A hydrogen-powered twin-fuselage passenger aircraft with separated hydrogen storage tanks and its design method

Abstract

The present invention provides a hydrogen energy twin-fuselage layout passenger aircraft with a separated hydrogen storage tank and a design method, comprising a cabin fuselage, a hydrogen storage tank fuselage, wings, a tail and a power unit; on one side of the cabin fuselage, a hydrogen storage tank fuselage is arranged at a set distance and parallel to the cabin fuselage axis; wings are provided at the front ends of the cabin fuselage and the hydrogen storage tank fuselage, and the cabin fuselage and the hydrogen storage tank fuselage are connected to form a whole through the wings. The present invention adopts a design method for separating the cabin fuselage and the hydrogen storage tank fuselage, and the fuel and other system equipment are separated and arranged in the hydrogen storage tank fuselage independent of the cabin fuselage, which has the following advantages: (1) the longitudinal control and balancing 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 separated, which reduces the occupation of the fuel and other system equipment in the cabin fuselage internal volume, can achieve a more optimized and reasonable cabin internal layout, and improve the passenger riding experience.

Description

Technical Field

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

[0002] While the rapid development of the aviation industry has significantly improved transportation efficiency, it has also resulted in significant greenhouse gas emissions, triggering serious climate and environmental problems. Compared to traditional jet fuel, hydrogen energy, a new energy source with zero emissions and high specific energy (the energy released per unit mass of liquid hydrogen is approximately three times that of jet fuel), is considered a key to achieving the aviation industry's carbon reduction goals and sustainable development. To further improve the fuel economy of future aircraft while reducing emissions, high-aspect-ratio wing designs have become a viable technical approach. However, while effectively reducing induced drag, these designs can also produce severe structural deformation, compromising flight safety. To address this challenge, the twin-fuselage (TF) layout has emerged as an ideal configuration for aircraft employing high-aspect-ratio wings.

[0003] Existing patent technologies, such as the Chinese invention patent with application number 202210432981.1, "A cryogenic fuel twin-body swept-wing aircraft overall aerodynamic layout", stores 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 has serious longitudinal control balance problems during flight, and poses great challenges in airworthiness certification; the Chinese invention patent with application number 202410401470.2, "A hydrogen energy aircraft hydrogen storage tank layout structure and 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 realize separation in the event of emergency landing, but the invention does not consider the danger of liquid hydrogen built into the fuselage during high-altitude navigation, and this layout occupies a large fuselage space, and the layout of the passenger cabin and cargo hold is severely restricted. Summary of the Invention

[0004] In response to the defects of the existing technology, 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 in the present invention is as follows:

[0006] The present invention provides a hydrogen energy dual-fuselage passenger aircraft with a separated hydrogen storage tank layout, comprising a cabin fuselage (100), a hydrogen storage tank fuselage (200), wings (300), a tail (400) and a power unit (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 provided 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 provided above the tail of the cabin fuselage (100); and the power unit (500) is provided 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 planar shape with a swept leading edge, and is installed in a high-wing 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 outward to form the inner wing section (302); the edges of the inner wing section (302) on each side extend outward to form the outer wing section (303);

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

[0013] Preferably, the power unit (500) adopts a wing-mounted twin-engine layout, comprising 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] Inside the hydrogen storage tank body (200), two liquid hydrogen storage tanks are arranged in a vertical and horizontal manner in close series, 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, the trailing edge of the vertical tail (401) is provided with a rudder (403); and the trailing edge of the horizontal tail (402) is provided with an elevator (404).

[0020] Preferably, the interior of the cabin fuselage (100) is arranged with a cockpit (101), a premium cabin (102) and an economy class 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 class cabin (103).

[0021] The present invention also provides a design method for a hydrogen-powered twin-fuselage passenger aircraft with separated 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 phase;

[0023] Step S1.1: During the design phase, the following design parameters are pre-determined: range R, approach holding time E, fuel consumption rate c, cruising speed v, and maximum lift-to-drag ratio (L / D). max and takeoff weight W0; where: L is lift and 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 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 , formula (2) is used to obtain the diameter d of the hydrogen storage tank body (200):

[0027]

[0028] Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body (200) is known to be k, use formula (3) 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 based on the diameter d of the hydrogen tank fuselage (200) and the length l of the hydrogen 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 aircraft's flight profile is designed to consist of takeoff, climb, cruise, approach, and landing phases; the fuel weight ratios for takeoff, climb, cruise, approach, and landing phases are W1 / W0, W2 / W1, W3 / W2, W4 / W3, and W5 / W4, respectively.

[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 the symbol m LH Same meaning;

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

[0052] l=kd (3)

[0053] The design model is thus obtained.

[0054] The hydrogen energy-powered twin-fuselage 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 twin-fuselage layout passenger aircraft with a separated hydrogen storage tank arrangement. The aircraft adopts a design method for separating the cabin fuselage and the hydrogen storage tank fuselage. 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 in which the fuel is built into the bottom or rear of the cabin, the twin-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 kept away from the cabin, which can meet the airworthiness safety requirements. (3) The separated arrangement of the liquid hydrogen storage tank can reduce the occupation of the fuel and other system equipment in the cabin fuselage internal volume. 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, thereby improving the passenger experience and meeting the needs of more luggage check-in and fast and large-scale cargo transportation. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0057] Figure 2 A top view of a hydrogen-powered twin-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 power unit provided by the present invention;

[0060] in:

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

[0062] 101-cockpit; 102-premium 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-ailerons; 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 with reference to 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 intended to limit the present invention.

[0064] See Figures 1 to 4 The present invention provides a hydrogen energy twin-fuselage passenger aircraft with a separated hydrogen storage tank arrangement, comprising a cabin fuselage 100, a hydrogen storage tank fuselage 200, wings 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 distance between the cabin fuselage 100 and the hydrogen storage tank fuselage 200 can be consistent with the distance between the main landing gears. For example, for narrow-body aircraft operating at Class C airports, the fuselage / main landing gear distance is not greater than 9 meters; for wide-body aircraft operating at Class E airports, the fuselage / main landing gear distance is not greater than 14 meters.

[0066] The wing 300 is jointly provided at the front end 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 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 storage tank fuselage 200, and below the leading edge of the wing 300.

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

[0068] (1) It can improve the longitudinal control and trim problem of the aircraft; (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 separated, which reduces the space occupied by fuel and other system equipment in the cabin fuselage. Under the premise of keeping the cross-sectional area and length of the single-fuselage hydrogen passenger aircraft unchanged, a more optimized and reasonable cabin interior layout can be achieved, with larger first-class / business class, economy class and cargo compartments, improving the passenger experience and meeting the needs of more luggage check-in and fast and large-scale cargo transportation.

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

[0070] As a specific embodiment, 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 cabin 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 cabin 103, thereby improving the passenger experience and meeting the needs of more luggage check-in and fast and large-scale cargo transportation.

[0071] It should be noted that, in the present invention, the premium 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 premium 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 tapers forward into a cone at the head, and gradually tapers 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 vertical and horizontal manner in a tight series, 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 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 external 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 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 various replenishment environments.

[0076] In a specific embodiment, the wing 300 adopts a high aspect ratio design and a swept leading edge planform, for example, a trapezoidal wing, and is installed in a high-wing configuration; the wing 300 has an aspect ratio of 10 to 20, a sweep angle of 10° to 45°, a mounting angle of 0° to 6°, and an anhedral angle of 0° to 10°. In a preferred embodiment, the wing 300 has an aspect ratio of 15.26, a sweep angle of 25°, a mounting angle of 0°, and an anhedral angle of 3°.

[0077] The wing 300 includes a wing connecting 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 tank fuselage 200. The inner wing section 302 extends outward from the left and right sides of the wing connecting section 301. The outer wing section 303 extends outward from the edge of each inner wing section 302. The inner flap 3021 is provided at the trailing edge of the inner wing section 302, the flap 3031 is provided inward of the trailing edge of the outer wing section 303, and the aileron 3032 is provided outward 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 about a reference plane by a drive mechanism inside the wing.

[0078] In one embodiment, the tailplane 400 adopts a T-shaped layout, comprising a vertical tail 401 and a horizontal tail 402 mounted 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°. Preferably, the horizontal tail 402 has an aspect ratio of 5.86 and a sweep angle of 28°. 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.

[0079] As a specific implementation method, Figure 4The power plant 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. Below the leading edge of the wing connecting section 301, the first engine nacelle 501, located near the cabin fuselage 100, and the second engine nacelle 502, located near the hydrogen tank fuselage 200, are symmetrically mounted. The first engine nacelle 501 is suspended from the left side of the leading edge of the wing connecting section 301 via the first engine pylon 503, while the second engine nacelle 502 is suspended from the right side of the leading edge of the wing connecting section 301 via the second engine pylon 504. Furthermore, each engine nacelle can utilize a hydrogen-powered turbofan engine. Each engine in each engine nacelle is connected to a liquid hydrogen tank within the hydrogen tank fuselage 200 via piping within the wing and hydrogen tank fuselage, and is powered by the liquid hydrogen tank.

[0080] The hydrogen energy-powered twin-fuselage 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, which realizes 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, thereby improving the overall operational stability of the tail and reducing the overall structural mass of the tail; (4) hydrogen energy is used to replace traditional energy, achieving 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, which realizes the rapid turnover of fuel and meets the needs of various replenishment environments. (7) The most significant 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 this gap.

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

[0083] Step S1, determining the diameter d 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 holding time E, fuel consumption rate c, cruising speed v, and maximum lift-to-drag ratio (L / D). max and takeoff weight W0; where: L is lift and 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 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 , formula (2) is used to obtain the diameter d of the hydrogen storage tank body 200:

[0088]

[0089] Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body 200 is known to be k, use formula (3) 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 aircraft's flight profile is designed to consist of takeoff, climb, cruise, approach, and landing phases; the fuel weight ratios for takeoff, climb, cruise, approach, and landing phases are W1 / W0, W2 / W1, W3 / W2, W4 / W3, and W5 / W4, respectively.

[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 the symbol m LH Same meaning;

[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 relationship between the diameter d of the hydrogen storage tank body 200 is expressed as follows:

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

[0112] l=kd (3)

[0113] The design model is thus obtained.

[0114] Step S2, based on 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 0. max 17, takeoff weight W0 is 86000kg, length of liquid hydrogen tank is l tank The weight of liquid hydrogen fuel m can be quickly estimated by using formulas (1)(2)(3) if the length-to-slenderness ratio k of the hydrogen storage tank is 8m and 6.5, respectively. LH The weight of the hydrogen storage tank body 200 is 6570.12 kg, the diameter d is 2.85 m, and the length l is 18.5 m.

[0116] The present invention provides a design method for a hydrogen-powered twin-fuselage passenger aircraft with separated hydrogen storage tanks, which has the following advantages:

[0117] (1) The present invention adopts a separate dual-fuselage 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 separately, reducing 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 takeoff weight W0, the diameter d and length l of the hydrogen storage tank fuselage that meet 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 principles of the present invention. These improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hydrogen-powered 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 provided 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 provided above the tail of the cabin fuselage (100); the power unit (500) is provided between the cabin fuselage (100) and the hydrogen storage tank fuselage (200) and below the leading edge of the wing (300); The power unit (500) adopts a wing-mounted twin-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) of the wing (300); 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); Inside the hydrogen storage tank body (200), two liquid hydrogen storage tanks are arranged in a vertical and horizontal manner in close series, 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.

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

3. The hydrogen energy powered 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 a high-wing form; 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°.

4. The hydrogen energy powered 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 outward to form the inner wing section (302); the edges of the inner wing section (302) on each side extend outward to form the outer wing section (303); An inner flap (3021) is provided at the trailing edge of the inner wing section (302), an outer flap (3031) is provided at the trailing edge inner position of the outer wing section (303), and an aileron (3032) is provided at the trailing edge outer position of the outer wing section (303).

5. The hydrogen energy powered 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°.

6. The hydrogen energy powered twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 5, 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).

7. The hydrogen energy powered 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 premium 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 premium cabin (102) and the economy cabin (103).

8. A design method for a hydrogen powered twin-fuselage passenger aircraft with separated hydrogen storage tanks according to any one of claims 1 to 7, 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 phase; Step S1.1: During the design phase, the following design parameters are pre-determined: range R, approach holding time E, fuel consumption rate c, cruising speed v, and maximum lift-to-drag ratio (L / D). max and takeoff weight W0; where: L is lift and 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 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 , formula (2) is used to obtain the diameter d of the hydrogen storage tank body (200): Step S1.4, under the condition that the slenderness ratio of the hydrogen storage tank body (200) is known to be k, use formula (3) 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 based on the diameter d of the hydrogen tank fuselage (200) and the length l of the hydrogen tank fuselage (200) determined in step S1.

9. The design method of a hydrogen powered twin-fuselage passenger aircraft with separated hydrogen storage tanks according to claim 8, 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 aircraft's flight profile is designed to consist of takeoff, climb, cruise, approach, and landing phases; the fuel weight ratios for takeoff, climb, cruise, approach, and landing phases are W1 / W0, W2 / W1, W3 / W2, W4 / W3, and W5 / W4, respectively. 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 the symbol m LH Same meaning; 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 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: ⑤ According to formula (2), we get formula (3): l=kd (3) The design model is thus obtained.

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