Hydrogen-electricity hybrid energy supersonic passenger plane

Abstract

The invention discloses a hydrogen-electricity hybrid energy supersonic airliner, and belongs to the technical field of engineering, the aircraft comprises an aerodynamic configuration, a hydrogen-electricity hybrid driven power device and an integral hydrogen tank for storing hydrogen fuel, the aerodynamic configuration comprises a slender fuselage, wings comprising lifting surfaces, an empennage and canards; the power device comprises a gas turbine main engine and an electric propulsion ducted fan; the integral hydrogen tank comprises a pressure-bearing inner tank, a heat insulating layer and a supporting structure, the power device is connected with the fuselage and the wings; the hydrogen tank is connected with the fuselage through a supporting structure. According to the scheme, the high lift-drag ratio and the low sound explosion requirement of the aircraft are guaranteed by adding the lifting force surfaces on the wings, zero carbon emission is achieved by introducing hydrogen energy, meanwhile, in order to increase the hydrogen fuel storage amount of the aircraft, the integral hydrogen tank is adopted, and the voyage requirement of the aircraft is guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, and in particular to a supersonic passenger aircraft using a hydrogen-electric hybrid energy source. Background Art

[0002] Although high subsonic passenger aircraft have been developed quite maturely, for long-distance routes, the problem of long flight time seriously reduces the comfort and travel efficiency of passengers. With the growing demand for air transportation, the development of supersonic passenger aircraft with faster flight speed is imminent. Supersonic passenger aircraft has become one of the key development directions of future civil aircraft. At the same time, in order to reflect the supersonic advantage, the range of passenger aircraft should not be less than 8,000 km.

[0003] On the other hand, in the context of "dual carbon", the problem of carbon emissions in the aviation industry has become increasingly prominent. According to the International Energy Association, if it is not controlled, by 2050, 25% of the world's carbon emissions may come from the aviation industry. According to a survey by BNP Paribas Bank, the combustion of aviation fuel accounts for 79% of carbon emissions in the aviation transportation industry, which shows that the problem of carbon emissions needs to be solved from an energy perspective. Hydrogen energy is the most promising direction among all new energy technologies.

[0004] In addition, the old generation of supersonic passenger aircraft, represented by the Concorde, had serious sonic boom problems, with the sonic boom loudness reaching 100PLdB, which seriously affected its route operations. Therefore, if a new generation of supersonic passenger aircraft is to be developed, the sonic boom level needs to be reduced.

[0005] There are four main types of hydrogen storage: high-pressure gaseous hydrogen, cryogenic liquid hydrogen, organic liquid hydrogen storage, and solid hydrogen storage. The density of gaseous hydrogen storage is too low, which will lead to a large hydrogen tank volume; organic liquid hydrogen storage and solid hydrogen storage technologies are not very mature at present and have not been put into practical application; cryogenic liquid hydrogen has a relatively high density and is widely used in the field of aerospace rocket fuel, and has a certain degree of technical maturity.

[0006] The traditional liquid hydrogen tank is divided into an inner tank, an insulation layer, a support structure and an outer tank. The insulation layer is located between the inner tank and the outer tank, and the outer tank supports the inner tank through the support structure. Summary of the invention

[0007] In order to solve the problems of range, carbon emissions, sonic boom and so on of supersonic passenger aircraft, the present invention proposes a supersonic passenger aircraft with hydrogen-electric hybrid energy, which adopts hydrogen-electric hybrid energy to achieve zero carbon emissions, adopts an integral hydrogen tank to increase liquid hydrogen storage to ensure the aircraft's range, and increases lift surfaces behind the wings to reduce sonic boom.

[0008] A supersonic passenger aircraft powered by a hydrogen-electric hybrid energy source, the supersonic passenger aircraft comprising an aerodynamic shape, a power device driven by a hydrogen-electric hybrid, and an integral hydrogen tank for storing hydrogen fuel, the power device being connected to a fuselage and wings, and the hydrogen tank being connected to the fuselage, wherein:

[0009] The aerodynamic shape includes a slender fuselage, a wing including a lifting surface, a tail wing and a canard;

[0010] The power plant includes a gas turbine main engine and an electric propulsion ducted fan;

[0011] The integral hydrogen tank comprises a pressure-bearing inner tank, a heat-insulating layer, and a supporting structure.

[0012] Furthermore, the aerodynamic shape complies with the supersonic area ratio.

[0013] Furthermore, the slender body has a slenderness ratio greater than 15.

[0014] Furthermore, the aerodynamic shape is based on a three-wing layout, the slender fuselage is connected to the wings, canards, and tail, and the wings, canards, and tail are not connected to each other.

[0015] Furthermore, the slender fuselage includes a tapered nose, a cabin section and a tail contraction section, the tapered nose is connected to the canard, the cabin section is connected to the wing, and the tail contraction section is connected to the wing and the tail gas turbine main engine.

[0016] Furthermore, the wing adopts a NASA SC(2)-0402 airfoil.

[0017] Furthermore, the wing includes a left wing and a right wing, and the wings on both sides are symmetrically distributed. Each wing includes an inner wing section, an outer wing section, and a lifting surface. The inner wing section is connected to the fuselage, the outer wing section is connected to the inner wing section, and is located at the outermost side of the aircraft. The lifting surface is connected to the inner wing section and the fuselage, and is located behind the inner wing section.

[0018] Furthermore, the tail wing adopts a NASA SC(2)-0406 airfoil.

[0019] Furthermore, the tail is in the form of a fully movable V-tail, and the V-tail pitch angle is 36°.

[0020] Furthermore, the tail wing includes left and right tail wing, which are symmetrically distributed and connected to the tail gas turbine main engine.

[0021] Furthermore, the canard adopts a NASA SC(2)-0012 airfoil.

[0022] Furthermore, the canard includes left and right canards, which are symmetrically distributed and connected to the conical nose.

[0023] Furthermore, there are three sets of the power unit on the aircraft, each of which includes one gas turbine main engine and six electric propulsion ducted fans. There are a total of three gas turbine main engines and 18 electric propulsion ducted fans on the aircraft.

[0024] Furthermore, the fuel of the gas turbine main engine is liquid hydrogen in an integral hydrogen tank.

[0025] Furthermore, the gas turbine main engine is divided into a wing-mounted gas turbine main engine and a tail gas turbine main engine.

[0026] Furthermore, there are two wing-mounted gas turbine main engines, which are respectively mounted at the connection between the inner wing section and the outer wing section of the left wing and the right wing.

[0027] Furthermore, the tail gas turbine main engine is located at the tail of the slender fuselage and is connected to the tail contraction section.

[0028] Furthermore, the electric propulsion ducted fan is divided into an embedded electric propulsion ducted fan and a tail electric propulsion ducted fan.

[0029] Furthermore, there are a total of 14 embedded electric propulsion ducted fans, which are respectively embedded in the inner wing sections of the left wing and the right wing, with 7 embedded in the inner wing section of each wing, and each embedded electric propulsion ducted fan is arranged at 1 / 4 of the chord length of the wing.

[0030] Furthermore, there are four tail electric propulsion ducted fans installed on the air inlet of the tail gas turbine main engine.

[0031] Furthermore, the gas turbine main engine includes an air inlet, a fan, a compressor, a combustion chamber, a low-pressure turbine, a high-pressure turbine, a recuperator, a mixer, and a tail nozzle, and the electric propulsion ducted fan includes an air inlet, a ducted fan, a tail nozzle, an electric motor, a circuit system, and a generator.

[0032] Furthermore, the fan, compressor, combustion chamber, low-pressure turbine, high-pressure turbine, regenerator, and mixer are distributed on the same axis from front to back.

[0033] Furthermore, the low-pressure turbine of the gas turbine main engine is connected to the generators of six electric propulsion ducted fans in the same power unit and transmits power.

[0034] Furthermore, the generator provides energy to the electric motor through the circuit system.

[0035] Furthermore, the electric motor is connected to the ducted fan and provides power for the ducted fan.

[0036] Furthermore, the integral hydrogen tank stores hydrogen fuel in the form of liquid hydrogen. There are a total of four integral hydrogen tanks on the aircraft, namely the front fuselage hydrogen tank, the under-cabin hydrogen tank, the rear fuselage hydrogen tank, and the tail hydrogen tank.

[0037] Furthermore, the front fuselage hydrogen tank is located in the conical nose.

[0038] Furthermore, the cabin lower hydrogen tank is located below the cabin section floor.

[0039] Furthermore, the rear fuselage hydrogen tank and the tail hydrogen tank are located in the tail contraction section.

[0040] Furthermore, the pressure-bearing inner tank is made of composite materials.

[0041] Furthermore, the cross-sectional shape of the pressure-bearing inner tanks of the front fuselage hydrogen tank, the rear fuselage hydrogen tank and the tail hydrogen tank is an ellipse, and the cross-sectional shape of the pressure-bearing inner tank of the hydrogen tank under the cabin is a semi-ellipse with rounded corners.

[0042] Furthermore, the heat insulation layer adopts hollow glass microsphere insulation, which is filled between the pressure-bearing inner tank and the slender body.

[0043] Furthermore, the supporting structure is made of glass fiber reinforced plastic material, and the pressure-bearing inner tank is supported on the slender fuselage in a radial four-point support manner.

[0044] Furthermore, a wave-breaking net is installed inside the pressure inner tank, the wave-breaking net is perpendicular to the axis of the pressure inner tank, and the outer contour shape of the wave-breaking net is the same as the cross-sectional shape of the pressure inner tank.

[0045] Compared with the prior art, the advantages of the present invention are:

[0046] A hydrogen-electric hybrid energy source is used to achieve zero carbon emissions; at the same time, due to the low density and high calorific value of liquid hydrogen, the aircraft's take-off weight will be lower than that of traditional fuel aircraft.

[0047] The use of an integral hydrogen tank eliminates the thickness of the outer tank of a traditional hydrogen tank, reduces the volume occupied by the hydrogen tank itself, improves the volumetric efficiency of hydrogen storage in the hydrogen tank, increases the storage capacity of liquid hydrogen on the aircraft, and ensures the aircraft's range.

[0048] Adding a lifting surface behind the wing can partially block the shock waves generated by the tail engine and tail wing, reducing the aircraft's sonic boom level; at the same time, the lifting surface can lower the cruise angle of attack and reduce the resistance of cruise flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 is a general layout diagram of the aircraft of the present invention;

[0050] Figure 2 The aerodynamic shape isometric view of the aircraft of the present invention;

[0051] Figure 3 The three views of the aircraft of the present invention;

[0052] Figure 4 It is the layout diagram of the power plant of the present invention;

[0053] Figure 5 This is a schematic diagram of the power device of the present invention;

[0054] Figure 6 This is a layout diagram of the integrated hydrogen tank of the present invention;

[0055] Figure 7 It is a cross-sectional schematic diagram of the integrated hydrogen tank of the present invention;

[0056] Figure 8 It is a schematic diagram of the wave-breaking net in the integral hydrogen tank of the present invention.

[0057] Wherein: 101 is an aerodynamic shape, 102 is a power device, and 103 is an integral hydrogen tank;

[0058] 1 is the slender fuselage, 2 is the wing, 3 is the tail, and 4 is the canard;

[0059] 1.1 is the tapered nose, 1.2 is the cabin section, 1.3 is the tail retracted section, 2.1 is the inner wing section, 2.2 is the outer wing section, 2.3 is the lifting surface, 3.1 is the left tail, 3.2 is the right tail, 4.1 is the left canard, 4.2 is the right canard, 5.1 is the wing-mounted gas turbine main engine, 5.2 is the tail gas turbine main engine, 6.1 is the embedded electric propulsion ducted fan, 6.2 is the tail electric propulsion ducted fan, 7.1 is the front fuselage hydrogen tank, 7.2 is the under-cabin hydrogen tank, 7.3 is the rear fuselage hydrogen tank, 7.4 is the tail hydrogen tank, 8.1 is the pressure inner tank, 8.2 is the insulation layer, 8.3 is the supporting structure, and 8.4 is the wave-breaking net. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solution and advantages of 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.

[0061] Example

[0062] like Figure 1 As shown, the present invention provides a supersonic passenger aircraft with hydrogen-electric hybrid energy, which includes an aerodynamic shape, a hydrogen-electric hybrid drive power unit, and an integral hydrogen tank for storing hydrogen fuel. The power unit is connected to the fuselage and wings, and the hydrogen tank is connected to the fuselage.

[0063] like Figure 2As shown, the aerodynamic shape includes a slender fuselage 1, a wing 2 including a lifting surface, a tail 3 and a canard 4. The aerodynamic shape is based on a three-wing layout, in which the slender fuselage 1 is connected to the wing 2, the tail 3 and the canard 4, and the wing 2, the tail 3 and the canard 4 are not connected. The three-wing layout is balanced by the tail 3 and the canard 4. Compared with the traditional layout without canards, the lift-to-drag ratio loss after balancing is smaller due to the positive lift contribution of the canard 4. In addition, the aerodynamic shape conforms to the supersonic area ratio, so the shock wave drag is smaller in the supersonic cruise state.

[0064] like Figure 3 As shown, the slender fuselage 1 includes a conical nose 1.1, a cabin section 1.2 and a tail contraction section 1.3, the conical nose 1.1 is connected to the canard 4, the cabin section 1.2 is connected to the wing 2, and the tail contraction section 1.3 is connected to the wing 2 and the tail gas turbine main engine 5.2; the wing 2 includes a left wing and a right wing, and the wings on both sides are symmetrically distributed, each wing includes an inner wing section 2.1, an outer wing section 2.2, and a lifting surface 2.3, and the inner wing section 2.1 It is connected to the slender fuselage 1, the outer wing section 2.2 is connected to the inner wing section 2.1, and is located at the outermost side of the aircraft. The lift surface 2.3 is connected to the inner wing section 2.1 and the fuselage, and is located behind the inner wing section 2.1; the tail 3 includes a left tail 3.1 and a right tail 3.2, the left and right tails are symmetrically distributed, and are connected to the tail gas turbine main engine 5.2; the canard 4 includes a left canard 4.1 and a right canard 4.2, the left and right canards are symmetrically distributed, and are connected to the tapered nose 1.1.

[0065] The slender fuselage 1 has a slenderness ratio greater than 15, and the nose is tapered to reduce shock wave drag. The wing adopts NASA SC (2) -0402 airfoil, which is a high-speed airfoil that meets the lift coefficient requirements of the aircraft during cruise conditions and has high aerodynamic efficiency during cruise. The tail adopts NASA SC (2) -0406 airfoil, and the canard adopts NASA SC (2) -0012 airfoil, both of which meet the lift coefficient requirements of trim. The tail adopts a fully movable V-tail form, and the V-tail upper pitch angle is 36° to provide the aircraft with sufficient control capability.

[0066] There are three sets of power units on the aircraft, each of which includes a gas turbine main engine and six electric propulsion ducted fans. There are a total of three gas turbine main engines and 18 electric propulsion ducted fans on the aircraft. The fuel of the gas turbine main engine is liquid hydrogen in an integral hydrogen tank, which achieves zero carbon emissions for the power unit; in addition, when the ratio of the number of gas turbine main engines to electric propulsion ducted fans is 1:6, the entire power unit can achieve the best fuel consumption rate characteristics.

[0067] like Figure 4As shown, the gas turbine main engine is divided into a wing-mounted gas turbine main engine 5.1 and a tail gas turbine main engine 5.2; wherein, there are two wing-mounted gas turbine main engines 5.1, which are respectively hung at the connection of the inner wing section 2.1 and the outer wing section 2.2 of the left wing and the right wing; the tail gas turbine main engine 5.2 is located at the tail of the slender fuselage 1 and is connected to the tail contraction section 1.3. The electric propulsion ducted fan is divided into an embedded electric propulsion ducted fan 6.1 and a tail electric propulsion ducted fan 6.2; wherein, there are 14 embedded electric propulsion ducted fans 6.1, which are respectively embedded in the inner wing section 2.1 of the left wing and the right wing, and 7 are embedded in the inner wing section 2.1 of each wing, and each embedded electric propulsion ducted fan 6.1 is arranged at 1 / 4 of the chord length of the wing; there are 4 tail electric propulsion ducted fans 6.2, which are installed on the air inlet of the tail gas turbine main engine 5.2.

[0068] like Figure 5 As shown, the gas turbine main engine includes an air inlet, a fan, a compressor, a combustion chamber, a low-pressure turbine, a high-pressure turbine, a regenerator, a mixer, and a tail nozzle, and the electric propulsion ducted fan includes an air inlet, a ducted fan, a tail nozzle, an electric motor, a circuit system, and a generator. Compared with the traditional turbofan engine, the present invention adds a regenerator to the gas turbine main engine, which significantly reduces the fuel consumption of the engine and greatly improves the economic benefits of this power unit. The fan, compressor, combustion chamber, low-pressure turbine, high-pressure turbine, regenerator, and mixer are distributed on the same axis from front to back; the low-pressure turbine of the gas turbine main engine is connected to the generator of the six electric propulsion ducted fans in the same power unit and transmits power, the generator provides energy to the electric motor through the circuit system, and the electric motor is connected to the ducted fan and provides power to the ducted fan.

[0069] The integrated hydrogen tank stores hydrogen fuel in the form of liquid hydrogen. Figure 6 As shown, there are 4 integral hydrogen tanks on the aircraft, namely the front fuselage hydrogen tank 7.1, the cabin lower hydrogen tank 7.2, the rear fuselage hydrogen tank 7.3, and the tail hydrogen tank 7.4. The front fuselage hydrogen tank 7.1 is located in the conical nose 1.1, the cabin lower hydrogen tank 7.2 is located in the cabin section 1.2, and the rear fuselage hydrogen tank 7.3 and the tail hydrogen tank 7.4 are located in the tail contraction section 1.3. Compared with the traditional hydrogen tank, the integral hydrogen tank reduces the structure of the hydrogen tank outer tank, making the hydrogen tank thinner and improving the volume efficiency of hydrogen storage, thereby ensuring the hydrogen storage capacity and the aircraft range.

[0070] like Figure 7As shown, the integral hydrogen tank includes a pressure inner tank 8.1, an insulation layer 8.2 and a support structure 8.3. The pressure inner tank 8.1 is made of composite materials; compared with the metal materials of traditional hydrogen tanks, composite hydrogen tanks can avoid the problem of hydrogen embrittlement and improve the safety of hydrogen storage. The cross-sectional shape of the pressure inner tanks of the front fuselage hydrogen tank 7.1, the rear fuselage hydrogen tank 7.3 and the tail hydrogen tank 7.4 is an ellipse, and the cross-sectional shape of the pressure inner tank of the cabin lower hydrogen tank 7.2 is a semi-ellipse with rounded corners. The insulation layer 8.2 is insulated with hollow glass microspheres and filled between the pressure inner tank and the slender fuselage; the hollow glass microspheres have a good insulation effect and are not easy to absorb water and settle, so the maintenance cost is low. The support structure 8.3 is made of glass fiber reinforced plastic material, and the pressure inner tank is supported on the slender fuselage 1 in a radial four-point support manner; glass fiber reinforced plastic has high strength and low thermal conductivity, so it will not have a great impact on the insulation performance of the hydrogen tank.

[0071] like Figure 8 As shown, the pressure inner tank is equipped with a wave-proof net 8.4, which is perpendicular to the axis of the pressure inner tank, and the outer contour of the wave-proof net is the same as the cross-sectional shape of the pressure inner tank. The wave-proof net can reduce the flow of liquid hydrogen in the hydrogen tank, thereby reducing the change in the center of gravity of the aircraft and improving the stability during flight.

[0072] The aircraft scheme of the present invention has been simulated and analyzed by electronic prototypes, indicating that the scheme is technically feasible.

[0073] The parts not described in detail in the present invention belong to the known technology in the art.

[0074] The above descriptions are merely embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by persons familiar with the art within the technical scope disclosed in the present invention should be covered within the protection scope of the present invention.

Claims

1. A supersonic passenger aircraft powered by hydrogen-electric hybrid energy, characterized in that: The supersonic passenger aircraft comprises an aerodynamic shape, a hydrogen-electric hybrid driven power unit, and an integral hydrogen tank for storing hydrogen fuel, wherein the power unit is connected to the fuselage and the wings, and the hydrogen tank is connected to the fuselage, wherein: The aerodynamic shape includes a slender fuselage, a wing including a lifting surface, a tail wing and a canard; The power plant includes a gas turbine main engine and an electric propulsion ducted fan; The integral hydrogen tank comprises a pressure-bearing inner tank, a heat-insulating layer, and a supporting structure.

2. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 1, characterized in that: The aerodynamic shape is based on a three-wing layout, and the slender fuselage is connected to the wing, the canard, and the tail, while the wing, the canard, and the tail are not connected to each other.

3. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 2, characterized in that: The slender fuselage includes a tapered nose, a cabin section and a tail contraction section, the tapered nose is connected to the canard, the cabin section is connected to the wing, and the tail contraction section is connected to the wing and the tail gas turbine main engine; The wing comprises a left wing and a right wing, the wings on both sides are symmetrically distributed, each wing comprises an inner wing section, an outer wing section, and a lifting surface, the inner wing section is connected to the fuselage, the outer wing section is connected to the inner wing section, and is located at the outermost side of the aircraft, and the lifting surface is connected to the inner wing section and the fuselage, and is located behind the inner wing section; The tail wing includes left and right tail wing, which are symmetrically distributed and connected to the tail gas turbine main engine; The canard includes left and right canards, which are symmetrically distributed and connected to the conical nose.

4. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 1, characterized in that: There are three sets of the power plant on the aircraft, each of which includes one gas turbine main engine and six electric propulsion ducted fans. There are a total of three gas turbine main engines and 18 electric propulsion ducted fans on the aircraft. The fuel for the gas turbine main engine is liquid hydrogen in an integral hydrogen tank.

5. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 4, characterized in that: The gas turbine main engine is divided into a wing-mounted gas turbine main engine and a tail gas turbine main engine; There are two wing-mounted gas turbine main engines, which are respectively mounted at the connection between the inner wing section and the outer wing section of the left wing and the right wing; Wherein, the tail gas turbine main engine is located at the tail of the slender fuselage and is connected to the tail contraction section.

6. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 4, characterized in that: The electric propulsion ducted fan is divided into an embedded electric propulsion ducted fan and a tail electric propulsion ducted fan; There are 14 embedded electric propulsion ducted fans, which are respectively embedded in the inner wing sections of the left wing and the right wing, with 7 embedded in the inner wing section of each wing, and each embedded electric propulsion ducted fan is arranged at 1 / 4 of the chord length of the wing; Among them, there are four tail electric propulsion ducted fans installed on the air inlet of the tail gas turbine main engine.

7. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 4, characterized in that: The gas turbine main engine includes an air inlet, a fan, a compressor, a combustion chamber, a low-pressure turbine, a high-pressure turbine, a recuperator, a mixer, and a tail nozzle; the electric propulsion ducted fan includes an air inlet, a ducted fan, a tail nozzle, an electric motor, a circuit system, and a generator; The fan, compressor, combustion chamber, low-pressure turbine, high-pressure turbine, regenerator, and mixer are distributed on the same axis from front to back; Wherein, the low-pressure turbine of the gas turbine main engine is connected to the generator of the six electric propulsion ducted fans in the same power unit and transmits power; Wherein, the generator provides energy to the motor through the circuit system; Wherein, the electric motor is connected to the ducted fan and provides power for the ducted fan.

8. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 1, characterized in that: The integral hydrogen tank stores hydrogen fuel in the form of liquid hydrogen. There are four integral hydrogen tanks on the aircraft, namely the front fuselage hydrogen tank, the under-cabin hydrogen tank, the rear fuselage hydrogen tank, and the tail hydrogen tank. Wherein, the front fuselage hydrogen tank is located in the conical nose; Wherein, the cabin lower hydrogen tank is located in the cabin section and arranged below the cabin section floor; Among them, the rear fuselage hydrogen tank and the tail hydrogen tank are located in the tail contraction section.

9. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 8, characterized in that: The pressure inner tank is made of composite materials. The cross-sectional shape of the pressure inner tanks of the front fuselage hydrogen tank, the rear fuselage hydrogen tank and the tail hydrogen tank is an ellipse, and the cross-sectional shape of the pressure inner tank of the hydrogen tank under the cabin is a semi-ellipse with rounded corners. The insulation layer adopts hollow glass microsphere insulation, which is filled between the pressure inner tank and the slender fuselage or the cabin floor; The support structure is made of glass fiber reinforced plastic material, and supports the pressure inner tank on the slender body in a radial four-point support manner.

10. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 9, characterized in that: A wave-breaking net is installed inside the pressure-bearing inner tank, and the wave-breaking net is perpendicular to the axis of the pressure-bearing inner tank. The outer contour shape of the wave-breaking net is the same as the cross-sectional shape of the pressure-bearing inner tank.

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