Air supply and heat dissipation system for hydrogen energy equipment of light sports aircraft

Abstract

The invention provides an air supply and heat dissipation system for hydrogen energy equipment of a light sports aircraft, and relates to the technical field of aviation. The air inlet duct is formed in the front portion of a fuselage and used for introducing flying head-on airflow, the air inlet duct lower variable-diameter air guide opening is formed in the outlet end of the air inlet duct, and the two parallel air inlet duct air pipes are connected with the small end of the air inlet duct lower variable-diameter air guide opening. The in-cabin flow guide unit comprises a rear baffle fixedly installed at the tail of the cabin and a rear air guide opening formed in the rear baffle, and an opening of the rear air guide opening faces equipment in the cabin; the airflow leading-out unit comprises a rear air pipe with one end connected with the small end of the rear air guide opening and a machine body reducing air guide opening connected with the other end of the rear air pipe; by designing a flow dividing type pipeline structure, a control system on the central axis of the fuselage is avoided, and it is guaranteed that an airflow leading-in path is smooth; the variable-diameter air guide opening is matched with the curved surface of the machine body, so that the airflow guide-in efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and in particular to a hydrogen energy supply and cooling system for a light sport aircraft. Background Technology

[0002] With the application and promotion of clean energy technologies in the aviation field, hydrogen fuel cells, as a zero-emission and high-efficiency energy supply solution, have been gradually applied to light sport aircraft. Hydrogen fuel cells need to continuously consume oxygen when working, and also generate a lot of heat. If the oxygen supply is insufficient or the heat dissipation is not timely, it may affect the performance of the battery and even cause safety hazards. Therefore, it is very important to equip the hydrogen energy equipment in the cabin with a dedicated gas supply and heat dissipation system.

[0003] To ensure stability and efficient use of space, the control systems (such as the control stick and transmission mechanism) of light sport aircraft are usually arranged along the central axis of the fuselage. While this arrangement facilitates aircraft control, it also limits the design of airflow channels within the cabin. At the same time, the fuselage design of aircraft often adopts a streamlined curved surface structure, which makes it difficult for traditional straight air supply pipes to fit well with this fuselage structure, easily leading to problems such as airflow blockage or leakage. Existing air supply and heat dissipation solutions cannot simultaneously take into account both structural adaptability and functional effectiveness.

[0004] Currently, the air supply and cooling system in light sport aircraft cabins mainly adopts a single straight duct for inlet and natural exhaust: an air inlet is opened on the side or top of the fuselage, which connects to a single cylindrical straight duct that leads directly to the cabin where the equipment is located. Oxygen is introduced by the airflow (i.e., ram air) that comes into contact with the aircraft during flight. After the oxygen comes into contact with the equipment and dissipates heat, it is directly exhausted through the natural ventilation openings reserved in the cabin. There are no special guiding devices. Although some solutions install simple flange interfaces at both ends of the duct to fix the duct, these solutions do not have a diameter-adapting structure or a diversion structure designed for the control system arranged on the centerline. Therefore, we propose an air supply and cooling system for hydrogen energy equipment in light sport aircraft. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art: 1. The control system and equipment air supply ducts on the centerline of light sport aircraft conflict, causing airflow to be unable to smoothly enter the baggage / cargo compartment; 2. The surface of the fuselage is curved, and traditional straight pipe designs make it difficult to achieve efficient airflow, resulting in insufficient oxygen supply and heat dissipation efficiency; 3. Mismatch between airflow inlet and outlet paths, resulting in the inability of airflow to be quickly discharged after heat dissipation, leading to heat accumulation in the equipment inside the cabin; 4. Poor sealing between pipes and the machine body and air vents leads to airflow leakage, affecting oxygen supply stability and heat dissipation.

[0006] To overcome the above-mentioned shortcomings, the present invention adopts the following technical solution: A hydrogen energy equipment air supply and heat dissipation system for a light sport aircraft is installed on the aircraft fuselage structure and includes: an airflow introduction unit, which includes an air intake duct opened at the front of the fuselage for introducing oncoming airflow during flight, a lower variable diameter air inlet of the air intake duct located at the outlet end of the air intake duct, two parallel air intake ducts connected to the small end of the lower variable diameter air inlet of the air intake duct, and an upper variable diameter air inlet of the air intake duct connected to the upper end of the air intake duct. The two air intake ducts are symmetrically arranged on both sides of the fuselage centerline control system. An in-cabin airflow guiding unit includes a rear baffle fixedly installed at the rear of the cabin and a rear air vent disposed on the rear baffle and with its opening facing the in-cabin equipment. The airflow outlet unit includes a rear air duct connected at one end to the small end of the rear air duct, and a body variable diameter air duct connected at the other end of the rear air duct. The large end of the body variable diameter air duct is attached to the rear curved surface of the fuselage and leads to the outside of the fuselage. The larger end of the variable-diameter air guide on the air inlet duct faces inward, so that the airflow introduced by the airflow introduction unit diffuses into the chamber, flows through the equipment, is gathered by the rear air guide, and is guided out by the airflow outlet unit.

[0007] Furthermore, the lower variable diameter air inlet of the air inlet, the upper variable diameter air inlet of the air inlet, the rear air inlet, and the variable diameter air inlet of the fuselage are all horn-shaped variable diameter structures, with the large end being the adapter end and the small end being the connection end.

[0008] Furthermore, the large end curved surface of the variable diameter air inlet of the air inlet is adapted to and closely fits the curved surface contour of the bottom of the body.

[0009] Furthermore, the large end curved surface of the variable diameter air vent on the fuselage is adapted to and closely fits the curved surface contour of the rear of the fuselage, and its opening faces the rear direction of the aircraft's flight.

[0010] Furthermore, the total cross-sectional area of ​​the two air inlet ducts matches the cross-sectional area of ​​the air inlet duct.

[0011] Furthermore, the rear air vent is fixedly installed on the rear baffle by bolts.

[0012] Furthermore, both the air inlet duct and the rear duct are made of high-strength, lightweight materials.

[0013] Compared with the prior art, the beneficial effects of the present invention are: Enhanced structural adaptability: The dual-duct diversion design effectively avoids the central axis control system, resolving the structural conflict issues of existing technologies and ensuring a smoother airflow path. Higher airflow efficiency: The variable diameter air duct adapts to the curved surface of the body, which not only improves the fit and sealing, but also gathers / diffuses airflow, and the efficiency of air intake and exhaust is significantly better than that of traditional straight ducts; Superior heat dissipation: The complete heat dissipation channel accelerates heat removal, prevents heat buildup inside the chamber, and ensures the operational stability of equipment such as hydrogen fuel cells; Better sealing: The precise fit between the variable diameter air duct and the air duct and body reduces airflow leakage and further improves the effectiveness of oxygen supply and heat dissipation. Attached Figure Description

[0014] Figure 1 A schematic diagram of the overall structure of a hydrogen energy equipment cooling system for a light sport aircraft provided by the present invention; Figure 2 This invention provides a schematic diagram of the overall structure and airflow direction of a hydrogen energy supply and cooling system for a light sport aircraft.

[0015] Legend: 1. Air intake duct; 2. Lower diameter variable air inlet of the air intake duct; 3. Air intake duct duct; 4. Upper diameter variable air inlet of the air intake duct; 5. Rear air inlet; 6. Rear duct; 7. Fuselage diameter variable air inlet; 8. Rear baffle; 9. Aircraft fuselage structure. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0017] To facilitate understanding of the present invention, a more comprehensive description of the invention will be provided below with reference to relevant embodiments. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the present invention will be more thorough and complete.

[0018] It should be noted that when an element is said to be fixed to another element, it can be directly on the other element or there may be an intervening element. When an element is said to be connected to another element, it can be directly connected to the other element or there may be an intervening element. The terms vertical, horizontal, left, right and similar expressions used in this document are for illustrative purposes only.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The terminology used herein includes and / or includes any and all combinations of one or more of the associated listed items.

[0020] Example 1 like Figure 1-2 As shown, this invention provides a technical solution: a hydrogen energy equipment air supply and heat dissipation system for light sport aircraft, installed on the aircraft fuselage structure 9 (the main support structure of the aircraft). This system, through ingenious structural design, achieves efficient air supply and heat dissipation, specifically comprising the following multiple parts and technical solutions for realizing each function: System composition: This air supply and heat dissipation system includes an airflow inlet unit, an in-cabin airflow guide unit, and an airflow outlet unit.

[0021] The airflow introduction unit includes an air intake duct 1 located at the front of the fuselage for introducing the oncoming airflow (the airflow introduction start end is located at a suitable position at the front of the fuselage, facing the direction of the oncoming airflow), an air intake duct lower diameter guide 2 located at the outlet end of the air intake duct 1, two parallel air intake duct ducts 3 connected to the small end of the air intake duct lower diameter guide 2, and an air intake duct upper diameter guide 4 connected to the upper end of the air intake duct duct 3. The two air intake duct ducts 3 are symmetrically arranged on both sides of the fuselage centerline control system. Furthermore, the two parallel air inlet ducts 3 mentioned above can be replaced with three or more parallel ducts. They can be flexibly arranged according to the width of the control system and the cabin space. As long as they can avoid the control system and ensure the total airflow cross-sectional area, the function of diversion and introduction can be achieved. The in-cabin airflow guiding unit includes a rear baffle 8 fixedly installed at the rear of the cabin. The rear baffle 8 is fixed at the rear of the cabin and is used to install the rear air vent 5, while also serving as a cabin sealing and partition function. The rear air vent 5 is set on the rear baffle 8 and its opening faces the equipment inside the cabin. The airflow outlet unit includes a rear air duct 6 connected to the small end of the rear air vent 5 at one end, and a fuselage variable diameter air vent 7 connected to the other end of the rear air duct 6. The large end of the fuselage variable diameter air vent 7 fits against the curved surface of the rear of the fuselage and leads to the outside of the fuselage. Optionally, the rear air duct 6 can be powered by a small electric fan, which can be installed on the rear air duct 6 to enhance the speed of the outgoing airflow through active ventilation. This is especially suitable for scenarios where there is insufficient ram air during low-speed flight of the aircraft, thereby improving heat dissipation stability.

[0022] The larger end of the variable diameter air guide 4 on the air inlet duct faces into the cabin, so that the airflow introduced by the airflow introduction unit is diffused into the cabin, flows through the equipment and is gathered by the rear air guide 5, and is guided out by the airflow outlet unit.

[0023] Based on the above system composition, the technical solutions for realizing each function are as follows: a) A diversion and import scheme to circumvent the control system Structural layout: Before entering the baggage / cargo compartment, the airflow introduced by the air intake duct 1 is divided into two parallel air intake ducts 3 through a bifurcation design; the two ducts are respectively arranged on both sides of the fuselage centerline control system and maintain a safe distance from the control system. This layout can effectively avoid structural interference and ensure that the normal operation of the control system is not affected by the airflow introduction structure.

[0024] Connection method: The lower end of each air inlet duct 3 is connected to the air inlet duct 1 through the lower variable diameter air guide port 2, and the upper end is connected to the baggage compartment / cargo compartment through the upper variable diameter air guide port 4. Both the lower variable diameter air guide port 2 and the upper variable diameter air guide port 4 adopt a horn-shaped structure, with the large end being the adapter end and the small end being the connection end, which is tightly connected to the air inlet duct 3. This tight connection method can ensure no airflow leakage, ensuring that the airflow can be efficiently introduced from the air inlet duct 1 and smoothly enter the air inlet duct 3, and finally enter the cabin.

[0025] b) Airflow design adapted to the curved surface of the fuselage Variable diameter air duct design: The curved end of the variable diameter air duct 2 at the bottom of the air inlet is machined according to the curved contour of the bottom of the fuselage to ensure a complete fit with the aircraft fuselage structure 9 and eliminate gaps; its horn-shaped structure gradually tapers from the large end to the small end. This design can gather the dispersed oncoming airflow and guide it into the air inlet duct 3, improving the airflow introduction speed and flow rate; for example, during aircraft flight, the oncoming airflow is relatively dispersed. Through the gathering effect of the variable diameter air duct 2 at the bottom of the air inlet, more airflow can be concentrated into the air inlet duct 3, improving air supply efficiency.

[0026] Duct layout: The air intake duct 3 is made of high-strength, lightweight material. This material ensures that the duct has sufficient strength to withstand airflow pressure and vibration during aircraft flight, while also reducing the overall weight of the aircraft and improving flight performance. The duct diameter is designed according to the required airflow rate. The total cross-sectional area of ​​the two ducts matches the cross-sectional area of ​​the air intake duct 1 to avoid airflow obstruction at the split point. If the total cross-sectional area of ​​the two ducts is too small, the airflow velocity at the split point will be too fast, resulting in turbulence and pressure loss. If it is too large, the airflow will accumulate in the air intake duct 1, affecting the air supply effect.

[0027] c) Directional heat dissipation enhancement scheme Outlet channel construction: The rear air vent 5 adopts the same horn-shaped structure as the variable diameter air vent 4 on the air inlet duct, with the large end facing the equipment inside the cabin and the small end fixed to the rear baffle 8 by bolts; this design ensures that the airflow can fully cover the equipment and smoothly enter the outlet channel; for example, the equipment inside the cabin will generate heat during operation, and the large end of the rear air vent 5 facing the equipment can enable the cooling airflow to fully contact the surface of the equipment and carry away the heat; one end of the rear air duct 6 is connected to the small end of the rear air vent 5, and the other end is connected to the small end of the variable diameter air vent 7 on the fuselage, forming a closed outlet channel to prevent airflow leakage and ensure that the cooling airflow can be discharged along the predetermined path.

[0028] The design of the variable diameter air duct 7 in the fuselage is as follows: the large end of the variable diameter air duct 7 is fitted to the curved surface of the rear of the fuselage and faces the rear direction of the aircraft during flight. It utilizes the negative pressure effect during flight to accelerate the exhaust of airflow after heat dissipation in the cabin, forming an airflow circulation of ram pressure inlet and negative pressure outlet. When the aircraft is in flight, a negative pressure is generated at the rear of the fuselage. The large end of the variable diameter air duct 7 faces this direction, which enables the airflow after heat dissipation in the cabin to be quickly exhausted under the action of negative pressure. At the same time, the fresh airflow introduced by the air inlet duct 1 continuously replenishes the cabin, forming a good airflow circulation and effectively improving heat dissipation efficiency.

[0029] Example 2 like Figure 1 As shown, this embodiment further supplements the description based on Implementation 1. The lower variable diameter air guide 2 of the air inlet duct, the upper variable diameter air guide 4 of the air inlet duct, the rear air guide 5, and the variable diameter air guide 7 of the fuselage are all horn-shaped variable diameter structures, with the large end being the adapter end and the small end being the connection end. Among them, the shape replacement of the variable diameter air guide: the horn-shaped variable diameter air guide can be replaced with a conical or arc-shaped variable diameter structure. As long as the core design of fitting the large end and connecting the small end to the air duct is maintained, the functions of airflow convergence / diffusion and curved surface adaptation can be realized.

[0030] The large end curved surface of the variable diameter air inlet 2 of the air inlet duct is adapted to and closely fits the curved surface contour of the bottom of the body.

[0031] The large end curved surface of the variable diameter air vent 7 on the fuselage is adapted to and closely fits the curved surface contour of the rear of the fuselage, and its opening faces the rear direction of the aircraft's flight.

[0032] The total cross-sectional area of ​​the two air inlet ducts 3 matches the cross-sectional area of ​​the air inlet duct 1.

[0033] The rear air vent 5 is fixedly installed on the rear baffle 8 by bolts.

[0034] Both the air inlet duct 3 and the rear air duct 6 are made of high-strength, lightweight materials.

[0035] Overall airflow path and working principle of this invention: ① Airflow introduction: When the aircraft is in flight, the oncoming airflow (ram air) precisely enters the air intake duct 1 and is split into two air intake ducts 3 at the end of the air intake duct 1. ② Variable diameter guidance: The airflow converges through the lower variable diameter guide port 2 of the air inlet duct and quickly enters the air inlet duct 3. It is then transported to the cabin along the duct and diffused through the upper variable diameter guide port 4 of the air inlet duct, and evenly introduced into the baggage / cargo hold. ③Oxygen supply and heat dissipation: The introduced airflow provides sufficient oxygen for equipment such as hydrogen fuel cells in the cabin. At the same time, the airflow comes into contact with the surface of the heat-generating equipment, absorbs the heat generated by the equipment, and completes heat exchange. ④ Directional Exhaust: After absorbing heat, the airflow flows towards the rear of the cabin under the action of pressure difference, enters the rear air duct 6 through the rear air guide 5, is guided by the fuselage variable diameter air guide 7, and is quickly discharged outside the fuselage, completing the entire intake-oxygen supply-heat dissipation-exhaust cycle.

[0036] In summary, the hydrogen energy equipment air supply and cooling system for this light sport aircraft utilizes a diversion-type pipe structure to avoid the control system along the fuselage centerline, ensuring a smooth airflow path. It also adapts variable-diameter air vents to the curved surface of the fuselage, improving airflow efficiency. Furthermore, it constructs a complete airflow channel for inlet-outlet cooling, accelerating heat dissipation and enhancing cooling performance. Finally, it optimizes the connection structure between the pipes and air vents, enhancing sealing and reducing airflow leakage.

[0037] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A light sports aircraft hydrogen energy equipment gas supply and heat dissipation system, installed on the aircraft fuselage structure (9), characterized in that, The application relates to an air flow guiding device for a cabin of an airplane, which comprises the following parts: an air flow guiding-in unit, which comprises an air inlet channel (1) arranged at the front part of the fuselage for guiding the air flow in front of the airplane, an air inlet channel lower diameter-reducing air guiding port (2) arranged at the outlet end of the air inlet channel (1), two parallel air inlet channel air pipes (3) connected with the small ends of the air inlet channel lower diameter-reducing air guiding port (2), and an air inlet channel upper diameter-reducing air guiding port (4) connected with the upper ends of the air inlet channel air pipes (3), wherein the two air inlet channel air pipes (3) are symmetrically arranged at the two sides of the central axis control system of the fuselage; an air flow guiding-in unit, which comprises a rear baffle (8) fixedly arranged at the tail part of the cabin and a rear air guiding port (5) arranged on the rear baffle (8) and opening towards the equipment in the cabin; an air flow guiding-out unit, which comprises a rear air pipe (6) with one end connected with the small end of the rear air guiding port (5) and a fuselage diameter-reducing air guiding port (7) connected with the other end of the rear air pipe (6), wherein the large end of the fuselage diameter-reducing air guiding port (7) is attached to the rear curved surface of the fuselage and leads to the outside of the fuselage; the large end of the air inlet channel upper diameter-reducing air guiding port (4) faces the cabin, so that the air flow guided in by the air flow guiding-in unit is diffused and then enters the cabin, flows through the equipment, is gathered by the rear air guiding port (5) and is guided to be discharged by the air flow guiding-out unit. The air inlet channel lower diameter-reducing air guiding port (2), the air inlet channel upper diameter-reducing air guiding port (4), the rear air guiding port (5) and the fuselage diameter-reducing air guiding port (7) are all trumpet-shaped diameter-reducing structures, wherein the large ends are adaptive ends and the small ends are connecting ends.

2. The hydrogen energy source device air supply heat dissipation system for light sport aircrafts of claim 1, wherein: The large end curved surface of the air inlet channel lower diameter-reducing air guiding port (2) is adapted to the profile of the bottom curved surface of the fuselage and is closely attached.

3. The hydrogen energy source device air supply heat dissipation system for light sport aircrafts of claim 2, wherein: The large end curved surface of the fuselage diameter-reducing air guiding port (7) is adapted to the profile of the rear curved surface of the fuselage and is closely attached, and the opening of the fuselage diameter-reducing air guiding port (7) faces the rear side direction of the airplane flight.

4. The hydrogen energy source device air supply heat dissipation system for light sport aircrafts of claim 2, wherein: The total cross-sectional area of the two air inlet channel air pipes (3) matches the cross-sectional area of the air inlet channel (1).

5. The hydrogen energy source device air supply heat dissipation system for light sport aircrafts of claim 1, wherein: The rear air guiding port (5) is fixedly arranged on the rear baffle (8) by bolts.

6. The light sport aircraft hydrogen power plant air supply and heat dissipation system of claim 1, wherein: The air inlet channel air pipes (3) and the rear air pipe (6) are both made of high-strength light-weight materials.

7. The hydrogen energy source device air supply heat dissipation system for light sport aircrafts of any one of claims 1 to 6, wherein: ​

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