Hydrogen powered aircraft with hybrid wing body - joined wing configuration employing an ejector powered fan

Abstract

The application belongs to the field of aircraft design, and particularly relates to a hydrogen energy aircraft with a hybrid wing-body-joint wing layout and an ejector power fan, which comprises a wing-body fusion fuselage main body, a rear fuselage, a joint wing, a power and energy system and an undercarriage. The wing-body fusion fuselage main body comprises a nose, a central wing section and a wing; the central wing section is highly fused with the nose and the wing; the rear fuselage adopts a conventional barrel-shaped fuselage shape and a conventional vertical tail; the joint wing connects the vertical tail and the wing; the power propulsion device adopts an ejector power fan with a fanless jet flow duct structure; and the hydrogen fuel cell is used to supply power to the aircraft. The application does not have exposed rotating machinery, can effectively improve the low-altitude safety, and adopts the hybrid wing-body layout form to effectively improve the maneuverability and stability of the aircraft on the premise of retaining the advantages of the wing-body fusion body; and the hydrogen energy is used as the energy source, so that the consumption of fossil energy can be completely eliminated.

Description

Technical Field

[0001] This invention belongs to the field of aircraft design technology and relates to an overall aircraft design, specifically a hydrogen-powered aircraft with a hybrid wing-body-connected wing layout employing an ejector-powered fan. Background Technology

[0002] With the development of the air transport industry, environmental issues arising during aircraft operation have received increasing attention. Therefore, green aviation has gradually become a global consensus, requirement, and goal for the aviation industry. Traditional large civil aircraft mostly use high-bypass turbofan engines with wing-mounted designs. To achieve the design goals of high thrust, high thrust-to-weight ratio, and low fuel consumption, these engines have been optimized to their limits, resulting in complex structures and difficult manufacturing processes. Green aviation, with electricity as its primary energy source, has flourished in recent years, becoming a new research focus and development trend. The characteristic of electric propulsion is the "scale independence" of the power system; that is, breaking down a single high-power power system into multiple low-power power systems does not change the power density and efficiency of the power system. Therefore, electric propulsion aircraft often adopt a distributed electric propulsion layout.

[0003] Currently available distributed electric propulsion layout solutions include: some are entirely new designs, such as the German Lilium Jet aircraft, which adopts a novel biplane design with distributed electric propulsion ducted fans. It uses 36 tiltable ducted fans on the canards and wings to achieve vertical takeoff and landing and propel the aircraft. Others are electrification modifications of existing models, such as NASA's X-57 "Maxwell" demonstrator, which is a modification of the P2006T aircraft. The aircraft has a conventional overall layout and uses cruise control motors with propellers on both wingtips to recover energy lost from vortex at the wingtips. It also has 12 small high-speed motors with propellers distributed in the leading edge area of ​​the wings to provide maximum lift during takeoff and landing. Another example is NASA's electrified N3-X, which is a blended wingbody (BWB) layout and uses a distributed superconducting turbine electric propulsion system. Two turboshaft engines on the wingtips drive two generators, which in turn power the superconducting motors to drive 14 distributed fan thrusters located on the trailing edge of the blended wingbody. However, the existing solutions have the following problems: 1. The traditional propeller or ducted fan power system has a complex mechanical connection, with exposed rotating machinery, resulting in high noise levels and a significant impact on staff and surrounding residents. Furthermore, it is prone to bird strikes at low altitudes, leading to poor safety. 2. The blended wing-body (BWB) layout results in longer takeoff and landing distances. The lack of a vertical tail makes it difficult to correct yaw or longitudinal sway in time, leading to a large turning radius and difficulty in control. At high angles of attack, the BWB will significantly obstruct and downwash the horizontal stabilizer, affecting aircraft stability. 3. Existing electric aircraft mainly use lithium-ion batteries and hybrid electric propulsion systems. Lithium-ion batteries are currently the most mature and widely used power technology, but their energy and power densities are relatively low, resulting in a large proportion of the total aircraft weight being lithium batteries. Hybrid electric propulsion systems, on the other hand, still do not completely eliminate the consumption of fossil fuels. Summary of the Invention

[0004] To address the problems existing in current distributed electric propulsion schemes, this invention proposes a hydrogen-powered aircraft with a hybrid wingbody-connected wing configuration employing an ejector-driven fan. By using an ejector-driven fan, there are no exposed fan blades, thereby improving low-altitude safety and reducing aerodynamic noise. By adopting a hybrid wingbody (HWB) configuration, the aircraft's handling and stability are effectively improved while retaining the advantages of a blended wingbody (BWB) configuration, such as high lift-to-drag ratio and high load capacity. Furthermore, by using a hydrogen fuel cell as the power source and hydrogen energy as the energy source, the aircraft completely eliminates the consumption of fossil fuels.

[0005] The technical solution adopted in this invention is:

[0006] A hydrogen-powered aircraft with a blended wing-body-linked wing configuration employing an ejector-powered fan includes a blended wing-body fuselage, a rear fuselage, a linked wing, a power and energy system, and landing gear.

[0007] The blended wing-body fuselage includes a nose, a central wing section, and a wing; the nose is highly integrated with the central wing section, and the central wing section is highly integrated with the wing; the nose is located at the front of the central wing section and is configured as a flip-open hatch; the central wing section is divided into three parts along its span, with the middle part housing the aircraft cargo bay, which is the main area for loading payloads, and the two side areas used to house the power and energy systems and the main landing gear; the wing is symmetrically connected to both sides of the central wing section; the wing includes a middle wing section and an outer wing section, with the middle wing section connected to the central wing section and the outer wing section connected to the middle wing section;

[0008] The rear fuselage adopts a conventional barrel-shaped fuselage shape and is connected to the rear side of the central wing section. A conventional vertical tail is provided on the upper side of the tail of the rear fuselage.

[0009] The connecting wing is arranged symmetrically on both sides of the rear fuselage in the form of a trapezoidal forward-swept wing; one end of the connecting wing is connected to the upper end of the vertical tail of the rear fuselage, and the other end of the connecting wing is connected to the junction of the middle wing section and the outer wing section of the wing.

[0010] The power and energy system includes an ejector-type powered fan, a hydrogen tank, a hydrogen fuel cell, a compressor, an energy control system, a compressor inlet duct, a hydrogen fuel cell supply duct, a compressor high-pressure supply duct, a conventional battery, a compressor inlet, and control wiring. The ejector-type powered fan is a bladeless jet duct structure and serves as the aircraft's propulsion device. The hydrogen tank stores hydrogen fuel. The hydrogen fuel cell generates electricity from the hydrogen fuel to power the aircraft. The compressor provides air to the hydrogen fuel cell and high-pressure air to the ejector-type powered fan. The energy control system controls the compressor's start-up and shutdown, as well as its supply pressure, and controls the amount of air and hydrogen entering the hydrogen fuel cell. The conventional battery provides starting power to the energy control system and the compressor.

[0011] The landing gear includes a nose landing gear and a main landing gear.

[0012] Furthermore, the ejector-type powered fan includes an ejector-type powered fan on the central wing section and an ejector-type powered fan on the middle wing section, which are symmetrically arranged on the upper surfaces of the central wing section and the middle wing section near the trailing edge, respectively; the ejector-type powered fan on the central wing section and the central wing section form a bladeless jet duct structure; the ejector-type powered fan on the middle wing section and the middle wing section form a bladeless jet duct structure.

[0013] Furthermore, the ejector-type power fan has an air inlet on the outer surface of the duct and an annular jet slit on the inner wall of the duct. A rectification cavity is provided between the air inlet and the jet slit to connect the air inlet and the jet slit. When high-pressure gas enters the rectification cavity from the air inlet and is rectified by the flow channel of the cavity, it is ejected along the jet slit on the inner wall of the duct, generating a low-pressure area near the jet slit in the duct, which induces the airflow in front of the ejector-type power fan to accelerate backward, thereby obtaining thrust.

[0014] Furthermore, in the power and energy system, the hydrogen tank is located on both sides of the central wing section of the blended wing-body fuselage; the hydrogen fuel cell and the energy control system are located behind the hydrogen tank; the compressor and the conventional battery are located inside the rear fuselage; the compressor inlet is arranged above the junction of the rear fuselage and the central wing section; the compressor inlet is connected to the compressor via a compressor inlet pipe; the compressor is connected to the hydrogen fuel cell via a hydrogen fuel cell supply pipe, allowing air to enter the hydrogen fuel cell; the compressor is connected to the central wing section via a compressor high-pressure supply pipe. The overwing ejector fan on the center wing section and the overwing ejector fan on the middle wing section are connected. Compressed high-pressure air can enter the ejector fan through the compressor. The energy control system is connected to the hydrogen tank through control lines, which can control the amount of air and hydrogen entering the hydrogen fuel cell, thereby controlling the power of the hydrogen fuel cell to generate electricity. The energy control system is also connected to the compressor through control lines, which can control the start-up and shutdown of the compressor and the air supply pressure. The ordinary battery provides starting power for the energy control system and the compressor. After the hydrogen fuel cell is operating normally, it powers the aircraft.

[0015] Furthermore, the trailing edge of the central wing section of the blended wing-body fuselage is provided with a central wing section trailing edge flap and a flap pod; the trailing edge of the middle wing section is provided with a middle wing section trailing edge flap and a flap pod; the central wing section trailing edge flap and the middle wing section trailing edge flap are connected to the central wing section and the middle wing section through a motion mechanism, and can extend and deflect from the flap pod; the central wing section trailing edge flap, the middle wing section trailing edge flap and the ejector fan cooperate to play a lift-enhancing role during takeoff and landing; the trailing edge of the outer wing section is provided with an aileron; the trailing edge of the vertical tail on the rear fuselage is provided with a rudder; the trailing edge of the connected wing is provided with an elevator.

[0016] Furthermore, the working principle of the power and energy system is as follows: the hydrogen fuel stored in the hydrogen tank is controlled by the energy control system to be delivered to the hydrogen fuel cell; the hydrogen fuel cell generates electrical energy based on the chemical reaction between hydrogen fuel and oxygen to drive the compressor; the compressor draws air from the outside through the compressor inlet, compresses it, and supplies air to the hydrogen fuel cell and the ejector fan respectively. The gas supplied to the ejector fan enters the rectifier cavity from the inlet, is rectified by the flow channel of the cavity, and is ejected along the jet slits on the inner wall of the duct. A low-pressure area is generated near the jet slits in the duct, which induces the airflow in front of the ejector fan to accelerate backward, thereby obtaining thrust.

[0017] Furthermore, the hydrogen fuel stored in the hydrogen tank of the power and energy system is liquid hydrogen or gaseous hydrogen.

[0018] Furthermore, the working principle of the combined lift enhancement of the central wing trailing edge flap, the middle wing trailing edge flap, and the ejector-driven fan is as follows: During takeoff and landing, the central wing trailing edge flap and the middle wing trailing edge flap extend and deflect. The high-speed airflow ejected by the ejector-driven fan flows along the upper surface of the central wing trailing edge flap and the middle wing trailing edge flap under the Coanda effect, creating a low-pressure area on the upper surface of the flap. Meanwhile, the lower surface of the deflected central wing trailing edge flap and the middle wing trailing edge flap obstructs the airflow, forming a high-pressure area on the lower surface of the flap. The combined effect of these two factors results in a lift enhancement effect.

[0019] Furthermore, the central wing section of the blended wing-body fuselage has removable walls on both sides of the cargo hold for removing and installing the hydrogen tanks. When removing the hydrogen tanks, the removable walls on both sides of the cargo hold are opened, the hydrogen tanks are pushed into the cargo hold through the openings, and then removed from the aircraft through the nose door. The loading process is the reverse.

[0020] Beneficial effects

[0021] This invention proposes a hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan. By using a bladeless ejector-driven fan as the propulsion device, there is no exposed rotating machinery. This effectively reduces aerodynamic noise from rotating machinery and also reduces the threat of bird strikes to the power system, thereby improving low-altitude safety. The hybrid wing-body (HWB) configuration, combining a blended wing-body with a conventional rear fuselage, retains the advantages of a blended wing-body (BWB) configuration (high lift-to-drag ratio and high payload capacity), effectively improving the aircraft's handling and stability. Furthermore, by using a hydrogen fuel cell as the power source and hydrogen energy as the energy source, the aircraft completely eliminates the consumption of fossil fuels.

[0022] Furthermore, compared to the traditional blended wing-body (BWB) layout, the coupling of the ejector-driven fan with the wing can effectively utilize the Coanda effect to increase lift, shorten takeoff and landing distances, and thus improve the aircraft's short takeoff and landing capabilities. The use of a linked wing allows the elevator to be positioned higher, which can reduce the impact of the blended wing-body fuselage on the longitudinal stabilizer and control surfaces, thereby improving the aircraft's longitudinal stability. The use of a linked wing to connect the vertical tail and the wing can also increase the wing's stiffness, which can further increase the wing's aspect ratio, thereby improving the aircraft's high-speed aerodynamic performance. In addition, the linked wing can also conveniently accommodate omnidirectional radar and other detection devices. Attached Figure Description

[0023] Figure 1 This is an axonometric drawing of an aircraft according to an embodiment of the present invention;

[0024] Figure 2 This is a front view of an aircraft according to an embodiment of the present invention;

[0025] Figure 3 This is a bottom view of an aircraft according to an embodiment of the present invention and a schematic diagram of the internal layout of the power and energy systems in the fuselage.

[0026] Figure 4 This is a rear fuselage side view of an aircraft according to an embodiment of the present invention;

[0027] Figure 5 This is an isometric view of the power and energy system of an aircraft according to an embodiment of the present invention;

[0028] Figure 6 A bottom view of the power and energy system of the aircraft according to an embodiment of the present invention;

[0029] Figure 7 This is a side view of the power and energy system of an aircraft according to an embodiment of the present invention;

[0030] Figure 8 for Figure 1 A schematic diagram of the MM section, i.e., a cross-sectional view of the ejector-type power fan structure;

[0031] Figure 9 for Figure 1 A schematic diagram of the NN section, i.e., a schematic diagram of the trailing edge flap of the central wing section;

[0032] In the picture:

[0033] 1-Blended wing-body fuselage main body; 11-Nose; 11A-Nose door; 12-Center wing section; 12A-Center wing section trailing edge flap; 121-Aircraft cargo hold; 122-Cargo hold sidewall removable wall; 13-Wing; 131-Middle wing section; 131A-Middle wing section trailing edge flap; 132-Outer wing section; 132A-Aileron; t1-Linger edge flap positioning during cruise; t2-Linger edge flap positioning during takeoff; t3-Linger edge flap positioning during landing;

[0034] 2-Rear fuselage; 21-Vertical tail; 21A-Rudder;

[0035] 3-Connecting wing; 3A-Elevator;

[0036] 4-Power and Energy System; 41-Ejector-type Powered Fan; 41A-Center Wing-section Overhead Ejector-type Powered Fan; 41B-Middle Wing-section Overhead Ejector-type Powered Fan; 411-Ejector-type Powered Fan Inlet; 412-Ejector-type Powered Fan Rectifying Chamber; 413-Ejector-type Powered Fan Jet Slit; 42-Hydrogen Tank; 43-Hydrogen Fuel Cell; 44-Energy Control System; 44A-Control Line from Control System to Hydrogen Tank; 44B-Control Line from Control System to Compressor; 45-Compressor; 45A-Compressor Inlet Pipe; 45B-Hydrogen Fuel Cell Gas Supply Pipe; 45C-Compressor High-Pressure Gas Supply Pipe; 46-Ordinary Battery; 47-Compressor Inlet;

[0037] 5-Landing gear; 51-Nose landing gear; 52-Main landing gear; Detailed Implementation

[0038] To make the technical problems solved, the technical solutions, and the beneficial effects of this invention clearer and to enable those skilled in the art to better understand the invention, the invention will be further described in detail and in full below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0039] This invention proposes a hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-powered fan, one embodiment of which is, for example... Figures 1 to 9 As shown, this embodiment is as follows:

[0040] A hydrogen-powered aircraft with a blended wing-body-linked wing configuration employing an ejector-powered fan includes a blended wing-body fuselage 1, a rear fuselage 2, a linked wing 3, a power and energy system 4, and a landing gear 5.

[0041] The blended wing-body fuselage 1 includes a nose 11, a central wing section 12, and a wing 13. The nose 11 is highly integrated with the central wing section 12, and the central wing section 12 is highly integrated with the wing 13. The nose 11 is located at the front of the central wing section 12 and is configured as a flip-open hatch. The central wing section 12 is divided into three parts along its span. The middle part houses the aircraft cargo hold 121, which is the main area for loading payloads. The two side areas are used to house the power and energy system 4 and the main landing gear. The wing 13 is symmetrically connected to both sides of the central wing section 12. The wing includes a middle wing section 131 and an outer wing section 132. The middle wing section 131 is connected to the central wing section 12, and the outer wing section 132 is connected to the middle wing section 131. The trailing edge of the outer wing section 132 is provided with an aileron 132A.

[0042] The rear fuselage 2 adopts a conventional barrel-shaped fuselage shape and is connected to the rear side of the central wing section 12. A conventional vertical tail 21 is provided on the upper side of the tail of the rear fuselage 2; a rudder 21A is provided on the trailing edge of the vertical tail 21.

[0043] The connecting wing 3 is symmetrically arranged on both sides of the rear fuselage 2 in the form of a trapezoidal forward-swept wing; one end of the connecting wing 3 is connected to the upper end of the vertical tail 21 of the rear fuselage 2, and the other end of the connecting wing 3 is connected to the junction of the middle wing section 131 and the outer wing section 132 of the wing 13; the trailing edge of the connecting wing 3 is provided with an elevator 3A.

[0044] The power and energy system 4 includes an ejector-type power fan 41, a hydrogen tank 42, a hydrogen fuel cell 43, an energy control system 44, a compressor 45, a compressor inlet pipe 45A, a hydrogen fuel cell supply pipe 45B, a compressor high-pressure supply pipe 45C, a conventional battery 46, a compressor inlet 47, and control wiring. The ejector-type power fan 41 is a bladeless jet duct structure and serves as the aircraft's propulsion device. The hydrogen tank 42 stores hydrogen fuel. The hydrogen fuel cell 43 generates electricity from the hydrogen fuel to power the aircraft. The compressor 45 provides air to the hydrogen fuel cell 43 and provides high-pressure air to the ejector-type power fan 41. The energy control system 44 controls the start / stop and supply pressure of the compressor 45 and controls the amount of air and hydrogen entering the hydrogen fuel cell 43. The conventional battery 46 provides starting power to the energy control system 44 and the compressor 45.

[0045] The landing gear 5 includes a nose landing gear 51 and a main landing gear 52.

[0046] In this embodiment, the ejector-type powered fan 41 includes a central wing section wing-mounted ejector-type powered fan 41A and a mid-wing section wing-mounted ejector-type powered fan 41B, symmetrically arranged on the upper surfaces of the central wing section 12 and the mid-wing section 131 near the trailing edge, respectively; the central wing section wing-mounted ejector-type powered fan 41A and the central wing section 12 form a bladeless jet duct structure; the mid-wing section wing-mounted ejector-type powered fan 41B and the mid-wing section 131 form a bladeless jet duct structure; the ejector-type powered fan 41... An air inlet 411 is provided on the outer surface of the duct, and an annular jet slit 413 is provided on the inner wall of the duct. A rectifier cavity 412 is provided between the air inlet 411 and the jet slit 413 to connect the air inlet 411 and the jet slit 413. When high-pressure gas enters the rectifier cavity 412 from the air inlet 411 and is rectified by the flow channel of the cavity, it is ejected along the jet slit 413 on the inner wall of the duct. A low-pressure area is generated near the jet slit 413 in the duct, which induces the airflow in front of the ejector-type power fan 41 to accelerate backward, thereby obtaining thrust.

[0047] In this embodiment, in the power and energy system, the hydrogen tank 42 is located on both sides of the central wing section 12 of the blended wing-body fuselage 1; the hydrogen fuel cell 43 and the energy control system 44 are located behind the hydrogen tank 42; the compressor 45 and the conventional battery 46 are located inside the rear fuselage 2; the compressor inlet 47 is arranged above the junction of the rear fuselage 2 and the central wing section 12; the compressor inlet 47 is connected to the compressor 45 through the compressor inlet pipe 45A; the compressor 45 is connected to the hydrogen fuel cell 43 through the hydrogen fuel cell supply pipe 45B, allowing air to enter the hydrogen fuel cell 43 via the compressor 45; the compressor 45 is connected to the hydrogen fuel cell 43 through the compressor high-pressure supply pipe 45B. The 5C is connected to the overwing ejector fan 41A and the overwing ejector fan 41B of the center wing section. The compressed high-pressure air can enter the ejector fan 41 after passing through the compressor 45. The energy control system 44 is connected to the hydrogen tank 42 through the control line, and can control the amount of air and hydrogen entering the hydrogen fuel cell 43, thereby controlling the power of the hydrogen fuel cell 43 to generate electricity. The energy control system 44 is connected to the compressor 45 through the control line, and can control the start-up and shutdown of the compressor 45 and the air supply pressure. The ordinary battery 46 provides the starting power for the energy control system 44 and the compressor 45. After the hydrogen fuel cell 43 is running normally, the hydrogen fuel cell 43 will supply power to the aircraft.

[0048] In this embodiment, the working principle of the power and energy system 4 is as follows:

[0049] The hydrogen tank 42 is used to store hydrogen energy. The hydrogen energy stored in the hydrogen tank 42 is liquid hydrogen, which is controlled by the energy control system 44 to be delivered to the hydrogen fuel cell 43. The hydrogen fuel cell 43 generates electrical energy based on the chemical reaction between hydrogen energy and oxygen to drive the compressor 45. The compressor 45 draws air from the outside through the compressor inlet 47, compresses it, and supplies air to the hydrogen fuel cell 43 and the ejector fan 41 respectively. The gas supplied to the ejector fan 41 enters the rectifier cavity 412 from the inlet 411, is rectified by the flow channel of the cavity, and is ejected along the jet slits 413 on the inner wall of the duct. A low-pressure area is generated near the jet slits 413 in the duct, which induces the airflow in front of the ejector fan 41 to accelerate backward, thereby obtaining thrust.

[0050] In this embodiment, the trailing edge of the central wing section 12 of the blended wing-body fuselage body 1 is provided with a central wing section trailing edge flap 12A and a flap pod; the trailing edge of the middle wing section 131 of the wing 13 is provided with a middle wing section trailing edge flap 131A and a flap pod; the central wing section trailing edge flap 12A and the middle wing section trailing edge flap 131A are connected to the central wing section 12 and the middle wing section 131 through a motion mechanism, and can extend and deflect from the flap pod; the central wing section trailing edge flap 12A, the middle wing section trailing edge flap 131A and the ejector fan 41 cooperate to play a lift-enhancing role during takeoff and landing. Specifically, the lift-enhancing working principle is as follows:

[0051] During takeoff and landing, the trailing edge flaps 12A and 131A of the center wing section extend rearward and deflect. The high-speed airflow ejected by the ejector-type power fan 41 flows along the upper surfaces of the trailing edge flaps 12A and 131A of the center wing section under the Coanda effect, creating a low-pressure area on the upper surface of the flaps. Meanwhile, the deflected lower surfaces of the trailing edge flaps 12A and 131A of the center wing section obstruct the airflow, creating a high-pressure area on the lower surface of the flaps. The combined effect of these two factors results in increased lift.

[0052] The outer wing section 132 of the wing 13 is provided with an aileron 132A at its trailing edge;

[0053] In this embodiment, the two side walls of the central wing section 12 of the blended wing-body fuselage 1 are provided with detachable walls 122 for removing and installing the hydrogen tank 42. When removing the hydrogen tank 42, the detachable walls 122 on both sides of the cargo compartment 121 are opened, the hydrogen tank 42 is pushed into the cargo compartment 121 through the opening, and then removed from the aircraft through the nose door 11A. The loading process is the reverse.

[0054] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention and without creative effort. These improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hydrogen-powered aircraft employing a hybrid wing-body-connected wing configuration with an ejector-driven fan, characterized in that: This includes the blended wing-body fuselage, rear fuselage, coupled wings, power and energy system, and landing gear; The blended wing-body fuselage includes a nose, a central wing section, and a wing; the nose is highly integrated with the central wing section, and the central wing section is highly integrated with the wing; the nose is located at the front of the central wing section and is configured as a flip-open hatch; the central wing section is divided into three parts along its span, with the middle part housing the aircraft cargo bay, which is the main area for loading payloads, and the two side areas used to house the power and energy systems and the main landing gear; the wing is symmetrically connected to both sides of the central wing section; the wing includes a middle wing section and an outer wing section, with the middle wing section connected to the central wing section and the outer wing section connected to the middle wing section; The rear fuselage adopts a conventional barrel-shaped fuselage shape and is connected to the rear side of the central wing section. A conventional vertical tail is provided on the upper side of the tail of the rear fuselage. The connecting wing is arranged symmetrically on both sides of the rear fuselage in the form of a trapezoidal forward-swept wing; one end of the connecting wing is connected to the upper end of the vertical tail of the rear fuselage, and the other end of the connecting wing is connected to the junction of the middle wing section and the outer wing section of the wing. The power and energy system includes an ejector-type powered fan, a hydrogen tank, a hydrogen fuel cell, a compressor, an energy control system, a compressor inlet duct, a hydrogen fuel cell supply duct, a compressor high-pressure supply duct, a conventional battery, a compressor inlet, and control wiring. The ejector-type powered fan is a bladeless jet duct structure and serves as the aircraft's propulsion device. The hydrogen tank stores hydrogen fuel. The hydrogen fuel cell generates electricity from the hydrogen fuel to power the aircraft. The compressor provides air to the hydrogen fuel cell and high-pressure air to the ejector-type powered fan. The energy control system controls the compressor's start-up and shutdown, as well as its supply pressure, and controls the amount of air and hydrogen entering the hydrogen fuel cell. The conventional battery provides starting power to the energy control system and the compressor. The landing gear includes a nose landing gear and a main landing gear.

2. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 1, characterized in that: The ejector-type powered fan includes an over-wing ejector-powered fan on the central wing section and an over-wing ejector-powered fan on the middle wing section, which are symmetrically arranged on the upper surfaces of the central wing section and the middle wing section near the trailing edge, respectively; the over-wing ejector-powered fan on the central wing section and the central wing section form a bladeless jet duct structure; the over-wing ejector-powered fan on the middle wing section and the middle wing section form a bladeless jet duct structure.

3. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 2, characterized in that: The ejector-type power fan has an air inlet on the outer surface of the duct and an annular jet slit on the inner wall of the duct. A rectification cavity is provided between the air inlet and the jet slit to connect the air inlet and the jet slit. When high-pressure gas enters the rectification cavity from the air inlet and is rectified by the flow channel of the cavity, it is ejected along the jet slit on the inner wall of the duct, generating a low-pressure area near the jet slit in the duct, which induces the airflow in front of the ejector-type power fan to accelerate backward, thereby obtaining thrust.

4. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 1, characterized in that: In the power and energy system, the hydrogen tanks are located on both sides of the central wing section of the blended wing-body fuselage; the hydrogen fuel cell and the energy control system are located behind the hydrogen tanks; the compressor and the conventional battery are located inside the rear fuselage; the compressor inlet is positioned above the junction of the rear fuselage and the central wing section; the compressor inlet is connected to the compressor via a compressor inlet pipe; the compressor is connected to the hydrogen fuel cell via a hydrogen fuel cell supply pipe, allowing air to enter the hydrogen fuel cell; the compressor is connected to the central wing section via a compressor high-pressure supply pipe. The ejector fan on the wing section and the ejector fan on the middle wing section are connected. Compressed high-pressure air can enter the ejector fan through the compressor. The energy control system is connected to the hydrogen tank through control lines, which can control the amount of air and hydrogen entering the hydrogen fuel cell, thereby controlling the power of the hydrogen fuel cell to generate electricity. The energy control system is also connected to the compressor through control lines, which can control the compressor's start-up, shutdown, and air supply pressure. The ordinary battery provides starting power for the energy control system and the compressor. After the hydrogen fuel cell is operating normally, it powers the aircraft.

5. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 1, characterized in that: The central wing section of the blended fuselage is provided with a central wing section trailing edge flap and flap pod at its trailing edge; the middle wing section is provided with a middle wing section trailing edge flap and flap pod at its trailing edge; the central wing section trailing edge flap and the middle wing section trailing edge flap are connected to the central wing section and the middle wing section via a motion mechanism, and can extend and deflect from the flap pod; the central wing section trailing edge flap, the middle wing section trailing edge flap and the ejector-type power fan cooperate to increase lift during takeoff and landing; the outer wing section trailing edge is provided with an aileron; the trailing edge of the vertical tail on the rear fuselage is provided with a rudder; the trailing edge of the connected wing is provided with an elevator.

6. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 4, characterized in that, The working principle of the power and energy system is as follows: the hydrogen fuel stored in the hydrogen tank is controlled by the energy control system to be delivered to the hydrogen fuel cell; the hydrogen fuel cell generates electrical energy based on the chemical reaction between hydrogen fuel and oxygen to drive the compressor; the compressor draws air from the outside through the compressor inlet, compresses it, and supplies air to the hydrogen fuel cell and the ejector fan respectively. The gas supplied to the ejector fan enters the rectifier chamber from the inlet, is rectified by the flow channel of the chamber, and is ejected along the jet slits on the inner wall of the duct. A low-pressure area is generated near the jet slits in the duct, which induces the airflow in front of the ejector fan to accelerate backward, thereby obtaining thrust.

7. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 6, characterized in that: The hydrogen fuel stored in the hydrogen tank of the power and energy system is either liquid hydrogen or gaseous hydrogen.

8. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 5, characterized in that, The working principle of the center wing trailing edge flap, the middle wing trailing edge flap, and the ejector-driven fan for lift enhancement is as follows: During takeoff and landing, the center wing trailing edge flap and the middle wing trailing edge flap extend and deflect. The high-speed airflow ejected by the ejector-driven fan flows along the upper surface of the center wing trailing edge flap and the middle wing trailing edge flap under the Coanda effect, creating a low-pressure area on the upper surface of the flap. Meanwhile, the deflected lower surface of the center wing trailing edge flap and the middle wing trailing edge flap obstructs the airflow, creating a high-pressure area on the lower surface of the flap. The combined effect of these two factors results in a lift enhancement effect.

9. The hydrogen-powered aircraft with a hybrid wing-body-connected wing configuration employing an ejector-driven fan as described in claim 1, characterized in that: The central wing section of the blended wing-body fuselage has removable walls on both sides of the cargo hold for removing and installing the hydrogen tanks. When removing the hydrogen tanks, the removable walls on both sides of the cargo hold are opened, the hydrogen tanks are pushed into the cargo hold through the openings, and then removed from the aircraft through the nose door. The loading process is the reverse.

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