Hydrogen energy double-fuselage layout passenger plane with hydrogen storage tanks arranged separately and design method

Abstract

The invention provides a hydrogen energy double-fuselage layout passenger plane with hydrogen storage tanks separately arranged and a design method. The hydrogen energy double-fuselage layout passenger plane comprises a passenger cabin fuselage, hydrogen storage tank fuselages, wings, empennages and a power device. Hydrogen storage tank fuselages axially parallel to the passenger cabin fuselage are arranged on one side of the passenger cabin fuselage at set intervals; wings are arranged at the front ends of the passenger cabin fuselage and the hydrogen storage tank fuselage, and the passenger cabin fuselage and the hydrogen storage tank fuselage are connected into a whole through the wings. A design method for separately arranging the passenger cabin fuselage and the hydrogen storage tank fuselage is adopted, fuel and other system equipment are separately arranged in the hydrogen storage tank fuselage independent of the passenger cabin fuselage, and the method has the following advantages that (1) the longitudinal control trim problem of the aircraft can be improved; high-pressure flammable fuel is far away from the passenger cabin, and the airworthiness safety requirement can be met; and (3) the liquid hydrogen storage tanks are separately arranged, so that the occupation of fuel and other system equipment on the internal volume of a passenger cabin body is reduced, more optimized and reasonable passenger cabin internal layout can be realized, and the riding experience of passengers is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft design, and in particular relates to a hydrogen energy double-fuselage layout passenger aircraft with separated hydrogen storage tanks and a design method. Background Art

[0002] The rapid development of the aviation industry has greatly improved transportation efficiency, but it has also caused a large amount of greenhouse gas emissions, causing serious climate and environmental problems. Compared with traditional aviation kerosene, hydrogen energy is a new energy source with no pollution and high specific energy (the energy released per unit mass of liquid hydrogen is about 3 times that of aviation kerosene). The development and application of its technology is considered to be one of the keys to achieving the aviation industry's carbon reduction goals and sustainable development. In order to further improve the fuel economy of future aircraft on the basis of reducing pollution emissions, high aspect ratio wing design has become a feasible technical means, but while it effectively reduces the wing induced drag, it will also cause serious structural deformation, endangering flight safety. In response to this challenge, the twin-fuselage (TF) layout has become one of the ideal layouts for aircraft with high aspect ratio wings.

[0003] Existing patent technologies, such as the Chinese invention patent with application number 202210432981.1, "An overall aerodynamic layout of a cryogenic fuel twin-hull swept-wing aircraft", stores the cryogenic fuel in fuel tanks built into the two fuselages respectively, but the invention does not consider the safety hazards of high-pressure and flammable fuel built into the passenger cabin, and this layout method has serious longitudinal control balance problems during flight, and there are great challenges in airworthiness certification; the Chinese invention patent with application number 202410401470.2, "A hydrogen energy aircraft hydrogen storage tank layout structure and a hydrogen energy aircraft", arranges multiple hydrogen storage tanks symmetrically on the left and right sides above the aircraft cabin, and installs a slide rail structure to achieve separation in emergency landing situations, but the invention does not consider the danger of liquid hydrogen built into the fuselage during high-altitude navigation, and this layout method occupies a large fuselage space, and the layout of the cabin and cargo hold is severely restricted. Summary of the invention

[0004] In view of the defects of the prior art, the present invention provides a hydrogen-powered twin-fuselage passenger aircraft with separated hydrogen storage tanks and a design method, which can effectively solve the above problems.

[0005] The technical solution adopted by the present invention is as follows:

[0006] The present invention provides a hydrogen energy double-fuselage passenger aircraft with a hydrogen storage tank separately arranged, comprising a cabin fuselage (100), a hydrogen storage tank fuselage (200), wings (300), a tail wing (400) and a power device (500);

[0007] On one side of the cabin fuselage (100), the hydrogen storage tank fuselage (200) is arranged at a set distance and is parallel to the axial direction of the cabin fuselage (100); the wing (300) is jointly arranged at the front ends of the cabin fuselage (100) and the hydrogen storage tank fuselage (200), and the cabin fuselage (100) and the hydrogen storage tank fuselage (200) are connected to form a whole through the wing (300); the tail wing (400) is arranged above the tail of the cabin fuselage (100); and the power device (500) is arranged between the cabin fuselage (100) and the hydrogen storage tank fuselage (200) and below the leading edge of the wing (300).

[0008] Preferably, the hydrogen storage tank body (200) comprises a hydrogen storage tank body main body with a circular middle cross-section, the hydrogen storage tank body main body gradually shrinks into a cone shape forward at the head, and the hydrogen storage tank body main body gradually shrinks into a cone shape backward at the tail.

[0009] Preferably, the wing (300) adopts a large aspect ratio design and a swept leading edge plane shape, and is installed in an upper monoplane form; the aspect ratio of the wing (300) is 10 to 20, the sweep angle is 10° to 45°, the installation angle is 0° to 6°, and the dihedral angle is 0° to 10°.

[0010] Preferably, the wing (300) comprises a wing connection section (301), an inner wing section (302) and an outer wing section (303);

[0011] The wing connecting section (301) is connected between the top longitudinal center of the cabin fuselage (100) and the top longitudinal center of the hydrogen storage tank fuselage (200); the left and right sides of the wing connecting section (301) each extend outwardly to form the inner wing section (302); the edge of the inner wing section (302) on each side extends outwardly to form the outer wing section (303);

[0012] An inner flap (3021) is arranged at the trailing edge of the inner wing section (302), an outer flap (3031) is arranged at the trailing edge inner position of the outer wing section (303), and an aileron (3032) is arranged at the trailing edge outer position of the outer wing section (303).

[0013] Preferably, the power unit (500) adopts a wing-mounted double-engine layout, including a first engine nacelle (501), a second engine nacelle (502), a first engine pylon (503) and a second engine pylon (504);

[0014] The first engine nacelle (501) close to the cabin fuselage (100) and the second engine nacelle (502) close to the hydrogen storage tank fuselage (200) are symmetrically installed below the leading edge of the wing connecting section (301); the first engine nacelle (501) is suspended on the left side of the leading edge of the wing connecting section (301) through the first engine pylon (503); the second engine nacelle (502) is suspended on the right side of the leading edge of the wing connecting section (301) through the second engine pylon (504);

[0015] Two liquid hydrogen storage tanks are arranged in a vertical and horizontal manner in a close series arrangement inside the hydrogen storage tank body (200), namely a first liquid hydrogen storage tank (201) and a second liquid hydrogen storage tank (202);

[0016] The first liquid hydrogen storage tank (201) and the second liquid hydrogen storage tank (202) are used to supply energy to the first engine nacelle (501) and the second engine nacelle (502), respectively.

[0017] Preferably, the tail wing (400) adopts a T-shaped layout, including a vertical tail (401) and a horizontal tail (402) installed above the vertical tail (401);

[0018] The vertical tail (401) has a sweep angle of 0° to 45°; the horizontal tail (402) has an aspect ratio of 4 to 8 and a sweep angle of 10° to 45°.

[0019] Preferably, a rudder (403) is provided at the trailing edge of the vertical tail (401); and an elevator (404) is provided at the trailing edge of the horizontal tail (402).

[0020] Preferably, the interior of the cabin fuselage (100) is arranged with a cockpit (101), a premium cabin (102) and an economy cabin (103) in sequence from front to back; and a cargo hold (104) is arranged at the bottom of the premium cabin (102) and the economy cabin (103).

[0021] The present invention also provides a design method for a hydrogen energy dual-fuselage passenger aircraft with a separated arrangement of hydrogen storage tanks, comprising the following steps:

[0022] Step S1, determining the diameter d of the hydrogen storage tank body (200) and the length l of the hydrogen storage tank body (200) according to relevant design parameters initially determined in the design stage;

[0023] Step S1.1, during the design phase, the following design parameters are pre-determined: range R, approach waiting time E, fuel consumption rate c, cruising speed v, maximum lift-to-drag ratio (L / D) max and takeoff weight W0; where: L is lift, D is drag;

[0024] Step S1.2, using formula (1), obtain the weight of liquid hydrogen fuel m LH :

[0025]

[0026] Step S1.3, two liquid hydrogen storage tanks are arranged on the hydrogen energy twin-fuselage layout passenger aircraft with separated hydrogen storage tanks, and when the length of a single liquid hydrogen storage tank is known to be l tank Under the condition of, using formula (2), the diameter d of the hydrogen storage tank body (200) is obtained:

[0027]

[0028] Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body (200) is known to be k, formula (3) is used to obtain the length l of the hydrogen storage tank body (200):

[0029] l=kd (3)

[0030] Step S2, designing a hydrogen energy twin-fuselage layout passenger aircraft with separated hydrogen tanks according to the diameter d of the hydrogen storage tank fuselage (200) and the length l of the hydrogen storage tank fuselage (200) determined in step S1.

[0031] Preferably, formula (1), formula (2) and formula (3) are combined to form a design model; the design model is obtained in the following manner:

[0032] ① The flight profile of the aircraft is designed to be the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase; the fuel weight ratios of the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase are: W1 / W0, W2 / W1, W3 / W2, W4 / W3, W5 / W4;

[0033] Where: W0 is the takeoff weight, that is, the gross weight of the aircraft at the beginning of the takeoff phase; W1 is the gross weight of the aircraft at the end of the takeoff phase, that is, the beginning of the climb phase; W2 is the gross weight of the aircraft at the end of the climb phase, that is, the beginning of the cruise phase; W3 is the gross weight of the aircraft at the end of the cruise phase, that is, the beginning of the approach phase; W4 is the gross weight of the aircraft at the end of the approach phase, that is, the beginning of the landing phase; W5 is the gross weight of the aircraft at the end of the landing phase;

[0034] Then we get the fuel weight coefficient W shown in formula (4): f / W0 expression:

[0035]

[0036] Where: ΔW is the fuel safety margin; W f is the weight of liquid hydrogen fuel, and symbol m LH The meaning is the same;

[0037] ② Set the fuel safety margin ΔW to 0.15, and set W1 / W0, W2 / W1, and W5 / W4 to the empirical values ​​of 0.97, 0.98, and 0.98 respectively;

[0038] The expressions of the fuel weight ratio W3 / W2 in the cruise phase shown in formula (5) and the fuel weight ratio W4 / W3 in the approach phase shown in formula (6) are given as follows:

[0039]

[0040]

[0041] The fuel weight coefficient W is obtained as shown in formula (7): f / W0 expression:

[0042]

[0043] Because W f =m LH , we can derive formula (1):

[0044]

[0045] ③ Since the liquid hydrogen fuel is evenly distributed in the two liquid hydrogen storage tanks, the liquid hydrogen fuel weight m shown in formula (8) is obtained LH The expression for the relationship between the diameter d of the hydrogen storage tank body (200) is:

[0046]

[0047] Where: ΔV is the safety margin of the liquid hydrogen storage tank, ρ LH is the density of liquid hydrogen fuel;

[0048] ④ Set the safety margin ΔV of the liquid hydrogen storage tank to 0.1, and the density of liquid hydrogen fuel ρ LH 71kg / m 3 ;

[0049] Formula (2) is derived:

[0050]

[0051] ⑤According to formula (2), we get formula (3):

[0052] l=kd (3)

[0053] The design model is thus obtained.

[0054] The hydrogen energy dual-fuselage layout passenger aircraft with separated hydrogen storage tanks and the design method provided by the present invention have the following advantages:

[0055] The present invention provides a hydrogen energy double-fuselage layout passenger aircraft with a hydrogen storage tank separated arrangement. The design method of separate arrangement of the cabin fuselage and the hydrogen storage tank fuselage is adopted. The fuel and other system equipment are separated and arranged in the hydrogen storage tank fuselage independent of the cabin fuselage. Compared with the traditional single-fuselage hydrogen energy passenger aircraft with the fuel built in the bottom or rear of the cabin, the double-fuselage layout passenger aircraft of the present invention has the following advantages: (1) The longitudinal control and balance problem of the aircraft can be improved; (2) High-pressure and flammable fuel is far away from the cabin, which can meet the airworthiness safety requirements. (3) The separate arrangement of the liquid hydrogen storage tank can reduce the occupation of the internal volume of the cabin fuselage by the fuel and other system equipment. Under the premise that the cross-sectional area and length of the single-fuselage hydrogen energy passenger aircraft remain unchanged, a more optimized and reasonable cabin internal layout can be achieved, and a larger first-class / business class, economy class and cargo hold can be arranged to improve the passenger experience and meet the needs of more luggage check-in and fast and large-volume cargo transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Figure 1 A three-dimensional diagram of a hydrogen energy double-fuselage passenger aircraft with a separated arrangement of hydrogen storage tanks provided by the present invention;

[0057] Figure 2 A top view of a hydrogen energy double-fuselage passenger aircraft with separated hydrogen storage tanks provided by the present invention;

[0058] Figure 3 The internal structure diagram of the cabin fuselage and hydrogen storage tank fuselage provided by the present invention;

[0059] Figure 4 A structural diagram of the liquid hydrogen storage tank and the power device provided by the present invention;

[0060] in:

[0061] 100- Cabin fuselage; 200- Hydrogen tank fuselage; 300- Wing; 400- Tail; 500- Power plant;

[0062] 101-cockpit; 102-high-end cabin; 103-economy class; 104-cargo hold; 201-first liquid hydrogen storage tank; 202-second liquid hydrogen storage tank; 301-wing connecting section; 302-inner wing section; 3021-inner flap; 303-outer wing section; 3031-outer flap; 3032-aileron; 401-vertical tail; 402-horizontal tail; 403-rudder; 404-elevator; 501-first engine nacelle; 502-second engine nacelle; 503-first engine pylon; 504-second engine pylon. DETAILED DESCRIPTION

[0063] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0064] See also Figure 1 to Figure 4 The present invention provides a hydrogen energy double-fuselage layout passenger aircraft with a hydrogen storage tank separated arrangement, comprising a cabin fuselage 100, a hydrogen storage tank fuselage 200, a wing 300, a tail 400 and a power unit 500;

[0065] On one side of the cabin fuselage 100, the hydrogen storage tank fuselage 200 is arranged axially parallel to the cabin fuselage 100 at a set distance; the spacing between the cabin fuselage 100 and the hydrogen storage tank fuselage 200 may be consistent with the spacing between the main landing gears. For example, for narrow-body aircraft operating at Class C airports, the fuselage / main landing gear spacing is not greater than 9m; for wide-body aircraft operating at Class E airports, the fuselage / main landing gear spacing is not greater than 14m.

[0066] The wing 300 is commonly provided at the front end of the cabin fuselage 100 and the hydrogen tank fuselage 200, and the cabin fuselage 100 and the hydrogen tank fuselage 200 are connected to form a whole through the wing 300; the tail 400 is provided above the tail of the cabin fuselage 100; the power unit 500 is provided between the cabin fuselage 100 and the hydrogen tank fuselage 200, and below the leading edge of the wing 300.

[0067] Therefore, the present invention provides a hydrogen energy double-fuselage layout passenger aircraft with a hydrogen storage tank separately arranged, which adopts a design method for separately arranging the cabin fuselage 100 and the hydrogen storage tank fuselage 200, and the fuel and other system equipment are separately arranged in the hydrogen storage tank fuselage 200 independent of the cabin fuselage 100. Compared with the traditional single-fuselage hydrogen energy passenger aircraft with the fuel built-in at the bottom or rear of the cabin, the double-fuselage layout passenger aircraft of the present invention has the following advantages:

[0068] (1) The longitudinal control and trim problem of the aircraft can be improved; (2) High-pressure and flammable fuel is kept away from the cabin, which can meet the airworthiness safety requirements. (3) The liquid hydrogen storage tank is arranged separately to reduce the internal volume of the cabin fuselage occupied by fuel and other system equipment. Under the premise that the cross-sectional area and length of the single-fuselage hydrogen-powered passenger aircraft remain unchanged, a more optimized and reasonable internal cabin layout can be achieved, and a larger first-class / business class, economy class and cargo hold can be arranged, which can improve the passenger experience and meet the needs of more luggage check-in and fast and large-volume cargo transportation.

[0069] Based on the above design concept, the present invention also carries out the following structural design:

[0070] As a specific implementation, in the present invention, the cabin fuselage 100 and the hydrogen storage tank fuselage 200 are arranged separately, and the hydrogen storage tank is arranged separately to reduce the occupation of the internal volume of the cabin fuselage 100 by the fuel and other system equipment. Figure 3 Inside the cabin fuselage 100, a cockpit 101, a premium cabin 102 and an economy class 103 are arranged in sequence from front to back; a cargo hold 104 is arranged at the bottom of the premium cabin 102 and the economy class 103, thereby improving the passenger riding experience and meeting the needs of more luggage check-in and fast and large-volume cargo transportation.

[0071] It should be noted that, in the present invention, the high-end cabin 102 may be a first-class cabin or a business-class cabin, and the present invention does not limit the specific type of the high-end cabin 102 .

[0072] As a specific implementation method, see Figure 3 The hydrogen tank fuselage 200 includes a hydrogen tank fuselage main body with a circular middle cross-section, the hydrogen tank fuselage main body gradually shrinks forward into a cone at the head, and the hydrogen tank fuselage main body gradually shrinks backward into a cone at the tail. The volume of the hydrogen tank fuselage 200 is smaller than the cabin fuselage 100; the hydrogen tank fuselage 200 and the cabin fuselage 100 are arranged side by side, and the distance between the central axes of the two fuselages is designed to be 7.52m, for example. Inside the hydrogen tank fuselage 200, two liquid hydrogen storage tanks are arranged in a longitudinal and horizontal manner, namely, a first liquid hydrogen storage tank 201 and a second liquid hydrogen storage tank 202. The first liquid hydrogen storage tank 201 and the second liquid hydrogen storage tank 202 are used to provide fuel to the first engine nacelle 501 and the second engine nacelle 502 involved later, respectively, through the pipeline equipment inside the hydrogen tank fuselage and the wing.

[0073] Since the liquid hydrogen storage tank is located inside the hydrogen storage tank body 200, the cross-sectional area of ​​the cylindrical section of the liquid hydrogen storage tank determines the cross-sectional area of ​​the hydrogen storage tank body 200, and the length and layout of the liquid hydrogen storage tank determine the length of the hydrogen storage tank body 200. At the same time, the layout of the pipeline equipment determines the appearance design of the hydrogen storage tank body 200.

[0074] The hydrogen storage tank body design method of the present invention has the following design features and advantages:

[0075] (1) Since liquid hydrogen storage requires a low-temperature pressurized environment, a cylindrical double-walled liquid hydrogen storage tank is used to prevent heat loss and withstand pressure distribution. (2) Two liquid hydrogen storage tanks are placed inside the hydrogen storage tank fuselage, arranged in a vertical and horizontal manner in a tight series, which can meet the airworthiness safety requirements. (3) The two liquid hydrogen storage tanks each provide fuel for two engines, which can improve the operating reliability of the power system. (4) The shape of the hydrogen storage tank fuselage is determined by the liquid hydrogen storage tank and its pipeline equipment. At the same time, the fuselage shape is modified to minimize the wetted area as much as possible, which can reduce the generation of additional resistance. (5) The hydrogen storage tank fuselage is designed as a detachable structure, which can achieve rapid fuel turnover and replenishment, reduce the risk of overflow, and adapt to a variety of replenishment environments.

[0076] As a specific implementation, the wing 300 adopts a large aspect ratio design and a swept leading edge plane shape, for example, a trapezoidal wing is adopted, and the wing 300 is installed in the form of an upper wing; the aspect ratio of the wing 300 is 10-20, the sweep angle is 10°-45°, the installation angle is 0°-6°, and the dihedral angle is 0°-10°. As a preferred embodiment, the aspect ratio of the wing 300 is 15.26, the sweep angle is 25°, the installation angle is 0°, and the dihedral angle is 3°.

[0077] The wing 300 includes a wing connection section 301, an inner wing section 302 and an outer wing section 303; the wing connection section 301 is connected between the top longitudinal center of the cabin fuselage 100 and the top longitudinal center of the hydrogen storage tank fuselage 200; the inner wing section 302 is extended outward from the left and right sides of the wing connection section 301; the edge of the inner wing section 302 on each side extends outward from the outer wing section 303; the inner flap 3021 is provided at the trailing edge position of the inner wing section 302, the flap 3031 is provided at the inner position of the trailing edge of the outer wing section 303, and the aileron 3032 is provided at the outer position of the trailing edge of the outer wing section 303. The inner flap 3021, the outer flap 3031 and the aileron 3032 are all rotated up and down around the reference plane by the driving mechanism inside the wing.

[0078] As a specific implementation, the tail 400 adopts a T-shaped layout, including a vertical tail 401 and a horizontal tail 402 installed above the vertical tail 401; the vertical tail 401 has a sweep angle of 0° to 45°; the horizontal tail 402 has an aspect ratio of 4 to 8 and a sweep angle of 10° to 45°. As a preferred embodiment, the horizontal tail 402 has an aspect ratio of 5.86 and a sweep angle of 28°. The trailing edge of the vertical tail 401 is provided with a rudder 403; the trailing edge of the horizontal tail 402 is provided with an elevator 404.

[0079] As a specific implementation method, Figure 4The power unit 500 adopts a wing-mounted dual-engine layout, including a first engine nacelle 501, a second engine nacelle 502, a first engine pylon 503 and a second engine pylon 504; the first engine nacelle 501 close to the cabin fuselage 100 and the second engine nacelle 502 close to the hydrogen storage tank fuselage 200 are symmetrically installed below the leading edge of the wing connecting section 301; the first engine nacelle 501 is suspended on the left side of the leading edge of the wing connecting section 301 through the first engine pylon 503; the second engine nacelle 502 is suspended on the right side of the leading edge of the wing connecting section 301 through the second engine pylon 504. Further, a hydrogen energy turbofan engine can be used in each engine nacelle. The engine in each engine nacelle is connected to a liquid hydrogen storage tank in the hydrogen storage tank fuselage 200 through pipeline equipment inside the wing and the hydrogen storage tank fuselage, and is powered by the liquid hydrogen storage tank.

[0080] The hydrogen energy double-fuselage layout passenger aircraft with separated hydrogen storage tanks provided by the present invention has the following advantages:

[0081] (1) The aircraft adopts a twin-fuselage layout to achieve a high aspect ratio wing design. Compared with the traditional cantilever beam wing, it optimizes the spanwise load distribution of the wing, reduces the bending moment at the wing root and the deflection deformation of the wing, reduces the risk of damage and fracture of the wing due to structural deformation, and improves the aerodynamic efficiency and fuel efficiency of the aircraft; (2) The wing adopts an upper wing installation method, which increases the safe distance of the high aspect ratio wing from the ground and avoids the possibility of the wing contacting the runway during takeoff and landing; (3) The tail adopts a T-shaped layout, which allows the horizontal tail to avoid the wing wake and engine of the upper wing layout. The tail jet is disturbed, and the end plate effect suppresses the flow around the vertical tail wing tip, which improves the overall operational stability of the tail and reduces the overall structural mass of the tail; (4) Hydrogen energy is used to replace traditional energy to achieve zero carbon emissions; (5) By separating the hydrogen storage tank from the cabin, the high-pressure, flammable fuel and passengers are completely isolated, the available space of the cabin fuselage is expanded, the navigation safety and operational rationality are improved, and the strict airworthiness certification requirements are met; (6) The hydrogen storage tank fuselage adopts a detachable structure to achieve rapid turnover and replenishment of fuel, meeting the needs of various replenishment environments. (7) The most notable feature of the twin-fuselage layout of the present invention is the asymmetric fuselage configuration and the separate arrangement of the fuel tank and the cabin. At present, no overall design method for twin-fuselage passenger aircraft with similar layout has been publicly published, and the present invention fills the gap.

[0082] The present invention also provides a design method for a hydrogen energy dual-fuselage passenger aircraft with a separated arrangement of hydrogen storage tanks, comprising the following steps:

[0083] Step S1, determining the diameter d of the hydrogen storage tank body 200 and the length l of the hydrogen storage tank body 200 according to the relevant design parameters initially determined in the design stage;

[0084] Step S1.1, during the design phase, the following design parameters are pre-determined: range R, approach waiting time E, fuel consumption rate c, cruising speed v, maximum lift-to-drag ratio (L / D) max and takeoff weight W0; where: L is lift, D is drag;

[0085] Step S1.2, using formula (1), obtain the weight of liquid hydrogen fuel m LH :

[0086]

[0087] Step S1.3, two liquid hydrogen storage tanks are arranged on the hydrogen energy twin-fuselage layout passenger aircraft with separated hydrogen storage tanks, and when the length of a single liquid hydrogen storage tank is known to be l tank Under the condition of, using formula (2), the diameter d of the hydrogen storage tank body 200 is obtained:

[0088]

[0089] Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body 200 is known to be k, formula (3) is used to obtain the length l of the hydrogen storage tank body 200:

[0090] l=kd (3)

[0091] In this step, formula (1), formula (2) and formula (3) are combined to form a design model; the design model is obtained in the following way:

[0092] ① The flight profile of the aircraft is designed to be the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase; the fuel weight ratios of the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase are: W1 / W0, W2 / W1, W3 / W2, W4 / W3, W5 / W4;

[0093] Where: W0 is the takeoff weight, that is, the gross weight of the aircraft at the beginning of the takeoff phase; W1 is the gross weight of the aircraft at the end of the takeoff phase, that is, the beginning of the climb phase; W2 is the gross weight of the aircraft at the end of the climb phase, that is, the beginning of the cruise phase; W3 is the gross weight of the aircraft at the end of the cruise phase, that is, the beginning of the approach phase; W4 is the gross weight of the aircraft at the end of the approach phase, that is, the beginning of the landing phase; W5 is the gross weight of the aircraft at the end of the landing phase;

[0094] Then we get the fuel weight coefficient W shown in formula (4): f / W0 expression:

[0095]

[0096] Where: ΔW is the fuel safety margin; W f is the weight of liquid hydrogen fuel, and symbol m LH The meaning is the same;

[0097] ② Set the fuel safety margin ΔW to 0.15, and set W1 / W0, W2 / W1, and W5 / W4 to the empirical values ​​of 0.97, 0.98, and 0.98 respectively;

[0098] The fuel weight ratio W3 / W2 in the cruise phase shown in formula (5) and the fuel weight ratio W4 / W3 in the approach phase shown in formula (6) are given as follows:

[0099]

[0100]

[0101] The fuel weight coefficient W is obtained as shown in formula (7): f / W0 expression:

[0102]

[0103] Because W f =m LH , we can derive formula (1):

[0104]

[0105] ③ Since the liquid hydrogen fuel is evenly distributed in the two liquid hydrogen storage tanks, the liquid hydrogen fuel weight m shown in formula (8) is obtained LH The expression of the relationship between the diameter d of the hydrogen storage tank body 200 is:

[0106]

[0107] Where: ΔV is the safety margin of the liquid hydrogen storage tank, ρ LH is the density of liquid hydrogen fuel;

[0108] ④ Set the safety margin ΔV of the liquid hydrogen storage tank to 0.1, and the density of liquid hydrogen fuel ρ LH 71kg / m 3 ;

[0109] Formula (2) is derived:

[0110]

[0111] ⑤According to formula (2), we get formula (3):

[0112] l=kd (3)

[0113] The design model is thus obtained.

[0114] Step S2, according to the diameter d of the hydrogen storage tank fuselage 200 and the length l of the hydrogen storage tank fuselage 200 determined in step S1, design a hydrogen energy twin-fuselage layout passenger aircraft with the hydrogen storage tanks separately arranged.

[0115] As a specific example, the following parameters are set: range R is 5500km, approach waiting time E is 0.5h, fuel consumption rate c is 0.4 (1 / h), cruising speed v is 230m / s (10000m), maximum lift-to-drag ratio (L / D) is max 17, take-off weight W0 is 86000kg, length of liquid hydrogen tank is l tank is 8m, and the slenderness ratio k of the hydrogen storage tank is 6.5, then the weight of liquid hydrogen fuel m can be quickly estimated by formula (1)(2)(3): LH The weight of the hydrogen storage tank is 6570.12 kg, the diameter d of the hydrogen storage tank body 200 is 2.85 m, and the length l is 18.5 m.

[0116] The design method of a hydrogen energy dual-fuselage passenger aircraft with separated hydrogen storage tanks provided by the present invention has the following advantages:

[0117] (1) The present invention adopts a double-fuselage separate arrangement of the cabin fuselage and the hydrogen storage tank fuselage, which can optimize the design of the cabin fuselage and the hydrogen storage tank fuselage respectively, reduce the interference of the hydrogen storage tank fuselage on the cabin fuselage optimization, thereby simplifying the complexity of the cabin fuselage and the hydrogen storage tank fuselage optimization design and improving the design efficiency;

[0118] (2) When optimizing the design of the hydrogen tank fuselage, it is predetermined that two liquid hydrogen tanks are set in the hydrogen tank fuselage. When the length of a single liquid hydrogen tank is known, only a few overall parameters need to be set, including range R, approach waiting time E, fuel consumption rate c, cruising speed v, and maximum lift-to-drag ratio (L / D). max And the take-off weight W0, the diameter d and length l of the hydrogen storage tank fuselage that meets the design requirements can be quickly estimated, effectively improving the design efficiency of the hydrogen storage tank fuselage.

[0119] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be considered as the scope of protection of the present invention.

Claims

1. A hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks, characterized in that: It includes a cabin fuselage (100), a hydrogen storage tank fuselage (200), wings (300), a tail wing (400) and a power unit (500); On one side of the cabin fuselage (100), the hydrogen storage tank fuselage (200) is arranged at a set distance and is parallel to the axial direction of the cabin fuselage (100); the wing (300) is jointly arranged at the front ends of the cabin fuselage (100) and the hydrogen storage tank fuselage (200), and the cabin fuselage (100) and the hydrogen storage tank fuselage (200) are connected to form a whole through the wing (300); the tail wing (400) is arranged above the tail of the cabin fuselage (100); and the power device (500) is arranged between the cabin fuselage (100) and the hydrogen storage tank fuselage (200) and below the leading edge of the wing (300).

2. According to claim 1, a hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks, characterized in that: The hydrogen storage tank body (200) comprises a hydrogen storage tank body main body with a circular middle cross-section, the hydrogen storage tank body main body gradually shrinks forward into a cone at the head, and the hydrogen storage tank body main body gradually shrinks backward into a cone at the tail.

3. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 1, characterized in that: The wing (300) adopts a large aspect ratio design and a planar shape with a swept leading edge, and is installed in an upper monoplane form; the aspect ratio of the wing (300) is 10 to 20, the sweep angle is 10° to 45°, the installation angle is 0° to 6°, and the dihedral angle is 0° to 10°.

4. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 1, characterized in that: The wing (300) comprises a wing connection section (301), an inner wing section (302) and an outer wing section (303); The wing connecting section (301) is connected between the top longitudinal center of the cabin fuselage (100) and the top longitudinal center of the hydrogen storage tank fuselage (200); the left and right sides of the wing connecting section (301) each extend outwardly to form the inner wing section (302); the edge of the inner wing section (302) on each side extends outwardly to form the outer wing section (303); An inner flap (3021) is arranged at the trailing edge of the inner wing section (302), an outer flap (3031) is arranged at the trailing edge inner position of the outer wing section (303), and an aileron (3032) is arranged at the trailing edge outer position of the outer wing section (303).

5. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 4, characterized in that: The power device (500) adopts a wing-mounted double-engine layout, comprising a first engine nacelle (501), a second engine nacelle (502), a first engine pylon (503) and a second engine pylon (504); The first engine nacelle (501) close to the cabin fuselage (100) and the second engine nacelle (502) close to the hydrogen storage tank fuselage (200) are symmetrically installed below the leading edge of the wing connecting section (301); the first engine nacelle (501) is suspended on the left side of the leading edge of the wing connecting section (301) through the first engine pylon (503); the second engine nacelle (502) is suspended on the right side of the leading edge of the wing connecting section (301) through the second engine pylon (504); Two liquid hydrogen storage tanks are arranged in a vertical and horizontal manner in a close series arrangement inside the hydrogen storage tank body (200), namely a first liquid hydrogen storage tank (201) and a second liquid hydrogen storage tank (202); The first liquid hydrogen storage tank (201) and the second liquid hydrogen storage tank (202) are used to supply energy to the first engine nacelle (501) and the second engine nacelle (502), respectively.

6. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 1, characterized in that: The tail wing (400) adopts a T-shaped layout, including a vertical tail (401) and a horizontal tail (402) installed above the vertical tail (401); The vertical tail (401) has a sweep angle of 0° to 45°; the horizontal tail (402) has an aspect ratio of 4 to 8 and a sweep angle of 10° to 45°.

7. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 6, characterized in that: The trailing edge of the vertical tail (401) is provided with a rudder (403); the trailing edge of the horizontal tail (402) is provided with an elevator (404).

8. The hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 1, characterized in that: Inside the cabin fuselage (100), a cockpit (101), a high-end cabin (102) and an economy cabin (103) are arranged in sequence from front to back; a cargo hold (104) is arranged at the bottom of the high-end cabin (102) and the economy cabin (103).

9. A design method for a hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks as claimed in any one of claims 1 to 8, characterized in that: The following steps are involved: Step S1, determining the diameter d of the hydrogen storage tank body (200) and the length l of the hydrogen storage tank body (200) according to relevant design parameters initially determined in the design stage; Step S1.1, during the design phase, the following design parameters are pre-determined: range R, approach waiting time E, fuel consumption rate c, cruising speed v, maximum lift-to-drag ratio (L / D) max and takeoff weight W0; where: L is lift, D is drag; Step S1.2, using formula (1), obtain the weight of liquid hydrogen fuel m LH : Step S1.3, two liquid hydrogen storage tanks are arranged on the hydrogen energy twin-fuselage layout passenger aircraft with separated hydrogen storage tanks, and when the length of a single liquid hydrogen storage tank is known to be l tank Under the condition of, using formula (2), the diameter d of the hydrogen storage tank body (200) is obtained: Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body (200) is known to be k, formula (3) is used to obtain the length l of the hydrogen storage tank body (200): l=kd (3) Step S2, designing a hydrogen energy twin-fuselage layout passenger aircraft with separated hydrogen tanks according to the diameter d of the hydrogen storage tank fuselage (200) and the length l of the hydrogen storage tank fuselage (200) determined in step S1.

10. The design method of a hydrogen energy twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 9, characterized in that: Formula (1), formula (2) and formula (3) are combined to form a design model; the design model is obtained in the following way: ① The flight profile of the aircraft is designed to be the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase; the fuel weight ratios of the take-off phase, the climb phase, the cruise phase, the approach phase and the landing phase are: W1 / W0, W2 / W1, W3 / W2, W4 / W3, W5 / W4; Where: W0 is the takeoff weight, that is, the gross weight of the aircraft at the beginning of the takeoff phase; W1 is the gross weight of the aircraft at the end of the takeoff phase, that is, the beginning of the climb phase; W2 is the gross weight of the aircraft at the end of the climb phase, that is, the beginning of the cruise phase; W3 is the gross weight of the aircraft at the end of the cruise phase, that is, the beginning of the approach phase; W4 is the gross weight of the aircraft at the end of the approach phase, that is, the beginning of the landing phase; W5 is the gross weight of the aircraft at the end of the landing phase; Then we get the fuel weight coefficient W shown in formula (4): f / W0 expression: Where: ΔW is the fuel safety margin; W f is the weight of liquid hydrogen fuel, and symbol m LH The meaning is the same; ② Set the fuel safety margin ΔW to 0.15, and set W1 / W0, W2 / W1, and W5 / W4 to the empirical values ​​of 0.97, 0.98, and 0.98 respectively; The expressions of the fuel weight ratio W3 / W2 in the cruise phase shown in formula (5) and the fuel weight ratio W4 / W3 in the approach phase shown in formula (6) are given as follows: The fuel weight coefficient W is obtained as shown in formula (7): f / W0 expression: Because W f =m LH , we can derive formula (1): ③ Since the liquid hydrogen fuel is evenly distributed in the two liquid hydrogen storage tanks, the liquid hydrogen fuel weight m shown in formula (8) is obtained LH The expression for the relationship between the diameter d of the hydrogen storage tank body (200) is: Where: ΔV is the safety margin of the liquid hydrogen storage tank, ρ LH is the density of liquid hydrogen fuel; ④ Set the safety margin ΔV of the liquid hydrogen storage tank to 0.1, and the density of liquid hydrogen fuel ρ LH 71kg / m 3 ; Formula (2) is derived: ⑤According to formula (2), we get formula (3): l=kd (3) The design model is thus obtained.

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