A hydrogen-electric hybrid energy supersonic passenger aircraft

Abstract

The application discloses a hydrogen-electric hybrid energy supersonic passenger plane, and belongs to the field of engineering technology.The plane comprises an aerodynamic shape, a hydrogen-electric hybrid driven power device and an integral hydrogen tank for storing hydrogen fuel, wherein the aerodynamic shape comprises an elongated body, a wing containing a lifting surface, a tail wing and a canard; 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, an adiabatic layer and a support structure; the power device is connected with the body and the wing; and the hydrogen tank is connected with the body through the support structure.The scheme increases the lifting surface on the wing to ensure the high lift-drag ratio and low sound blast requirement of the plane, introduces hydrogen energy to realize zero carbon emission, and adopts the integral hydrogen tank to increase the hydrogen fuel storage of the plane and guarantee the voyage requirement of the plane.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aviation technology, in particular to a hydrogen-electric hybrid energy supersonic passenger plane. BACKGROUND

[0002] Although high subsonic aircraft passenger planes have been quite mature, for long-distance routes, the problem of long flight time seriously reduces the comfort and travel efficiency of passengers. With the increasing demand for air transportation, it is urgent to develop supersonic passenger planes with faster flight speed. Supersonic passenger planes have become one of the key development directions of future civil aircraft. At the same time, in order to reflect the advantages of supersonic speed, the passenger plane should have a range of not less than 8000km.

[0003] On the other hand, under the background of "double carbon", the problem of carbon emissions in the aviation industry is increasingly prominent. According to the International Energy Agency, if not controlled, by 2050, 25% of global carbon emissions may come from the aviation industry. According to the research of BNP Paribas Bank, the combustion of aviation fuel accounts for 79% of carbon emissions in the aviation industry. It can be seen that the problem of carbon emissions needs to be solved from the energy point of view. Hydrogen energy is the most promising direction among all new energy technologies.

[0004] In addition, the old generation of supersonic passenger planes represented by "Concorde" has a serious sonic boom problem, and the sonic boom loudness reaches 100PLdB, which seriously affects its route operation. Therefore, if we want to develop a new generation of supersonic passenger planes, we need to reduce the level of sonic boom.

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

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

[0007] In order to solve the problems of the range, carbon emissions and sonic boom of the supersonic passenger plane, the present application proposes a hydrogen-electric hybrid energy supersonic passenger plane, which adopts a hydrogen-electric hybrid energy form to realize zero carbon emissions, adopts an integral hydrogen tank to increase the liquid hydrogen storage capacity, and guarantees the range of the plane, and increases the lift surface behind the wing to reduce the sonic boom.

[0008] The application discloses a hydrogen-electric hybrid energy supersonic passenger plane, which comprises a pneumatic shape, a hydrogen-electric hybrid driven power device, and an integrated hydrogen tank for storing hydrogen fuel, wherein the power device is connected with a fuselage and a wing, and the hydrogen tank is connected with the fuselage.

[0009] The pneumatic shape comprises an elongated fuselage, a wing containing a lifting surface, a tail wing and a canard wing.

[0010] The power device comprises a gas turbine main engine and an electric propulsion ducted fan.

[0011] The integrated hydrogen tank comprises a pressure-bearing inner tank, an adiabatic layer and a supporting structure.

[0012] Further, the pneumatic shape meets the supersonic area rate.

[0013] Further, the length-diameter ratio of the elongated fuselage is greater than 15.

[0014] Further, the pneumatic shape is based on a three-wing surface layout form, the elongated fuselage is connected with the wing, the canard wing and the tail wing, and the wing, the canard wing and the tail wing are not connected.

[0015] Further, the elongated fuselage comprises a conical nose, a passenger cabin section and a tail contraction section, the conical nose is connected with the canard wing, the passenger cabin section is connected with the wing, and the tail contraction section is connected with the wing and the tail gas turbine main engine.

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

[0017] Further, the wing comprises left and right wings, and the left and right wings are symmetrically distributed, each wing comprises an inner wing section, an outer wing section and a lifting surface, the inner wing section is connected with the fuselage, the outer wing section is connected with the inner wing section and is located at the outermost side of the plane, and the lifting surface is connected with the inner wing section and the fuselage and is located behind the inner wing section.

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

[0019] Further, the tail wing adopts a full-motion V-tail form, and the V-tail has an upward angle of 36°.

[0020] Further, the tail wing comprises left and right tail wings, and the left and right tail wings are symmetrically distributed and connected with the tail gas turbine main engine.

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

[0022] Further, the canard wing comprises left and right canard wings, and the left and right canard wings are symmetrically distributed and connected with the conical nose.

[0023] Further, the power plant is co-present on the aircraft in three sets, each set of power plant contains 1 gas turbine main engine and 6 electric propulsion ducted fans, the total number of gas turbine main engines and electric propulsion ducted fans on the aircraft is 3 and 18 respectively.

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

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

[0026] Further, the wing-mounted gas turbine main engine is 2 in total, respectively hanging at the connection between the inner wing section and the outer wing section of the left wing and the right wing.

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

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

[0029] Further, the embedded electric propulsion ducted fan is 14 in total, respectively embedded in the inner wing section of the left wing and the right wing, 7 in each inner wing section, and each embedded electric propulsion ducted fan is arranged at 1 / 4 of the wing chord.

[0030] Further, the tail electric propulsion ducted fan is 4 in total, installed above the air inlet of the tail gas turbine main engine.

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

[0032] Further, 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] Further, the low-pressure turbine of the gas turbine main engine is connected with the generators of the 6 electric propulsion ducted fans in the same set of power plant and transmits power.

[0034] Further, the generator provides energy for the electric motor through the circuit system.

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

[0036] Further, the integral hydrogen tank stores hydrogen fuel in the form of liquid hydrogen, and there are four integral hydrogen tanks on the aircraft, namely, a front fuselage hydrogen tank, a passenger cabin lower hydrogen tank, a rear fuselage hydrogen tank and a tail hydrogen tank.

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

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

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

[0040] Further, the pressure-containing inner tank adopts a composite material.

[0041] Further, the cross-sectional shape of the pressure-containing inner tank 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-containing inner tank of the passenger cabin lower hydrogen tank is a rounded semicircle.

[0042] Further, the heat insulation layer adopts hollow glass microsphere insulation and is filled between the pressure-containing inner tank and the elongated body fuselage.

[0043] Further, the support structure adopts a glass steel material to support the pressure-containing inner tank on the elongated body fuselage in a radial four-point support manner.

[0044] Further, the pressure-containing inner tank is internally provided with a wave protection net, the wave protection net is perpendicular to the axis of the pressure-containing inner tank, and the outer contour shape of the wave protection net is the same as the cross-sectional shape of the pressure-containing inner tank.

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

[0046] The hydrogen-electric hybrid energy form is adopted to realize zero carbon emission; at the same time, due to the low density and high calorific value of liquid hydrogen, the takeoff weight of the aircraft is lower than that of the conventional fuel aircraft.

[0047] The integral hydrogen tank is adopted, the thickness of the conventional hydrogen tank outer tank is saved, the volume occupied by the hydrogen tank itself is reduced, the volume efficiency of hydrogen storage of the hydrogen tank is improved, the liquid hydrogen storage on the aircraft is increased, and the aircraft range is ensured.

[0048] The lift surface is added behind the wing to shield the shock waves generated by part of the tail engine and tail fin, thereby reducing the sound blast level of the aircraft; at the same time, the lift surface can reduce the cruise angle of attack and reduce the resistance of cruise flight. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 The overall arrangement of the aircraft of the present application is shown in the figure;

[0050] Figure 2 The aerodynamic shape of the aircraft of the present application is shown in the figure;

[0051] Figure 3 The three-view diagram of the aircraft of the present invention;

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

[0053] Figure 5 This is a diagram of the power plant architecture of the present invention;

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

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

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

[0057] Among them: 101 is the aerodynamic shape, 102 is the power unit, and 103 is the 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 wing, 3.2 is the right tail wing, 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 hydrogen tank under the cabin, 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 support structure, and 8.4 is the wave-breaking net. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be 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.

[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 in the figure, the aerodynamic configuration includes an elongated body fuselage 1, a wing 2 containing a lifting surface, a tail 3 and a canard 4. The aerodynamic configuration is based on a triplane layout form, the elongated body fuselage 1 is connected with 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 triplane layout is balanced by the tail 3 and the canard 4 together. Compared with the traditional layout without canard, the lift-drag ratio loss after balancing is smaller due to the positive lift contribution of the canard 4. In addition, the aerodynamic configuration meets the supersonic area rate, so the shock wave drag is small in the supersonic cruise state.

[0064] As shown in the figure, Figure 3 The elongated body fuselage 1 includes a conical nose 1.1, a passenger cabin section 1.2 and a tail contraction section 1.3. The conical nose 1.1 is connected with the canard 4, the passenger cabin section 1.2 is connected with the wing 2, and the tail contraction section 1.3 is connected with the wing 2 and the tail gas turbine main engine 5.2. The wing 2 includes left and right wings, which are symmetrically distributed. Each wing includes an inner wing section 2.1, an outer wing section 2.2 and a lifting surface 2.3. The inner wing section 2.1 is connected with the elongated body fuselage 1, the outer wing section 2.2 is connected with the inner wing section 2.1 and is located at the outermost side of the aircraft, and the lifting surface 2.3 is connected with the inner wing section 2.1 and the fuselage and is located behind the inner wing section 2.1. The tail 3 includes left and right tails 3.1 and 3.2, which are symmetrically distributed and connected with the tail gas turbine main engine 5.2. The canard 4 includes left and right canards 4.1 and 4.2, which are symmetrically distributed and connected with the conical nose 1.1.

[0065] The aspect ratio of the elongated body fuselage 1 is greater than 15, and the nose adopts a conical shape, which can reduce shock wave drag. The wing adopts the NASA SC(2)-0402 airfoil, which is a high-speed airfoil that meets the lift coefficient requirements of the aircraft in cruise conditions, and has high aerodynamic efficiency during cruising. The tail adopts the NASA SC(2)-0406 airfoil, and the canard adopts the NASA SC(2)-0012 airfoil, both of which meet the lift coefficient requirements of balancing. The tail adopts a full-movement V-tail form with an upward angle of 36°, which provides sufficient control capability to the aircraft.

[0066] There are three sets of power devices on the aircraft, each set including one gas turbine main engine and six electric propulsion duct fans. There are a total of three gas turbine main engines and eighteen electric propulsion duct fans on the aircraft. The fuel of the gas turbine main engine is liquid hydrogen in an integrated hydrogen tank, achieving zero carbon emission of the power device. In addition, under the condition that the number ratio of the gas turbine main engine to the electric propulsion duct fan is 1:6, the entire power device can achieve the best specific fuel consumption characteristics.

[0067] As shown in the figure, Figure 4As shown, the gas turbine main engines are divided into wing-mounted gas turbine main engines 5.1 and tail gas turbine main engines 5.2. There are two wing-mounted gas turbine main engines 5.1, respectively mounted at the junction of the inner wing section 2.1 and outer wing section 2.2 of the left and right wings. The tail gas turbine main engine 5.2 is located at the tail of the slender fuselage 1 and connected to the tail constriction section 1.3. The electric propulsion ducted fans are divided into internal electric propulsion ducted fans 6.1 and tail electric propulsion ducted fans 6.2. There are 14 internal electric propulsion ducted fans 6.1, respectively embedded in the inner wing section 2.1 of the left and right wings, with 7 embedded in the inner wing section 2.1 of each wing, and each internal electric propulsion ducted fan 6.1 is arranged at 1 / 4 of the wing chord length. There are four tail electric propulsion ducted fans 6.2, 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. 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 to traditional turbofan engines, the present invention adds a regenerator to the gas turbine main engine, significantly reducing the engine's fuel consumption and significantly improving the economic efficiency of this power plant. The fan, compressor, combustion chamber, low-pressure turbine, high-pressure turbine, regenerator, and mixer are arranged along the same axis from front to back. The low-pressure turbine of the gas turbine main engine is connected to and transmits power to the generators of the six electric propulsion ducted fans in the same power plant. The generator provides energy to the electric motor via the circuit system, and the electric motor is connected to and provides power to the ducted fan.

[0069] The integral hydrogen tank stores hydrogen fuel in the form of liquid hydrogen. Figure 6 As shown, there are four integral hydrogen tanks on the aircraft: a forward fuselage hydrogen tank 7.1, a lower cabin hydrogen tank 7.2, a rear fuselage hydrogen tank 7.3, and a tail hydrogen tank 7.4. The forward fuselage hydrogen tank 7.1 is located within the conical nose 1.1, the lower cabin hydrogen tank 7.2 is located within the cabin section 1.2, and the rear fuselage hydrogen tank 7.3 and tail hydrogen tank 7.4 are located within the tail constriction section 1.3. Compared to traditional hydrogen tanks, the integral hydrogen tank eliminates the outer tank structure, making the hydrogen tank thinner and improving the volumetric efficiency of hydrogen storage, thereby ensuring hydrogen storage capacity and the aircraft's range.

[0070] like Figure 7As shown, the integral hydrogen tank comprises a pressure-bearing inner tank 8.1, an adiabatic layer 8.2 and a support structure 8.3. The pressure-bearing inner tank 8.1 adopts a composite material; compared with the metal material of the traditional hydrogen tank, the composite material hydrogen tank can avoid the problem of hydrogen embrittlement and improve the safety of hydrogen storage. The cross-sectional shape of the pressure-bearing inner tank 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-bearing inner tank of the cabin lower hydrogen tank 7.2 is a rounded semi-ellipse. The adiabatic layer 8.2 adopts hollow glass microsphere adiabatic and is filled between the pressure-bearing inner tank and the slender body fuselage; the hollow glass microsphere adiabatic effect is good and is not easy to absorb water and settle, so the maintenance cost is low. The support structure 8.3 adopts a glass steel material, and supports the pressure-bearing inner tank on the slender body fuselage 1 in a radial four-point support manner; the strength of the glass steel is high and the thermal conductivity is small, so it will not have too much influence on the adiabatic performance of the hydrogen tank.

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

[0072] The aircraft scheme of the present application is simulated and analyzed by an electronic prototype, and it is shown that the scheme has technical realizability.

[0073] The part of the present application not described in detail belongs to the commonly known technology in the art.

[0074] The above is only an embodiment of the present application, but the protection scope of the present application is not limited thereto, any change or replacement easily thought of by those skilled in the art within the technical range disclosed by the present application should be covered in the protection scope of the present application.

Claims

1. A supersonic passenger aircraft powered by a hydrogen-electric hybrid energy source, characterized in that: The supersonic passenger aircraft 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. The aerodynamic shape includes a slender fuselage, wings including lifting surfaces, a tail and canards; 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; 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 and right wings; The tail gas turbine main engine is located at the tail of the slender fuselage and is connected to the tail contraction section; 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 embedded in the inner wing sections of the left and right wings respectively, with 7 embedded in the inner wing sections of each wing. 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, which are installed on the air inlet of the tail gas turbine main engine.

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 wings, canards, and tail, while the wings, canards, and 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, wherein 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 wings include 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, and 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. The tail fin includes a left tail fin and a right tail fin, 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 power plants 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 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; 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; 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 electric motor through the circuit system; The electric motor is connected to the ducted fan and provides power for the ducted fan.

6. 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 forward fuselage hydrogen tank is located in the conical nose; The hydrogen tank under the cabin is located in the cabin section and is 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.

7. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 6, 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 cabin lower hydrogen tank is a semi-ellipse with rounded corners. The thermal insulation layer adopts hollow glass microspheres for thermal insulation and is filled between the pressure inner tank and the slender fuselage or the cabin floor; The support structure is made of glass fiber reinforced plastics and supports the pressure inner tank on the slender fuselage in a radial four-point support manner.

8. The hydrogen-electric hybrid supersonic passenger aircraft according to claim 7, 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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