Hydrogen-based fuel dispensing system using an immersion pump and compressed natural gas

Abstract

Methods and apparatus for a hydrogen-based fuel distribution system using a submerged pump and compressed natural gas are disclosed. An example fuel distribution system includes: a gaseous hydrogen fuel tank for maintaining a first portion of hydrogen fuel in the gaseous phase as part of a gaseous hydrogen delivery assembly; and a liquid hydrogen fuel tank for maintaining a second portion of hydrogen fuel in the liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen fuel tank including a primary tank and a secondary tank, the secondary tank including a submerged pump, wherein the gaseous hydrogen fuel tank and the liquid hydrogen fuel tank are arranged in parallel.

Description

Technical Field

[0001] This disclosure generally relates to fuel distribution systems, and more specifically, to hydrogen-based fuel distribution systems using submerged pumps and compressed natural gas. Background Technology

[0002] An aircraft fuel distribution system supports fuel storage and fuel distribution to the engines. In some examples, the fuel system may include a single gravity-fed fuel tank, with associated fuel lines connecting the tank to the aircraft engines. In some examples, multiple fuel tanks may exist as part of the fuel distribution system. One or more tanks may be located in the wings, fuselage, and / or tail of the aircraft. The tanks may be connected to internal fuel pumps via associated valves and / or piping to allow for overall optimization of engine supply, refueling, draining, individual tank isolation, and / or the aircraft's center of gravity. Attached Figure Description

[0003] The specification with reference to the accompanying drawings sets forth a complete and feasible disclosure of preferred embodiments for those skilled in the art, including its best mode, wherein:

[0004] Figure 1A An example location of a hydrogen-based fuel distribution system in an aircraft is shown.

[0005] Figure 1B A known system is illustrated using a tank to supply liquid hydrogen to a hydrogen-based fuel distribution system to start the burner.

[0006] Figure 1C A known system is illustrated using a tank bank to supply gaseous hydrogen to a hydrogen-based fuel distribution system to start the burner.

[0007] Figure 2 A first example fuel distribution arrangement is schematically shown using compressed natural gas (CNG) tank banks, gaseous hydrogen (GH2) tank banks, and / or liquid hydrogen (LH2) tank banks.

[0008] Figure 3 A second example fuel distribution arrangement is schematically shown, using a gaseous hydrogen (GH2) tank assembly and / or a primary liquid hydrogen (LH2) tank with an immersion cryogenic pump.

[0009] Figure 4 A third example fuel distribution arrangement is schematically shown, using a gaseous hydrogen (GH2) tank bank, a primary liquid hydrogen (LH2) tank, and / or a secondary LH2 tank with an immersion cryogenic pump.

[0010] Figure 5A fourth example fuel distribution arrangement is schematically shown, using compressed natural gas (CNG) tank banks, gaseous hydrogen (GH2) tank banks, primary liquid hydrogen (LH2) tanks, and / or secondary LH2 tanks with submerged cryogenic pumps.

[0011] Figure 6 A fifth example fuel distribution arrangement is schematically shown, using compressed natural gas (CNG) tank banks, gaseous hydrogen (GH2) tank banks, and / or primary liquid hydrogen (LH2) tanks with submerged cryogenic pumps.

[0012] Figure 7 Example heat exchange configurations for liquid hydrogen / oil heat exchangers, liquid hydrogen / cooled air (CCA) heat exchangers, and / or liquid hydrogen / exhaust gas (EG) heat exchangers are schematically shown.

[0013] Figure 8 An example liquid hydrogen tank / liquid hydrogen pump handling diagram is shown schematically.

[0014] Figure 9 It is a block diagram of an example fuel distribution controller circuit that can be incorporated into a fuel system developed in accordance with the teachings of this disclosure.

[0015] Figure 10 This indicates that it can be implemented by the example processor circuitry. Figure 9 A flowchart of example machine-readable instructions for a fuel distribution controller circuit.

[0016] Figure 11 This is a block diagram of an example processing platform including processor circuitry configured to execute... Figure 10 Example machine-readable instructions for implementation Figure 9 The fuel distribution controller circuit.

[0017] The accompanying drawings are not drawn to scale. Instead, the thickness of layers or regions may be enlarged in the drawings. Generally, the same reference numerals will be used throughout the drawings and the accompanying written description to refer to the same or similar parts. As used in this patent, a statement that any part (e.g., layer, film, region, area, or plate) is on another part in any way (e.g., positioned, located, set, or formed, etc.) indicates that the referenced part is either in contact with or above the other part, with one or more intermediate parts located between them. Unless otherwise stated, connecting references (e.g., attachment, coupling, connection, joining, separation, disconnection, disconnection, separation, etc.) will be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements.

[0018] The descriptors “first,” “second,” “third,” etc., are used herein to identify multiple elements or components that can be individually mentioned. Unless otherwise specified or understood based on the context of their use, such descriptors are not intended to assign any meaning to priority, physical order or arrangement, or chronological order in the list, but merely serve as labels to refer to multiple elements or components separately to facilitate understanding of the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in the detailed description, while different descriptors (e.g., “second” or “third”) may be used in the claims to refer to the same element. In such cases, it should be understood that such descriptors are only used for the convenience of referring to multiple elements or components.

[0019] "Comprising" and "including" (and all their forms and tenses) are used herein as open-ended terms. Therefore, whenever a claim uses any form of "comprising" or "including" (e.g., including, comprising, having, etc.) in the preamble or in any type of claim statement, it should be understood that additional elements, terms, etc., may be present without exceeding the scope of the corresponding claim or statement. As used herein, when the phrase "at least" is used as a transitional term, for example, in the preamble of a claim, it is open-ended in the same way that the terms "comprising" and "including" are open-ended. The term "and / or," when used, for example, in the form of A, B, and / or C, refers to any combination or subset of A, B, and C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, or (7) A and B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A and B" is intended to refer to any implementation including (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A or B" is intended to refer to any implementation including (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. As used herein in the context of describing the conduct or execution of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A and B" is intended to refer to any implementation including (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing the conduct or execution of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A or B" is intended to refer to any implementation including (1) at least one A, (2) at least one B, or (3) at least one A and at least one B.

[0020] As used herein, singular references (e.g., “a,” “an,” “first,” “second,” etc.) do not exclude plurals. As used herein, the term “a” or “an” refers to one or more of those objects. The terms “a” (or “an”), “one or more,” and “at least one” are used interchangeably herein. Furthermore, although listed separately, multiple means, elements, or method actions can be implemented by, for example, the same entity or object. Moreover, while individual features may be included in different examples or claims, these may be combined, and inclusion in different examples or claims does not imply that the combination of features is impractical and / or disadvantageous. Detailed Implementation

[0021] Hydrogen-based systems can be used to power aircraft and / or turbines. For aircraft-based applications, hydrogen can be stored as a pressurized gas or in liquid form. Liquid hydrogen (LH2) storage tanks are lighter than tanks filled with gaseous hydrogen (GH2) because the volume required to store liquid hydrogen is reduced compared to gaseous hydrogen. Liquid hydrogen requires temperature regulation to minimize heat transfer and keep it chilled, thus preventing evaporation over time. Aircraft fuel distribution systems using cryogenic fuel tanks (e.g., fuels that need to be stored at extremely low temperatures to maintain their liquid state) typically include supply tanks and / or trailers, flow control valves, volumetric flow meters, cryogenic valves, flexible vacuum jacket streamlines, and onboard cryogenic fuel tanks.

[0022] In addition to using liquid hydrogen, hydrogen-based fuel distribution systems can deliver gaseous hydrogen at the required pressure and / or flow rate to the combustor to meet transient performance requirements necessary to ensure the engine meets transient and cruise conditions. However, the fuel flow rate of an aircraft varies considerably during a flight mission. For example, the maximum fuel flow rate used during takeoff is approximately four times that at cruise altitude. Improved fuel distribution that combines multiple fuel distribution systems to power the aircraft and / or turbine engines would allow for increased engine efficiency.

[0023] The methods and apparatus disclosed herein incorporate compressed natural gas (CNG), liquid hydrogen (LH2), and / or gaseous hydrogen (GH2) storage. In some examples, CNG tanks may be used to aid in the startup and operation of natural gas and / or natural gas / hydrogen mixtures. Fuel distribution systems may include submerged pumps located in primary and / or secondary LH2 tanks. In some examples, low-pressure submerged pumps may be used in the primary LH2 tank to provide a net positive suction head (NPSH) to the primary pump. In some examples, high-pressure submerged pumps may be used as primary pumps in the secondary LH2 tank. Such configurations allow for simpler maintenance and / or replacement of submerged pumps in the secondary LH2 tank without disturbing the primary LH2 tank. Therefore, fuel distribution systems (e.g., LH2 fuel distribution systems, GH2 fuel distribution systems, CNG fuel distribution systems) can be started based on fuel mass flow rate requirements at takeoff and / or cruise altitudes.

[0024] In the accompanying drawings disclosed herein, the same numerals indicate the same elements throughout the drawings. Figure 1A The example illustration is Figure 100, showing the positioning of a hydrogen-based fuel distribution system 102 on an aircraft 103. For example, the hydrogen-based fuel distribution system 102 may include tanks for supplying liquid hydrogen and / or tank assemblies for supplying gaseous hydrogen, as in combination. Figure 1B And / or as described in 1C. Although Figure 1A The aircraft 103 shown is an airplane, but the examples described herein can also be applied to other fixed-wing aircraft, including unmanned aerial vehicles (UAVs), and / or any type of non-aircraft-based application (e.g., ships, etc.). The hydrogen-based fuel distribution system 102 can be used to provide hydrogen fuel that will be burned in the gas turbine engine of aircraft 103. However, the example implementation of the fuel tank described herein can also be applied to other applications in which hydrogen is used as fuel in aircraft 103. The examples described herein can also be applied to engines other than gas turbine engines. While a gas turbine engine is an example of a generator that uses hydrogen as fuel to power aircraft 103, hydrogen can also be used as fuel for other generators. For example, the generator could be a fuel cell (hydrogen fuel cell), in which hydrogen is supplied to the fuel cell to generate electricity by reacting with air.

[0025] Figure 1B An example first known system 125 for burner start-up is shown, which uses an example liquid hydrogen (LH2) tank 104 to a hydrogen-based fuel distribution system (e.g., Figure 1AA hydrogen-based fuel distribution system 102 supplies liquid hydrogen. A first known system 125 for burner start-up includes an LH2 fuel tank 104 for maintaining the hydrogen fuel in the liquid phase. For example, the LH2 fuel tank 104 can be configured to store hydrogen fuel at a temperature of about -253°C or lower and at a pressure greater than about 1 bar and less than about 10 bar (e.g., between about 3 bar and about 5 bar), or at other temperatures and pressures, to maintain the hydrogen fuel substantially in the liquid phase. Figure 1B In the example, the burner start-up components are connected in series via coupled vacuum jacket (VJ) streamlines (e.g., VJ streamline 128). Figure 1B In the example, flow control valves 130, 134, and 138 can be used to regulate the LH2 flow from LH2 tank 104. Flow control valves 130, 134, and 138 can be configured to provide thermal insulation to the cryogenic fuel during transmission, preventing the fluid from heating, evaporating, and / or leaking as a gas. Figure 1B In one example, flow control valve 130 is connected to LH2 fuel tank 104 via VJ flow line 128. In some examples, flow control valves 130, 134, and 138 operate at a temperature below 233 K and can be used to transfer cryogenic fluids at low temperatures (e.g., liquefied natural gas, liquid oxygen, liquid hydrogen, etc.).

[0026] The combustor starting components also include a cryogenic pump 132 and a heat exchanger 136 located downstream of pump 132. Pump 132 may be configured to provide a flow of liquid hydrogen fuel from LH2 fuel tank 104 via a first known system 125 for combustor starting. The operation of pump 132 may be increased or decreased to achieve a change in the volume of hydrogen fuel via the first known system 125 for combustor starting. Pump 132 may be any suitable pump configured to provide a flow of liquid hydrogen fuel. Heat exchanger 136 is located downstream of pump 132 and is configured to convert the hydrogen fuel from the liquid phase to the gas phase. For example, heat exchanger 136 may be in thermal communication with the engine and / or engine accessory systems to provide the heat required to increase the temperature of the hydrogen fuel, thereby converting the hydrogen fuel from the liquid phase to the gas phase. The converted hydrogen fuel is then directed to an example engine combustor 140. A desired amount of fuel is supplied to combustor 140 using a flow control valve 138.

[0027] Figure 1C An example second known system 150 for burner startup is shown, which uses an example gaseous hydrogen (GH2) tank assembly 152 to supply gaseous hydrogen to a hydrogen-based fuel distribution system. Figure 1CIn the examples, GH2 tank assembly 152 can be configured to store gaseous hydrogen fuel. For example, GH2 tank assembly 152 can be configured to store a second portion of hydrogen fuel at a temperature within approximately 50°C of ambient temperature, or between approximately -50°C and approximately 100°C. In some examples, GH2 tank assembly 152 can be configured as multiple gaseous hydrogen fuel tanks to reduce the overall size and / or weight, where otherwise it would be necessary to contain a desired volume of gaseous hydrogen fuel at a desired pressure. Figure 1C In the example, GH2 tank assembly 152 is connected in series with regulator 155 and burner 160. Figure 1C In the example, flow control valves 154 and 158 can be used to regulate the GH2 flow from GH2 tank assembly 152. Figure 1C In the example, flow control valve 154 is connected to GH2 tank assembly 152 via HP flow line 153 leading to regulator 155. Regulator 155 may be a gaseous hydrogen delivery assembly flow regulator (GHDA flow regulator). Regulator 155 may be configured as an actively controlled variable throughput valve, configured to provide a variable throughput ranging from 0% (e.g., fully closed position) to 100% (e.g., fully open position), and a number of intermediate throughput values ​​in between. Figure 1C In the example, regulator 155 includes a valve portion 156 and an actuator 157. Actuator 157 is mechanically coupled to valve portion 156 to provide variable throughput through it. Figure 1C In the example, gaseous hydrogen fuel is delivered to the burner 160 via flow control valve 158.

[0028] Although Figure 1B and 1C In the examples, engine start-up can be achieved using liquid hydrogen from a liquid hydrogen (LH2) tank 104 based on a first known system 125 for combustor start-up or gaseous hydrogen from a GH2 tank group 152 based on a second known system 150 for combustor start-up. However, the fuel distribution systems in these examples do not account for changes in fuel mass flow rate requirements at takeoff and / or cruise altitudes, which can be efficiently achieved using combinations of LH2 fuel distribution systems, GH2 fuel distribution systems, and / or compressed natural gas (CNG) fuel distribution systems, as described in conjunction with Figures 1-8. For example, including a gaseous hydrogen fuel tank in addition to a liquid hydrogen fuel tank can facilitate engine start-up using the gaseous hydrogen fuel stream from the gaseous hydrogen fuel tank before the engine generates sufficient heat to phase-change the liquid hydrogen fuel from the liquid hydrogen fuel tank to gaseous hydrogen fuel, thereby allowing the use of an engine heat exchanger with liquid hydrogen delivery components during the remaining engine operation, as described in conjunction with... Figure 7 Described.

[0029] Figure 2A first example fuel distribution arrangement 200 is shown, using compressed natural gas (CNG) tank assembly 202, gaseous hydrogen (GH2) tank assembly 208, and / or liquid hydrogen (LH2) tank 222 as part of a compressed natural gas delivery assembly 203, a gaseous hydrogen delivery assembly 207, and / or a liquid hydrogen delivery assembly 227. Figure 2 In the examples, the CNG tank group 202, GH2 tank group 208, and / or LH2 tank 222 arrangement can be used to facilitate the starting of the vehicle's engine, for example, where the engine may include an aviation gas turbine engine and / or a turbofan engine. In some examples, the CNG tank group 202, GH2 tank group 208, and / or LH2 tank 222 arrangement can be used as a power source and / or a generator. Such an engine typically includes a combustion section with a combustor (e.g., combustor 254 of engine 252) with one or more fuel nozzles. However, the vehicle can be any other suitable land or air vehicle, and the engine can be any other suitable engine mounted to or within the vehicle in any suitable manner.

[0030] Figure 2 An example fuel distribution arrangement 200 includes a CNG tank bank 202 for holding natural gas, a GH2 tank bank 208 for holding a first portion of gaseous hydrogen fuel, and / or an LH2 tank bank 222 for holding a second portion of liquid hydrogen fuel. For example, the CNG tank bank 202 can be used to introduce natural gas during engine start-up, rather than relying solely on fuels based on liquid or gaseous hydrogen. In some examples, the GH2 tank bank 208 can be used to provide gaseous hydrogen during takeoff and climb, while switching to the LH2 tank bank 222 during the cruise phase of flight. For example, fuel consumption requirements can vary based on specific phases of flight (e.g., taxiing, takeoff, cruise, etc.). A relatively low hydrogen fuel flow rate is used during taxiing operations, while a relatively high hydrogen fuel flow rate is required during the takeoff phase (e.g., approximately 100% of the maximum hydrogen fuel flow rate for a given flight path). Simultaneously, a relatively high hydrogen fuel flow rate is also required during the climb phase (e.g., between approximately 50% and 90% of the maximum hydrogen fuel flow rate). Cruise is the longest operation during flight, with a relatively low commanded hydrogen fuel flow rate (e.g., between approximately 25% and approximately 40% of the maximum hydrogen fuel flow rate). Because the cruise phase is the longest of the entire flight, the highest fuel consumption occurs during cruise. During approach and landing operations, the fuel flow rate is the lowest during flight (e.g., less than approximately 20% of the maximum hydrogen fuel flow rate, for example, less than approximately 15%). Therefore, using... Figure 2-7 The arrangement of CNG tank group 202, GH2 tank group 208 and / or LH2 tank 222 shown allows the arrangement of fuel distribution to be changed based on a given operation performed by the aircraft (e.g., taxiing, takeoff, cruise, etc.) to match the necessary fuel flow rate.

[0031] exist Figure 2 In one example, compressed natural gas flows from CNG tank 202 to an automatic control valve 204, which includes an actuator and a valve section. The actuator of the automatic control valve 204 is mechanically coupled to the valve section of the automatic control valve 204 to provide a variable throughput through it. In some examples, the natural gas flows through a dynamic adjustment regulator 206. Figure 2 In the example, the dynamic adjustment regulator 206 is a pneumatic valve. The flow from the CNG tank assembly 202 can be controlled by a sensor. Figure 2 The fuel distribution arrangement 200 is tracked by one or more sensors for various operational parameters. For example, the fuel distribution arrangement 200 includes a first sensor 201 configured to sense data indicating CNG tank group 202, a second sensor 209 configured to sense data indicating GH2 tank group 208, and a third sensor 221 configured to sense data indicating LH2 tank 222 (e.g., internal temperature, internal pressure, temperature and / or pressure of gaseous and / or liquid fuel flowing from fuel tanks 202, 208, 222, etc.). Figure 2 The fuel distribution arrangement 200 also includes a fourth sensor 231 configured to sense data indicating the flow of gaseous hydrogen fuel from GH2 tank group 208 and / or the flow of compressed natural gas from CNG tank group 202 (e.g., temperature, pressure, and / or flow rate of gaseous hydrogen fuel at a location upstream of RA flow regulator 247, downstream of RA flow regulator 247, or both); a fifth sensor 260 configured to sense data indicating the flow of liquid hydrogen fuel through pump 230 (e.g., temperature, pressure, and / or flow rate of liquid hydrogen fuel at a location upstream of pump 230, downstream of pump 230, or both); a sixth sensor 262 configured to sense data indicating the flow rate and / or phase of hydrogen fuel downstream of heat exchanger 236 (e.g., temperature, pressure, and / or flow rate); and a seventh sensor 264 configured to sense data indicating the hydrogen fuel within buffer tank 245 (e.g., pressure, temperature, and / or mass of hydrogen fuel within the internal cavity of buffer tank 245).

[0032] When CNG tank 202 stores compressed natural gas, GH2 tank 208 is configured to store a first portion of hydrogen fuel in the gaseous phase, and LH2 tank 222 is configured to store a second portion of hydrogen fuel in the liquid phase. For example, hydrogen in liquid form can be stored in a larger quantity than hydrogen in gaseous form, thus allowing LH2 tank 222 to be a larger tank than any single tank in GH2 tank 208. For example, in GH2 tank 208, hydrogen is stored under pressure, while in LH2 tank 222, hydrogen is cooled to its liquefaction temperature (e.g., causing a decrease in internal pressure). Liquid hydrogen has a higher density than hydrogen gas, so the same amount of hydrogen can be stored in a smaller volume. GH2 tank 208 can be configured to store the first portion of hydrogen fuel at increased pressure to reduce the necessary size of GH2 tank 208 within the aircraft. For example, GH2 tank 208 can be configured to store the first portion of hydrogen fuel at pressures ranging from approximately 100 bar to approximately 1,000 bar. GH2 tank group 208 can be configured to store the first portion of hydrogen fuel at temperatures within approximately 50°C of ambient temperature, or between approximately -50°C and approximately 100°C. In some examples, GH2 tank group 208 can be configured as multiple GH2 tank groups 208 to reduce overall size and weight, where it would otherwise be necessary to contain the desired volume of the first portion of gaseous hydrogen fuel at a desired pressure. (See also...) Figure 1C As described, gaseous hydrogen delivery may include the use of a flow control valve (e.g., Figure 2 Example flow control valve 210). Gaseous hydrogen delivery may also include a three-way vaporization valve 211 defining a first input 212, a second input 213, and an output 214. Figure 2 In the example, the first input 212 is in fluid communication with the GH2 tank assembly 208 to receive a first portion of the gaseous hydrogen fuel stream from the GH2 tank assembly 208. The second input 213 is in fluid communication with the vaporized fuel assembly 223 to receive the gaseous hydrogen fuel stream from the vaporization tank 226 of the vaporized fuel assembly 223. The three-way vaporization valve 211 can be configured to combine and / or alternate the streams from the first input 212 and the second input 213 into a single gaseous hydrogen stream through the output 214. For example, the three-way vaporization valve 211 can be an active valve such that the amount of gaseous hydrogen fuel supplied from the first input 212 to the output 214 can be actively controlled compared to the amount of gaseous hydrogen fuel supplied from the second input 213. In some examples, the three-way vaporization valve 211 can be a passive valve.

[0033] The first example fuel distribution arrangement 200 includes a gaseous hydrogen delivery assembly (GHDA) flow regulator 215. (As in combination) Figure 1C As described, the GHDA flow regulator 215 can be configured as an actively controlled variable throughput valve, configured to provide a variable throughput ranging from 0% (e.g., fully closed position) to 100% (e.g., fully open position), and a number of intermediate throughput values ​​in between. Figure 2In this configuration, the GHDA flow regulator 215 includes a valve section 216 and an actuator 217. The actuator 217 is mechanically coupled to the valve section 216 to provide a variable throughput therethrough. Flow control valve 218 regulates the flow of gaseous hydrogen from GH2 tank group 208, while flow control valve 219 regulates the flow of gaseous hydrogen (e.g., originating from GH2 tank group 208) and compressed natural gas (e.g., originating from CNG tank group 202).

[0034] An exemplary regulator assembly 240 is in fluid communication with a compressed natural gas delivery assembly 203, a gaseous hydrogen delivery assembly 207, and / or a liquid hydrogen delivery assembly 227 for supplying hydrogen fuel to an engine 252, and more specifically, to a combustor 254 of the engine 252. Figure 2 In the example, regulator assembly 240 includes a three-way regulator valve 241. The three-way regulator valve 241 defines a first input 242, a second input 243, and an output 244. The first input 242 may be in fluid communication with a gaseous hydrogen delivery assembly 207 and / or a compressed natural gas delivery assembly 203 to receive a stream of compressed natural gas and / or a first portion of a gaseous hydrogen fuel stream from GH2 tank group 208. The second input 243 is in fluid communication with a liquid hydrogen delivery assembly 227 to receive a second portion of a gaseous hydrogen fuel stream (evaporated using, for example, heat exchanger 236) from a liquid hydrogen fuel tank 222. The three-way regulator valve 241 may be configured to combine and / or alternate the streams from the first input 242 and the second input 243 into a single gaseous hydrogen stream through output 244. Figure 2 The example shown shows that the three-way regulator valve 241 is an active three-way regulator valve including an actuator, such that the amount of hydrogen fuel supplied from the first input 242 to the output 244 can be actively controlled compared to the amount of hydrogen fuel supplied from the second input 243.

[0035] exist Figure 2 In one example, the second input 243 of the three-way regulator valve 241 receives hydrogen fuel from a liquid hydrogen delivery assembly 227, which includes an LH2 tank 222, a pump 230, and a heat exchanger 236 located downstream of the pump 230. In some examples, the LH2 tank 222 may be defined with a fixed volume such that when the LH2 tank 222 supplies hydrogen fuel that is substantially entirely in the liquid phase to the fuel distribution arrangement 200, the volume of the liquid hydrogen fuel in the LH2 tank 222 decreases, and the volume is composed of, for example, gaseous hydrogen fuel.

[0036] Furthermore, during the normal process of storing a portion of the hydrogen fuel in the liquid phase, a certain amount of hydrogen fuel will evaporate. To prevent the internal pressure within LH2 tank 222 from exceeding the desired pressure threshold, Figure 2The fuel distribution arrangement 200 allows for the purging of gaseous hydrogen fuel from the LH2 tank 222. For example, the fuel distribution arrangement 200 includes a vaporization fuel assembly 223 configured to receive gaseous hydrogen fuel from the LH2 tank 222. The vaporization fuel assembly 223 typically includes a vaporization compressor 224 and a vaporization tank 226. The vaporization tank 226 is in fluid communication with the LH2 tank 222 and further in fluid communication with the gaseous hydrogen delivery assembly 207.

[0037] During operation, gaseous fuel from LH2 tank 222 can be received in vaporization fuel assembly 223, compressed by vaporization compressor 224, and supplied to vaporization tank 226. Vaporization tank 226 can be configured to store gaseous hydrogen fuel at a lower pressure than the hydrogen fuel in GH2 tank assembly 208. For example, vaporization tank 226 can be configured to maintain gaseous hydrogen fuel at a pressure between approximately 100 bar and approximately 400 bar. The pressurization of gaseous hydrogen fuel in vaporization tank 226 can be provided substantially entirely by vaporization compressor 224. Maintaining gaseous hydrogen fuel in vaporization tank 226 at a lower pressure allows for a relatively small vaporization compressor 224.

[0038] LH2 tank 222 can be connected to an example flow control valve 228 (e.g., via a VJ flow line) connected to pump 230. Pump 230 is configured to provide a flow of liquid hydrogen fuel from LH2 tank 222 through liquid hydrogen delivery assembly 227. Operation of pump 230 can be increased or decreased to achieve variations in the volume of hydrogen fuel passing through liquid hydrogen delivery assembly 227 and reaching regulator assembly 240 and engine 252. Pump 230 can be any suitable pump configured to provide a flow of liquid hydrogen fuel. For example, pump 230 can be configured as a cryogenic pump. In some examples, pump 230 is the primary pump of liquid hydrogen delivery assembly 227, such that substantially all the prime mover available for providing a flow of liquid hydrogen through liquid hydrogen delivery assembly 227 (excluding the internal pressurization of liquid hydrogen fuel tank 222) is provided by pump 230. In some examples, pump 230 can provide at least about 75% of the prime mover available for providing a flow of liquid hydrogen through liquid hydrogen delivery assembly 227. Pump 230 can typically be defined with a maximum pump capacity and a minimum pump capacity (both in kg / s). The ratio of the maximum pump capacity to the minimum pump capacity is called the pump's control ratio. In some examples, pump 230 can be defined with a control ratio of at least 1:1 and up to about 6:1. Figure 2 In the example, motor 232 can be used to power pump 230.

[0039] Heat exchanger 236 is located downstream of pump 230 and example flow control valve 234, and is configured to convert a portion of the hydrogen fuel passing through liquid hydrogen delivery assembly 227 from the liquid phase to the gas phase. In some examples, heat exchanger 236 may be in thermal communication with engine 252, and more specifically, with accessory systems of engine 252, to provide the heat required to increase the temperature of the hydrogen fuel passing through liquid hydrogen delivery assembly 227, thereby converting a portion of the hydrogen fuel from the liquid phase to the gas phase. Figure 2 In the example, the flow from heat exchanger 236 is regulated by example flow control valve 238 on its way to the second input 243 of three-way regulator valve 241, which is part of regulator assembly 240.

[0040] exist Figure 2 In one example, regulator assembly 240 also includes a buffer tank 245, a flow meter 246, and a regulator assembly flow regulator 247 (“RA flow regulator 247”). The buffer tank 245 is configured to change the mass flow rate of hydrogen fuel from the fluid inlet to the fluid outlet during at least some operations. In some examples, the buffer tank 245 may be configured to purge gaseous hydrogen fuel from within the buffer tank 245 via an exhaust valve when the internal pressure of the buffer tank 245 (e.g., pressure within the internal cavity) exceeds an upper limit threshold. For example, even when the internal pressure of the buffer tank 245 is at or above the upper limit boundary or upper limit threshold of the buffer tank 245 (e.g., a more rapid reduction in the mass flow rate of hydrogen fuel to the combustor 254 of the engine 252), the buffer tank 245 may receive hydrogen fuel at a higher flow rate (e.g., at the fluid inlet) than is provided by the buffer tank 245 (e.g., at the fluid outlet). By virtue of its location within the regulator assembly 240, the buffer tank 245 is in fluid communication with the compressed natural gas delivery assembly 203, the gaseous hydrogen delivery assembly 207, and / or the liquid hydrogen delivery assembly 227. Therefore, the buffer tank 245 can be configured to receive hydrogen fuel from the compressed natural gas delivery assembly 203, the gaseous hydrogen delivery assembly 207, and / or the liquid hydrogen delivery assembly 227.

[0041] The flow meter 246 of the regulator assembly 240 can sense data indicating the mass flow rate of hydrogen fuel passing through the regulator assembly 240. For example, the flow meter 246 can sense data indicating one or more of the temperature and pressure of the gaseous hydrogen fuel flowing through it. In some examples, the data from the flow meter 246 can be used to control the regulator assembly (RA) flow regulator 247 to ensure that a desired amount of fuel is supplied to the combustor 254 of the engine 252. The RA flow regulator 247 can be configured as an actively controlled variable throughput valve configured to provide a variable throughput ranging from 0% (e.g., fully closed position) to 100% (e.g., fully open position), and a number of intermediate throughput values ​​between them. For example, the RA flow regulator 247 includes a valve portion 248 and an actuator 249. The actuator 249 is mechanically coupled to the valve portion 248 to provide the variable throughput therethrough. Figure 2 In the example, the RA flow regulator 247 is connected to the combustor 254 of the engine 252 via the flow control valve 250.

[0042] Figure 3 A second example fuel distribution arrangement 300 is shown, employing a gaseous hydrogen (GH2) tank assembly 208 and / or a primary liquid hydrogen (LH2) tank 302 with an immersion cryogenic pump 304. The second example fuel distribution arrangement 300 includes... Figure 2 Gaseous hydrogen transport assembly 207, example liquid hydrogen transport assembly 301 and Figure 2 Regulator component 240. In Figure 3 In some examples, the submerged cryogenic pump 304 can be a low-pressure pump used to achieve a net positive suction head (NPSH), which represents the pressure or energy required for the liquid in the pump to overcome frictional losses from the suction nozzle to the impeller eye without causing evaporation. In some examples, the submerged cryogenic pump 304 can be used to empty the primary liquid hydrogen (LH2) tank 302. In some examples, without using the submerged cryogenic pump 304, only about 60% of the primary liquid hydrogen (LH2) tank 302 can be used, such as... Figure 2 As illustrated in the example (e.g., using an external cryogenic pump 230 to pump liquid hydrogen from LH2 tank 222). Therefore, when the liquid hydrogen level drops below 40%, using a single pump (e.g., external cryogenic pump 230) can pose a challenge to pumping LH2 from NPSH. Figure 3 In one example, the primary liquid hydrogen (LH2) tank 302 includes a sensor 306 configured to sense data indicative of the LH2 tank 302 and / or the submersible cryogenic pump 304 (e.g., internal temperature, internal pressure, temperature and / or pressure of the liquid fuel flowing from the fuel tank 302). In some examples, the submersible cryogenic pump 304 is a low-pressure submersible pump, allowing for longer pumping durations compared to using a high-pressure submersible pump. Figure 3 In the example, three-way regulator valve 241 receives hydrogen fuel from gaseous hydrogen (GH2) tank 208 via three-way vaporization valve 211 and gaseous hydrogen delivery assembly flow regulator 215. Three-way regulator valve 241 also receives hydrogen fuel from LH2 tank 302 via submerged cryogenic pump 304, cryogenic pump 230, and heat exchanger 236. Figure 3 In the example, the output from the three-way regulator valve 241 travels to the regulator assembly 240 (e.g., which includes a buffer tank 245, a flow meter 246, and a regulator assembly flow regulator 247) before reaching the burner 254.

[0043] Figure 4 A third example fuel distribution arrangement 400 is shown, employing a gaseous hydrogen (GH2) tank assembly 208, a primary liquid hydrogen (LH2) tank 402, and / or a secondary LH2 tank 406 with an immersion cryogenic pump 408. The third example fuel distribution arrangement 400 includes... Figure 2 Gaseous hydrogen transport assembly 207, example liquid hydrogen transport assembly 401 and Figure 2 Regulator component 240. In Figure 4 In the example, the primary liquid hydrogen (LH2) tank 402 can represent the main tank that remains with the aircraft throughout its lifespan. Conversely, the secondary LH2 tank 406 includes an immersion cryogenic pump 408 that allows the secondary LH2 tank 406 to be removed and / or accessed. For servicing and / or replacing the immersion cryogenic pump 408, [further details are needed]. Figure 3 Compared to the submersible pump in the LH2 tank 302, using the secondary LH2 tank 406 makes pump maintenance easier. Figure 4 The liquid hydrogen delivery assembly 401 includes a sensor 404 configured to sense data indicating LH2 tank 402 and a sensor 412 configured to sense data indicating secondary LH2 tank 406 and / or immersion cryogenic pump 408. Figure 4 In the example, the secondary LH2 tank 406 includes a motor 410 for engaging a submersible cryogenic pump 408. The submersible cryogenic pump 408 can be a high-pressure pump and / or a low-pressure pump. Figure 4 In the example, three-way regulator valve 241 receives hydrogen fuel from gaseous hydrogen (GH2) tank group 208 via three-way vaporization valve 211 and gaseous hydrogen delivery assembly flow regulator 215. Three-way regulator valve 241 also receives hydrogen fuel from primary LH2 tank 402 and / or secondary LH2 tank 406 via submerged cryogenic pump 408 and heat exchanger 236. Figure 4 In the example, the output from the three-way regulator valve 241 travels to the regulator assembly 240 (e.g., which includes a buffer tank 245, a flow meter 246, and a regulator assembly flow regulator 247) before reaching the burner 254.

[0044] Figure 5 The diagram shows the use of compressed natural gas (CNG) tank assembly 202, gaseous hydrogen (GH2) tank assembly 208, primary liquid hydrogen (LH2) tank 402, and / or having Figure 5 The fourth example fuel distribution arrangement 500 is a secondary LH2 tank 406 of the submersible cryogenic pump 408. The fourth example fuel distribution arrangement 500 includes... Figure 2 Compressed natural gas (CNG) transmission assembly 203 Figure 2 Gaseous hydrogen transport assembly 207 Figure 4 Liquid hydrogen transport assembly 401 and Figure 2 Regulator component 240. (As in combination) Figure 4 As described, the primary liquid hydrogen (LH2) tank 402 can represent a main tank that accompanies the aircraft throughout its lifecycle, while the secondary LH2 tank 406 includes an immersion cryogenic pump 408 that allows the secondary LH2 tank 406 to be moved and / or accessed. Figure 5 In the example, the three-way regulator valve 241 receives hydrogen fuel from CNG tank 202 (e.g., via automatic control valve 204 and dynamic adjustment regulator 206) and gaseous hydrogen (GH2) tank 208 (e.g., via three-way vaporization valve 211 and gaseous hydrogen delivery assembly flow regulator 215). The three-way regulator valve 241 also receives hydrogen fuel from primary LH2 tank 402 and / or secondary LH2 tank 406 via submerged cryogenic pump 408 and heat exchanger 236. Figure 5 In the example, the output from the three-way regulator valve 241 travels to the regulator assembly 240 (e.g., which includes a buffer tank 245, a flow meter 246, and a regulator assembly flow regulator 247) before reaching the burner 254.

[0045] Figure 6 The diagram shows the use of compressed natural gas (CNG) tank assembly 202, gaseous hydrogen (GH2) tank assembly 208, and / or tank assembly with... Figure 3 The fifth example fuel distribution arrangement 600 includes a submersible cryogenic pump 304 and a liquid hydrogen (LH2) tank 302. The fifth example fuel distribution arrangement 600 includes... Figure 2 Compressed natural gas (CNG) transmission assembly 203 Figure 2 Gaseous hydrogen transport assembly 207 Figure 3 Liquid hydrogen delivery assembly 301 and Figure 2 The regulator assembly 240. The liquid hydrogen (LH2) tank 302 includes a submersible cryogenic pump 304 to allow for the use of larger quantities of liquid hydrogen from the LH2 tank 302. Figure 6In the example, the three-way regulator valve 241 receives hydrogen fuel from CNG tank 202 (e.g., via automatic control valve 204 and dynamic adjustment regulator 206) and gaseous hydrogen (GH2) tank 208 (e.g., via three-way vaporization valve 211 and gaseous hydrogen delivery assembly flow regulator 215). The three-way regulator valve 241 also receives hydrogen fuel from liquid hydrogen (LH2) tank 302 via submerged cryogenic pump 304, cryogenic pump 230, and / or heat exchanger 236. Figure 6 In the example, the output from the three-way regulator valve 241 travels to the regulator assembly 240 (e.g., which includes a buffer tank 245, a flow meter 246, and a regulator assembly flow regulator 247) before reaching the burner 254.

[0046] Figure 7 An example heat exchange configuration 700 is shown for a liquid hydrogen / oil heat exchanger 726, a liquid hydrogen / cooled air (CCA) exchanger 727, and / or a liquid hydrogen / exhaust gas (EG) heat exchanger 734. The heat exchange configuration 700 includes an example hydrogen as fuel path 702, an example hydrogen as coolant path 704, and / or an example air path 706. The heat exchange configuration 700 represents an engine having a compressor section with an LP compressor 712 and an HP compressor 714, a combustion section including a combustor 716, a turbine section including an HP turbine 718 and an LP turbine 720, and an exhaust section 721. (As in conjunction with...) Figure 2-6 Described, a heat exchanger (e.g., heat exchanger 236) may be thermally connected to the engine and / or engine accessory systems to provide the heat required to increase the temperature of the hydrogen fuel, thereby changing the hydrogen fuel from a liquid phase to a gaseous phase. The converted hydrogen fuel is then directed to an example engine combustor (e.g., combustor 254). In some examples, including a gaseous hydrogen fuel tank in addition to a liquid hydrogen fuel tank can facilitate starting the engine using the gaseous hydrogen fuel stream from the gaseous hydrogen fuel tank before the engine generates sufficient heat to change the phase of the liquid hydrogen fuel from the liquid hydrogen fuel tank to gaseous hydrogen fuel, thereby allowing the use of an engine heat exchanger with liquid hydrogen delivery components during the remaining operation of the engine. Figure 7In this example, the airflow 706 is confined within the low-pressure compressor chamber 712 and the low-pressure turbine 720. Some of the airflow bypasses the engine core (e.g., via bypass 710) but can be accelerated to provide thrust as the air is expelled rearward from the engine. Specifically, example hydrogen fuel 724 derived from liquid hydrogen tanks (e.g., LH2 tank 302, LH2 tank 402, etc.) is directed to a liquid hydrogen / oil heat exchanger 726, resulting in the use of hydrogen as coolant 704 on its way to a liquid hydrogen / cooled cooled air (CCA) exchanger 727. The hydrogen as coolant 704 travels from the exchanger 727 to an example bypass valve 730. The bypass valve 730 includes two outputs for the hydrogen as coolant 704. The first output travels to an example flow control valve 736, which regulates the hydrogen flow to the combustor 716. The second output of the bypass valve 730 travels to the hydrogen / exhaust gas heat exchanger 734, where its flow rate is further regulated by the flow control valve 736. Thus, hydrogen, after being used as a coolant source 704, becomes the fuel source 702 for the burner 716.

[0047] Figure 8 Figure 800 shows an example of liquid hydrogen tank / liquid hydrogen pump processing. Figure 8 An example fuel tank 802 is connected to a fuel delivery assembly 815. The fuel delivery assembly 815 includes a liquid hydrogen pump 814 (which includes a motor 818) to dispense liquid hydrogen into the fuel delivery assembly 815. A discharge line 816 fluidly connects the liquid hydrogen pump 814 to a downstream component of the fuel delivery assembly 815. A suction adapter 810 is located upstream of the liquid hydrogen pump 814 and fluidly connects a fuel extraction line 808 to the liquid hydrogen pump 814. For any gaseous hydrogen entrained in the liquid hydrogen flowing through the fuel extraction line 808 to the liquid hydrogen pump 814, the suction adapter 810 is configured to separate the gaseous hydrogen from the liquid hydrogen, and the gaseous hydrogen is recirculated back to the fuel tank 802 via a hydrogen vapor return line 812, and more specifically, back to the chamber 801. Figure 8 In the example, the hydrogen vapor return line 812 is fluidly connected to chamber 801 at the upper portion 804 of chamber 801 to allow gaseous hydrogen to return to the vapor space within chamber 801. Figure 8In some examples, the upper portion 804 of chamber 801 can be used to store gaseous hydrogen (e.g., GH2 vapor), while the lower portion 806 of chamber 801 can be used to store liquid hydrogen (LH2). For example, when fuel tank 802 is supplied with hydrogen fuel, the volume of liquid hydrogen fuel (LH2) in fuel tank 802 decreases, and the remaining volume in the fuel tank consists of gaseous hydrogen. In some examples, the upper liquid hydrogen filling line (not shown) of the tank is fluidly connected to chamber 801 at the upper portion 804 and can be used to fill fuel tank 802 from the top (top filling). In some examples, the lower liquid hydrogen filling line and the upper liquid hydrogen filling line (not shown) of the tank can be used to fill fuel tank 802. In some examples, the lower liquid hydrogen filling line and the upper liquid hydrogen filling line (not shown) can be used simultaneously to fill fuel tank 802 with a favorable amount of hydrogen based on the desired temperature, pressure, and / or saturation of hydrogen in fuel tank 802. Figure 8 In the example, the hydrogen vapor return line 812 connects to the liquid hydrogen pump 814, and more specifically, connects the suction adapter 810 to the fuel tank 802.

[0048] exist Figure 8 In some examples, the hydrogen vapor return line 812 maintains a positive slope from the liquid hydrogen pump 814, and more specifically, from the suction adapter 810 to the fuel tank 802, so that the vapor can return via buoyancy-driven flow. In some examples, the hydrogen vapor return line 812 extends in the forward direction of the aircraft and has a downward angle relative to the longitudinal axis of the fuel tank 802 to maintain a positive slope from the liquid hydrogen pump 814 during all normal operating conditions of the aircraft. In some examples, the fluid lines (e.g., fluid lines conveying liquid hydrogen, such as fuel extraction line 808) may be vacuum-jacketed pipes. The fluid lines discussed herein may be made of any suitable material, including metals, and / or having metallic portions. Figure 8 As seen in the example, the liquid hydrogen pump 814 and the suction adapter 810 are located in the aircraft below the fuel tank 802, and more specifically, below the bottom of the chamber 801. In this position, the liquid hydrogen in the fuel tank 802 provides a net positive pressure (head) to the liquid hydrogen pump 814 and the suction adapter 810. In this example, the net positive pressure head P can be expressed as P = ρ LH2 *g*h is calculated, where ρ LH2 ρ is the density of liquid hydrogen, g is the gravitational acceleration (gravitational constant), and h is the height difference between the upstream and downstream points.

[0049] Figure 9 This is a block diagram 900 of an example fuel distribution controller circuit 902 that can be incorporated into a fuel system developed according to the teachings of this disclosure. Figure 9In the example, the fuel distribution controller circuit 902 includes a fuel distribution path identifier circuit 904, a fuel tank identifier circuit 906, an operation status identifier circuit 908, a sensor circuit 910, a fuel distributor circuit 912, and / or a data storage device 914. Figure 9 In the example, fuel distribution controller circuitry 902 is shown communicating with aircraft 916, which includes a fuel storage component 918. The fuel storage component 918 may include any fuel storage system described herein, including but not limited to... Figure 2 CNG tank group 202, Figure 2 GH2 tank group 208, Figure 2 LH2 tank 222, Figure 3 LH2 tank 302, Figure 4 LH2 tank 402 and / or Figure 4 The secondary LH2 tank 406.

[0050] The fuel distribution path identifier circuit 904 identifies the fuel distribution path on the aircraft 916. For example, as combined with... Figure 2-6 As shown, there are multiple fuel distribution paths that can be located on the aircraft 916. In some examples, the fuel distribution system may include a compressed natural gas delivery assembly (e.g., compressed natural gas delivery assembly 203), a gaseous hydrogen delivery assembly (e.g., gaseous hydrogen delivery assembly 207), and / or a liquid hydrogen delivery assembly (e.g., liquid hydrogen delivery assemblies 227, 301, 401). Therefore, the fuel distribution path identifier circuit 904 can be used to identify whether the fuel delivery assembly is operational.

[0051] Fuel tank identifier circuit 906 identifies available fuel tanks and / or fuel tank status (e.g., fuel level) on aircraft 916. In some examples, fuel tank identifier circuit 906 identifies the presence of CNG tank banks, GH2 tank banks, and / or LH2 tank banks on aircraft 916. In some examples, fuel tank identifier circuit 906 identifies a specific fuel level (e.g., the amount of gaseous hydrogen, liquid hydrogen, compressed natural gas, etc. in the primary and / or secondary tanks). Based on the identification by fuel tank identifier circuit 906, fuel distribution controller circuit 902 may implement fuel distribution path identifier circuit 904 to determine which fuel distribution path is most suitable for a given system based on the fuel level.

[0052] The operational status identifier circuit 908 identifies the operational status of the aircraft 916. In some examples, the aircraft 916 may be in a stationary phase, an engine start phase, a cruise phase, and / or a takeoff / climb phase. Depending on the operational status of the aircraft 916, the fuel distribution controller circuit 902 can be used to change the fuel distribution path, such as in conjunction with... Figure 10Described. For example, by using a fuel distribution path identifier circuit 904 to identify available fuel distribution paths, using a fuel tank identifier circuit 906 to obtain fuel tank status and / or fill level, and using an operation status identifier circuit 908 to confirm the operation status of the aircraft 916, the fuel distribution controller circuit 902 determines the appropriate fuel distribution component to utilize, such as in conjunction with... Figure 10 Described.

[0053] Sensor circuit 910 uses sensors located throughout the fuel dispensing path to determine data indicative of the performance of the fuel dispensing assembly. For example, sensor circuit 910 can be used with sensors for sensing... Figure 2 , 3 The fuel distribution arrangements 200, 300, 400, 500, and / or 600 of fuel distribution arrays 4, 5, and 6 communicate with one or more sensors for various operability parameters. For example, sensor circuitry 910 can communicate with sensor 201 (e.g., configured to sense data indicating CNG tank group 202), sensor 209 (e.g., configured to sense data indicating GH2 tank group 208), sensor 221 (e.g., configured to sense data indicating LH2 tank group 222), sensor 231 (e.g., configured to sense data indicating gaseous hydrogen fuel flow from GH2 tank group 208 and / or compressed natural gas flow from CNG tank group 202), and sensor 260 (e.g., configured to sense data indicating liquid hydrogen fuel flow via pump 230). Sensors 262 (e.g., configured to sense data indicating the flow rate and / or phase of hydrogen fuel downstream of heat exchanger 236), 264 (e.g., configured to sense data indicating hydrogen fuel in buffer tank 245), 306 (e.g., configured to sense data indicating LH2 tank 302 and / or immersion cryogenic pump 304), 404 (e.g., configured to sense data indicating LH2 tank 402), and / or 412 (e.g., configured to sense data indicating secondary LH2 tank 402 and / or immersion cryogenic pump 408) receive data.

[0054] Fuel distributor circuit 912 initiates fuel distribution from one or more fuel distribution assemblies on aircraft 916. For example, based on the identification of available fuel distribution paths, the status of fuel tanks on aircraft 916, and / or the operational status of aircraft 916, fuel distributor circuit 912 can be used to initiate the delivery of fuel (e.g., liquid hydrogen, gaseous hydrogen, compressed natural gas) to burners (e.g., burner 254 of engine 252) on aircraft 916. In some examples, fuel distributor circuit 912 uses sensor circuit 910 to monitor fuel distribution throughout fuel distribution assemblies (e.g., compressed natural gas delivery assembly 203, gaseous hydrogen delivery assembly 207, liquid hydrogen delivery assemblies 227, 301, 401). For example, fuel distribution controller circuit 902 adjusts... Figure 2The operating speeds of the three dynamic regulators 206, 215, 247 and / or the LH2 pump motor 232 are adjusted to achieve the desired flow rate for the aircraft.

[0055] The data storage device 914 can be used to store any information associated with the fuel distribution path identifier circuit 904, the fuel tank identifier circuit 906, the operation status identifier circuit 908, the sensor circuit 910, and / or the fuel dispenser circuit 912. Figure 9 The example data storage device 914 shown can be implemented by any memory, storage device, and / or storage disk for storing data (e.g., flash memory, magnetic media, optical media, etc.). Furthermore, the data stored in the example data storage device 914 can be in any data format, such as binary data, comma-separated data, tab-separated data, Structured Query Language (SQL) structures, image data, etc.

[0056] Although Figure 9 An example of implementing the fuel distribution controller circuit 902 is shown, but Figure 9 One or more of the elements, processes, and / or devices shown may be combined, divided, rearranged, omitted, eliminated, and / or implemented in any other way. Furthermore, examples include fuel distribution path identifier circuit 904, fuel tank identifier circuit 906, operation status identifier circuit 908, sensor circuit 910, fuel dispenser circuit 912, and / or more generally, Figure 9 The example fuel distribution controller circuit 902 can be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, there are fuel distribution path identifier circuits 904, fuel tank identifier circuits 906, operating status identifier circuits 908, sensor circuits 910, fuel distributor circuits 912, and / or more generally, Figure 9 The example fuel distribution controller circuit 902 can be implemented by processor circuitry, analog circuitry, digital circuitry, logic circuitry, a programmable processor, a programmable microcontroller, a graphics processing unit (GPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a programmable logic device (PLD), and / or a field-programmable logic device (FPLD) (e.g., a field-programmable gate array (FPGA)). When reading any of the device or system claims of this patent to cover purely software and / or firmware implementations, the fuel distribution path identifier circuit 904, the fuel tank identifier circuit 906, the operating status identifier circuit 908, the sensor circuit 910, the fuel distributor circuit 912, and / or more generally, Figure 9At least one of the example fuel distribution controller circuits 902 is hereby explicitly defined as including a non-transitory computer-readable storage device or storage disk (e.g., memory, digital universal disc (DVD), optical disc (CD), Blu-ray disc, etc.), including software and / or firmware. Furthermore, in addition to or replacing Figure 9 Those shown in the text, Figure 9 The example fuel distribution controller circuit 902 may include one or more elements, processes and / or devices, and / or may include more than one of any or all of the elements, processes and devices shown.

[0057] Figure 10 The diagram shows a representative used for implementation. Figure 9 The flowchart illustrates an example of the hardware logic circuitry, machine-readable instructions, a hardware-implemented state machine, and / or any combination thereof for the fuel distribution controller circuit 902. The machine-readable instructions can be generated by processor circuitry (e.g., in conjunction with the following). Figure 11 The processor circuitry 1112 shown in the example processor platform 1100 discussed here executes one or more executable programs or portions thereof. The program may be embodied in software stored on one or more non-transitory computer-readable storage media (e.g., CDs, floppy disks, hard disk drives (HDDs), DVDs, Blu-ray discs, volatile memory (e.g., random access memory (RAM) of any type) or non-volatile memory (e.g., flash memory, HDDs, etc.) associated with the processor circuitry located in one or more hardware devices), but the entire program and / or portions thereof may alternatively be executed by one or more hardware devices other than the processor circuitry and / or embodied in firmware or dedicated hardware. Machine-readable instructions may be distributed across multiple hardware devices and / or executed by two or more hardware devices (e.g., server and client hardware devices). For example, client hardware devices may be implemented by endpoint client hardware devices (e.g., hardware devices associated with a user) or intermediate client hardware devices (e.g., a radio access network (RAN) gateway that can facilitate communication between server and endpoint client hardware devices). Similarly, non-transitory computer-readable storage media may include one or more media located in one or more hardware devices. Furthermore, although the example program is for reference Figure 10 The flowchart shown is for illustrative purposes only, but implementations may be used alternatively. Figure 9Many other methods exist for the fuel distribution controller circuit 902. For example, the execution order of the blocks can be changed, and / or some of the blocks described can be changed, eliminated, or combined. Additionally or alternatively, any or all blocks can be implemented by one or more hardware circuits (e.g., processor circuitry, discrete and / or integrated analog and / or digital circuitry, FPGA, ASIC, comparator, operational amplifier, logic circuitry, etc.) configured to operate accordingly without executing software or firmware. The processor circuitry can be distributed across different network locations and / or located in a single machine by one or more hardware devices (e.g., a single-core processor (e.g., a single-core central processing unit (CPU)), a multi-core processor (e.g., a multi-core CPU, etc.), multiple processors distributed across multiple servers in a server rack, multiple processors distributed across one or more server racks, CPUs and / or FPGAs located in the same package (e.g., the same integrated circuit (IC) package or two or more separate housings, etc.).

[0058] Machine-readable instructions described herein may be stored in one or more of the following formats: compressed format, encrypted format, segmented format, compiled format, executable format, packaged format, etc. Machine-readable instructions as described herein may be stored as data or data structures (e.g., as parts of instructions, code, code representations, etc.) that can be used to create, manufacture, and / or produce machine-executable instructions. For example, machine-readable instructions may be segmented and stored on one or more storage devices and / or computing devices (e.g., servers) located in the same or different locations (e.g., in the cloud, edge devices, etc.) within a network or network set. Machine-readable instructions may require installation, modification, adaptation, updating, combination, supplementation, construction, decryption, decompression, unpacking, distribution, redistribution, compilation, etc., to make them directly readable, interpretable, and / or executable by computing devices and / or other machines. For example, machine-readable instructions may be stored in multiple parts that are individually compressed, encrypted, and / or stored on separate computing devices, wherein these parts, when decrypted, decompressed, and / or combined, form a set of machine-executable instructions that, when implemented, can together form one or more operations such as the program described herein.

[0059] In another example, machine-readable instructions may be stored in a state in which they can be read by processor circuitry, but require the addition of libraries (e.g., dynamic link libraries (DLLs)), software development kits (SDKs), application programming interfaces (APIs), etc., to enable the execution of the machine-readable instructions on a specific computing device or other device. In yet another example, it may be necessary to construct the machine-readable instructions (e.g., stored settings, data inputs, recorded network addresses, etc.) before they can be executed in whole or in part. Therefore, the machine-readable medium used herein may include machine-readable instructions and / or programs, regardless of their specific format or state when stored or otherwise at rest or in transit.

[0060] The machine-readable instructions described in this article can be represented by any past, present, or future instruction language, scripting language, programming language, etc. For example, machine-readable instructions can be represented using any of the following languages: C, C++, Java, C#, Perl, Python, JavaScript, Hypertext Markup Language (HTML), Structured Query Language (SQL), Swift, etc.

[0061] As mentioned above, Figure 10 Example operations can be performed using executable instructions (e.g., computer and / or machine-readable instructions) stored on one or more non-transitory computer and / or machine-readable media (e.g., optical storage devices, magnetic storage devices, HDDs, flash memory, read-only memory (ROM), CDs, DVDs, caches, any type of RAM, registers, and / or any other storage device or disk that stores information for any duration (e.g., extended time periods, permanent, transient instances, temporary buffers, and / or cached information)). As used herein, the terms non-transitory computer-readable media and non-transitory computer-readable storage media are explicitly defined to include any type of computer-readable storage device and / or disk, and exclude propagation signals and transmission media.

[0062] Figure 10 This is a flowchart illustrating example machine-readable instructions 1000, which can be executed by example processor circuitry 1112. Figure 9 The fuel distribution controller circuit. Figure 10 In the example, the fuel distribution path recognizer circuit 904 identifies... Figure 9 The available fuel distribution paths on the aircraft 916 (box 1002). For example, the fuel distribution path identifier circuit 904 determines the type of fuel distribution assembly (e.g., compressed natural gas distribution assembly, gaseous hydrogen distribution assembly, liquid hydrogen distribution assembly, etc.) present on the aircraft 916. (See also: ...) Figure 2-6As described, fuel can be directed to the burner from multiple sources (e.g., CNG tank banks, LH2 tank banks, GH2 tank banks, etc.). In some examples, fuel tank identifier circuitry 906 identifies available fuel tanks on the aircraft 916 and determines the fuel level in the available fuel tanks (e.g., CNG, LH2, GH2 fuel levels) (box 1004). In some examples, operational status identifier circuitry 908 identifies the operational status of the aircraft 916 (e.g., takeoff, cruise, etc.) (box 1006). Based on the operational status of the aircraft 916, fuel tank levels, and / or available fuel distribution paths, fuel distribution controller circuitry 902 identifies the most suitable fuel distribution path. For example, fuel distribution controller circuitry 902 identifies the type of fuel distribution component to be engaged based on the aircraft being in a specific operational phase (including engine start-up, cruise, and / or takeoff / climb phases). Sensor circuitry 910 can be used to monitor the fuel distribution status and / or process. For example, if the operational status identifier circuit 908 determines that the aircraft needs to start its engines (box 1008), the fuel tank identifier circuit 906 can determine whether compressed natural gas (CNG) is available (box 1014).

[0063] As previously mentioned, the fuel flow rate of an aircraft varies considerably during flight. For example, a maximum fuel flow rate is required during takeoff, which is approximately four times the fuel flow rate at cruise altitude. Improved fuel distribution, combining multiple fuel distribution systems to power the aircraft and / or turbine engines, allows for increased engine efficiency. For example, CNG tank 202 can be used to introduce natural gas during engine startup, rather than relying solely on liquid or gaseous hydrogen-based fuels. In some examples, GH2 tank 208 can be used to supply gaseous hydrogen during takeoff and climb, while switching to LH2 tank 222 during the cruise phase of flight. Therefore, fuel distributor circuit 912 uses CNG and / or a mixture of CNG and hydrogen-based fuels to initiate fuel distribution (box 1016), subsequently transitioning to H2-based fuel distribution only (box 1018). Fuel distribution controller circuit 902 uses sensors associated with the CNG and / or H2 fuel distribution components to regulate fuel distribution (box 1020). If the aircraft 916 is in the cruise phase (box 1010), the fuel distributor circuit 912 engages the LH2 fuel distribution path (box 1024). In some examples, the fuel distribution controller circuit 902 uses sensors associated with the LH2 fuel distribution assembly to regulate the LH2 fuel distribution via sensor circuit 910 (box 1026). For example, the GH2 tank 208 can be used to supply gaseous hydrogen during takeoff and climb, while switching to the LH2 tank 222 during the cruise phase of flight, allowing fuel consumption requirements to vary based on a specific phase of flight (e.g., taxiing, takeoff, cruise, etc.). Cruise is the longest operation for a given flight duration and has much lower fuel consumption (e.g., between about 25% and about 40% of the maximum hydrogen fuel flow), while the takeoff phase (box 1012) requires the highest fuel consumption (e.g., about 100% of the maximum hydrogen fuel flow for a given flight path). Therefore, during takeoff / climb, the fuel distributor circuit 912 uses the GH2 fuel distribution path to initiate fuel distribution (box 1028). The fuel distribution controller circuit 902 uses sensors associated with the GH2 fuel distribution assembly to adjust the GH2 fuel distribution via sensor circuit 910 (box 1030). The fuel distribution controller circuit 902 can continue to monitor the operational phase of the aircraft 916 until the flight is completed (box 1022). Figure 2-7 The CNG tank group, GH2 tank group and / or LH2 tank arrangement shown allows for different fuel distribution arrangements based on a given operation performed by the aircraft (e.g., taxiing, takeoff, cruise, etc.) to match the necessary fuel flow.

[0064] Figure 11 This is a block diagram of an example processor platform 1100, which includes components configured to execute... Figure 10 Example machine-readable instructions for implementation Figure 9The processor circuitry of the fuel distribution controller circuit. The processor platform 1100 can be, for example, a server, personal computer, workstation, self-learning machine (e.g., neural network), or mobile device (e.g., mobile phone, smartphone, tablet computer, such as iPad). TM Personal digital assistants (PDAs), internet devices, DVD players, CD players, digital video recorders, Blu-ray players, game consoles, personal video recorders, set-top boxes, headphones (e.g., augmented reality (AR) headphones, virtual reality (VR) headphones, etc.) or other wearable devices, or any other type of computing device.

[0065] The processor platform 1100 shown in the example includes processor circuitry 1112. Processor circuitry 1112 in the example shown is hardware. For example, processor circuitry 1112 may be implemented by one or more integrated circuits, logic circuits, FPGA microprocessors, CPUs, GPUs, DSPs, and / or microcontrollers from any desired family or manufacturer. Processor circuitry 1112 may be implemented by one or more semiconductor-based (e.g., silicon-based) devices. In this example, processor circuitry 1112 implements fuel dispensing path identifier circuitry 904, fuel tank identifier circuitry 906, operating status identifier circuitry 908, sensor circuitry 910, and / or fuel dispenser circuitry 912.

[0066] The processor circuitry 1112 shown in the example includes local memory 1113 (e.g., cache, registers, etc.). The processor circuitry 1112 shown in the example communicates via bus 1118 with main memory, which includes volatile memory 1114 and non-volatile memory 1116. The volatile memory 1114 may be synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), etc. Dynamic Random Access Memory And / or any other type of RAM device. The non-volatile memory 1116 can be implemented by flash memory and / or any other desired type of memory device. Access to the main memory 1114, 1116 of the illustrated example is controlled by the memory controller 1117.

[0067] The processor platform 1100 shown in the example also includes interface circuitry 1120. Interface circuitry 1120 can be configured according to any type of interface standard (e.g., Ethernet interface, Universal Serial Bus (USB) interface, etc.). The interfaces (near field communication (NFC) interface, PCI interface and / or PCIe interface) are implemented in hardware.

[0068] In the example shown, one or more input devices 1122 are connected to interface circuitry 1120. Input devices 1122 allow users to input data and / or commands into processor circuitry 1112. Input devices 1122 can be implemented, for example, audio sensors, microphones, cameras (still or video), keyboards, buttons, mice, touchscreens, touchpads, trackballs, isopoint devices, and / or voice recognition systems.

[0069] One or more output devices 1124 are also connected to the interface circuitry 1120 of the illustrated example. The output devices 1124 may be implemented, for example, by a display device (e.g., a light-emitting diode (LED), organic light-emitting diode (OLED), liquid crystal display (LCD), cathode ray tube (CRT) display, in-situ switch (IPS) display, touchscreen, etc.), a haptic output device, a printer, and / or a speaker. Therefore, the interface circuitry 1120 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or graphics processor circuitry (such as a GPU).

[0070] The interface circuit 1120 of the example shown also includes communication devices (e.g., transmitter, receiver, transceiver, modem, residential gateway, wireless access point, and / or network interface) to facilitate data exchange with external machines (e.g., any kind of computing device) via network 1126. Communication may be via, for example, Ethernet connection, Digital Subscriber Line (DSL) connection, telephone line connection, coaxial cable system, satellite system, field wireless system, cellular telephone system, optical connection, etc.

[0071] The processor platform 1100 shown in the example also includes one or more mass storage devices 1128 for storing software and / or data. Examples of such mass storage devices 1128 include magnetic storage devices, optical storage devices, floppy disk drives, HDDs, CDs, Blu-ray disc drives, redundant array of independent disks (RAID) systems, solid-state storage devices (such as flash memory devices), and DVD drives.

[0072] It can be by Figure 10 The machine-readable instructions 1132 implemented by the machine can be stored in a mass storage device 1128, volatile memory 1114, non-volatile memory 1116, and / or stored on a removable non-transitory computer-readable storage medium (e.g., CD or DVD).

[0073] As will be understood from the foregoing, example systems, methods, apparatus, and articles of manufacture for introducing hydrogen-based fuel distribution systems, including hydrogen fuel distribution systems using submerged pumps and compressed natural gas, have been disclosed. For example, compressed natural gas (CNG), liquid hydrogen (LH2), and / or gaseous hydrogen (GH2) storage devices can be combined for use during various flight operations. For example, CNG tanks can be used to enable startup and operation using natural gas and / or natural gas / hydrogen mixtures. In the examples disclosed herein, the fuel distribution system may include submerged pumps located in primary and / or secondary LH2 tanks. For example, a low-pressure submerged pump may be used in the primary LH2 tank to provide a net positive suction head (NPSH) for the primary pump, while a high-pressure submerged pump may be used in the secondary LH2 tank as a primary pump. Such a configuration allows for simpler maintenance and / or replacement of the submerged pump in the secondary LH2 tank without disturbing the primary LH2 tank.

[0074] This document discloses example methods, apparatus, systems, and articles of a hydrogen fuel distribution system using a submerged pump and compressed natural gas. Further examples and combinations thereof include the following:

[0075] Example 1 includes a fuel distribution system comprising: a gaseous hydrogen fuel tank for maintaining a first portion of hydrogen fuel in the gaseous phase as part of a gaseous hydrogen delivery assembly; and a liquid hydrogen fuel tank for maintaining a second portion of hydrogen fuel in the liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen fuel tank comprising a primary tank and a secondary tank, the secondary tank comprising a submersible pump, wherein the gaseous hydrogen fuel tank and the liquid hydrogen fuel tank are arranged in parallel.

[0076] Example 2 includes a fuel distribution system according to any of the foregoing clauses, and further includes a compressed natural gas tank for holding compressed natural gas as part of a compressed natural gas delivery assembly.

[0077] Example 3 includes a fuel distribution system according to any of the preceding clauses, wherein the gaseous hydrogen delivery assembly, the compressed natural gas delivery assembly, and the liquid hydrogen delivery assembly are arranged in parallel.

[0078] Example 4 includes a fuel distribution system according to any of the preceding clauses, wherein the submersible pump pumps the second portion of hydrogen fuel through the liquid hydrogen delivery assembly in the liquid phase.

[0079] Example 5 includes a fuel distribution system according to any of the preceding clauses, further including a regulator assembly in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

[0080] Example 6 includes a fuel distribution system according to any of the preceding clauses, wherein the liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting the first portion of hydrogen fuel from the liquid phase to the gas phase.

[0081] Example 7 includes a fuel distribution system comprising: a compressed natural gas tank for holding a first portion of fuel as part of a compressed natural gas delivery assembly; and a liquid hydrogen fuel tank for holding a second portion of fuel in a liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen fuel tank including a submersible pump, wherein the compressed natural gas tank and the liquid hydrogen fuel tank are arranged in parallel.

[0082] Example 8 includes a fuel distribution system according to any of the foregoing clauses, and further includes a gaseous hydrogen fuel tank for maintaining a third portion of hydrogen fuel in the gas phase as part of a gaseous hydrogen delivery assembly.

[0083] Example 9 includes a fuel distribution system according to any of the preceding clauses, wherein the gaseous hydrogen delivery assembly, the compressed natural gas delivery assembly, and the liquid hydrogen delivery assembly are arranged in parallel.

[0084] Example 10 includes a fuel distribution system according to any of the preceding clauses, and further includes a regulator assembly in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

[0085] Example 11 includes a fuel distribution system according to any of the foregoing clauses, wherein the submersible pump pumps hydrogen fuel in the liquid phase through the liquid hydrogen delivery assembly.

[0086] Example 12 includes a fuel distribution system according to any of the preceding clauses, wherein the liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting hydrogen fuel from the liquid phase to the gas phase.

[0087] Example 13 includes a device for fuel distribution in a vehicle, the device comprising: at least one memory; instructions in the device; and processor circuitry that executes the instructions to: identify a fuel distribution path, the fuel distribution path including a compressed natural gas delivery assembly, a liquid hydrogen fuel delivery assembly, or a gaseous hydrogen fuel delivery assembly; identify an operating state of the vehicle, the operating state including an amount of energy propelling the vehicle; and adjust the fuel distribution path based on the operating state of the vehicle.

[0088] Example 14 includes the device according to any of the preceding clauses, wherein the liquid hydrogen fuel delivery assembly includes a liquid hydrogen tank with a submersible pump.

[0089] Example 15 includes an apparatus according to any of the preceding clauses, wherein the liquid hydrogen fuel delivery assembly includes a primary liquid hydrogen tank and a secondary liquid hydrogen tank, the secondary liquid hydrogen tank including a submersible pump.

[0090] Example 16 includes the device according to any of the preceding clauses, wherein the operating state of the carrier is the operating state of an aircraft, the operating state of the aircraft including a cruise phase, a takeoff phase, or an engine start phase.

[0091] Example 17 includes the device according to any of the foregoing clauses, wherein the processor circuitry engages the compressed natural gas delivery assembly when the operating state is the engine start-up phase.

[0092] Example 18 includes a device according to any of the foregoing clauses, wherein the processor circuitry engages the liquid hydrogen fuel delivery assembly when the operating state is the cruise phase.

[0093] Example 19 includes the device according to any of the foregoing clauses, wherein the processor circuitry engages the gaseous hydrogen fuel delivery assembly when the operating state is the takeoff phase or climb phase.

[0094] Example 20 includes an apparatus according to any of the preceding clauses, wherein the processor circuitry uses one or more sensors to identify the state of the fuel tank, the one or more sensors being located within the compressed natural gas delivery assembly, the liquid hydrogen fuel delivery assembly, or the gaseous hydrogen fuel delivery assembly.

[0095] Example 21 includes a method of fuel distribution, the method comprising: maintaining a first portion of hydrogen fuel in a gaseous phase as part of a gaseous hydrogen delivery assembly; and maintaining a second portion of hydrogen fuel in a liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen delivery assembly including a primary tank and a secondary tank, the secondary tank including a submersible pump.

[0096] Example 22 includes the method according to any of the foregoing clauses, further including retaining compressed natural gas as part of a compressed natural gas delivery assembly.

[0097] Example 23 includes the method according to any of the foregoing clauses, wherein the submersible pump pumps the second portion of hydrogen fuel through the liquid hydrogen delivery assembly in the liquid phase.

[0098] Example 24 includes the method according to any of the foregoing clauses, wherein the regulator assembly is in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

[0099] Example 25 includes the method according to any of the preceding clauses, wherein the liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting the first portion of hydrogen fuel from the liquid phase to the gas phase.

[0100] Example 26 includes a method for a fuel distribution system, the method comprising: holding a first portion of fuel as part of a compressed natural gas delivery assembly; and holding a second portion of fuel in a liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen delivery assembly including a liquid hydrogen fuel tank having a submerged pump.

[0101] Example 27 includes the method described in accordance with any of the foregoing clauses, further comprising maintaining a third portion of hydrogen fuel in the gas phase as part of a gaseous hydrogen delivery assembly.

[0102] Example 28 includes the method according to any of the foregoing clauses, further including a regulator assembly in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

[0103] Example 29 includes the method according to any of the foregoing clauses, wherein the submersible pump pumps hydrogen fuel through the liquid hydrogen delivery assembly in the liquid phase.

[0104] Example 30 includes the method according to any of the preceding clauses, wherein the liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting hydrogen fuel from the liquid phase to the gas phase.

[0105] Example 31 includes a device for fuel distribution in a vehicle, the device including programming instructions stored in a memory for performing a method of fluid distribution to: identify a fuel distribution path, the fuel distribution path including a compressed natural gas delivery assembly, a liquid hydrogen fuel delivery assembly, or a gaseous hydrogen fuel delivery assembly; identify an operating state of the vehicle, the operating state including an amount of energy propelling the vehicle; and adjust the fuel distribution path based on the operating state of the vehicle.

[0106] Example 32 includes the device according to any of the preceding clauses, wherein the liquid hydrogen fuel delivery assembly includes a liquid hydrogen tank with a submersible pump.

[0107] Example 33 includes an apparatus according to any of the preceding clauses, wherein the liquid hydrogen fuel delivery assembly includes a primary liquid hydrogen tank and a secondary liquid hydrogen tank, the secondary liquid hydrogen tank including a submersible pump.

[0108] Example 34 includes the device according to any of the preceding clauses, wherein the operating state of the carrier is the operating state of an aircraft, the operating state of the aircraft including a cruise phase, a takeoff phase, or an engine start phase.

[0109] Example 35 includes the device according to any of the foregoing clauses, wherein the programming instructions engage the compressed natural gas delivery assembly when the operating state is the engine start-up phase.

[0110] Example 36 includes a device according to any of the foregoing clauses, wherein the programming instructions engage the liquid hydrogen fuel delivery assembly when the operating state is the cruise phase.

[0111] Example 37 includes a device according to any of the foregoing clauses, wherein the programming instructions engage the gaseous hydrogen fuel delivery assembly when the operating state is the takeoff phase or climb phase.

[0112] Example 38 includes a device according to any of the preceding clauses, wherein the programming instructions use one or more sensors to identify the state of the fuel tank, the one or more sensors being located within the compressed natural gas delivery assembly, the liquid hydrogen fuel delivery assembly, or the gaseous hydrogen fuel delivery assembly.

[0113] Although certain example systems, methods, apparatuses, and articles of manufacture are disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all systems, methods, apparatuses, and articles of manufacture that fall fully within the scope of the claims of this patent.

[0114] The following claims are incorporated herein by reference in the detailed description, each claim being an independent embodiment of this disclosure.

Claims

1. A fuel distribution system, characterized in that, include: A gaseous hydrogen fuel tank, the gaseous hydrogen fuel tank being used to maintain a first portion of hydrogen fuel in the gas phase as part of a gaseous hydrogen delivery assembly; A liquid hydrogen fuel tank for maintaining a second portion of hydrogen fuel in the liquid phase as part of a liquid hydrogen delivery assembly, the liquid hydrogen fuel tank comprising a primary tank and a secondary tank, at least one of the primary tank and the secondary tank comprising a submersible pump, wherein the gaseous hydrogen fuel tank is arranged in parallel with at least one of the primary tank and the secondary tank; A regulator assembly configured to adjust fuel supply between the gaseous hydrogen delivery assembly, the liquid hydrogen delivery assembly, and the compressed natural gas delivery assembly based on the cruise phase, takeoff phase, or engine start phase. During the engine start-up phase, the regulator assembly is configured to supply fuel using the compressed natural gas delivery assembly. During the takeoff phase, the regulator assembly is configured to supply fuel using the gaseous hydrogen delivery assembly, and During the cruise phase, the regulator assembly is configured to supply fuel using the liquid hydrogen delivery assembly.

2. The fuel distribution system according to claim 1, characterized in that, It further includes a compressed natural gas tank for holding compressed natural gas as part of the compressed natural gas delivery assembly.

3. The fuel distribution system according to claim 2, characterized in that, in, The gaseous hydrogen transport assembly, the compressed natural gas transport assembly, and the liquid hydrogen transport assembly are arranged in parallel.

4. The fuel distribution system according to claim 1, characterized in that, in, The submersible pump pumps the second portion of hydrogen fuel through the liquid hydrogen delivery assembly in the liquid phase.

5. The fuel distribution system according to claim 1, characterized in that, in, The regulator assembly is in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

6. The fuel distribution system according to claim 1, characterized in that, in, The liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting the first portion of hydrogen fuel from the liquid phase to the gas phase.

7. A fuel distribution system, characterized in that, include: Compressed natural gas tank, the compressed natural gas tank being used to hold a first portion of fuel as part of a compressed natural gas delivery assembly; and A liquid hydrogen fuel tank for maintaining a second portion of fuel in the liquid phase, as part of a liquid hydrogen delivery assembly, the liquid hydrogen fuel tank including a submersible pump; and A regulator assembly, which is in fluid communication with the compressed natural gas delivery assembly, the liquid hydrogen delivery assembly, and the gaseous hydrogen delivery assembly; The regulator assembly is configured to adjust the fuel supply based on the operational status of the carrier: During the engine start-up phase, fuel is supplied using the compressed natural gas delivery assembly; During takeoff, fuel is supplied using the aforementioned gaseous hydrogen delivery assembly; and During the cruise phase, the liquid hydrogen delivery assembly is used to supply fuel.

8. The fuel distribution system according to claim 7, characterized in that, It further includes a gaseous hydrogen fuel tank for maintaining a third portion of hydrogen fuel in the gas phase as part of the gaseous hydrogen delivery assembly.

9. The fuel distribution system according to claim 8, characterized in that, in, The gaseous hydrogen transport assembly, the compressed natural gas transport assembly, and the liquid hydrogen transport assembly are arranged in parallel.

10. The fuel distribution system according to claim 8, characterized in that, in, The regulator assembly is in fluid communication with the liquid hydrogen delivery assembly and the gaseous hydrogen delivery assembly.

11. The fuel distribution system according to claim 7, characterized in that, in, The submersible pump pumps hydrogen fuel through the liquid hydrogen delivery assembly in the liquid phase.

12. The fuel distribution system according to claim 7, characterized in that, in, The liquid hydrogen delivery assembly includes a heat exchanger located downstream of the submerged pump for converting hydrogen fuel from the liquid phase to the gas phase.

13. A device for fuel distribution in a carrier, characterized in that, The device includes: At least one memory; Instructions, the instructions being contained in the device; and Processor circuitry, the processor circuitry executing the instructions to: Identify fuel distribution paths, which include compressed natural gas delivery components, liquid hydrogen fuel delivery components, or gaseous hydrogen fuel delivery components; Identify the operational state of the launch vehicle, the operational state including the amount of energy propelling the launch vehicle; and The fuel distribution path is adjusted based on the operating state of the launch vehicle; The operational state of the carrier is the operational state of the aircraft, and the operational state of the aircraft includes the cruise phase, the takeoff phase, or the engine start phase. When the operating state is the cruise phase, the processor circuit will engage the liquid hydrogen fuel delivery assembly. Specifically, when the operating state is the engine start-up phase, the processor circuit will engage the compressed natural gas delivery assembly; and Specifically, when the operating state is the takeoff phase or the climb phase, the processor circuit will engage the gaseous hydrogen fuel delivery assembly.

14. The device according to claim 13, characterized in that, in, The liquid hydrogen fuel delivery assembly includes a liquid hydrogen tank with a submersible pump.

15. The device according to claim 13, characterized in that, in, The liquid hydrogen fuel delivery assembly includes a primary liquid hydrogen tank and a secondary liquid hydrogen tank, the secondary liquid hydrogen tank including a submersible pump.

16. The device according to claim 13, characterized in that, in, The processor circuitry uses one or more sensors to identify the status of the fuel tank, the one or more sensors being located within the compressed natural gas delivery assembly, the liquid hydrogen fuel delivery assembly, or the gaseous hydrogen fuel delivery assembly.

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