Liquid hydrogen storage tank for hydrogen energy aircraft

Abstract

The invention discloses a liquid hydrogen storage tank for a hydrogen energy aircraft. The liquid hydrogen storage tank comprises a first tank body, a second tank body, a sliding guide part, a sliding buffer part and a sliding limiting part, the second tank body is sleeved in the first tank body, a vacuum layer is arranged between the first tank body and the second tank body, a supporting shaft is fixed on the outer wall of one end of the second tank body, and the other end of the second tank body is communicated with a supporting neck pipe; the two sets of sliding guide parts are arranged in the first tank body and located on the two sides of the second tank body, and the two sets of sliding guide parts are correspondingly connected with the supporting shaft and the supporting neck pipe in a sliding mode respectively; the sliding buffering part comprises a first connecting piece, a second connecting piece, an extension rod, a sliding piece and an elastic abutting assembly. The sliding limiting part is arranged between the cylindrical cavity and the sliding piece; the sliding buffer part is additionally arranged between the first tank body and the second tank body, so that the shaking of liquid hydrogen is reduced, and meanwhile, the heat transfer between the first tank body and the second tank body is reduced by reducing the contact area and prolonging the heat transfer path.

Description

Technical Field

[0001] This invention relates to the field of hydrogen energy power technology, specifically a liquid hydrogen storage tank for hydrogen-powered aircraft. Background Technology

[0002] Against the backdrop of rapid development of the low-altitude economy, the application of hydrogen energy in the field of low-altitude aircraft has shown broad prospects. eVTOL (electric vertical take-off and landing aircraft), with its advantages of being green, low-carbon, safe and efficient, will become the core carrier of future urban air traffic and short-distance transportation by using hydrogen energy as its power source.

[0003] For hydrogen-powered aircraft, the high energy density of liquid hydrogen far exceeds that of traditional aviation fuels and batteries, enabling aircraft to have a long range of over 1,000 kilometers. Therefore, using liquid hydrogen as a power source for aircraft has gradually become a prominent goal in technological research and development.

[0004] Liquid hydrogen storage mainly relies on liquid hydrogen storage tanks, which typically consist of an inner storage tank and an outer protective tank. Since liquid hydrogen needs to be cryogenically liquefied (cooled to -253°C) and then stored in an insulated container, a vacuum insulation layer is installed between the inner storage tank and the outer protective tank to prevent heat conduction from causing liquid hydrogen evaporation loss, which would shorten the flight range and affect flight stability.

[0005] The aforementioned liquid hydrogen storage tanks are mostly used for static storage in warehouses or for vehicle-mounted transport storage. The inner hydrogen storage tank is usually directly mounted and fixed within the outer protective tank. Its application in aircraft is less common. When an aircraft carries a liquid hydrogen storage tank, its flight attitude changes according to control requirements, such as acceleration / deceleration and changes in flight direction. Therefore, the forces are directly transmitted through the outer protective tank to the inner hydrogen storage tank, causing significant agitation of the liquid hydrogen stored within. This leads to the following problems: 1. Significant agitation disrupts the static state of the liquid hydrogen, increasing the contact area with the tank wall and leading to a higher evaporation rate. 2. Significant agitation causes uneven distribution of liquid hydrogen within the tank, causing the pump inlet to draw in gaseous hydrogen or cavitation, resulting in unstable engine combustion or even engine stalling.

[0006] To address the aforementioned liquid hydrogen sloshing issue, an energy-buffered support structure can be added between the inner hydrogen storage tank and the outer protective tank to reduce sloshing. However, since the added support structure will transfer heat from the outer protective tank to the inner hydrogen storage tank, resulting in some liquid hydrogen evaporation loss, reducing heat transfer is a key issue that needs to be addressed in the development of liquid hydrogen storage tanks for hydrogen-powered aircraft. Summary of the Invention

[0007] The purpose of this invention is to provide a liquid hydrogen storage tank for hydrogen-powered aircraft, in order to solve the problem of how to reduce heat transfer in the support structure between the inner hydrogen storage tank and the outer protective tank when the flight attitude changes during the flight of existing liquid hydrogen storage tanks for hydrogen-powered aircraft.

[0008] The technical solution of this invention is: A liquid hydrogen storage tank for a hydrogen-powered aircraft includes a first tank body, a second tank body, a sliding guide portion, a sliding buffer portion, and a sliding limiting portion. The second tank body is fitted inside the first tank body, and a vacuum layer is provided between the first and second tank bodies. A support shaft is fixed to the outer wall of one end of the second tank body, and a support neck tube is connected to the other end of the second tank body. Two sets of sliding guide portions are disposed inside the first tank body and located on both sides of the second tank body. The two sets of sliding guide portions are respectively slidably connected to the support shaft and the support neck tube to guide the second tank body to move axially along the first tank body. The sliding buffer portion includes a first connector, a second connector, an extension rod, a sliding member, and an elastic abutment assembly. The first connector is fixed to the inner wall of the first tank body, and the second connector is disposed on the inner wall of the first connector. On the opposite side, and fixed to the outer wall of the second tank, a cylindrical cavity is formed on the surface opposite to the first connector, and an extension rod is located between the two cylindrical cavities; a pair of sliding members are correspondingly arranged in the two cylindrical cavities, each sliding member including two frustums, the small diameter end faces of the two frustums being fixed to each other, and the large diameter end face of one of the frustums being fixed to the end of the extension rod; two sets of elastic abutment components are correspondingly arranged in the two cylindrical cavities, each elastic abutment component including multiple elastic telescopic rods arranged around the circumferential wall of the cylindrical cavity, the end of the elastic telescopic rod away from the cylindrical cavity being connected to a spherical abutment part, and abutting against the circumferential wall of the frustum through the spherical abutment part; a sliding limiting part is arranged between the cylindrical cavity and the sliding member to limit the horizontal movement position of the sliding member.

[0009] Preferably, as a further improvement of the present invention, the sliding limiting part includes a first magnet and a second magnet. The first magnet is fixed on the large-diameter end face of the frustum, and the second magnet is fixed on the inner wall of the cylindrical cavity and is positioned opposite the first magnet. The magnetic poles of the second magnet are the same as the magnetic poles of the first magnet.

[0010] Preferably, as a further improvement of the present invention, the elastic telescopic rod includes a sliding rod, a connecting plate, and a plurality of springs; the sliding rod is arranged radially along the cylindrical cavity, and an installation groove is provided on the outer side of the cylindrical cavity, the installation groove and the cylindrical cavity are connected through a channel, the sliding rod is slidably disposed in the channel, one end of the sliding rod is connected to the spherical abutment part, the connecting plate is disposed in the installation groove, and the connecting plate is perpendicularly fixed to the other end of the sliding rod; the plurality of springs are connected between the end face of the connecting plate opposite to the sliding rod and the groove wall of the installation groove.

[0011] Preferably, as a further improvement of the present invention, a plurality of hemispherical protrusions are evenly distributed and fixed on the circumferential inner wall of the channel, and the slide rod slides through the plurality of hemispherical protrusions and abuts against the plurality of hemispherical protrusions.

[0012] Preferably, as a further improvement of the present invention, the sliding guide includes a support frame and a plurality of first balls. The support frame is vertically mounted and fixed in the first tank body. The support frame has a guide hole for the support shaft or support neck tube to pass through. A plurality of first hemispherical grooves are evenly distributed and circumferentially formed on the inner circumferential wall of the guide hole. The plurality of first balls are respectively disposed in the plurality of first hemispherical grooves. The plurality of first balls abut against the circumferential side wall of the support shaft or the circumferential outer wall of the support neck tube.

[0013] Preferably, as a further improvement of the present invention, the sliding guide portion further includes an anti-rotation component, the anti-rotation component including a limiting keyway, a limiting flat key and a plurality of second balls, the limiting keyway being formed at the top of the guide hole, the limiting flat key being fixed at the top of the support shaft and slidably passing through the limiting keyway, the limiting keyway having a plurality of second hemispherical grooves on both sides of the limiting keyway and on its inner top surface, the plurality of second balls being respectively disposed in the plurality of second hemispherical grooves, and the plurality of second balls abutting against the limiting flat key.

[0014] Preferably, as a further improvement of the present invention, the spherical abutment part, the first ball and the second ball are all made of carbon fiber composite material, and the circumferential wall of the frustum, the circumferential wall of the support shaft, the circumferential wall of the support neck tube and the outer wall of the limiting flat key are all provided with heat-insulating and wear-resistant coating.

[0015] Preferably, as a further improvement of the present invention, the material of the heat-insulating and wear-resistant coating is a ceramic matrix composite material or zirconium oxide.

[0016] Preferably, as a further improvement of the present invention, the support frame is I-shaped, and multiple sets of holes are symmetrically opened on the plate surface on the upper and lower sides of the guide hole. The multiple sets of holes are arranged along the longitudinal direction of the support frame, and each set of holes includes multiple honeycomb holes arranged in the transverse direction of the support frame.

[0017] Preferably, as a further improvement of the present invention, the odd-numbered row hole groups and the even-numbered row hole groups are alternately arranged.

[0018] Preferably, as a further improvement of the present invention, there are multiple sets of sliding buffer parts and sliding limiting parts, which are evenly distributed along the circumference of the second tank.

[0019] Compared with the prior art, the beneficial effects of the present invention are: 1. The first and second tanks were changed from traditional rigid supports to sliding supports that can slide relative to each other, and a sliding buffer was added between the first and second tanks. This prevents the force transmitted by the aircraft through the first tank from directly acting on the second tank and causing large-scale shaking of the liquid hydrogen stored in the second tank.

[0020] 2. The sliding buffer section uses multiple elastically extendable spherical abutment parts to contact the frustum-shaped sliding parts for buffering. Since the spherical abutment parts contact the conical surface of the frustum, the contact area between the two can be reduced. At the same time, the presence of the extension rod can also extend the heat transfer path, thereby maximizing the reduction of heat transfer between the first tank and the second tank, thereby reducing the evaporation of liquid hydrogen in the second tank.

[0021] 3. The sliding component uses two symmetrically fixed frustums, which can adjust the direction of movement accordingly during the change of flight direction. The conical surfaces of the two frustums in different directions cooperate with the elastically telescopic spherical contact part to realize the squeezing and being squeezed process, thereby driving the extension rod to change direction. Attached Figure Description

[0022] Figure 1 This is a three-dimensional structural diagram of a liquid hydrogen storage tank for a hydrogen-powered aircraft according to the present invention.

[0023] Figure 2 This is a schematic diagram of the main cross-sectional structure of a liquid hydrogen storage tank for a hydrogen-powered aircraft according to the present invention.

[0024] Figure 3 For the present invention Figure 2 A magnified schematic diagram of the structure at point A in the diagram.

[0025] Figure 4 For the present invention Figure 2 Schematic diagram of the cross-sectional structure at point BB.

[0026] Figure 5 For the present invention Figure 2 A magnified schematic diagram of the structure at point C.

[0027] Explanation of reference numerals in the attached figures: 1. First tank body; 2. Second tank body; 31. Support shaft; 32. Support neck tube; 33. Corrugated pipe; 34. Conveying pipe; 401. Cylindrical cavity; 402. Mounting groove; 403. Channel; 41. First connector; 42. Second connector; 43. Extension rod; 44. Sliding member; 45. Elastic telescopic rod; 46. Spherical abutment part; 451. Sliding rod; 452. Connecting plate; 453. Spring; 454. Hemispherical protrusion; 46. Spherical abutment part; 51. First magnet; 52. Second magnet; 61. Support frame; 62. First ball bearing; 63. Guide hole; 64. Limiting keyway; 65. Limiting flat key; 66. Second ball bearing; 67. Honeycomb hole. Detailed Implementation

[0028] The following is combined Figures 1-5 The specific embodiments of the present invention will be described in detail below. In the description of the invention, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0029] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature; in the description of the invention, unless otherwise stated, "a plurality of" means two or more.

[0030] Example 1 like Figures 1-5 As shown, an embodiment of the present invention provides a liquid hydrogen storage tank for a hydrogen-powered aircraft, including a first tank 1 and a second tank 2, the second tank 2 being fitted inside the first tank 1, and a vacuum layer being provided between the first tank 1 and the second tank 2.

[0031] The second tank 2 serves as a liquid hydrogen storage tank. Since the liquid hydrogen storage temperature needs to be maintained at -253℃, the material of the second tank 2 is titanium alloy, which can maintain high toughness in low-temperature environments and avoid hydrogen-induced embrittlement. Titanium alloy has a high solid solubility for hydrogen, and the diffusion activation energy of hydrogen in titanium is high, which effectively inhibits hydrogen embrittlement. At the same time, a dense passivation film can be easily formed on the surface of titanium alloy, which can prevent hydrogen atom penetration. The first tank 1 serves as an external protective tank. The material of the first tank 1 is 316L stainless steel, which takes into account both strength and corrosion resistance. At the same time, the surface of the first tank 1 is plated with nickel-phosphorus alloy to improve the anti-condensation performance in a vacuum environment. The outer wall of the first tank 1 is fixedly connected to the bottom of the aircraft through connecting structures such as clamps, so that it moves with the aircraft.

[0032] To cope with the heat load, the vacuum layer between the first tank 1 and the second tank 2 is used for insulation. The pressure of the vacuum layer is controlled below 0.001 mbar. At the same time, activated carbon adsorbent is placed in the vacuum layer to maintain a long-term high vacuum state.

[0033] To facilitate the suspension of the second tank 2 within the first tank 1, a support shaft 31 is fixed to the outer wall of one end of the second tank 2, and a support neck tube 32 is connected to the other end of the second tank 2. The support shaft 31 and the support neck tube 32 are coaxially arranged. Two sets of sliding guides are arranged inside the first tank 1 and located on both sides of the second tank 2. The two sets of sliding guides are respectively slidably connected to the support shaft 31 and the support neck tube 32. They are used to guide the second tank 2 to slide along the axial direction of the first tank 1 when the aircraft performs acceleration, deceleration, or changes in flight direction during flight. This allows the second tank 2 to slide relative to the first tank 1, preventing the force transmitted by the aircraft through the first tank 1 from being directly transmitted to the second tank 2, which would cause significant shaking of the liquid hydrogen inside the second tank 2.

[0034] Both the support shaft 31 and the support neck tube 32 are made of titanium alloy TC4 and have undergone surface nitriding treatment, reducing the friction coefficient to below 0.1. The end of the support neck tube 32 away from the second tank 2 is connected to one end of the bellows 33, and the other end of the bellows 33 is connected to the conveying pipe 34. The conveying pipe 34 passes through the first tank 1 and is connected to the aircraft power source. The bellows 33 can maintain the connection with the conveying pipe 34 when the second tank 2 and the support neck tube 32 slide, and the bellows 33 can extend the transmission path.

[0035] The sliding buffer section, through its design, can buffer and reduce the force transmitted from the first tank 1 to the second tank 2 when the aircraft performs acceleration, deceleration, or changes in flight direction. Specifically, the sliding buffer section includes a first connector 41, a second connector 42, an extension rod 43, a slider 44, and an elastic abutment assembly. The first connector 41 is fixed to the inner wall of the first tank 1, and the second connector 42 is located on the opposite side of the first connector 41 and fixed to the outer wall of the second tank 2. Both the second connector 42 and the first connector 41 are connecting seats, and the surfaces of the second connector 42 and the first connector 41 facing each other are... A cylindrical cavity 401 is provided, and an extension rod 43 is located between two cylindrical cavities 401. A pair of sliding members 44 are correspondingly arranged in the two cylindrical cavities 401. The sliding member 44 includes two frustums, the small diameter end faces of the two frustums are fixed to each other, and the large diameter end face of one frustum is fixed to the end of the extension rod 43. Two sets of elastic abutment components are correspondingly arranged in the two cylindrical cavities 401. The elastic abutment components include multiple elastic telescopic rods 45 arranged around the circumferential wall of the cylindrical cavity 401. The end of the elastic telescopic rod 45 away from the cylindrical cavity 401 is connected to a spherical abutment part 46, and abuts against the circumferential wall of the frustum through the spherical abutment part 46.

[0036] When the aircraft performs acceleration, deceleration, or changes in flight direction during flight, the presence of two sets of sliding guides causes the second tank 2 to slide horizontally relative to the first tank 1 due to inertia. The sliding buffer between the second tank 2 and the first tank 1 eliminates some of the transmitted force and reduces the sliding amplitude of the second tank 2. Since the second tank 2 and the first tank 1 are directly connected via the first connector 41, the second connector 42, the extension rod 43, the sliding member 44, and the elastic abutment assembly, refer to... Figure 2When the first tank 1 moves horizontally to the right, the second tank 2 moves relatively horizontally to the left. During this process, the position of the first connecting member 41 remains unchanged, while the second connecting member 42 moves to the left first. The elastically extendable spherical abutment portion 46 in the second connecting member 42 presses against the sliding member 44 located at the right end of the extension rod 43. Since the sliding member 44 is composed of two opposing frustums, the multiple elastically extendable spherical abutment portions 46 press against the conical surface of the frustum, forcing the extension rod 43 to move to the left. This causes the sliding member 44 located at the left end of the extension rod 43 to enter the first connecting member. Inside the cylindrical cavity 401 of 41, the conical surface of the frustum in the sliding member 44 presses against the multiple elastically expandable spherical abutment parts 46 on the first connecting member 41, thereby achieving buffering. When the elastic force is balanced, the second tank 2 will move together with the first tank 1. Throughout the process, the contact area between the spherical abutment parts 46 and the conical surface of the frustum is reduced. At the same time, the presence of the extension rod 43 can also extend the heat transfer path, thereby maximizing the reduction of heat transfer between the first tank 1 and the second tank 2, thereby reducing the evaporation of liquid hydrogen in the second tank 2.

[0037] In order to prevent the second tank 2 from moving too much and causing the elastically expandable spherical abutment part 46 to disengage from the slider 44, a sliding limit part is provided between the cylindrical cavity 401 and the slider 44 to limit the horizontal movement of the slider 44.

[0038] Specifically, as an optional implementation of the sliding limiting part, the sliding limiting part in this embodiment includes a first magnet 51 and a second magnet 52. The first magnet 51 is fixed on the large-diameter end face of the frustum, and the second magnet 52 is fixed on the inner wall of the cylindrical cavity 401 and is positioned directly opposite the first magnet 51. The magnetic poles of the second magnet 52 are the same as those of the first magnet 51. Considering that conventional magnets are affected by temperature and may fail magnetically when used in ultra-low temperature environments, the first magnet 51 and the second magnet 52 are made of samarium cobalt magnets with the material model Sm2Co17, which can maintain a certain magnetism in an environment of about -250℃.

[0039] The repulsive force generated by the identical magnetic poles of the first magnet 51 and the second magnet 52 can limit the horizontal movement of the slider 44 in the cylindrical cavity 401, reduce the sliding distance of the second tank 2, and prevent the frustum end face of the slider 44 from contacting the inner wall of the cylindrical cavity 401 for heat transfer, thereby reducing the heat transfer path.

[0040] Specifically, as an optional embodiment of the elastic telescopic rod 45, the elastic telescopic rod 45 in this embodiment includes a sliding rod 451, a connecting plate 452, and multiple springs 453; the sliding rod 451 is arranged radially along the cylindrical cavity 401, and an installation groove 402 is provided on the outer side of the cylindrical cavity 401. The installation groove 402 is connected to the cylindrical cavity 401 through a channel 403. The sliding rod 451 is slidably disposed in the channel 403. One end of the sliding rod 451 is connected to the spherical abutment part 46. The connecting plate 452 is disposed in the installation groove 402, and the connecting plate 452 is vertically fixed to the other end of the sliding rod 451; multiple springs 453 are connected between the end face of the connecting plate 452 facing away from the sliding rod 451 and the groove wall of the installation groove 402. The multiple springs 453 can absorb and buffer the transmission force during the process of the spherical abutment part 46 pressing the sliding member 44 or being pressed by the sliding member 44.

[0041] In order to reduce the heat transfer contact area, a plurality of hemispherical protrusions 454 are evenly distributed and fixed on the circumferential inner wall of the channel 403. The slide rod 451 slides through the interior of the plurality of hemispherical protrusions 454 and abuts against the plurality of hemispherical protrusions 454.

[0042] In other embodiments of the invention, such as Figure 5 As shown, the sliding guide includes a support frame 61 and a plurality of first balls 62. The support frame 61 is vertically mounted and fixed inside the first tank body 1. The support frame 61 has a guide hole 63 for the support shaft 31 or the support neck tube 32 to pass through. A plurality of first hemispherical grooves are evenly distributed around the circumferential inner wall of the guide hole 63. The plurality of first balls 62 are respectively disposed in the plurality of first hemispherical grooves. The plurality of first balls 62 abut against the circumferential side wall of the support shaft 31 or the circumferential outer wall of the support neck tube 32.

[0043] With the above configuration, the first ball bearing 62 can reduce the contact area with the support shaft 31 or the support neck tube 32, thereby reducing the heat transfer area and reducing liquid hydrogen evaporation.

[0044] In other embodiments of the invention, such as Figure 2 and Figure 4As shown, the sliding guide also includes an anti-rotation component, which includes a limiting keyway 64, a limiting flat key 65, and multiple second balls 66. The limiting keyway 64 is opened at the top of the guide hole 63, and the limiting flat key 65 is fixed to the top of the support shaft 31 and slides through the limiting keyway 64. Multiple second hemispherical grooves are provided on both sides of the limiting keyway 64 and on the inner top surface. Multiple second balls 66 are respectively disposed in the multiple second hemispherical grooves, and the multiple second balls 66 abut against the limiting flat key 65. Through the cooperation of the limiting keyway 64 and the limiting flat key 65, the second tank 2 can be prevented from rotating, so that it can only slide horizontally. The presence of the second balls 66 can reduce the contact area, thereby reducing evaporation.

[0045] To improve the heat insulation effect and avoid wear caused by long-term contact, the spherical abutment part 46, the first ball 62 and the second ball 66 are all made of carbon fiber composite material, specifically carbon fiber reinforced polytetrafluoroethylene, which can be used in ultra-low temperature environments and has the advantages of low friction coefficient and high compressive strength. The circumferential wall of the frustum, the circumferential wall of the support shaft 31, the circumferential wall of the support neck tube 32 and the outer wall of the limiting flat key 65 are all provided with heat-insulating and wear-resistant coating. The material of the heat-insulating and wear-resistant coating is ceramic matrix composite material or zirconium oxide. Ceramic itself has a low thermal conductivity, which is much lower than that of metal materials, and has the characteristics of high hardness, high temperature corrosion resistance and thermal shock resistance. The zirconium oxide coating is resistant to high temperature, has high surface hardness, and resists particle erosion. It can reduce the heat transfer generated by friction with the second ball 66 when the second tank 2 is supported by the second ball 66.

[0046] In another embodiment of the present invention, the support frame 61 is I-shaped to improve the support strength performance. The support frame 61 is made of titanium alloy. Multiple sets of holes are symmetrically opened on the plate surface on the upper and lower sides of the guide hole 63. The multiple sets of holes are arranged along the longitudinal direction of the support frame 61. Each set of holes includes multiple honeycomb holes 67 arranged laterally along the support frame 61. The honeycomb holes 67 can reduce the heat transfer area, thereby reducing the heat transferred from the first tank 1 to the support shaft 31 and the support neck tube 32 through the support frame 61.

[0047] Furthermore, such as Figure 4 As shown, the odd-numbered rows of holes are staggered with the even-numbered rows of holes, which allows the heat transfer path to be transferred in a winding manner, further extending the heat transfer path.

[0048] In other embodiments of the invention, such as Figure 1 As shown, there are multiple sets of sliding buffer parts and sliding limiting parts, which are evenly distributed along the circumference of the second tank 2. In specific implementation, at least four sets can be used to improve the buffering effect on the second tank 2.

[0049] The above-disclosed embodiments are merely preferred embodiments of the present invention. However, the embodiments of the present invention are not limited thereto, and any variations that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. A liquid hydrogen storage tank for hydrogen-powered aircraft, characterized in that, include: A first tank and a second tank, the second tank being fitted inside the first tank, a vacuum layer being provided between the first tank and the second tank, a support shaft being fixed to the outer wall of one end of the second tank, and a support neck tube being connected to the other end of the second tank; There are two sets of sliding guide parts, which are disposed in the first tank body and located on both sides of the second tank body. The two sets of sliding guide parts are respectively slidably connected to the support shaft and the support neck tube, and are used to guide the second tank body to slide along the axial direction of the first tank body. A sliding buffer section includes: a first connector fixed to the inner wall of the first tank; a second connector disposed on the opposite side of the first connector and fixed to the outer wall of the second tank, wherein a cylindrical cavity is formed on the face of the second connector and the first connector facing each other; an extension rod located between the two cylindrical cavities; a pair of sliding members disposed correspondingly in the two cylindrical cavities, wherein each sliding member includes two frustums, the small-diameter end faces of the two frustums are fixed to each other, and the large-diameter end face of one frustum is fixed to the end of the extension rod; and two sets of elastic abutment components disposed correspondingly in the two cylindrical cavities, wherein each elastic abutment component includes multiple elastic telescopic rods arranged around the circumferential wall of the cylindrical cavity, wherein the end of each elastic telescopic rod away from the cylindrical cavity is connected to a spherical abutment portion, and abuts against the circumferential wall of the frustum through the spherical abutment portion; A sliding limit part is disposed between the cylindrical cavity and the slider to limit the horizontal movement position of the slider.

2. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 1, characterized in that, The sliding limiting part includes a first magnet and a second magnet. The first magnet is fixed on the large-diameter end face of the frustum, and the second magnet is fixed on the inner wall of the cylindrical cavity and is positioned opposite the first magnet. The magnetic poles of the second magnet are the same as those of the first magnet.

3. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 1, characterized in that, The sliding guide includes a support frame and a plurality of first balls. The support frame is vertically mounted and fixed inside the first tank. The support frame has a guide hole for the support shaft or support neck tube to pass through. A plurality of first hemispherical grooves are evenly distributed around the circumferential inner wall of the guide hole. The plurality of first balls are respectively disposed in the plurality of first hemispherical grooves. The plurality of first balls abut against the circumferential side wall of the support shaft or the circumferential outer wall of the support neck tube.

4. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 3, characterized in that, The sliding guide also includes an anti-rotation component, which includes a limiting keyway, a limiting flat key, and a plurality of second balls. The limiting keyway is opened at the top of the guide hole. The limiting flat key is fixed at the top of the support shaft and slides through the limiting keyway. The limiting keyway has a plurality of second hemispherical grooves on both sides of the groove wall and the inner top surface. The plurality of second balls are respectively disposed in the plurality of second hemispherical grooves and abut against the limiting flat key.

5. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 4, characterized in that, The spherical abutment part, the first ball and the second ball are all made of carbon fiber composite material. The circumferential wall of the frustum, the circumferential wall of the support shaft, the circumferential wall of the support neck tube and the outer wall of the limiting flat key are all provided with heat-insulating and wear-resistant coating.

6. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 5, characterized in that, The heat-insulating and wear-resistant coating is made of ceramic matrix composite material or zirconium oxide.

7. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 3, characterized in that, The support frame is I-shaped, and multiple sets of holes are symmetrically opened on the plate surface on the upper and lower sides of the guide hole. The multiple sets of holes are arranged along the longitudinal direction of the support frame, and each set of holes includes multiple honeycomb holes arranged along the transverse direction of the support frame.

8. The liquid hydrogen storage tank for hydrogen-powered aircraft according to claim 7, characterized in that, Odd-numbered hole groups are alternately arranged with even-numbered hole groups.

9. The liquid hydrogen storage tank for a hydrogen-powered aircraft according to any one of claims 1 to 8, characterized in that, There are multiple sets of sliding buffer parts and sliding limiting parts, which are evenly distributed along the circumference of the second tank.

Images