Aviation cryogenic tank arrangement for hydrogen storage for aircraft external transport

Abstract

A removable aviation pod arrangement 30 with cryogenic storage capability for external transportation by an aircraft, comprising a front cryogenic tank 36; a rear cryogenic tank 37; and at least one central temporary storage tank for raising the pressure of the gas supplied by the front cryogenic tank 36 and the rear cryogenic tank 37.

Description

[0001] The present invention relates to the aviation industry.

[0002] Since its inception, the aviation industry has used high-octane gasoline engines. After 1945, the development of jet engines and turbines led to the use of kerosene, which has a higher molecular weight than gasoline, a higher energy density, higher efficiency, and lower flammability. These fuels are usually stored in tanks in the wings, at the fuselage-wing joint, or at the tail.

[0003] The trend towards reducing CO2 emissions has resulted in engines consuming less fuel. However, as certain technologies mature, in particular increasing blade tip speeds, the increase in CO2 emissions is decreasing. There is a growing desire to break with the past.

[0004] This led to the development of gas powered aircraft. Combustion of gases with short or non-existent carbon chains, when combined with oxygen under the right circumstances, produces almost no pollution. On the other hand, storage of H2, O2 or C1 or C2 gases is difficult and prone to leakage due to the small size of gas molecules.

[0005] On the ground, these gases are typically stored in pressurized containers that are too heavy, bulky, and contain too much potential pressure energy to be carried on an aircraft, or in welded and / or bonded cryogenic tanks. These gases have a limited cryogenic shelf life, proportional to the volume stored.

[0006] Furthermore, hydrogen, methane, ethane, ethylene, acetylene or oxygen stored in liquid form cannot be used by internal or external combustion engines or fuel cells. Final consumption requires the gaseous state.

[0007] The need to store propellant gas inside the aircraft for onboard consumption is realized while applying aviation maintenance knowledge and avoiding the need for new standardization. In fact, establishing new standards is a long and time-consuming process that could delay the introduction of gas-powered aircraft to the market. Acquiring new maintenance knowledge is also long and costly, and could even lead to resistance.

[0008] The invention proposes a detachable aviation pod device with cryogenic storage capacity for external transport of an aircraft, the device comprising a front cryogenic tank; a rear cryogenic tank; at least one central temporary storage tank for raising the pressure of the gas provided by the front cryogenic tank and the rear cryogenic tank. Thanks to the invention, the device can have an elongated shape, enabling it to be installed in or on an aircraft with a high ratio of stored energy to device size. Storage and gasification are carried out separately and close to each other. Detachable means that the pod device can be installed on or removed from the aircraft very quickly on the airport runway, with or without the use of tools as much as possible. Advantageously, the installation is of the "plug and play" type.

[0009] Unlike aerospace, where parts are used for a few seconds or tens of seconds at a time, the aviation industry requires parts with a long life of tens of thousands of hours and tens of thousands of cycles.

[0010] In one embodiment, each cryogenic tank, both the front cryogenic tank and the rear cryogenic tank, has a convex shape and includes an inner shell defining a storage chamber, an outer shell containing the inner shell, an isolation chamber defined between the inner shell and the outer shell, a removable manifold passing through the outer shell and the inner shell in a sealed manner, a pipeline supplied by the manifold, and a central temporary storage tank having a quasi-circular arc or quasi-annular shape. Utilization of available space is improved.

[0011] In one embodiment, each cryogenic tank is super insulated under vacuum to prevent conduction, convection and radiation. Natural evaporation is reduced.

[0012] In one embodiment, the device is provided with a front cryogenic tank and a rear cryogenic tank which are elongated along a common axis. An elongated shape of the device can be obtained.

[0013] In one embodiment, the device comprises at least two front cryogenic tanks and at least two rear cryogenic tanks, which are spherical in shape. The utilization of the available space is improved for the mass accommodated.

[0014] In one embodiment, the device comprises a plurality of temporary storage tanks, each of which is arranged between two cryogenic tanks. The temporary storage capacity is increased.

[0015] In one embodiment, the central temporary storage tank forms the vaporization means, the upstream valve being arranged to open during the filling phase of the central temporary storage tank to allow the liquid to flow through, and being closed outside the filling phase, the downstream valve being arranged to open during the emptying phase of the central temporary storage tank to allow the gas to flow through, and being closed outside the emptying phase, the upstream valve and the downstream valve being closed during the vaporization phase. The system ensures that the volume contained in one or more temporary tanks gives the aircraft the required autonomy, regardless of the state of the cryogenic tanks. The temporary tanks can be designed for gas pressures of several hundred bars, although the selected gas pressure is supplied to the consumable means.

[0016] In one embodiment, the upstream valve and the downstream valve are controlled in an on-off manner. The valves are reliable.

[0017] In one embodiment, the device includes a compressor arranged downstream of the downstream valve, which is started at the end of the emptying phase to make the pressure in the central temporary storage tank lower than the lowest value of the pressure in the front cryogenic tank and the rear cryogenic tank, and a pressure regulator arranged downstream of the downstream valve, which is started at the beginning of the emptying phase to make the gas pressure at the outlet lower than the pressure in the central temporary storage tank. The temporary tank can be fully emptied, thereby increasing the amount of gas available to consumers and making the pressure of the temporary tank at the end of emptying lower than the current pressure in the cryogenic tank designated for filling at that time. The temporary tank is filled by operating the cryogenic valve under the action of the pressure difference. Eliminating the cryogenic pump can reduce weight and reduce the risk of accidents.

[0018] In one embodiment, each cryogenic tank is designed for an operating pressure of less than 8 bar, while the central temporary storage tank is designed for an operating pressure of more than 500 bar. The cryogenic tanks have a reduced empty weight.

[0019] Other features and advantages of the present invention will become apparent upon reading the following detailed description and the accompanying drawings, in which:

[0020] [ Figure 1 ] schematically shows a side elevation view of an aviation cryogenic tank device according to one aspect of the present invention.

[0021] [ Figure 2 ] schematically shows a longitudinal section of an aviation cryogenic tank device according to one aspect of the present invention.

[0022] [ Figure 3 ] schematically shows a disassembled view of an aviation cryogenic tank device according to one aspect of the present invention.

[0023] [ Figure 4 ] schematically shows a longitudinal section of an aviation cryogenic tank device according to another aspect of the present invention.

[0024] [ Figure 5 ] schematically shows a longitudinal section of an aviation cryogenic tank device according to another aspect of the present invention.

[0025] [ Figure 6 ] schematically illustrates a distribution circuit according to one aspect of the present invention.

[0026] The accompanying drawings may serve not only to complete the invention but also, where appropriate, to contribute to its definition.

[0027] Aviation gas storage units are designed for transport by aircraft: airplanes, drones, helicopters, etc. In other words, the gas is stored in liquid form in cryogenic tanks at extremely low temperatures. Cryogenic tanks cannot withstand high pressures, especially pressures greater than 10 bar.

[0028] Furthermore, gas stored in a liquid state cannot be used by internal or external combustion engines or fuel cells. Final consumption requires gas to be within the temperature range and pressure range specified by the manufacturer of the consumable component.

[0029] The stored gas is selected from the group consisting of hydrogen, methane, ethane, ethylene, acetylene and oxygen.

[0030] Applicants also intend to take into account that vaporization is a rapid phenomenon even in an ambient atmosphere of -55°C at high altitudes. For example, gaseous hydrogen at 0°C and 1 atmosphere is about 800 times less dense than liquid hydrogen at -253°C, and therefore has about 800 times the volume.

[0031] In addition, aviation maintenance rules require that most parts of an aircraft can be removed and repaired or replaced. This allows the aircraft to land anywhere - an airport for airplanes, a landing zone for helicopters - that is suitable for its weight and landing requirements, but does not provide maintenance equipment specific to the aircraft model. If damage is detected, the aircraft is designed to be permanently or temporarily repaired, or disassembled to replace or repair the faulty part, in accordance with the manufacturer's manual and documents approved by the aviation safety authorities. It is desirable that the part be easily accessible to the maintenance operator. If it is to be replaced, it is desirable that the part be as small as possible to facilitate handling and transportation. If repair is required, it is best to be able to repair the part using tools and methods commonly used and proven in the aviation industry.

[0032] Aircraft are inspected daily, weekly, etc., and the length of time an aircraft is grounded is inversely proportional to the frequency.

[0033] The applicant has identified a need for cryogenic tanks carried on board aircraft for the storage of, inter alia, hydrogen, methane, ethane, ethylene, acetylene or oxygen.

[0034] Looking at it from another perspective, currently aircraft are subject to a regulation under ETOPS certification, which is a maximum distance between the aircraft and the runway. This distance depends on the type of aircraft.

[0035] Desiring to provide a high level of safety and to make the user aware of this safety, the applicant has determined that it is necessary to fly even in the event of a failure of the cryogenic tank requiring the release of the contained gas into the atmosphere.

[0036] The aviation storage pod arrangement 30 is designed to meet the complex needs analyzed by applicants in this manner.

[0037] The aviation cryogenic storage pod device 30 is designed to be transported by an aircraft. The aviation storage pod device 30 is filled with liquid and supplied with gas at a selected pressure. In other words, the fuel or oxidant is stored in a cryogenic tank in liquid form at a very low temperature. The cryogenic tank cannot withstand high pressure, especially pressure greater than 10 bar.

[0038] The aviation storage device 30 is in the form of a pod. The aviation storage device 30 is equipped with a mechanism 31 for rapid attachment to the wing of an aircraft.

[0039] exist Figures 1 to 3 In the illustrated embodiment, the aviation cryogenic tank storage device 30 has an elongated shape. The aviation cryogenic tank storage device 30 includes a central body 32, a front end 33 and a rear end 34. The front end 33 and the rear end 34 include a shell to ensure an aerodynamic shape. The central body 32 includes one or more generally cylindrical parts. In this case, three parts are provided, namely a central part 35, a front part and a rear part. Parts of the shell and the central body can be removed. Parts of the shell and the body provide mechanical protection to prevent impacts, in particular bird strikes and operational shocks at the front end.

[0040] The connecting mechanism 31 is a quick installation / disassembly mechanism that enables the aviation cryogenic tank device 30 to be installed on the aircraft in a short time (particularly a few minutes or tens of minutes) while other operations are being performed on the runway. The short time is less than the minimum turnaround time. The connecting mechanism 31 is arranged approximately in the middle of the length of the aviation cryogenic tank device 30, or approximately longitudinally close to the center of gravity of the aviation cryogenic tank device 30. In this case, the connecting mechanism 31 is integral with the central portion 35 of the center body. The connecting mechanism 31 includes a gas pipeline quick connector. The central portion 35 supports the front and rear portions. The front and rear portions support the front end and the rear end, respectively.

[0041] like Figure 1 As shown, the central body 32, the front end 33 and the rear end 34 have outer surfaces adapted to the air flow at the aircraft flight speed, in particular aerodynamic surfaces. The outer surfaces form a fairing. On the one hand, a joint can be provided between the central body 32 and the front end 33, and on the other hand, a joint can be provided between the central body 32 and the rear end 34. Ventilation openings are provided in the central body 32, the front end 33 and / or the rear end 34 for pressure equalization and ventilation. Condensation and icing are prevented.

[0042] The central body 32 provides support for the components arranged inside and at its ends. The central body 32 may include at least one layer of shock and vibration absorbing material. The central body 32 acts as a shock absorber, limiting stress on the connecting mechanism 31 and other components of the device described below. The central body 32 forms a self-supporting fairing.

[0043] The aviation cryogenic tank device 30 includes a front cryogenic tank 36 and a rear cryogenic tank 37. The central portion 35 supports the front cryogenic tank 36 and the rear cryogenic tank 37.

[0044] The front cryogenic tank 36 and the rear cryogenic tank 37 are mounted within respective portions of the central body 32. The front cryogenic tank 36 and the rear cryogenic tank 37 may have slightly different shapes to optimize the use of available space while having a generally similar design. The front cryogenic tank and the rear cryogenic tank are mounted end to end. The front cryogenic tank 36 and the rear cryogenic tank 37 are shown here aligned along the longitudinal axis, a feature which is optional.

[0045] The front and rear cryogenic tanks 36 and 37 may have an elongated shape around a common axis or two axes. The front and rear cryogenic tanks 36 and 37 may have a curved front portion, a curved rear portion, and a central portion of a rotational cylindrical shape.

[0046] The front portion substantially covers the front cryogenic tank 36. The rear portion substantially covers the rear cryogenic tank 37. The central portion 35 substantially covers the rear end of the front cryogenic tank 36, the front end of the rear cryogenic tank 37, and the central space 38. The central space 38 is generally annular. The central space 38 is at ambient pressure. The central space 38 is ventilated.

[0047] The aviation cryogenic tank storage device 30 includes at least one central temporary storage tank 7. In this case, two central temporary storage tanks 7 are shown. These central temporary storage tanks 7 are installed in parallel. The central temporary storage tanks 7 are composed of Figure 6 The distribution and regulation circuit 1 shown is managed. The central temporary storage tank 7 is alternately filled with liquid from at least one of the cryogenic tanks 36 and 37 and, after vaporization, is emptied of the gas they contain. The central temporary storage tanks 7 are operated alternately, with one being filled and the other being emptied, and vice versa, during most of the operating time. It is possible to provide for take-off with both central temporary storage tanks 7 fully loaded.

[0048] Each central temporary storage tank 7 forms a vaporizer. Each central temporary storage tank 7 forms a heat exchanger. Each central temporary storage tank 7 includes at least one cryogenic liquid inlet and at least one gas outlet. The central temporary storage tank 7 does not have any thermal insulation layer. The central temporary storage tank 7 includes a simple shell. The central temporary storage tank 7 is metallic and / or made of composite materials. The central temporary storage tank 7 is made of conductive material in whole or in part. The central temporary storage tank 7 can withstand low temperatures. Compared with the low-pressure front cryogenic tank 36 and the rear cryogenic tank 37, the central temporary storage tank 7 can withstand high working pressure. Compared with the front cryogenic tank 36 and the rear cryogenic tank 37 having a longer storage life, the central temporary storage tank 7 has a shorter storage life.

[0049] A central temporary storage tank 7 is installed in the central space, in this case opposite the quick-connect mechanism. Figure 2 In the embodiment shown, the central temporary storage tank 7 has a cylindrical shape with a vertical axis and rounded ends.

[0050] Due to the compact central space 38, the length of the liquid and gas lines is limited, and the weight of the device is optimized.

[0051] exist Figure 4 In the illustrated embodiment, the aviation cryogenic tank comprises two front cryogenic tanks 36 and two rear cryogenic tanks 37. The front cryogenic tank 36 and the rear cryogenic tank 37 have a spherical shape. The front cryogenic tank 36 and the rear cryogenic tank 37 are shown here as being aligned, which feature is optional. The central temporary storage tank 7 has an annular, particularly circular, shape. In addition, additional cryogenic tanks 39 are arranged between the front cryogenic tanks 36 and between the rear cryogenic tanks 37. The additional cryogenic tank 39 has an annular, particularly circular shape.

[0052] Each cryogenic tank is insulated to contain liquid fuel or oxidant at -253° C. Each cryogenic tank is capable of withstanding a maximum operating pressure of approximately 6 to 10 bar.

[0053] exist Figure 5 In the illustrated embodiment, the additional buffer tanks 39 between the front cryogenic tanks 36 are arranged in the shape of a regular polygon. Each additional cryogenic tank 39 has a cylindrical body and a circular end. The axis of the body of the additional buffer tank 39 defines a hexagon here.

[0054] The additional buffer tanks 39 between the rear cryogenic tanks 37 are arranged in parallel. Each additional cryogenic tank 39 has a cylindrical body and a rounded end. The axis of the device and the axis of the additional buffer tank 39 are parallel. In a cross-sectional view, the axis of the body of the additional buffer tank 39 defines the vertices of a regular polygon. The arrangement of the additional buffer tank 39 is similar to the chamber of a barrel.

[0055] Figure 5 Two embodiments are shown at the same time, the polygonal embodiment in the front and the parallel embodiment in the back, which are combined for the sake of simplicity. In practice, the device has only one of these embodiments, in which all additional buffer tanks 39 are polygonal, or in which all additional buffer tanks 39 are parallel. In both embodiments, the design of the additional buffer tanks 39 is very strong because their shape is suitable for high pressure and manufacturing constraints.

[0056] In one embodiment, the at least one additional cryogenic tank 39 has a cylindrical body and rounded ends.

[0057] Gas distribution circuit

[0058] refer to Figure 6 Explain the distribution loop 1.

[0059] The aircraft distribution circuit 1 is fed by cryogenic tanks 36 , 37 to supply gas to one or more consumer components of the aircraft. A flow meter 22 is arranged at the outlet of each cryogenic tank 2 .

[0060] Each cryogenic tank is provided with an outlet pipe 4. The terms upstream and downstream refer to the direction of flow of a fluid, liquid or gas during normal operation.

[0061] The distribution circuit 1 comprises a first valve 11 for each cryogenic tank. The first valve 11 is mounted on the outlet pipe 4. The first valve 11 is controlled to an open position and a closed position. The intermediate position of the first valve 11 is dynamic, because the first valve 11 moves when passing through the intermediate position. In other words, the first valve 11 is of on-off type. The first valve 11 can be arranged immediately downstream of the flow meter 22.

[0062] The first valve 11 leads to a cryogenic distributor 5. The cryogenic distributor 5 may comprise a common conduit 6 connecting the outlets of the first valve 11. The distributor is cryogenic in the sense that the liquid fuel / oxidant passes through the distributor.

[0063] The cryogenic distributor 5 comprises a plurality of outlets, three in this example. A second valve 12 is mounted on each of the outlets. The second valve 12 is controlled to have an open position and a closed position. The intermediate position of the second valve 12 is dynamic, because the second valve 12 moves when they pass through the intermediate position. In other words, the second valve 12 is of an on-off type. There are three second valves 12 in this example.

[0064] A central tank 7 is installed downstream of each second valve 12. Three central tanks 7 are provided in the present embodiment. Each central tank 7 also serves as a vaporizer. Insulation can be prevented. Each central tank 7 receives liquid and supplies gas downstream. Between filling and emptying, a pressure rise or a vaporization step occurs in each central tank 7. Each central tank 7 is capable of withstanding a maximum operating pressure of 300 to 1000 bar. Each central tank 7 is designed for an operating temperature range of -253°C to +60°C. The central tank 7 is biphasic for certain operating steps and single-phase gas for other operating steps. Each central tank 7 can be equipped with a heater 8.

[0065] Downstream of each central tank 7 is a third valve 13 for supplying gas and a pressure regulator 9 located downstream of the third valve 13. The pressure regulator 9 reduces the pressure to supply gas at a consumption pressure set by the manufacturer of the consumable component 3. The pressure regulator 9 is active when the pressure in the central tank 7 is greater than the consumption pressure, and is inactive otherwise. The consumption pressure is lower than the maximum pressure of the central tank 7. The consumption pressure is independent of the maximum pressure of the cryogenic tank. The third valve 13 is of a switch type.

[0066] A fourth control valve 14 may be provided downstream of each pressure regulator 9. The fourth valve 14 is of an on-off type.

[0067] Depending on the selected option, the fourth valve 14 or the pressure regulator 9 (depending on the selected option) leads to the manifold 10. The manifold 10 may include a pipe connecting the outlet of the fourth valve 14 or the pressure regulator 9. The gas flows through the manifold 10. The manifold 10 is connected downstream to the supply line 23 leading to the consumer components 3. Typically, a supply line 23 is provided for each consumer component 3. Each supply line 23 can be equipped with a controlled supply valve 24. The supply valve 24 has a variable flow rate.

[0068] The distribution circuit 1 comprises at least one compressor 20 connected to the manifold 10. Typically, two compressors 20 are provided in parallel for redundancy. The compressor 20 is electric. The compressor 20 may be equipped with a controlled upstream valve. The compressor 20 delivers gas to the manifold 10. Specifically, if there is a single consumer component 3, the manifold 10 consists of a pipeline.

[0069] Downstream of each central tank 7 is a fifth valve 15 for supplying gas and a second manifold located downstream of the fifth valve 15. The second manifold is connected to a compressor 20. The fifth valve 15 isolates the central tank 7 from the compressor 20. The fifth valve 15 is controlled. The fifth valve 15 is of an on-off type.

[0070] The compressor 20 increases the pressure to supply gas equal to the consumption pressure set by the manufacturer of the consumable members 3. The consumption pressure is lower than the maximum pressure in the central tank 7. The compressor 20 makes it possible to take gas from the central tank 7 at a pressure lower than the consumption pressure to supply the manifold 10 and the consumable members 3. A more complete emptying of the central tank 7 increases the autonomy provided by the gas contained in the central tank 7 or reduces the volume of the central tank 7.

[0071] The central tank 7 is emptied sufficiently so that the internal pressure of the central tank 7 is lower than the pressure in one of the cryogenic tanks, so that the liquid can be transferred from the cryogenic tank to the central tank 7 by the pressure difference during the filling after the emptying. Therefore, the liquid in the cryogenic tank is sucked into the central tank 7 until the pressure balance is reached. The cryogenic pump can be omitted, thereby reducing weight and energy consumption.

[0072] The distribution circuit 1 provides a combination of individual states for each cryogenic tank, each central tank 7 and each consumable component 3. Multiple consumable components 3 can be in active states at the same time. In normal mode, one cryogenic tank is emptied, while other cryogenic tanks are inactive and therefore closed. However, in some cases, for example, in order to reduce the pressure in multiple cryogenic tanks, a specific embodiment can be provided in which multiple cryogenic tanks are emptied. The central tank 7 has a filling mode, a gasification mode, a gas storage mode and an emptying mode.

[0073] When one of the cryogenic tanks is being emptied, the corresponding first valve 11 is opened, while the other first valve 11 is closed. When one of the consumables 3 is being supplied, the corresponding supply valve 24 is opened.

[0074] When one of the central tanks 7 is in filling mode, the second valve 12 connected to the central tank 7 is opened, and at least one first valve 11 is opened. If both central tanks 7 are filled simultaneously, the other second valve 12 is closed. The third valve 13 connected to the central tank 7 is closed. The fifth valve connected to the central tank 7 is closed.

[0075] When one of the central tanks 7 is in vaporization mode, the second valve 12 connected to the central tank 7, the third valve 13 connected to the central tank 7 and the fifth valve 15 connected to the central tank 7 are closed. The vaporization mode is short, especially when the surrounding environment is warm and / or the central tank 7 is heated.

[0076] When one of the central tanks 7 is in the emptying mode, the second valve 12 connected to the central tank 7 is closed. In the first emptying section, the pressure in the central tank 7 is greater than the consumption pressure. The third valve 13 connected to the central tank 7 is opened, the fourth corresponding valve 14 is opened, and the fifth valve connected to the central tank 7 is closed. The gas undergoes a pressure reduction in the pressure regulator 9 and is supplied to the manifold 10 at the consumption pressure. Then, the gas is consumed by the consumption member 3.

[0077] At any given moment, of the three central tanks 7, one is in filling mode, another is in vaporization mode and then storage mode, and the third is in emptying mode. Since the duration of these modes is different, it is also possible that two central tanks 7 are in filling mode and the third is in emptying mode, or vice versa. It is also possible that two central tanks 7 are in storage mode and the third is in emptying mode, or vice versa.

[0078] In this embodiment, a flow meter 22 is arranged at the outlet of each liquid fuel / oxidant source 2. The flow meter 22 provides sufficiently accurate information about the amount of liquid supplied to such a central tank 7.

[0079] In this embodiment, the distribution circuit 1 comprises a control unit 25 which receives external commands, for example from a consumer unit 3 outside the aircraft storage device or from a central control unit of the aircraft, and liquid flow data from the flow meter 22. The control unit 25 generates commands and sends them to the first, second, third, fourth and fifth controlled valves and the controlled supply valve 24. The commands can be "open" or "closed". The control unit 25 manages the combination of the various states.

[0080] Alternatively, the first valve 11 can be replaced by at least one multi-way valve having multiple inlets and one outlet. In this case, it is advantageous to provide a multi-way valve with mixed positions, in particular with at least one position for simultaneously emptying two or more cryogenic tanks 2 to reduce the pressure while preventing leakage to the atmosphere.

[0081] Alternatively, the second valve 12 may be replaced by at least one multi-way valve having one inlet and a plurality of outlets, one for each central tank 7. The multi-way valve forms a distributor.

[0082] Alternatively, the pressure regulator 9 may be replaced by a single pressure regulator 9, to which the third valve 13 leads. In this case, the third valve 13 may be replaced by at least one multi-way valve having a plurality of inlets and an outlet leading to the pressure regulator. Thus, the fourth valve 14 is replaced by a single fourth valve 14, which is uncontrolled where appropriate.

[0083] Alternatively, the fifth valve 15 may be replaced by at least one multi-port valve having a plurality of inlets, one for each central tank 7 , and an outlet to the compressor 20 or compressors 20 . The multi-port valve forms the manifold 10 .

[0084] Since the cryogenic tank 2 evaporates from the liquid, a gas collection circuit can be provided in the upper part of the cryogenic tank 2. The collection circuit can be activated by a calibrated pressure valve above a threshold pressure. The collection circuit includes a compressor for re-injecting the gas downstream, for example between the fifth valve 15 and the compressor 20.

[0085] Optionally, an additional flow meter is provided at the inlet of each buffer tank to provide redundancy for liquid flow measurement.

Claims

1. A detachable aviation pod device (30) with cryogenic storage capability for external transportation by an aircraft, the device comprising a front cryogenic tank (36); a rear cryogenic tank (37); and at least one central gasification and temporary storage tank (7, 39) for increasing the pressure of the gas supplied by the front cryogenic tank (36) and the rear cryogenic tank (37).

2. The device according to claim 1, wherein: Each of the front cryogenic tank and the rear cryogenic tank has a convex shape and includes an inner shell defining a storage chamber, an outer shell containing the inner shell, an isolation chamber defined between the inner shell and the outer shell, a detachable manifold passing through the outer shell and the inner shell in a sealed manner, and a pipeline supplied by the manifold, and the central temporary storage tank (7, 39) has a quasi-circular arc shape or a quasi-annular shape.

3. The device according to claim 1, wherein: Each cryogenic tank is super insulated under vacuum to prevent conduction, convection and radiation.

4. Device according to one of the preceding claims, provided with a front cryogenic tank (36) and a rear cryogenic tank (37) having an elongated shape along a common axis.

5. The device according to any one of claims 1 to 3, comprising at least two front cryogenic tanks (36) and at least two rear cryogenic tanks (37), wherein the at least two front cryogenic tanks (36) and the at least two rear cryogenic tanks (37) are spherical.

6. The device according to claim 1, comprising a plurality of temporary storage tanks (39), each of which is arranged between two cryogenic tanks.

7. The device according to claim 1, wherein: The central temporary storage tank (7, 39) forms a gasification member, the upstream valve (12) is set to open during the filling phase of the central temporary storage tank (7, 39) to allow liquid to flow through, and is closed outside the filling phase, the downstream valve (13, 15) is set to open during the emptying phase of the central temporary storage tank (7, 39) to allow gas to flow through, and is closed outside the emptying phase, the upstream valve and the downstream valve are closed during the gasification phase.

8. The device according to claim 7, wherein: The upstream valve and the downstream valve are controlled in an on-off manner.

9. The device according to one of the preceding claims, comprising a compressor (20) arranged downstream of the downstream valve (15), the compressor (20) being started at the end of the emptying phase to make the pressure in the central temporary storage tank (7, 39) lower than the lowest value of the pressure in the front cryogenic tank (36) and the rear cryogenic tank (37), and a pressure regulator (9) arranged downstream of the downstream valve, the pressure regulator (9) being started at the beginning of the emptying phase to make the gas pressure at the outlet lower than the pressure in the central temporary storage tank (7, 39).

10. The device according to claim 1, wherein each of the cryogenic tanks (36, 37) is designed for an operating pressure of less than 8 bar and the central temporary storage tank is designed for an operating pressure of more than 500 bar.

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