the fuel cell. The container may be in thermal communication with the fuel cell and may receive heat generated from the fuel cell via conduction. The cooling system may also include one or more openings. The opening may include at least one intake hole 971 and at least one exhaust port 972. The fuel cell may be cooled by forcibly generating an airflow passing over the water in the container and evaporating the water by forced convection to generate a cooling effect. The airflow may enter and exit the container through one or more openings in the container. For example, the airflow enters through an intake hole and passes through water, a by-product, in the container, evaporating the water. The cooling system may be configured to remove heat from the fuel cell by directing the evaporated water to flow along and near the surface of the fuel cell. The evaporated water is then driven by the airflow and exits the container through the vent. The airflow may be driven with the aid of one or more propulsion units of the UAV, or with the aid of one or more internal fans or pumps. The one or more propulsion units may include a mobile propeller. Evaporation of by-products helps regulate the temperature of the fuel cell. For example, as the evaporated water flows along the heating surface of the fuel cell, at least some of the heat generated by the fuel cell during the electrochemical reaction may be removed. The cooling system can regulate the temperature of the fuel cell, thus extending the service life of the fuel cell and improving performance / reliability.

  In some cases, water evaporation may further assist in regulating the internal temperature of the UAV. In some embodiments, the cooling system and the exhaust system may use the same components. In certain other embodiments, the cooling system and the exhaust system may be the same system. Having a cooling system may increase the rate at which heat can be removed from the fuel cell. For example, the heat removal rate is at least 1%, 3%, 5%, 7%, 10%, 15%, 20%, 25%, 30%, 40%, 50%, 60% less than the heat removal rate without evacuation. %, 70%, 80%, 90%, 100%, or 200% earlier. Forced convection may cause air to flow rapidly near the surface of the fuel cell. For example, forced convection may occur on the surface of the fuel cell at least 5 cm / s, 10 cm / s, 15 cm / s, 20 cm / s, 25 cm / s, 30 cm / s, 40 cm / s, 50 cm / s, 60 cm / s, A forced airflow at a speed of 70 cm / s, 80 cm / s, or 100 cm / s may be generated. The forced airflow may be created inside the UAV enclosure. The direction of the forced air flow may be substantially parallel to the surface of the fuel cell. Alternatively, the direction of the forced airflow is substantially perpendicular to the surface of the fuel cell, or any other angle with respect to that surface (eg, about 15 degrees, 30 degrees, 45 degrees, 60 degrees, or 75 degrees). It may be.

  FIG. 10 shows a fuel cell system according to another embodiment. The fuel cell system of FIG. 10 may be provided as an energy supply system. Referring to FIG. 10, the fuel cell system 1001 includes a fuel storage container 1010, a control module 1020, and a fuel cell 1030. The fuel cell system may be provided on the UAV or may be used to power the UAV. The fuel cell system 1001 in FIG. 10 is the same as the fuel cell system 201 in FIG. 2, but differs in the following points. In the embodiment of FIG. 10, the fuel cell system 1001 further includes an electrolysis module 1080, a solar energy power generation system 1090, and a switch 1091. The electrolysis module electrolyzes the by-products of the electrochemical reaction of the fuel cell, (1) removes the by-products from the mobile (through decomposition of the by-products into their elements), and / or 2) It may be configured to additionally produce a first fuel for the fuel cell. The solar power generation system may be configured to power at least one of the electrolysis module and the device. The device may include one or more propulsion units of the UAV and at least one of the power consuming units. The controller of the control module is configured to supply electrical energy for the solar power generation system to at least one of the group consisting of: (1) an electrolysis module, and (2) a device for operating the electrolysis module. May be configured to generate the instruction. Electrical energy may be provided to at least one of the above groups using a switch. The operation of the electrolysis module and the solar cell and the control of the switches will be described below with reference to FIG. 11, which shows a more detailed schematic diagram of the solar cell system of FIG.

  Referring to FIG. 11, the fuel cell system 1101 includes a fuel storage container 1110, a control module 1120, a fuel cell 1130, an electrolysis module 1180, a solar cell 1190, and a switch 1191. The fuel cell system may be provided on top of the UAV or may be used to power the UAV. The fuel storage container may be connected to the fuel cell via a plurality of tubes.

  In the embodiment of FIG. 11, the first fuel may be hydrogen gas (H2) and the second fuel may be hydrogen gas (O2). The electrochemical reaction between hydrogen and oxygen gas in the fuel cell generates water as a by-product. Water may be collected in the by-product container 1181. The electrolysis module may be configured to generate hydrogen from water collected in the by-product container. In certain embodiments, the water used by the electrolysis module may be provided entirely from fuel cell by-products. In another example, a water storage tank may be provided, where a limited amount of water may be stored. In some cases, moisture may be captured from ambient air, which may be used as water for the electrolysis module.

  The solar energy power generation system may be configured to convert solar energy into electrical energy. A solar energy power generation system may include one or more solar cells. The one or more solar cells may be photovoltaic (PV) cells. Solar cells may utilize the photovoltaic effect to directly convert light energy into electrical energy. All discussions of the energy generation system herein may also apply to one or more solar cells, and vice versa. Electrical energy from the solar cells may be used to power the electrolysis module and generate water through electrolysis of the water. During the electrolysis process, direct current (DC) from the solar cell passes through the water, thereby breaking down into hydrogen gas (H2) and oxygen gas (O2). Electrical energy from solar cells may also be used to power device 1150. The device may be a component of the UAV, for example, at least one of one or more propulsion units and power consuming units.

  Water, a by-product from the fuel cell, may be discharged into the by-product container through the H2O drain 1132 of the fuel cell. The by-product container may be part of the electrolysis module. In some embodiments, the by-product container and the electrolysis module may be different components. The by-product container is electrically connected to the electrolysis module, which in turn is electrically connected to one or more solar cells. The electrolysis module is powered by one or more solar cells and applies direct current (DC) to electrolyze water. The direct current may be applied through a positive (+) electrode and a negative (-) electrode immersed in the water in the by-product container. In practice, hydrogen and oxygen are produced when the DC voltage is greater than the water electrolysis voltage (decomposition potential) of 1.23V.

  Solar cells may be provided on the top surface of the body or housing of the UAV to receive as much sunlight as possible. For example, one or more solar cells may be provided on a central body of the UAV and / or on top of one or more arms of the UAV. The solar cells may optionally be provided on the side of the UAV (or on the central body and / or at least one of the arms) or on the bottom of the UAV. The solar cell may be formed on a surface of a UAV housing. In some embodiments, the solar cell may be a lightweight thin-film solar cell having a certain flexibility. The use of flexible solar cells may allow the solar cells to be adapted to the surface shape of the UAV. The solar cells may be mounted on the surface of the UAV without significantly changing the aerodynamics of the UAV.

  In some alternative embodiments, the UAV may have additional structures configured to support the solar cells. For example, a support or other surface may be provided on or carried by the UAV. This can increase the surface area for collecting solar energy for UAVs. The additional structure may be of a lightweight material. In some cases, the lightweight material may be flexible or rigid.

  The output of the solar cell may be connected to the anode and cathode of the by-product container, respectively. Solar cell electrical energy provides the energy required for water electrolysis. Hydrogen produced from the electrolysis module is supplied via line 1149 to main gas flow control valve 1145.

  The controller 1121 controls the main gas flow control valve and other control valves to transfer the electrolyzed hydrogen to one or more of the gas bags for storage or to the fuel cell for power generation. . The pressure and flow rate of the electrolyzed hydrogen may be adjusted by a controller using one or more of the control valves.

  In certain embodiments, a switch 1191 may be provided between the solar cell and the electrolysis module and between the solar cell and the device. The switch is configured to receive a command from the controller and switch between different positions in response to the command. For example, the switch may electrically connect the solar cell to the electrolysis module when the switch is in the first position. When the switch is in the first position, the solar cell may be electrically isolated from the device. The switch may electrically connect the solar cell to the device when the switch is in the second position. When the switch is in the second position, the solar cell may be electrically isolated from the electrolysis module. When the switch is in the third position, the solar cell may be electrically isolated from both the electrolysis module and the device. When the switch is in the fourth position, the solar cell may be electrically connected to both the electrolysis module and the device. In some cases, the switch may move between electrically connecting the solar cell to the device and electrically connecting the solar cell to the electrolysis module. It may or may not be possible to elect not to electrically connect the solar cell to either component, or to electrically connect the solar cell to both components. All of the descriptions of mechanical switches herein may apply to any other type of mechanism that can be electrically connected and disconnected. In some cases, an electrical switch (eg, a MOSFET) may be utilized.

  The device may be a mobile, such as an unmanned aerial vehicle (UAV). The device may be a component mounted on a mobile. For example, the device may include one or more propulsion units of the mobile. The device may also include a mobile power consuming unit. The device may be a mobile energy storage unit (eg, a battery). The energy storage unit may in turn power one or more other components of the vehicle.

  In some cases, if the energy generated by the solar cell is greater than the power consumed by the electrolysis module, the surplus energy may be provided as power to the device. Therefore, the flight time of the moving object can be extended.

  In some embodiments, the fuel cell system may further include an energy storage unit configured to store electrical energy from at least one of the solar cell and the fuel cell. The energy storage unit may be configured to supply energy to at least one of the electrolysis module and the device. The energy storage unit may include one or more battery cells. The battery cell may be rechargeable. The one or more battery cells may be one or more lithium ion battery cells. In some cases, the surplus energy may be stored in the energy storage unit if the energy generated by the solar cell is greater than the power consumed by the electrolysis module.

  In some embodiments, the controller is configured to control / control the electrolysis module to generate hydrogen gas, which is then returned to the gas bag, thereby maintaining / regulating the pressure of the gas bag in the fuel storage container. You may. For example, if the pressure of hydrogen gas inside the gas bag falls below a predetermined pressure threshold, a pressure sensor in the air bag or along the distribution line may trigger a signal to the controller to operate the electrolysis module. , Which in turn electrolyzes water, generating a jet of hydrogen gas that is sent to and refilled with the gas bag until the gas bag reaches a predetermined pressure threshold. When the pressure in the gas bag reaches a predetermined pressure threshold, the pressure sensor turns off the electrolysis module (ie, stops the electrolysis process) and sends a feedback signal to the controller to close the control valve to the gas bag. .

  The systems, devices, and methods described herein can be applied to various movable objects. As described above, all descriptions of the aeronautical vehicle herein may be applied and used for any movable object. The movable object of the present invention can be configured to move in any suitable environment, for example, in the air (eg, a fixed wing aircraft, a rotary wing aircraft, or an aircraft having neither fixed wings nor rotors). Underwater (e.g., ships or submarines), above ground (e.g., vehicles such as cars, trucks, buses, vans, motorcycles, movable structures or supports such as walking sticks, fishing rods, or trains), underground (e.g., subways), There is space (eg, spacecraft, satellites, or probes), or any combination of these environments. The movable object may be a mobile, for example, a remotely controlled mobile as described elsewhere herein. In certain embodiments, the movable object can be attached to a living organism, for example, a human or animal.

  The movable object may be free to move in the environment with respect to six degrees of freedom (eg, three degrees of freedom in translation, three degrees of rotation). Alternatively, movement of the movable object can be constrained with respect to one or more degrees of freedom, for example, by a predetermined path, trajectory, or orientation. The movement can be actuated by any suitable actuation mechanism, such as, for example, an engine or a motor. The actuation mechanism of the movable object is powered by any suitable energy source, such as electrical energy, magnetic energy, solar energy, wind energy, gravitational energy, chemical energy, nuclear energy, or any suitable combination thereof. be able to. The movable object may be self-propelled via a propulsion system as described further below. The propulsion system may optionally operate with an energy source, such as electrical energy, magnetic energy, solar energy, wind energy, gravitational energy, chemical energy, nuclear energy, or any suitable combination thereof. Alternatively, the movable object may be carried by an organism.

  In some cases, the movable object can be a moving object. Suitable vehicles may include water, underwater vehicles, aeronautical vehicles, space vehicles, or terrestrial, hereinafter mobile. For example, an aeronautical vehicle may be a fixed wing aircraft (e.g., an airplane, glider), a rotary wing aircraft (e.g., a helicopter, a rotorcraft), an aircraft having both fixed wings and a rotary wing, or an aircraft having neither. Airship, hot air balloon). The vehicle may be self-propelled, for example, self-propelled in air, on or under water, in space, or above or below ground. The self-propelled vehicle may utilize a propulsion system such as one or more engines, motors, wheels, axles, magnets, rotors, propellers, blades, nozzles, or any suitable combination thereof. In some cases, the propulsion system may allow the movable object to take off and land, maintain at least one of its current position and orientation (such as hovering), change direction, and change at least one of the positions. So that it can be used.

  For example, a propulsion system may include one or more rotors. The rotor may include one or more blades (e.g., one, two, three, four, or more blades) fixed to a central shaft. The blades can be installed symmetrically or asymmetrically around the central shaft. The blades can be rotated by rotation of a central shaft that can be driven by a suitable motor or engine. The blade may be configured to pivot in at least one of a clockwise rotation and a counterclockwise rotation. The rotor may be a horizontal rotor (which refers to a rotor having a horizontal plane of rotation), a vertically oriented rotor (which may refer to a rotor having a vertical plane of rotation), or at an intermediate angle between horizontal and vertical positions. The rotor may be inclined. In some embodiments, the horizontally oriented rotor levitates the movable object. A vertically oriented rotor may propel a movable object. A rotor oriented at an intermediate angle between the horizontal and vertical positions may pivot and levitate the movable object. The rotor, which is oriented at an intermediate angle between the horizontal and vertical positions, turns to levitate and propel the movable object. One or more rotors may be used to provide a torque that opposes the torque generated by turning other rotors.

  The movable object can be controlled remotely by the user or on the fly by an occupant in or on the movable object. In some embodiments, the movable object is an unmanned movable object, such as a UAV. An unmanned movable object such as a UAV may have no occupant on the movable object. The movable object can be controlled by a human or by an autonomous control system (eg, a computer control system), or any suitable combination thereof. The movable object can be an autonomous or semi-autonomous robot, for example, a robot configured to have artificial intelligence.

  The movable object can have any suitable size and / or dimensions. In certain embodiments, the movable object may be sized and / or dimensioned such that a human occupant is on or on the vehicle. Alternatively, the movable object may be smaller in size and / or size than a human occupant can ride on or on the mobile object. The movable object may be sized and / or dimensioned to be lifted or transported by a person. Alternatively, the movable object may be larger than a suitable size and / or size for lifting or transporting by a person. In some cases, the largest dimension (eg, length, width, height, diameter, diagonal) of the movable object is less than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Is also good. The largest dimension may be greater than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance between the shaft of the rotor opposite the movable object may be less than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Alternatively, the distance between the shafts of the opposite rotors may be greater than or equal to about 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.

In certain embodiments, the volume of the movable object may be less than 100 cm × 100 cm × 100 cm, less than 50 cm × 50 cm × 30 cm, or less than 5 cm × 5 cm × 3 cm. The total volume of the movable object is about 1 cm ³ , 2 cm ³ , 5 cm ³ , 10 cm ³ , 20 cm ³ , 30 cm ³ , 40 cm ³ , 50 cm ³ , 60 cm ³ , 70 cm ³ , 80 cm ³ , 90 cm ³ , 100 cm ³ , 150 cm ³ , ^{200cm 3, 300cm 3, 500cm 3} , 750cm 3, 1000cm 3, 5000cm 3, 10,000cm 3, 100,000cm 3, 1m 3, or may be equal to 10 m ³ or less than this. Conversely, the total volume of the movable object is about 1 cm ³ , 2 cm ³ , 5 cm ³ , 10 cm ³ , 20 cm ³ , 30 cm ³ , 40 cm ³ , 50 cm ³ , 60 cm ³ , 70 cm ³ , 80 cm ³ , 90 cm ³ , 100 cm ³ , ^{150cm 3, 200cm 3, 300cm 3} , 500cm 3, 750cm 3, 1000cm 3, 5000cm 3, 10,000cm 3, 100,000cm 3, 1m 3, or 10 m ³ or greater, may be equivalent to this.

In certain embodiments, the footprint of the movable object (which may refer to the transverse cross-sectional area surrounded by the movable object) is about 32,000 cm ² , 20,000 cm ² , 10,000 cm ² , 1, It may be less than or equal to 000 cm ² , 500 cm ² , 100 cm ² , 50 cm ² , 10 cm ² , or 5 cm ² . Conversely, footprint, of about ^{32,000cm 2, 20,000cm 2, 10,000cm 2} , 1,000cm 2, 500cm 2, 100cm 2, 50cm 2, 10cm 2, or 5 cm ² or greater which is equivalent to It may be.

  In some embodiments, the weight of the movable object may be greater than 1000 kg. The weight of the movable object is about 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg , 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or less than or equal to 0.01 kg. On the contrary, the weight is about 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg, 8 kg, 7 kg , 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg, or 0.01 kg.

  In some embodiments, the movable object may be small with respect to the load carried by the movable object. The load may include at least one of a load and a carrier, as described in more detail below. In some cases, the ratio of the weight of the movable object to the weight of the load may be greater than, less than, or equal to about 1: 1. Optionally, the ratio of the weight of the movable object to the weight of the load may be greater than, less than, or equal to about 1: 1. If desired, the ratio of the weight of the movable object to the weight of the load may be less than or equal to 1: 2, 1: 3, 1: 4, 1: 5, 1:10, or less. Conversely, the ratio of the weight of the movable object to the weight of the load may also be greater than or equal to 2: 1, 3: 1, 4: 1, 5: 1, 10: 1, or more. Good.

  In some embodiments, the movable object may consume less energy. For example, the movable object may use less than about 5 W / h, 4 W / h, 3 W / h, 2 W / h, 1 W / h, or less. In some cases, the movable object carrier may have low energy consumption. For example, the carrier may use less than about 5 W / h, 4 W / h, 3 W / h, 2 W / h, 1 W / h, or less. Optionally, the payload of the movable object may have low energy consumption, for example less than about 5 W / h, 4 W / h, 3 W / h, 2 W / h, 1 W / h or less. .

  FIG. 12 illustrates an unmanned aerial vehicle (UAV) 1200 according to an embodiment of the present invention. The diagram in FIG. 12 corresponds to, for example, the top view of the UAV 700 in FIG. UAV 1200 may be an example of the movable object described herein. UAV 1200 may include a propulsion system having four rotors 1203. Any number of rotors may be provided (eg, one, two, three, four, five, six, or more). An unmanned aerial vehicle rotor or other propulsion system may allow the unmanned aerial vehicle to hover / hold, turn, and / or reposition. The distance between the shafts of the opposite rotors can be any suitable length 1205. For example, the length 1205 may be less than or equal to 2 m, or less than or equal to 5 m. In certain embodiments, the length 1205 can be in the range of 40 cm to 7 m, 70 cm to 2 m, or 5 cm to 5 m. All references herein to UAVs may also apply to movable objects, such as different types of movable objects, or vice versa.

  UAV 1200 may include a fuel cell system having an exhaust system according to some embodiments. Referring to FIG. 12, the UAV includes a fuel cell system 1201. The fuel cell system includes a fuel cell 1230 operatively connected to a fuel storage container 1210. The fuel cell may be installed in or near the UAV housing 1202. The housing may include a central cavity within the central body of the UAV. The housing may include one or more branch cavities in one or more corresponding arms of the UAV. The central cavity and one or more branch cavities may be in fluid communication with each other.

  The fuel storage container may be configured to store the first fuel. The fuel storage container includes one or more fuel storage cases, for example, three storage cases 1214, 1215, and 1216 configured to receive gas bags 1211, 1212, and 1213, respectively, therein. Is also good. The fuel storage case may be mounted on the body or housing of the UAV. The density of the hydrogen gas in the fuel storage container may be substantially lower than the density of the air surrounding the UAV. Therefore, when the gas bag is filled with hydrogen gas, lift to the UAV may be generated, which can reduce the load on the UAV and extend the flight time. In some alternative embodiments, the gas bag may be provided directly without the need for an additional fuel storage case. The outer surface of the gas bag may be directly exposed to the surrounding environment.

  The gas bag may be located anywhere on the UAV. In some cases, the gas bag may be located outside the housing of the UAV. The gas bag may be located at or near the central body of the UAV. The gas bag may be positioned along at least one of the side of the central body, the bottom of the central body, and the top of the central body. The gas bag may be located on or near one or more arms of the UAV. In some embodiments, the gas bag may be located on the side of the central body of the UAV between the arms. At least one of the gas bag and the fuel storage case may be designed to not substantially interfere with UAV aerodynamics. At least one of the gas bag and the fuel storage case may be designed so as not to obstruct the rotor of the UAV.

  Fuel cells are configured to generate electricity and by-products by reacting a first fuel with a second fuel through an electrochemical reaction. The UAV further includes an exhaust system for removing fuel cell electrochemical reaction by-products. The exhaust system may be configured to utilize convection to evaporate and remove by-products from the UAV. By-products may be exposed to forced convection in the exhaust system. Forced convection may be generated with the aid of one or more propulsion units of the UAV, which generates an airflow that passes over by-products. Forced convection may be generated using any of the other techniques described elsewhere herein. Forced convection may force airflow over the by-products with the aid of one or more power consuming units. In certain embodiments, the velocity of the airflow may be faster than the natural flow due to forced convection.

  The exhaust system may include one or more intake holes 1262 and one or more exhaust ports 1263. The inlet and outlet may be provided in a housing of the UAV. Airflow is directed from the intake holes into the exhaust system. The one or more propulsion units may include UAV propellers. The propulsion unit of the UAV may force air from the surrounding environment into the arm of the UAV through the intake hole. In some embodiments, the intake hole may be located on the arm of the UAV. The intake hole may be at or near the end of the arm of the UAV (eg, within 1%, 5%, 10%, 20%, 30%, 40%, or 50% of the end of the arm). . The intake hole may be located near the propeller of the UAV (eg, within 1%, 3%, 5%, or 10% of the length of the propeller arm). Alternatively, the intake hole need not be near the propeller of the UAV. The propulsion unit may force air to flow along the arms of the UAV into the central cavity of the UAV, where the fuel cell and its by-products are stored. By-products evaporate by the airflow and are discharged through the exhaust port. The exhaust port may be located on a central body of the UAV. The vent may be located near the area where by-products are collected (eg, within 1 cm, 3 cm, 5 cm, or 10 cm). By-products may be removed from the UAV to reduce the weight of the UAV. The weight of the UAV may be reduced, thereby reducing the amount of power required to power the UA and increasing the flight time and range of the UAV.

  The UAV may have one or more intake holes. In some embodiments, each arm may have one or more intake holes. The intake hole may be an opening in the arm housing, which may provide fluid communication between the external environment and the internal cavity of the arm. The air inlet may be on at least one of the side, bottom and top surfaces of the arm.

  A UAV may have one or more outlets. In some cases, the central body may have one or more openings that function as vents. An opening may be provided in the central body housing and may be in fluid communication from inside the central cavity to the surrounding environment. The exhaust port may be on at least one of the lower surface, the side surface, and the upper surface of the central body housing. In some embodiments, more inlets than outlets may be provided.

  When the first fuel is hydrogen gas (H2) and the second fuel is oxygen gas (O2), the electrochemical reaction between hydrogen gas and oxygen gas in the fuel cell produces water as a by-product. generate. The water may evaporate by forcing a stream of water through the water and be removed from the UAV. Airflow may be introduced through the arms of the UAV. Airflow may enter and exit through one or more intake holes located on the arms of the UAV. The airflow may enter through the intake hole, pass through water that is a by-product of the fuel cell, and evaporate the water. The evaporated water is then driven out of the UAV by the airflow through the exhaust. The exhaust port may be located near a portion of the housing where the fuel cell and its by-product water are stored. The airflow may be driven with the aid of one or more propulsion units of the UAV. The one or more propulsion units may include a mobile propeller. In some embodiments, the airflow may be introduced through the central body of the mobile, such that the airflow enters through an opening in the central body of the mobile. Water may be removed from the UAV to the surrounding environment by an exhaust system through an exhaust port. Water may be removed from the UAV to reduce the weight of the UAV. The weight of the UAV is reduced, and the amount of power required to power the UAV is reduced, thereby increasing the flight time of the UAV.

  In some cases, water evaporation may further assist in adjusting the internal temperature of the UAV. In some embodiments, UAV 1200 of FIG. 12 may include a cooling system as described elsewhere herein. The cooling system and the exhaust system may use the same components. In certain other embodiments, the cooling system and the exhaust system may be the same system. Having a cooling system may increase the rate at which heat can be removed from the fuel cell.

  In certain embodiments, the movable object can be configured to carry a load. The load may include one or more passengers, cargo, equipment, appliances, and others. The load can be provided in the housing. The housing may be different from the housing of the movable object or may be a part of the housing of the movable object. Alternatively, the load can be provided with the housing when the movable object has no housing. Alternatively, a part of the load or the entire load may be provided without the housing. The load can be rigidly fixed with respect to the movable object. Optionally, the load can be movable with respect to the movable object (eg, translatable or rotatable with respect to the movable object).

  In some embodiments, the load comprises a load. The load can be configured to not perform any operation or function. Alternatively, the load may be a load configured to perform an operation or function, which is also referred to as a functional load. For example, the payload may include one or more sensors for interrogating one or more targets. Any suitable sensor can be incorporated into the payload, such as an image capture device (eg, a camera), a voice capture device (eg, a parabolic microphone), an infrared imaging device, or an ultraviolet imaging device. The sensor may also provide static sensing data (eg, a photo) or dynamic sensing data (eg, a video). In some embodiments, the sensors provide sensing data for the on-board target. Alternatively, or in combination with these, the payload may include one or more emitters for providing a signal to one or more targets. Any suitable emitter can be used, such as an illumination or audio source. In certain embodiments, the payload includes one or more transceivers, such as for communicating with a module remote from the movable object. Optionally, the payload can be configured to interact with an environment or target. For example, the load can be a tool, device, or mechanism that can manipulate the object, such as a robot arm.

  Optionally, the load may include a carrier. The carrier can be provided for a load, and the load can be coupled to the movable object through the carrier, either directly (eg, in direct contact with the movable object) or indirectly (eg, not in contact with the movable object). . Conversely, the load can be mounted on a movable object without the need for a carrier. The load can be formed integrally with the carrier. Alternatively, the load can be removably connected to the carrier. In certain embodiments, the payload may include one or more payload elements, one or more of which may be movable with respect to the movable object and / or carrier, as described above. it can.

  The carrier can provide support for the load (eg, carry at least a portion of the weight of the load). The carrier can include a suitable mounting structure (eg, a gimbal platform) that can stabilize and / or direct the movement of the load. In certain embodiments, the carrier can be adapted to control a load (eg, at least one of position and orientation) with respect to a movable object. For example, the carrier may move with respect to the movable object (eg, with respect to at least one of one, two, or three translations and one, two, or three degrees of rotation) such that the load is independent of the movement of the movable object , May be configured to retain at least one of its position and orientation with respect to a suitable reference frame. The reference frame may be a fixed reference frame (eg, the surrounding environment). Alternatively, the reference frame can be a moving reference frame (eg, a movable object, a payload target).

  In certain embodiments, the carrier structure can be configured to allow movement of at least one of the carrier of the load and the movable object. The translation can be translation about up to three degrees of freedom (eg, along one, two, or three axes) or rotation (eg, around one, two, or three axes). Or any suitable combination of these.

  In certain embodiments, the movement of the movable object, carrier structure, and load relative to a fixed reference frame (eg, the surrounding environment) and / or relative to each other can be controlled by the terminal. The terminal may be a remote control device at a location remote from at least one of the movable object, the carrier structure, and the payload. The terminal can be placed on a support or fixed. Alternatively, the terminal can be a handheld or wearable device. For example, a terminal can include a smartphone, tablet, laptop, computer, glasses, gloves, helmet, microphone, or any suitable combination thereof. A terminal may include a user interface, such as a keyboard, mouse, joystick, touch screen, or display. Any suitable user input can be used to interact with the terminal, eg, manually entered commands, voice control, gesturer control, or position control (eg, through terminal movement, location, or tilt). There is.

  The terminal may control any suitable state of at least one of the movable object, the carrier, and the load. For example, the terminal can be used to control the position and / or orientation with respect to a fixed reference of at least one of the movable object, the carrier and the load from and / or from each other. In certain embodiments, the terminal can be used to control a movable object, a carrier, and at least one individual element of the load, such as an actuation assembly of the carrier, a sensor of the load, or an emitter of the load. A terminal may include a wireless communication device adapted to communicate with one or more of a movable object, a carrier, or a payload.

  The terminal may include a suitable display unit for viewing information of at least one of the movable object, the carrier, and the load. For example, the terminal may be configured to display information regarding the position, translation speed, translation acceleration, azimuth, angular velocity, angular acceleration, or any suitable combination of at least one of the movable object, the carrier, and the payload. it can. In some embodiments, the terminal can display information provided by the onboard, for example, data provided by the functional onboard (eg, images recorded by a camera or other image capture device).

  The user may be able to control one or more points of the UAV's fuel control system (or fuel cell system). For example, the user may be able to send commands that can affect the operation of the fuel control system (or fuel cell system). The user may be able to select between a normal energy storage unit power mode and a fuel cell power mode. The user may be able to select whether the electrolysis module is used or not. The user may be able to select an energy generation mode from a number of available energy generation modes. A user may be able to view measurements for at least one of energy generation and fuel utilization.

  In certain embodiments, a user can measure the amount (eg, weight) of by-products produced by the fuel cell using one or more weight sensors at the location where the by-products are collected. You may. Based on the measured amount of by-product, the user may be able to select a first portion of the by-product for producing fuel for the fuel cell using the electrolysis module. In addition, the user may be able to select a second portion of the by-product to be released from the vehicle using the exhaust system. In some cases, the user may be able to select a third portion of the by-products for cooling the fuel cell using the cooling system. In some cases, the ratio of the first portion to the second portion to the third portion may be less than, equal to, or greater than about 1: 1: 1. Any ratio of the first part to the second part to the third part of the by-product is envisioned. For example, the ratio of the first part to the second part to the third part may be x: y: z, where x is any integer in the range 1-9 and y is the range 1-9. And z is an integer in the range of 1 to 9. Note that the condition to which x = y = z corresponds is a basic ratio of 1: 1: 1. The user may be able to select any ratio based on the current needs of the mobile as measured by one or more sensors. For example, in some cases, when the mobile power supply is low, the user selects a high percentage of by-products that should be used to generate fuel for the fuel cell using the electrolysis module. You may be able to. In another example, the user may be able to select a higher percentage of by-products to be evacuated to reduce the load on the vehicle and increase the flight time. In certain other examples, a user may be able to select a higher percentage of by-products used for cooling if the fuel cell or other components of the vehicle are overheating. In some cases, the user may be able to use all of the by-products to generate fuel for the fuel cell using the electrolysis module. In other embodiments, the user may be able to release all of the by-products to the surrounding environment via the exhaust system. In some alternative embodiments, the user may be able to use all of the by-products to cool the fuel cell using the cooling system. Accordingly, a user may utilize or release by-products in an efficient manner, utilizing one or more and / or various combinations of the embodiments described herein to provide various types of mobile objects. Meet needs (eg, power, cooling, offload, etc.).

  In other embodiments, energy generation may be performed without requiring any user input. Various energy generation modes or parameters may be automatically selected by one or more processors. For example, the controller may determine at a moment the most effective energy generation mode for the UAV and use that energy generation mode.

  FIG. 13 illustrates a movable object 1300 including a carrier 1302 and a load 1304, according to some embodiments. Although the movable object 1300 is depicted as an aircraft, the figure is not intended to be limiting, and any suitable type of movable object may be used, as described earlier herein. As will be appreciated by those skilled in the art, all of the embodiments described herein for an aircraft system can be applied to any suitable movable object (eg, a UAV).

  In some cases, payload 1304 may be provided on movable object 1300, and carrier 1302 is not required. The movable object 1300 may include a propulsion mechanism 1306, a sensing system 1308, and a communication system 1310. The propulsion mechanism 1306 may include one or more of a rotor, propeller, blade, engine, motor, wheel, axle, magnet, or nozzle, as described herein above. The movable object may have one or more, two or more, three or more, or four or more propulsion mechanisms. The propulsion mechanisms may all be of the same type. Alternatively, the one or more propulsion mechanisms may be different types of propulsion mechanisms. In some embodiments, the propulsion mechanism 1306 allows the movable object 1300 to launch vertically from the surface or land vertically on the surface, and does not require any horizontal movement of the movable object 1300 (eg, Runway is not required). Optionally, the propulsion mechanism 1306 may be operable to allow the movable object 900 to hover at a particular location and / or orientation in the air.

  For example, the movable object 1300 can have a plurality of horizontally oriented rotors that can provide at least one of lift and thrust to the movable object. A plurality of horizontally oriented rotors may be operable to provide vertical launch, vertical landing, and hovering capabilities to the movable object 1300. In certain embodiments, one or more of the horizontally oriented rotors may pivot in a clockwise direction, while one or more of the horizontally oriented rotors rotate in a counterclockwise direction. You may turn. For example, the number of clockwise rotors may be equal to the number of counterclockwise rotors. By individually varying the rotational speed of each horizontally oriented rotor to control at least one of the lift and thrust generated by each rotor, at least one of the spatial arrangement, speed, and acceleration of the movable object 900 is controlled. One can be adjusted (e.g., with respect to maximum three translational degrees of freedom and maximum three rotational degrees of freedom).

  The sensing system 1308 may include one or more sensors, which may include at least one of a spatial configuration (eg, with respect to a maximum of three degrees of translation and a maximum of three degrees of rotation), velocity, and acceleration of the movable object 1300. May be detected. The one or more sensors may include a global positioning system (GPS) sensor, a motion sensor, an inertial sensor, a proximity sensor, or an image sensor. The sensing data provided by the sensing system 1308 determines at least one of the spatial arrangement, velocity, and orientation of the movable object 1300 (eg, using at least one of a suitable processing unit and control module, as described below). Can be used to control. Alternatively, the sensing system 1308 may be used to provide data about the environment surrounding the moving object, such as weather conditions, proximity to potential obstacles, geographic feature locations, man-made structure locations, and the like. be able to.

  The communication system 1310 enables communication via a wireless signal 1316 with a terminal 1312 having a communication system 1314. Communication systems 1310, 1314 may include any number of transmitters, receivers, and / or transceivers suitable for wireless communication. The communication may be a one-way communication, whereby data can be transmitted in one direction only. For example, one-way communication may involve only data transmission by mobile object 1300 to terminal 1312 or vice versa. Data may be transmitted from one or more transmitters of communication system 910 to one or more receivers of communication system 1312, or vice versa. Alternatively, the communication may be a two-way communication, whereby data may be transmitted between mobile object 1300 and terminal 1312 in both directions. Two-way communication may include transmitting data from one or more transmitters of communication system 1310 to one or more receivers of communication system 914, and vice versa.

  In some embodiments, terminal 1312 provides control data to one or more of movable object 1300, carrier 1302, and payload 1304, and provides control data to mobile object 1300, carrier 1302, and payload 1304. Receive information from one or more (e.g., at least one of position and motion information of a movable object, carrier, or load, data detected by the load, e.g., image data captured by a load camera). be able to. In certain embodiments, the mobile object 1300 can be configured to communicate with other remote devices in addition to or instead of the terminal 1312. Terminal 1312 may be configured to communicate with mobile object 1300 as well as other remote devices. For example, at least one of the mobile object 1300 and the terminal 1312 may communicate with another mobile object, or a carrier or payload of another mobile object. If desired, the remote device may be a second terminal or other computing device (eg, a computer, laptop, tablet, smartphone, or other mobile device). The remote device can be configured to transmit data to mobile object 1300, receive data from mobile object 1300, transmit data to terminal 1312, and / or receive data from terminal 1312. . Optionally, the remote device can connect to the Internet or other telecommunications network, thereby uploading data received from the mobile object 1300 and / or the terminal 1312 to a website or server. .

  While preferred embodiments of the present invention are shown in the drawings and described herein, such embodiments are provided by way of example only, as will be apparent to those skilled in the art. Here, various changes, modifications, and substitutions may be conceived by those skilled in the art without departing from the present invention. It should be understood that various alternatives to the embodiments of the invention described herein may be utilized in practicing the invention. It is intended that the following claims define the scope of the invention and that methods and structures within the scope of these claims and their equivalents be covered thereby.

Claims (597)

A mobile object,
A fuel cell that communicates with a fuel storage container and reacts the first fuel from the fuel storage container with a second fuel through an electrochemical reaction to generate electricity and by-products;
An exhaust system for exposing the by-product to forced convection.   The mobile according to claim 1, wherein the by-product is a liquid.   The mobile according to claim 2, wherein the by-product is water.   The moving body according to claim 2, wherein the by-product is evaporated and removed from the moving body using the forced convection.   The vehicle according to claim 1, wherein the by-product is removed from the vehicle through the exhaust system by the forced convection.   The moving body according to claim 5, wherein the by-product is removed from the moving body, and the weight of the moving body is reduced.   The moving body according to claim 6, wherein the weight of the moving body is reduced, and the exercise time of the moving body is increased.   The moving body according to claim 6, wherein the weight of the moving body is reduced, and the amount of power required to supply power to the moving body is reduced.   The vehicle of claim 1, wherein the forced convection is generated with the aid of one or more propulsion units of the vehicle that generate an airflow that passes through the by-product.   The vehicle according to claim 9, wherein the one or more propulsion units include a propeller of the vehicle.   The moving body according to claim 9, wherein the propulsion unit of the moving body forcibly sends air from the surrounding environment into an arm of the moving body.   The moving body according to claim 11, wherein the propulsion unit forcibly sends the air along the arm of the moving body to a central cavity of the moving body.   The mobile according to claim 12, wherein the fuel cell is stored in the central cavity of the mobile.   The mobile according to claim 1, wherein the mobile is an unmanned aerial vehicle (UAV).   The mobile according to claim 1, wherein the electricity is used to supply power to the mobile.   The mobile according to claim 1, wherein the first fuel is hydrogen.   The moving body according to claim 16, wherein the hydrogen is supplied in a gaseous state.   17. The moving body according to claim 16, wherein the hydrogen is supplied in a liquid state.   The mobile according to claim 1, wherein the second fuel is oxygen.   The moving body according to claim 19, wherein the oxygen is supplied in a gaseous state.   The moving body according to claim 19, wherein the oxygen is supplied in a liquid state.   The mobile according to claim 1, wherein the fuel storage container stores the first fuel.   The vehicle according to claim 22, wherein the fuel storage container is formed from a flexible material.   24. The vehicle of claim 23, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   25. The vehicle of claim 24, wherein the bag is made of a lightweight polymer.   26. The vehicle of claim 25, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   25. The mobile of claim 24, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   The moving object according to claim 24, wherein the bag is flame-resistant.   The mobile according to claim 24, wherein the bag is formed from a plurality of layers.   The mobile according to claim 29, wherein the bag includes an inner layer disposed on an inner wall of the chamber.   31. The vehicle of claim 30, wherein the inner liner is a high molecular weight polymer.   The moving body according to claim 31, wherein the inner liner functions as a barrier that prevents the fuel from seeping out of the bag.   The mobile according to claim 30, wherein the bag further includes a shell installed outside the inner liner.   The moving body according to claim 33, wherein the shell functions as a pressure load supporting component.   34. The vehicle of claim 33, wherein the shell provides lightweight structural reinforcement.   The mobile according to claim 35, wherein the shell is made of an elastic carbon fiber-epoxy resin composite material.   The mobile according to claim 33, wherein the thickness of the shell is equal to or greater than a predetermined thickness, and the shell is prevented from bursting under high pressure.   The mobile of claim 37, wherein the thickness of the shell is designed such that the bag maintains elasticity and conformability under the high pressure.   The mobile according to claim 24, wherein the fuel storage container further includes a storage case in which the bag is installed.   The mobile according to claim 39, wherein the storage case is positioned on the mobile.   The moving body according to claim 40, wherein the storage case is integrally connected to a main body of the moving body.   The mobile according to claim 39, wherein the storage case serves to protect the bag from external impact and damage.   The moving body according to claim 39, wherein the storage case is made of a lightweight material formed of a hard material.   40. The vehicle of claim 39, wherein the bag conforms to the interior space of the storage case when the first fuel is being stored in the bag.   The mobile according to claim 44, wherein the internal space of the storage case has a symmetric shape.   The mobile according to claim 44, wherein the internal space of the storage case has an irregular shape.   The mobile according to claim 44, wherein the maximum volume of the bag is determined based on a maximum volume of an internal space of the storage case.   48. The mobile of claim 47, wherein when the bag is at its maximum volume, an outer surface of the bag contacts an inner wall of the storage case.   The moving body according to claim 23, wherein the fuel storage container is connected to the fuel cell via an air duct.   50. The mobile according to claim 49, wherein a flow of the first fuel from the fuel storage container to the fuel cell is controlled with the aid of a control module.   The moving body according to claim 50, wherein the control module controls an on / off state of a flow of the first fuel along the air duct.   The mobile according to claim 50, wherein the control module controls a flow rate of the first fuel along the air duct.   The mobile according to claim 50, wherein the control module controls a pressure of the flow of the first fuel along the air duct.   50. The vehicle according to claim 49, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   The mobile according to claim 54, wherein the injection port is provided along the air duct.   The mobile according to claim 55, wherein the air injection port is located between the fuel cell and a control module that controls the flow of the first fuel.   24. The mobile according to claim 23, wherein the volume of the fuel storage container increases when the first fuel is being stored in the fuel storage container.   The mobile according to claim 23, wherein the first fuel is initially supplied to the fuel storage container until a pressure of the first fuel in the fuel storage container reaches a predetermined pressure threshold.   A pressure control module that monitors the pressure of the fuel, and stops supplying the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, A moving object according to claim 58.   60. The fuel storage container of claim 59, wherein the fuel storage container stores the first fuel and the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. Moving body.   24. The mobile according to claim 23, wherein the fuel storage container generates a lift when the first fuel is stored in the fuel storage container.   62. The moving body according to claim 61, wherein the lift lifts the moving body.   62. The mobile according to claim 61, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   62. The vehicle of claim 61, wherein the pressure of the first fuel in the fuel storage container is provided at or below neutral buoyancy.   The mobile according to claim 64, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   The vehicle according to claim 22, wherein the fuel storage container is formed from a hard material.   The mobile according to claim 66, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   23. The mobile according to claim 22, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   69. The vehicle of claim 68, wherein the first fuel is stored in the volume of the fuel storage material by absorption.   The mobile according to claim 68, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   The mobile according to claim 68, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   72. The vehicle according to claim 71, wherein the fuel storage material includes a complex hydride.   73. The moving object according to claim 72, wherein the complex hydride includes a sodium alanate-based metal complex hydride.   The moving body according to claim 1, wherein the second fuel is supplied to the fuel cell via an inlet.   The mobile according to claim 74, wherein the second fuel is supplied from the surrounding environment.   The mobile according to claim 74, wherein the second fuel is supplied via a forced airflow.   77. The vehicle of claim 76, wherein the airflow is forced with the aid of one or more propulsion units of the vehicle.   The moving body according to claim 1, wherein the moving body further includes an electrolysis module that generates the first fuel from a liquid.   The moving object according to claim 78, wherein the liquid is the by-product of the electrochemical reaction.   The moving object according to claim 78, wherein the liquid is water.   The moving object according to claim 78, wherein the moving object further includes at least one solar cell that converts solar energy into electric energy.   The moving object according to claim 81, wherein the electric energy from the solar cell is used to supply power to the electrolysis module for generating the first fuel from the liquid.   The moving body according to claim 1, wherein the moving body further includes at least one solar cell that converts solar energy into electric energy.   84. The vehicle of claim 83, wherein the electrical energy from the solar cells is used to power components of the vehicle. A method for removing by-products from a moving body,
Generating electricity and the by-products by reacting a first fuel from the fuel storage container with a second fuel through an electrochemical reaction using a fuel cell in communication with the fuel storage container;
Exposing the by-product to forced convection.   The moving object according to claim 85, wherein the by-product is a liquid.   89. The moving object according to claim 86, wherein the by-product is water.   87. The method of claim 86, wherein said by-products are evaporated and removed from said mobile utilizing said forced convection.   86. The method of claim 85, wherein said by-products are removed from said vehicle through said exhaust system by said forced convection.   90. The method of claim 89, wherein the by-products are removed from the vehicle, reducing the weight of the vehicle.   90. The method of claim 90, wherein the weight of the mobile is reduced, and exercise time of the mobile is increased.   90. The method of claim 90, wherein the weight of the mobile is reduced to reduce the amount of power required to supply power to the mobile.   86. The method of claim 85, wherein the forced convection is generated with the aid of one or more propulsion units of the vehicle that generate an airflow through the by-product.   94. The method of claim 93, wherein the one or more propulsion units includes a propeller of the mobile.   94. The method of claim 93, wherein the propulsion unit of the vehicle forces air from the surrounding environment into the arms of the vehicle.   94. The method of claim 95, wherein the propulsion unit forces the air along the arm of the vehicle into a central cavity of the vehicle.   97. The method of claim 96, wherein the fuel cell is stored within the central cavity of the vehicle.   86. The method of claim 85, wherein the mobile is an unmanned aerial vehicle (UAV).   86. The method of claim 85, wherein said electricity is used to power said mobile.   86. The method according to claim 85, wherein said first fuel is hydrogen.   The method of claim 100, wherein the hydrogen is provided in a gaseous state.   The method of claim 100, wherein the hydrogen is provided in a liquid state.   86. The method according to claim 85, wherein said second fuel is oxygen.   114. The method of claim 103, wherein the oxygen is provided in a gaseous state.   114. The method of claim 103, wherein the oxygen is provided in a liquid state.   86. The method of claim 85, wherein said fuel storage container stores said first fuel.   107. The method of claim 106, wherein the fuel storage container is formed from a flexible material.   108. The method of claim 107, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   109. The method of claim 108, wherein said bag is made of a lightweight polymer.   110. The method of claim 109, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   109. The method of claim 108, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   109. The method of claim 108, wherein said bag is flame resistant.   109. The method of claim 108, wherein said bag is formed from a plurality of layers.   114. The method of claim 113, wherein the bag includes an inner layer located on an inner wall of the chamber.   115. The method of claim 114, wherein the inner liner is a high molecular weight polymer.   115. The method of claim 115, wherein the inner liner functions as a barrier to prevent the fuel from seeping out of the bag.   115. The method of claim 114, wherein the bag further comprises a shell located outside the inner liner.   118. The method of claim 117, wherein the shell functions as a pressure load support component.   118. The method of claim 117, wherein the shell provides lightweight structural reinforcement.   120. The method of claim 119, wherein the shell is made of an elastic carbon fiber-epoxy composite.   118. The method of claim 117, wherein the thickness of the shell is equal to or greater than a predetermined thickness to prevent the shell from bursting under high pressure.   122. The method of claim 121, wherein the thickness of the shell is designed such that the bag remains elastic and conformable under the high pressure.   109. The method of claim 108, wherein the fuel storage container further comprises a storage case in which the bag is located.   124. The method of claim 123, wherein the storage case is located on the mobile.   125. The method of claim 124, wherein said storage case is integrally connected to a body of said mobile.   124. The method of claim 123, wherein the storage case serves to protect the bag from external impact and damage.   124. The method of claim 123, wherein the storage case is made of a lightweight material formed from a hard material.   124. The method of claim 123, wherein the bag conforms to an interior space of the storage case when the first fuel is being stored in the bag.   129. The method of claim 128, wherein the interior space of the storage case has a symmetric shape.   129. The method of claim 128, wherein the interior space of the storage case has an irregular shape.   129. The method of claim 128, wherein a maximum volume of the bag is determined based on a maximum volume of an interior space of the storage case.   134. The method of claim 131, wherein when the bag is at its maximum volume, an outer surface of the bag contacts an inner wall of the storage case.   108. The method of claim 107, wherein the fuel storage container is connected to the fuel cell via an air duct.   135. The method of claim 133, wherein the flow of the first fuel from the fuel storage container to the fuel cell is controlled with the aid of a control module.   135. The method of claim 134, wherein the control module controls an on / off state of the first fuel flow along the air duct.   135. The method of claim 134, wherein the control module controls a flow rate of the first fuel along the air duct.   135. The method of claim 134, wherein the control module controls a pressure of the first fuel flow along the air duct.   143. The method of claim 133, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   139. The method of claim 138, wherein the injection port is provided along the air duct.   140. The method of claim 139, wherein the air injection port is located between the fuel cell and a control module that controls the flow of the first fuel.   108. The method of claim 107, wherein the volume of the fuel storage container increases as the first fuel is being stored in the fuel storage container.   108. The method of claim 107, wherein the first fuel is initially supplied to the fuel reservoir until the pressure of the first fuel in the fuel reservoir reaches a predetermined pressure threshold.   A pressure control module that monitors the pressure of the fuel, and stops supplying the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, 142. The method of claim 142.   144. The fuel storage container of claim 142, wherein the fuel storage container stores the first fuel and the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. the method of.   108. The method of claim 107, wherein the fuel storage container generates lift when the first fuel is stored in the fuel storage container.   146. The method of claim 145, wherein the lift causes the mobile to levitate.   146. The method of claim 145, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   148. The method of claim 145, wherein the pressure of the first fuel in the fuel storage container is provided at or below neutral buoyancy.   148. The method of claim 148, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   107. The method of claim 106, wherein the fuel storage container is formed from a hard material.   151. The method of claim 150, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   107. The method of claim 106, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   153. The method of claim 152, wherein the first fuel is stored within the volume of the fuel storage material by absorption.   153. The method of claim 152, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   153. The method of claim 152, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   155. The method of claim 155, wherein said fuel storage material comprises a complex hydride.   156. The method of claim 156, wherein the complex hydride comprises a sodium alanate-based metal complex hydride.   86. The method of claim 85, wherein the second fuel is supplied to the fuel cell via an inlet.   160. The method of claim 158, wherein the second fuel is provided from the surrounding environment.   159. The method of claim 158, wherein the second fuel is provided via a forced airflow.   163. The method of claim 160, wherein the airflow is forced with the aid of one or more propulsion units of the mobile.   86. The method of claim 85, wherein the mobile further comprises an electrolysis module that generates the first fuel from a liquid.   163. The method of claim 162, wherein the liquid is the by-product of the electrochemical reaction.   163. The method of claim 162, wherein said liquid is water.   163. The method of claim 162, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   170. The method of claim 165, wherein the electrical energy from the solar cell is used to power the electrolysis module for generating the first fuel from the liquid.   86. The method of claim 85, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   168. The method of claim 167, wherein the electrical energy from the solar cells is used to power components of the vehicle. A mobile object,
A fuel cell in communication with the fuel storage container to generate electricity and by-products by reacting the first fuel with the second fuel through an electrochemical reaction;
A housing for housing the fuel cell;
An exhaust system that exposes the by-product to the surrounding environment through one or more openings of the housing.   170. The moving object according to claim 169, wherein the by-product is a liquid.   170. The moving object according to claim 170, wherein the by-product is water.   The by-product is vaporized using an airflow passing through the by-product and is removed from the moving body, and the airflow moves through the one or more openings of the housing. 170. The mobile object of claim 170, exiting the body.   173. The vehicle of claim 172, wherein the airflow is introduced through an arm of the vehicle.   174. The moving object according to claim 173, wherein the airflow enters from an opening of the arm of the moving object.   174. The vehicle of claim 173, wherein the airflow is driven with the aid of one or more propulsion units of the vehicle.   177. The vehicle of claim 175, wherein the one or more propulsion units include a propeller of the vehicle.   173. The mobile of claim 172, wherein the airflow is introduced through a central body of the mobile.   177. The mobile of claim 177, wherein the airflow enters through an opening in the central body of the mobile.   173. The vehicle of claim 172, wherein the by-products are removed from the vehicle through the exhaust system from the vehicle to the surrounding environment.   180. The moving object according to claim 179, wherein the by-product is removed from the moving object, and the weight of the moving object is reduced.   181. The moving object according to claim 180, wherein the weight of the moving object is reduced, and the exercise time of the moving object is increased.   181. The moving body according to claim 180, wherein the weight of the moving body is reduced, and the amount of power required to supply power to the moving body is reduced.   170. The mobile of claim 169, wherein the housing includes a central cavity within a UAV central body.   183. The mobile of claim 183, wherein the housing includes one or more branch cavities in one or more corresponding arms of the UAV.   189. The mobile of claim 184, wherein the central cavity and the one or more branch cavities are in fluid communication with each other.   170. The mobile of claim 169, wherein the mobile is an unmanned aerial vehicle (UAV).   170. The mobile of claim 169, wherein the electricity is used to power the mobile.   170. The mobile according to claim 169, wherein the first fuel is hydrogen.   184. The moving object according to claim 184, wherein the hydrogen is supplied in a gaseous state or a liquid state.   184. The moving object according to claim 184, wherein the hydrogen is supplied in a liquid state.   170. The moving object according to claim 169, wherein the second fuel is oxygen.   189. The moving object according to claim 187, wherein the oxygen is supplied in a gaseous state.   189. The moving object according to claim 187, wherein the oxygen is supplied in a liquid state.   170. The mobile according to claim 169, wherein the fuel storage container stores the first fuel.   190. The vehicle of claim 190, wherein said fuel storage container is formed from a flexible material.   192. The vehicle of claim 191, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   192. The vehicle of claim 192, wherein the bag is made of a lightweight polymer.   194. The mobile of claim 193, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   192. The vehicle of claim 192, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   196. The mobile of claim 196, wherein the bag is flame resistant.   192. The mobile of claim 192, wherein the bag is formed from a plurality of layers.   197. The mobile of claim 197, wherein the bag includes an inner layer located on an inner wall of the chamber.   199. The vehicle of claim 198, wherein the inner liner is a high molecular weight polymer.   200. The moving object according to claim 199, wherein the inner liner functions as a barrier that prevents the fuel from seeping out of the bag.   199. The vehicle of claim 198, wherein the bag further comprises a shell located outside the inner liner.   The moving body according to claim 201, wherein the shell functions as a pressure load supporting component.   220. The vehicle of claim 201, wherein the shell provides reinforcement of a lightweight structure.   The moving body according to claim 203, wherein the shell is made of an elastic carbon fiber-epoxy resin composite material.   220. The moving object according to claim 201, wherein a thickness of the shell is equal to or greater than a predetermined thickness, and the shell is prevented from bursting under high pressure.   210. The vehicle of claim 205, wherein the thickness of the shell is designed such that the bag maintains elasticity and conformability under the high pressure.   192. The mobile of claim 192, wherein the fuel storage container further comprises a storage case in which the bag is installed.   210. The mobile of claim 207, wherein the storage case is positioned on the mobile.   210. The mobile of claim 208, wherein the storage case is integrally connected to a body of the mobile.   210. The mobile according to claim 207, wherein the storage case serves to protect the bag from external impact and damage.   210. The mobile according to claim 207, wherein the storage case is made of a lightweight material formed from a hard material.   210. The vehicle of claim 207, wherein the bag conforms to an interior space of the storage case when the first fuel is being stored in the bag.   The moving body according to claim 212, wherein the internal space of the storage case has a symmetric shape.   The moving body according to claim 212, wherein the internal space of the storage case has an irregular shape.   The mobile according to claim 212, wherein the maximum volume of the bag is determined based on a maximum volume of an internal space of the storage case.   215. The mobile of claim 215, wherein when the bag is at its maximum volume, an outer surface of the bag contacts an inner wall of the storage case.   192. The moving object according to claim 191, wherein the fuel storage container is connected to the fuel cell via an air duct.   228. The vehicle of claim 217, wherein a flow of the first fuel from the fuel storage container to the fuel cell is controlled using a control module.   218. The mobile according to claim 218, wherein the control module controls an on / off state of a flow of the first fuel along the air duct.   218. The mobile according to claim 218, wherein the control module controls a flow rate or a pressure of the first fuel along the air duct.   218. The mobile according to claim 218, wherein the control module controls a pressure of the first fuel flow along the air duct.   218. The vehicle of claim 217, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   222. The vehicle of claim 222, wherein the injection port is provided along the air duct.   223. The mobile according to claim 223, wherein the air injection port is located between the fuel cell and a control module that controls a flow of the first fuel.   192. The mobile according to claim 191, wherein the volume of the fuel storage container increases as the first fuel is being stored in the fuel storage container.   192. The vehicle of claim 191, wherein the first fuel is initially supplied to the fuel storage container until the pressure of the first fuel in the fuel storage container reaches a predetermined pressure threshold.   A pressure control module that monitors the pressure of the fuel, and stops supplying the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, 229. The moving object according to claim 226.   229. The fuel storage container stores the first fuel, wherein the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. Moving body.   192. The mobile according to claim 191, wherein the fuel storage container generates a lift when the first fuel is stored in the fuel storage container.   230. The moving object according to claim 229, wherein the lift lifts the moving object.   230. The moving object according to claim 229, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   230. The vehicle of claim 229, wherein the pressure of the first fuel in the fuel storage container is provided at or below neutral buoyancy.   233. The mobile according to claim 232, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   190. The vehicle of claim 190, wherein the fuel storage container is formed from a hard material.   235. The mobile according to claim 234, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   190. The mobile according to claim 190, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   237. The vehicle of claim 236, wherein the first fuel is stored in the volume of the fuel storage material by absorption.   237. The vehicle of claim 236, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   237. The vehicle according to claim 236, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   240. The mobile according to claim 239, wherein the fuel storage material includes a complex hydride.   260. The moving object according to claim 240, wherein the complex hydride includes a sodium alanate-based metal complex hydride.   170. The moving object according to claim 169, wherein the second fuel is supplied to the fuel cell via an inlet.   243. The mobile according to claim 242, wherein the second fuel is supplied from the surrounding environment.   243. The moving object according to claim 242, wherein the second fuel is supplied via a forced airflow.   252. The vehicle of claim 244, wherein the airflow is forced with the aid of one or more propulsion units of the vehicle.   170. The moving object according to claim 169, wherein the moving object further includes an electrolysis module that generates the first fuel from a liquid.   246. The mobile according to claim 246, wherein the liquid is the by-product of the electrochemical reaction.   247. The mobile according to claim 246, wherein the liquid is water.   247. The mobile of claim 246, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   249. The mobile of claim 249, wherein the electrical energy from the solar cells is used to power the first fuel from the liquid to the electrolysis module.   170. The moving object according to claim 169, wherein the moving object further includes at least one solar cell that converts solar energy into electric energy.   252. The vehicle of claim 251, wherein the electrical energy from the solar cells is used to power components of the vehicle. A method for removing by-products from a moving body,
And (2) using a fuel cell in communication with the fuel storage container to cause the first fuel from the fuel storage container to react with the second fuel through an electrochemical reaction to generate electricity. Generating the by-product;
Exposing the by-product to the surrounding environment through one or more openings in the housing.   260. The method of claim 257, wherein said by-product is a liquid.   260. The method of claim 258, wherein said by-product is water.   The by-product is vaporized using an airflow passing through the by-product and is removed from the moving body, and the airflow moves through the one or more openings of the housing. 260. The method of claim 258, wherein the method exits the body.   260. The method of claim 260, wherein the airflow is introduced through an arm of the mobile.   271. The method of claim 261, wherein the airflow enters through an opening in the arm of the mobile.   271. The method of claim 261, wherein the airflow is driven with the aid of one or more propulsion units of the mobile.   263. The method of claim 263, wherein the one or more propulsion units includes a propeller of the vehicle.   260. The method of claim 260, wherein the airflow is introduced through a central body of the mobile.   265. The method of claim 265, wherein the airflow enters through an opening in the central body of the mobile.   260. The method of claim 260, wherein the by-products are removed from the vehicle through the exhaust system from the vehicle to the surrounding environment.   267. The method of claim 267, wherein the by-products are removed from the vehicle, reducing the weight of the vehicle.   268. The method of claim 268, wherein the weight of the mobile is reduced, and exercise time of the mobile is increased.   268. The method of claim 268, wherein the weight of the mobile is reduced to reduce the amount of power required to power the mobile.   257. The method of claim 257, wherein the housing includes a central cavity within a central body of the UAV.   273. The method of claim 271, wherein the housing includes one or more branch cavities in one or more corresponding arms of the UAV.   280. The method of claim 272, wherein the central cavity and the one or more branch cavities are in fluid communication with each other.   258. The method of claim 257, wherein the mobile is an unmanned aerial vehicle (UAV).   258. The method of claim 257, wherein the electricity is used to power the mobile.   259. The method of claim 257, wherein said first fuel is hydrogen.   272. The method of claim 272, wherein said hydrogen is provided in a gaseous state.   273. The method of claim 272, wherein the hydrogen is provided in a liquid state.   257. The method according to claim 257, wherein said second fuel is oxygen.   275. The method of claim 275, wherein said oxygen is provided in a gaseous state.   275. The method of claim 275, wherein said oxygen is provided in a liquid state.   258. The method of claim 257, wherein the fuel storage container stores the first fuel.   290. The method according to claim 278, wherein the fuel storage container is formed from a flexible material.   280. The method of claim 279, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   280. The method of claim 280, wherein the bag is made of a lightweight polymer.   285. The method of claim 281, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   280. The method of claim 280, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   280. The method of claim 280, wherein said bag is flame resistant.   280. The method of claim 280, wherein the bag is formed from multiple layers.   289. The method of claim 285, wherein the bag includes an inner layer located on an inner wall of the chamber.   289. The vehicle of claim 286, wherein said inner liner is a high molecular weight polymer.   287. The method of claim 287, wherein the inner liner functions as a barrier that prevents the fuel from seeping out of the bag.   289. The method of claim 286, wherein the bag further comprises a shell located outside the inner liner.   289. The method of claim 289, wherein the shell functions as a pressure load support component.   289. The method of claim 289, wherein the shell provides light structural reinforcement.   292. The method of claim 291, wherein the shell is made of an elastic carbon fiber-epoxy resin composite.   289. The method of claim 289, wherein the thickness of the shell is equal to or greater than a predetermined thickness to prevent the shell from bursting under high pressure.   294. The method of claim 293, wherein the thickness of the shell is designed such that the bag remains elastic and conformable under the high pressure.   280. The method of claim 280, wherein the fuel storage container further comprises a storage case in which the bag is located.   295. The method of claim 295, wherein the storage case is positioned on the mobile.   296. The method of claim 296, wherein the storage case is integrally connected to a body of the mobile.   295. The method of claim 295, wherein the storage case serves to protect the bag from external impact and damage.   295. The method of claim 295, wherein the storage case is made of a lightweight material formed from a hard material.   295. The method of claim 295, wherein the bag conforms to an interior space of the storage case when the first fuel is being stored in the bag.   300. The method of claim 300, wherein the interior space of the storage case has a symmetric shape.   300. The method of claim 300, wherein the interior space of the storage case has an irregular shape.   300. The method of claim 300, wherein a maximum volume of the bag is determined based on a maximum volume of an interior space of the storage case.   304. The method of claim 303, wherein the outer surface of the bag contacts the inner wall of the storage case when the bag is at its maximum volume.   280. The method according to claim 279, wherein the fuel storage container is connected to the fuel cell via an air duct.   305. The method of claim 305, wherein the flow of the first fuel from the fuel reservoir to the fuel cell is controlled with the aid of a control module.   307. The method of claim 306, wherein the control module controls an on / off state of the first fuel flow along the air duct.   306. The method of claim 306, wherein the control module controls a flow rate of the first fuel along the air duct.   307. The method of claim 306, wherein the control module controls a pressure of the first fuel flow along the air duct.   305. The method of claim 305, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   310. The method of claim 310, wherein the injection port is provided along the air duct.   311. The method of claim 311, wherein the air injection port is located between the fuel cell and a control module that controls the flow of the first fuel.   280. The method of claim 279, wherein the volume of the fuel storage container increases as the first fuel is being stored in the fuel storage container.   280. The method of claim 279, wherein the first fuel is initially supplied to the fuel reservoir until the pressure of the first fuel in the fuel reservoir reaches a predetermined pressure threshold.   A pressure control module that monitors the pressure of the fuel, and stops supplying the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, 314. The method of claim 314.   314. The fuel storage container of claim 314, wherein the fuel storage container stores the first fuel and the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. the method of.   280. The method of claim 279, wherein the fuel storage container generates lift when the first fuel is stored in the fuel storage container.   317. The method of claim 317, wherein the lift causes the mobile to levitate.   317. The method of claim 317, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   318. The method of claim 317, wherein the pressure of the first fuel in the fuel reservoir is provided at or below neutral buoyancy.   320. The mobile according to claim 320, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   290. The method of claim 278, wherein the fuel storage container is formed from a hard material.   333. The method of claim 322, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   278. The method of claim 278, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   324. The method of claim 324, wherein the first fuel is stored within the volume of the fuel storage material by absorption.   324. The method of claim 324, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   324. The method of claim 324, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   327. The method of claim 327, wherein said fuel storage material comprises a complex hydride.   328. The method of claim 328, wherein the complex hydride comprises a sodium alanate-based metal complex hydride.   259. The method of claim 257, wherein the second fuel is supplied to the fuel cell via an inlet.   330. The method of claim 330, wherein the second fuel is provided from the surrounding environment.   330. The method of claim 330, wherein the second fuel is provided via a forced airflow.   335. The method of claim 332, wherein the airflow is forced with the assistance of one or more propulsion units of the mobile.   258. The method of claim 257, wherein the mobile further comprises an electrolysis module that generates the first fuel from a liquid.   334. The method of claim 334, wherein the liquid is the by-product of the electrochemical reaction.   334. The method of claim 334, wherein said liquid is water.   334. The method of claim 334, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   337. The method of claim 337, wherein the electrical energy from the solar cell is used to power the electrolysis module for generating the first fuel from the liquid.   258. The method of claim 257, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   339. The method of claim 339, wherein the electrical energy from the solar cells is used to power components of the vehicle. A mobile object,
A fuel cell in communication with a fuel storage container to generate electricity and the liquid by-product by reacting a first fuel from the fuel storage container with a second fuel through an electrochemical reaction;
A cooling system for evaporating the by-product, wherein the evaporation of the by-product is used for cooling the fuel cell.   345. The vehicle of claim 345, wherein the cooling system directs the evaporated by-products to flow along a surface of the fuel cell.   347. The moving object according to claim 345, wherein the by-product is collected in a container.   347. The mobile of claim 347, wherein the container is in thermal communication with the fuel cell.   348. The mobile of claim 348, wherein the container receives heat from the fuel cell through conduction.   345. The moving object according to claim 345, wherein the by-product is water.   345. The mobile of claim 345, wherein the evaporation of the by-product assists in adjusting an internal temperature of the mobile.   345. The mobile of claim 345, wherein the evaporation of the by-product assists in adjusting the temperature of the mobile.   352. The mobile of claim 352, wherein the evaporation of the by-product removes at least a portion of the heat generated by the fuel cell during the electrochemical reaction.   352. The mobile of claim 352, wherein the temperature of the fuel cell is adjusted to extend the useful life of the fuel cell.   345. The mobile of claim 345, wherein the mobile is an unmanned aerial vehicle (UAV).   345. The mobile of claim 345, wherein the electricity is used to power the mobile.   345. The mobile according to claim 345, wherein the first fuel is hydrogen.   359. The moving object according to claim 357, wherein the hydrogen is supplied in a gaseous state.   359. The moving object according to claim 357, wherein the hydrogen is supplied in a liquid state.     345. The mobile according to claim 345, wherein the second fuel is oxygen.   360. The moving object according to claim 360, wherein the oxygen is supplied in a gaseous state.   360. The moving object according to claim 360, wherein the oxygen is supplied in a liquid state.   345. The mobile according to claim 345, wherein the fuel storage container stores the first fuel.   347. The vehicle of claim 345, wherein the fuel storage container is formed from a flexible material.   369. The vehicle of claim 364, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   369. The vehicle of claim 365, wherein the bag is made of a lightweight polymer.   369. The vehicle of claim 366, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   369. The vehicle of claim 365, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   369. The vehicle of claim 365, wherein the bag is flame resistant.   369. The vehicle of claim 365, wherein the bag is formed from a plurality of layers.   370. The mobile of claim 370, wherein the bag includes an inner layer located on an inner wall of the chamber.   372. The mobile of claim 371, wherein the inner liner is a high molecular weight polymer.   373. The vehicle of claim 372, wherein the inner liner functions as a barrier that prevents the fuel from seeping out of the bag.   372. The mobile of claim 371, wherein the bag further comprises a shell located outside the inner liner.   374. The moving object according to claim 374, wherein the shell functions as a pressure load supporting component.   377. The vehicle of claim 374, wherein the shell provides light structural reinforcement.   374. The moving object according to claim 374, wherein the shell is made of an elastic carbon fiber-epoxy resin composite material.   374. The mobile of claim 374, wherein the shell has a thickness equal to or greater than a predetermined thickness to prevent the shell from bursting under high pressure.   400. The vehicle of claim 378, wherein the thickness of the shell is designed such that the bag maintains elasticity and conformability under the high pressure.   369. The mobile of claim 365, wherein the fuel storage container further comprises a storage case in which the bag is installed.   380. The vehicle of claim 380, wherein the storage case is positioned on the vehicle.   391. The mobile of claim 381, wherein the storage case is integrally connected to a body of the mobile.   380. The mobile according to claim 380, wherein the storage case serves to protect the bag from external impact and damage.   380. The mobile according to claim 380, wherein the storage case is made of a lightweight material formed from a hard material.   380. The vehicle of claim 380, wherein the bag conforms to an interior space of the storage case when the first fuel is being stored in the bag.   386. The moving object according to claim 385, wherein the internal space of the storage case has a symmetric shape.   390. The moving object according to claim 385, wherein the internal space of the storage case has an irregular shape.   386. The moving object according to claim 385, wherein the maximum volume of the bag is determined based on the maximum volume of the internal space of the storage case.   388. The mobile of claim 388, wherein the outer surface of the bag contacts the inner wall of the storage case when the bag is at its maximum volume.   345. The moving object according to claim 345, wherein the fuel storage container is connected to the fuel cell via an air duct.   390. The mobile according to claim 390, wherein the flow of the first fuel from the fuel storage container to the fuel cell is controlled with the aid of a control module.   403. The moving object according to claim 391, wherein the control module controls an on / off state of a flow of the first fuel along the air duct.   403. The moving object according to claim 391, wherein the control module controls a flow rate of the first fuel along the air duct.   403. The vehicle of claim 391, wherein the control module controls a pressure of the first fuel flow along the air duct.   390. The vehicle of claim 390, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   400. The mobile of claim 395, wherein the injection port is provided along the air duct.   399. The mobile of claim 396, wherein the injection port is located between the fuel cell and a control module that controls the flow of the first fuel.   345. The vehicle of claim 345, wherein the volume of the fuel storage container increases as the first fuel is being stored in the fuel storage container.   345. The mobile of claim 345, wherein the first fuel is initially supplied to the fuel storage container until the pressure of the first fuel in the fuel storage container reaches a predetermined pressure threshold.   A pressure control module for monitoring the pressure of the fuel, and stopping supply of the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, The mobile object according to claim 345.   345. The fuel storage container of claim 345, wherein the fuel storage container stores the first fuel and the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. Moving body.   345. The mobile according to claim 345, wherein the fuel storage container generates a lift when the first fuel is stored in the fuel storage container.   404. The mobile of claim 402, wherein the lift causes the mobile to levitate.   345. The mobile according to claim 345, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   399. The vehicle of claim 399, wherein the pressure of the first fuel in the fuel storage container is provided at or below neutral buoyancy.   399. The mobile of claim 399, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   345. The mobile of claim 345, wherein the fuel storage container is formed from a hard material.   407. The mobile according to claim 407, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   345. The mobile according to claim 345, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   409. The mobile of claim 409, wherein the first fuel is stored within the volume of the fuel storage material by absorption.   409. The mobile of claim 409, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   409. The moving object according to claim 409, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   412. The mobile of claim 412, wherein the fuel storage material comprises a complex hydride.   The mobile object according to claim 413, wherein the complex hydride includes a sodium alanate-based metal complex hydride.   345. The moving object according to claim 345, wherein the second fuel is supplied to the fuel cell via an inlet.   345. The mobile according to claim 345, wherein the second fuel is supplied from the surrounding environment.   345. The mobile according to claim 345, wherein the second fuel is supplied via a forced airflow.   418. The vehicle of claim 417, wherein the airflow is forced with the aid of one or more propulsion units of the vehicle.   347. The moving object according to claim 345, wherein the moving object further includes an electrolysis module that generates the first fuel from a liquid.   419. The mobile according to claim 419, wherein the liquid is the by-product of the electrochemical reaction.   The moving object according to claim 420, wherein the liquid is water.   347. The mobile of claim 345, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   430. The mobile of claim 422, wherein the electrical energy from the solar cell is used to power the electrolysis module for generating the first fuel from the liquid.   347. The mobile of claim 345, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   425. The vehicle of claim 424, wherein the electrical energy from the solar cells is used to power components of the vehicle. A method for removing by-products from a moving body,
Generating electricity and the by-products by reacting a first fuel from the fuel storage container with a second fuel through an electrochemical reaction using a fuel cell in communication with the fuel storage container;
Evaporating the by-product;
Utilizing the evaporation of the by-product to cool the fuel cell.   426. The method of claim 426, wherein the cooling system directs the evaporated by-product to flow along a surface of the fuel cell.   428. The method of claim 426, wherein the by-product is collected in a container.   428. The method of claim 428, wherein the container is in thermal communication with the fuel cell.   429. The method of claim 429, wherein the container receives heat from the fuel cell through conduction.   428. The method of claim 426, wherein the by-product is water.   426. The method of claim 426, wherein the evaporation of the by-product assists in adjusting an internal temperature of the vehicle.   426. The method of claim 426, wherein the evaporation of the by-product assists in adjusting a temperature of the vehicle.   443. The method of claim 433, wherein the evaporation of the by-product removes at least a portion of the heat generated by the fuel cell during the electrochemical reaction.   443. The method of claim 433, wherein the temperature of the fuel cell is adjusted to extend the useful life of the fuel cell.   426. The method of claim 426, wherein the mobile is an unmanned aerial vehicle (UAV).   426. The method of claim 426, wherein the electricity is used to power the mobile.   426. The method of claim 426, wherein the first fuel is hydrogen.   438. The method of claim 438, wherein the hydrogen is provided in a gaseous state.   438. The method of claim 438, wherein the hydrogen is provided in a liquid state.   426. The method of claim 426, wherein the second fuel is oxygen.   441. The method of claim 441, wherein the oxygen is provided in a gaseous state.   441. The method of claim 441, wherein the oxygen is provided in a liquid state.   426. The method of claim 426, wherein the fuel storage container stores the first fuel.   426. The method of claim 426, wherein the fuel storage container is formed from a flexible material.   445. The method of claim 445, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   471. The method of claim 446, wherein the bag is made of a lightweight polymer.   The method of claim 447, wherein the lightweight polymer comprises polyester, polyester fiber, mylar, or reinforced nylon.   The method of claim 446, wherein the bag has a low modulus of about 160 g / D and a strain of about 150%.   The method of claim 446, wherein the bag is flame resistant.   The method of claim 446, wherein the bag is formed from a plurality of layers.   451. The method of claim 451, wherein the bag includes an inner layer located on an inner wall of the chamber.   453. The method of claim 452, wherein the inner liner is a high molecular weight polymer.   453. The method of claim 453, wherein the inner liner functions as a barrier that prevents the fuel from seeping out of the bag.   453. The method of claim 452, wherein the bag further comprises a shell located outside the inner liner.   455. The method of claim 455, wherein the shell functions as a pressure load support component.   455. The method of claim 455, wherein the shell provides light structural reinforcement.   455. The method of claim 455, wherein the shell is made of an elastic carbon fiber-epoxy composite.   455. The method of claim 455, wherein the thickness of the shell is equal to or greater than a predetermined thickness to prevent the shell from bursting under high pressure.   460. The method of claim 459, wherein the thickness of the shell is designed such that the bag remains elastic and conformable under the high pressure.   475. The method of claim 446, wherein the fuel storage container further comprises a storage case in which the bag is located.   462. The method of claim 461, wherein the storage case is located on the mobile.   462. The method of claim 462, wherein the storage case is integrally connected to a body of the mobile.   462. The method of claim 461, wherein the storage case serves to protect the bag from external impact and damage.   471. The method of claim 461, wherein the storage case is made of a lightweight material formed from a hard material.   462. The method of claim 461, wherein the bag conforms to an interior space of the storage case when the first fuel is being stored in the bag.   466. The method of claim 466, wherein the interior space of the storage case has a symmetric shape.   466. The method of claim 466, wherein the interior space of the storage case has an irregular shape.   466. The method of claim 466, wherein a maximum volume of the bag is determined based on a maximum volume of an interior space of the storage case.   469. The method of claim 469, wherein when the bag is at its maximum volume, an outer surface of the bag contacts an inner wall of the storage case.   426. The method of claim 426, wherein the fuel storage container is connected to the fuel cell via an air duct.   471. The method of claim 471, wherein the flow of the first fuel from the fuel reservoir to the fuel cell is controlled with the aid of a control module.   472. The method of claim 472, wherein the control module controls an on / off state of the first fuel flow along the air duct.   472. The method of claim 472, wherein the control module controls a flow rate of the first fuel along the air duct.   482. The method of Claim 472, wherein the control module controls a pressure of the first fuel flow along the air duct.   482. The method of claim 471, further comprising an injection port for receiving the first fuel and filling the fuel storage container.   475. The method of claim 476, wherein the injection port is provided along the air duct.   509. The method of claim 477, wherein the air injection port is located between the fuel cell and a control module that controls the flow of the first fuel.   426. The method of claim 426, wherein the volume of the fuel storage container increases as the first fuel is being stored in the fuel storage container.   426. The method of claim 426, wherein the first fuel is initially supplied to the fuel reservoir until the pressure of the first fuel in the fuel reservoir reaches a predetermined pressure threshold.   A pressure control module for monitoring the pressure of the fuel, and stopping supply of the first fuel to the fuel storage container when the pressure of the first fuel reaches the predetermined pressure threshold, 428. The method of claim 426.   426. The fuel storage container stores the first fuel, wherein the first fuel is capable of reaching a pressure of about 800 MPa with a leakage rate of less than about 0.01% per minute. the method of.   428. The method of claim 426, wherein the fuel storage container generates lift when the first fuel is stored in the fuel storage container.   483. The method of claim 483, wherein the lift causes the mobile to levitate.   426. The method of claim 426, wherein a density of the first fuel in the fuel storage container is substantially lower than a density of air outside the fuel storage container.   490. The method of claim 480, wherein the pressure of the first fuel in the fuel storage container is provided at or below neutral buoyancy.   490. The method of Claim 480, wherein the pressure of the first fuel in the fuel storage container changes while the first fuel is being consumed by the fuel cell.   427. The method of claim 426, wherein the fuel storage container is formed from a hard material.   498. The method of claim 488, wherein the fuel storage container is a structurally rigid tank having a cavity for storing the first fuel.   426. The method of claim 426, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   490. The method of claim 490, wherein the first fuel is stored within the volume of the fuel storage material by absorption.   490. The method of claim 490, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   490. The method of Claim 490, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   493. The method of claim 493, wherein the fuel storage material comprises a complex hydride.   509. The method of claim 494, wherein the complex hydride comprises a sodium alanate-based metal complex hydride.   426. The method of claim 426, wherein the second fuel is supplied to the fuel cell via an inlet.   426. The method of claim 426, wherein the second fuel is provided from the surrounding environment.   426. The method of claim 426, wherein the second fuel is provided via a forced airflow.   498. The method of claim 498, wherein the airflow is forced with the assistance of one or more propulsion units of the vehicle.   426. The method of claim 426, wherein the mobile further comprises an electrolysis module that generates the first fuel from a liquid.   The method of claim 500, wherein the liquid is the by-product of the electrochemical reaction.   501. The method of claim 501, wherein said liquid is water.   426. The method of claim 426, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   503. The method of claim 503, wherein the electrical energy from the solar cell is used to power the electrolysis module for generating the first fuel from the liquid.   426. The method of claim 426, wherein the mobile further comprises at least one solar cell that converts solar energy to electrical energy.   505. The method of claim 505, wherein the electrical energy from the solar cells is used to power components of the vehicle. An energy supply system,
At least one solar cell that receives solar energy and generates electrical energy;
An electrolysis module for generating hydrogen from water;
A fuel cell that generates electricity by reacting the hydrogen with another fuel through an electrochemical reaction, the electricity being used to power a device;
Generating instructions for the solar cell to supply the electrical energy to (1) the electrolysis module and / or (2) at least one of the group consisting of the devices to operate the electrolysis module. A system comprising: a controller; A mobile object,
507. A moving object including at least one propulsion unit that moves the moving object, and the energy supply system according to claim 507.   507. The system of claim 507, further comprising a switch receiving the command from the controller and responsive to the command to switch between a first position and a second position.   509. The system of claim 509, wherein the switch electrically connects the solar cell to the electrolysis module when the switch is in the first position.   509. The system of claim 509, wherein the switch electrically connects the solar cell to the device when the switch is in the second position.   507. The system of claim 507, wherein the device is a mobile.   The system of claim 512, wherein the mobile is an unmanned aerial vehicle (UAV).   507. The system of claim 507, wherein the device is a component mounted on a mobile.   515. The system of claim 514, wherein the device is a propulsion unit for the mobile.   515. The system of claim 514, wherein the device is an electronic business unit of the mobile.   507. The system of claim 507, further comprising an energy storage unit that receives energy from the solar cell or the fuel cell.   The system of claim 517, wherein the energy storage unit includes one or more battery cells.   518. The system of claim 518, wherein the one or more battery cells include one or more lithium ion battery cells.   517. The system of claim 517, wherein the energy storage unit supplies energy to the electrolysis module or the device.   507. The system of claim 507, wherein the first fuel is hydrogen.   521. The system of claim 521, wherein the hydrogen is provided in a gaseous state.   528. The system of claim 521, wherein the hydrogen is provided in a liquid state.   507. The system of claim 507, wherein the second fuel is oxygen.   529. The system of claim 524, wherein the oxygen is provided in a gaseous state.   525. The system of claim 525, wherein the oxygen is provided in a liquid state.   507. The system of claim 507, wherein the fuel storage container stores the first fuel.   528. The system of claim 527, wherein the fuel storage container is formed from a flexible material.   528. The vehicle system of claim 528, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   528. The system of claim 527, wherein the fuel storage container is formed from a hard material.   530. The system of claim 530, wherein the fuel storage container is a structurally rigid tank having a chamber for storing the first fuel.   528. The system of claim 527, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   533. The system of claim 532, wherein the first fuel is stored within the volume of the fuel storage material by absorption.   533. The system of claim 532, wherein the first fuel is stored on a surface of the fuel storage material by adsorption.   533. The system of claim 532, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   535. The system of claim 535, wherein the fuel storage material comprises a complex hydride.   535. The system of claim 536, wherein the complex hydride comprises a sodium alanate-based metal complex hydride.   507. The system of claim 507, wherein the second fuel is supplied to the fuel cell via an inlet.   538. The system of claim 538, wherein the second fuel is provided from the surrounding environment.   538. The system of claim 538, wherein the second fuel is provided via a forced airflow.   540. The system of claim 540, wherein the airflow is forced with the assistance of one or more propulsion units of the vehicle.   507. The system of claim 507, wherein the fuel cell generates a liquid by-product.   544. The system of claim 542, wherein the by-product is water.   544. The system of Claim 543, wherein the water is collected in a container, and the container is in thermal communication with the fuel cell.   544. The system of claim 544, wherein the electrolysis module generates hydrogen from water collected in the container.   544. The system of claim 542, wherein the by-products are evaporated using airflow passing through the by-products and removed from the vehicle.   507. The system of claim 507, wherein the UAV includes a housing housing at least one of the electrolysis module or the fuel cell.   The system of claim 547, wherein the housing houses the controller.   The system of claim 547, wherein the solar cell is located on an exterior surface of the housing.   The system of claim 547, wherein the housing includes a central cavity within a central body of the UAV.   550. The system of claim 550, wherein the housing includes one or more branch cavities in one or more corresponding arms of the UAV.   551. The system of claim 551, wherein the central cavity and the one or more branch cavities are in fluid communication with each other. A method of supplying energy,
In a solar cell, generating electric energy using solar energy received by the solar cell,
With the aid of a controller, the solar cell generates the electrical energy, (1) hydrogen from water, and the hydrogen, together with other fuels, generates electricity through electrochemical decomposition to supply power to a device. And (2) selecting which of the devices to supply.   553. The method of claim 553, further comprising a switch receiving the command from the controller and responsive to the command to switch between a first position and a second position.   555. The method of claim 554, wherein the switch electrically connects the solar cell to the electrolysis module when the switch is in the first position.   555. The method of claim 554, wherein the switch electrically connects the solar cell to the device when the switch is in the second position.   The method of claim 553, wherein the device is a mobile.   557. The method of claim 557, wherein the mobile is an unmanned aerial vehicle (UAV).   The method of claim 553, wherein the device is a component mounted on a mobile.   559. The method of claim 559, wherein the device is a propulsion unit for the mobile.   The method of claim 559, wherein the device is an electronics unit of the mobile.   553. The method of claim 553, further comprising an energy storage unit that receives energy from the solar cell or the fuel cell.   562. The method of claim 562, wherein the energy storage unit includes one or more battery cells.   566. The method of claim 563, wherein the one or more battery cells comprises one or more lithium-ion battery cells.   562. The method of claim 562, wherein the energy storage unit supplies energy to the charge decomposition module or the device.   The method of claim 553, wherein the first fuel is hydrogen.   566. The method of claim 566, wherein the hydrogen is provided in a gaseous state.   566. The method of claim 566, wherein the hydrogen is provided in a liquid state.   The method of claim 553, wherein the second fuel is oxygen.   568. The method of claim 569, wherein said oxygen is provided in a gaseous state.   568. The method of claim 569, wherein said oxygen is provided in a liquid state.   553. The method of claim 553, further comprising a fuel storage container for storing the first fuel.   572. The method of claim 572, wherein the fuel storage container is formed from a flexible material.   573. The method of claim 573, wherein the fuel storage container is a conformable bag having a chamber for storing the first fuel.   572. The method of claim 572, wherein the fuel storage container is formed from a hard material.   575. The method of claim 575, wherein the fuel storage container is a structurally rigid tank having a chamber for storing the first fuel.   572. The method of claim 572, wherein the fuel storage container includes a fuel storage material for storing the first fuel.   580. The method of claim 577, wherein the first fuel is stored in the volume of the fuel storage material via absorption.   580. The method of claim 577, wherein the first fuel is stored on a surface of the fuel storage material via adsorption.   580. The method of claim 577, wherein the first fuel is stored in the fuel storage material by chemically reacting with the fuel storage material.   580. The method of claim 580, wherein the fuel storage material comprises a complex hydride.   581. The method of claim 581, wherein the complex hydride comprises a sodium alanate-based complex metal hydride.   553. The method of claim 553, wherein the second fuel is supplied to the fuel cell via an intake hole.   The method of claim 583, wherein the second fuel is provided from the surrounding environment.   The method of claim 583, wherein the second fuel is provided via a forced airflow.   585. The method of claim 585, wherein the airflow is forced with the assistance of one or more propulsion units of the mobile.   553. The method of claim 553, wherein the fuel cell generates a liquid by-product.   589. The method of claim 587, wherein the by-product is water.   589. The method of claim 588, wherein the water is collected in a container, and the container is in thermal communication with the fuel cell.   589. The method of claim 589, wherein the electrolysis module generates hydrogen from water collected in the container.   589. The method of claim 587, wherein the by-product is removed from the mobile by being vaporized using an airflow passing over the by-product.   555. The method of claim 554, wherein the UAV includes a housing housing at least one of the electrolysis module or the fuel cell.   592. The method of claim 592, wherein the housing stores the controller.   590. The method of claim 592, wherein the solar cell is located on an outer surface of the housing.   592. The method of claim 592, wherein the housing includes a central cavity within a central body of the UAV.   595. The method of claim 595, wherein the housing includes one or more branch cavities in one or more corresponding arms of the UAV.   598. The method of claim 596, wherein the central cavity and the one or more branch cavities are in fluid communication with each other.

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