ASSEMBLY FOR VENTING A VOLUME OF GAS DIHYDROGEN FROM A DEVICE CONTAINING DIHYDROGEN

Abstract

ASSEMBLY FOR VENTING A VOLUME OF GAS DIHYDROGEN FROM AT LEAST ONE DEVICE CONTAINING DIHYDROGEN The invention relates to an assembly for venting a volume of gaseous dihydrogen comprising: a collection enclosure, containing said volume of gaseous dihydrogen, comprising a purge orifice, two exhaust nozzles each comprising a first end arranged flush with a trailing edge of said aircraft; and for each exhaust nozzle, an evacuation pipe having a first end connected to the purge orifice and a second end connected to a second end of said exhaust nozzle. Thus, it is possible to evacuate the dihydrogen into the open air in a simple and safe manner.The implementation of two exhaust nozzles and two discharge pipes improves aircraft safety by ensuring operation of the assembly even in the event of a nozzle or pipe malfunction. Fig. 2.

Description

Title of the invention: ASSEMBLY FOR VENTING A VOLUME OF GAS DIHYDROGEN FROM A DEVICE CONTAINING DIHYDROGEN Technical field

[0001] The present invention relates to an aircraft comprising a device provided for contain dihydrogen and an assembly for venting a volume of dihydrogen from this device. STATE OF THE PRIOR ART

[0002] In order to reduce the pollution caused by the use of kerosene when operating an aircraft, aircraft are being developed whose engines are powered by dihydrogen, whether to power a fuel cell to generate an electric current which will in turn run the aircraft engine or to directly power the combustion chamber of a heat engine of the aircraft. The dihydrogen is stored in a tank. When the dihydrogen is stored in liquid form, it is necessary to provide a system for regulating the pressure in the tank, in particular to regulate the pressure when the liquid dihydrogen heats up and vaporizes, thus increasing the pressure in the tank. A transport pipeline then ensures the transport of the dihydrogen from the tank to the consumer device, such as for example a fuel cell or the combustion chamber of an engine.The tank, the transport pipeline and the consumer device each constitute here a device designated by the term “device intended to contain dihydrogen” in the remainder of this description. It is understood that other equipment, such as heat exchangers or distribution valves in particular, may also constitute a device intended to contain dihydrogen within the meaning of this description.

[0003] For safety reasons, and in particular in the event of a leak of dihydrogen at one of these devices, it is necessary to provide a specific arrangement aimed at avoiding the creation of an inflammable mixture around the device intended to contain dihydrogen. Statement of the invention

[0004] An object of the present invention is to propose an aircraft comprising an assembly for venting a volume of dihydrogen from a device designed to contain dihydrogen which ensures the evacuation of the dihydrogen to the outside of the aircraft in a simple, controlled and secure manner.

[0005] For this purpose, an aircraft is proposed comprising: - at least one device intended to contain dihydrogen; and - at least one assembly for venting a volume of hydrogen gaseous material from said at least one device, said assembly comprising: - a collection enclosure at least partially surrounding said device and intended to contain said volume of gaseous dihydrogen, said collection enclosure comprising a purge orifice configured to allow said volume of gaseous dihydrogen to pass out of said collection enclosure, - at least a first and a second exhaust nozzle, where a first end of each exhaust nozzle is arranged flush with a trailing edge of said aircraft and opens into the open air; and - for each exhaust nozzle, an evacuation pipe in which said dihydrogen flows and having a first end in fluid communication with said purge orifice and a second end in fluid communication with a second end of said exhaust nozzle.

[0006] In this way, a volume of dihydrogen from the device intended to contain dihydrogen can be discharged into the open air, i.e. outside the aircraft, in a simple, controlled and safe manner. Thus, the risks of overpressure, for example due to a leak of dihydrogen within the device or to a loss of thermal insulation leading to heating and vaporization of the liquid hydrogen, are limited. In addition, the implementation of two exhaust nozzles and two discharge pipes makes it possible to improve the safety of the aircraft, and to ensure operation of the assembly even in the event of a malfunction of one of the exhaust nozzles or one of the discharge pipes.

[0007] Advantageously, said assembly further comprises: - for each discharge pipe, a valve arranged on the discharge pipe between said collection enclosure and said corresponding exhaust nozzle, where each valve is movable alternately between an open position in which the dihydrogen is free to pass through said valve and a closed position in which the dihydrogen is blocked by said valve.

[0008] According to a particular aspect, said valves are of the non-return valve type or of the piloted valve type. When said valves are of the piloted valve type, said assembly further comprises:

[0009] - control means controlling the passage of each valve from its position open to its closed position, and vice versa, and

[0010] - first pressure measuring means in communication with the means of control and arranged to measure the pressure in a pipeline arranged between said collection enclosure and said corresponding exhaust nozzle. Said control means are configured to control the passage of each valve from its closed position to its open position when the pressure measuring means measure a pressure greater than a predetermined value in said pipeline.

[0011] According to another particular aspect, said purge orifice comprises a pressure regulating element within said collection enclosure, said pressure regulating element being movable alternately between an open position in which the dihydrogen is free to pass through said purge orifice and a closed position in which the dihydrogen is blocked by said purge orifice.

[0012] According to another particular aspect, each exhaust nozzle has from its first end, an upward slope between said first end and said second end, said upward slope having an angle α of between 30° and 60° with a horizontal direction.

[0013] According to yet another particular aspect, said first end of each exhaust nozzle comprises, opposite said first end, a deflector.

[0014] According to a particular aspect, said deflector is spaced at least 100 mm from said first end.

[0015] According to a particular aspect, said deflector is inclined at an angle [3 of between 100 and 150° relative to a longitudinal axis of said first end.

[0016] According to another particular aspect, said deflector is flat.

[0017] According to yet another particular aspect, said deflector is concave.

[0018] According to a particular aspect, said exhaust nozzles are arranged flush with a trailing edge of a rear vertical tail of the aircraft.

[0019] According to another particular aspect, said exhaust nozzles are arranged in a staircase, said staircase descending along the trailing edge progressing from the rear to the front of said aircraft.

[0020] According to yet another particular aspect, said exhaust nozzles are arranged in a staircase, said staircase descending along the trailing edge progressing from the front to the rear of said aircraft.

[0021] According to a particular aspect, the aircraft comprises at least one nacelle of a propulsion system, and said exhaust nozzles are arranged flush with a trailing edge of said nacelle. Brief description of the drawings

[0022] The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of an exemplary embodiment and of these variants, said description being made in relation to the attached drawings, among which:

[0023] [Fig.l] is a top view of an aircraft according to the invention;

[0024] [Fig.2] is a perspective view of an empennage of an aircraft implementing a assembly for venting a flow of gaseous dihydrogen from a device designed to contain dihydrogen;

[0025] [Fig.3] is a side view of the tailplane of [Fig.2];

[0026] [Fig.4] is a side view of a variant of the tailplane of [Fig.2];

[0027] [Fig.5] is a side view of an exhaust nozzle of an assembly according to the invention;

[0028] [Fig.6] is a perspective view of the exhaust nozzle of [Fig.5];

[0029] [Fig.7] is a side view of a reactor mast of an aircraft implementing a assembly for venting a flow of gaseous dihydrogen from a device intended to contain dihydrogen; and

[0030] [Fig.8] is a perspective view of the engine mast of [Fig.7].

[0031] DETAILED DESCRIPTION OF AN EXAMPLE OF EMBODIMENT

[0032] [Fig. 1] shows an aircraft 1 which has a fuselage 11 on either side of which a wing 12 is fixed. Under each wing 12 is fixed at least one propulsion system 13.

[0033] By convention, X is called the longitudinal direction of the aircraft 1, Y the transverse direction of the aircraft 1 which is horizontal when the aircraft 1 is on the ground, and Z the vertical direction or vertical height when the aircraft 1 is on the ground, these three directions X, Y and Z being orthogonal to each other.

[0034] On the other hand, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft 1 during operation of the propulsion systems 13, this direction being represented schematically by the arrow F.

[0035] In the embodiment of the invention presented here, each propulsion system 13 takes the form of a turbojet engine whose fuel which is burned in the combustion chamber is dihydrogen.

[0036] In another embodiment relating to Figs. 7 and 8, the propulsion system 13 may take the form of an electric motor comprising a propeller 131 mounted on the motor shaft of the electric motor and a fuel cell which supplies the motor with electricity. The fuel cell is supplied with oxygen and dihydrogen in order to produce electricity.

[0037] The aircraft 1 comprises at least one device 3 intended to contain dihydrogen. For example, the device 3 intended to contain dihydrogen is a dihydrogen tank, a dihydrogen transport pipe, a consumer device such as a fuel cell or the combustion chamber of an engine, a heat exchanger, a valve, etc., or a set of several of these elements.

[0038] The aircraft 1 further comprises at least one assembly 2 for venting a volume of gaseous dihydrogen from such a device 3. More particularly, this assembly 2 is configured to vent a volume of gaseous dihydrogen from the device 3 intended to contain dihydrogen. This venting may be a voluntary discharge to ensure optimal operation of the device 3 intended to contain dihydrogen, or an imposed discharge following a failure (for example a leak) within the device 3 intended to contain dihydrogen.

[0039] To do this, the assembly 2 comprises a collection enclosure 20, 20' which at least partially envelops a device 3 and which is intended to collect and then contain a volume of gaseous dihydrogen coming from this device 3. For example, the collection enclosure 20, 20' may be in the form of a container enveloping a tank, a wall of a tank or a double skin enveloping a dihydrogen transport pipe.

[0040] The collection enclosure 20, 20' comprises a purge orifice 21 which is configured to allow the volume of gaseous dihydrogen to pass out of the collection enclosure 20, 20'. In the examples illustrated, the collection enclosures 20, 20' only comprise a single purge orifice 21 but it is easily understood that it would be possible to provide a plurality of purge orifices 21 for each collection enclosure 20, 20'.

[0041] Preferably, the purge orifice 21 comprises a regulating element (not shown) for regulating the pressure within the collection enclosure 20. For example, the pressure regulating element is in the form of a regulating valve or a rupture disc. These elements are so-called passive elements, in that they do not require an actuator to be moved from the open position, allowing the volume of hydrogen to exit the collection enclosure 20, and a closed position preventing the volume of hydrogen from exiting the collection enclosure 20. The movement from the open position to the closed position is therefore carried out automatically when the pressure level in the collection enclosure 20 reaches a critical / predetermined value.Thus, the regulating element opens automatically (i.e. naturally, or without an actuator) to allow evacuation of the volume of dihydrogen and return to a nominal, or acceptable, pressure in the collection enclosure 20.

[0042] According to another example (not shown), the pressure regulating element may be in the form of a pilot-operated valve whose opening may be controlled independently of the pressure level in the collection enclosure 20, 20'. The controlled opening of this pilot-operated valve could be carried out in certain configurations where it would be desirable to depressurize the collection tank 20, 20'. When the purge orifice 21 is in the form of a pilot-operated valve, the assembly 2 may comprise second pressure measuring means 253 which are in communication communication (wired or wireless) with control means 25 (described in more detail later in this description). These second pressure measuring means 253, in the form of pressure sensors for example, are arranged to measure the pressure in the collection enclosure 20.

[0043] The assembly 2 further comprises at least one first and one second exhaust nozzle 22a, 22b, 22a', 22b'. A first end 221 of each exhaust nozzle 22a, 22b, 22a', 22b' is arranged flush with a trailing edge 120, 140 of the aircraft 1 and therefore opens into the open air, i.e. outside the aircraft 1.

[0044] For each exhaust nozzle 22a, 22b, 22a', 22b', a discharge pipe 23a, 23b, 23a', 23b' in which the volume of gaseous dihydrogen flows, is implemented and has a first end in fluid communication with the purge orifice 21 of the collection enclosure 20, 20' and a second end in fluid communication with a second end 222 of the corresponding exhaust nozzle 22a, 22b, 22a', 22b'. The volume of gaseous dihydrogen can therefore be transported from the collection enclosure 20, 20' to the exhaust nozzles 22a, 22b, 22a', 22b'.

[0045] In this way, the volume of gaseous dihydrogen can be evacuated / discharged from the aircraft 1 so as to avoid the risks of overpressure in the collection enclosure 20, 20' or reduce the quantity of dihydrogen in the collection enclosure 20, 20' in anticipation of a failure of the collection enclosure 20, 20'. In addition, this also makes it possible, in certain particular cases, to limit the risks of creating an inflammable mixture around the devices 3 intended to contain dihydrogen.

[0046] Furthermore, the implementation of two exhaust nozzles 22a, 22b, 22a', 22b' and two evacuation pipes 23a, 23b, 23a', 23b' makes it possible to improve the safety of the aircraft 1, and to ensure operation of the vent assembly 2 even in the event of a malfunction of one of the exhaust nozzles or one of the evacuation pipes.

[0047] More particularly, and as illustrated in [Fig.2], the assembly 2 comprises a first discharge pipe 23a arranged between the purge orifice 21 of a first collection enclosure 20 and the first exhaust nozzle 22a. In the same way, a second discharge pipe 23b is arranged between the purge orifice 21 of the first collection enclosure 20 and the second exhaust nozzle 22b.

[0048] In this example, a first intermediate pipe 23c is implemented between the purge orifice 21 of the first collection enclosure 20 and the first and second discharge pipes 23a, 23b. A connector 23d connects the first intermediate pipe 23c and the first and second discharge pipes 23a, 23b.

[0049] According to a particular aspect of this example, the assembly 2 comprises a second collection enclosure 20'. Similarly to the first collection enclosure 20, the second collection enclosure 20' comprises a purge orifice 21 fluidly connected to a third discharge pipe 23'a arranged between the purge orifice 21 of the second collection enclosure 20' and a third exhaust nozzle 22a' arranged flush with the trailing edge 140 of the aircraft 1. In the same way, a fourth discharge pipe 23b' is arranged between the purge orifice 21 of the second collection enclosure 20' and a fourth exhaust nozzle 22b' arranged flush with the trailing edge 140 of the aircraft 1. Again, a second intermediate pipe 23c' is implemented between the purge orifice 21 and the third and fourth discharge pipes 23a', 23b'.A connector 23d' connects the second intermediate pipe 23c' and the third and fourth discharge pipes 23a', 23b' to distribute the flow of gaseous dihydrogen there.

[0050] In a variant not illustrated, and in order to further improve the safety of such an assembly, it would be possible to directly connect each exhaust nozzle 22 to the corresponding collection enclosure 20, 20'. In other words, the connector 23d connecting the first intermediate pipe 23c and the first and second discharge pipes 23a, 23b would be removed and the first intermediate pipe 23c would be doubled so that the first discharge pipe 23a is connected to a purge orifice 21 of the first collection enclosure 20 by a first intermediate pipe 23c and the second discharge pipe 23b is connected to another purge orifice 21 of the first collection enclosure 20 by another first intermediate pipe 23c. The same could apply to the second intermediate pipe 23c' and the third and fourth discharge pipes 23a', 23b' of [Fig.2].

[0051] Preferably, the assembly 2 further comprises, for each discharge pipe 23a, 23b, 23a', 23b', a valve 24 arranged on the discharge pipe between the collection enclosure 20 and a corresponding exhaust nozzle 22a, 22b, 22a', 22b'. Each valve 24 is movable alternately between an open position in which the dihydrogen is free to pass through the valve 24 and a closed position in which the dihydrogen is blocked by the valve 24.

[0052] According to an example not illustrated, the valve 24 is a non-return valve type valve. A valve of this type is said to be passive, in the sense that the valve 24 moves from the closed position to the open position under a predetermined pressure differential. Such a type of valve 24 makes it possible to maintain the pressure in the assembly 2 at a level higher than the ambient pressure so as to prevent ingestion of outside air into the pipeline, in particular. This thus makes it possible to avoid the formation of a potentially flammable mixture of air and dihydrogen in the pipeline.

[0053] According to another example, illustrated in Figs. 2 to 4, the valves 24 are piloted valves. Thus, the assembly 2 comprises control means 25 which control, independently or in a synchronized manner, the passage of each valve 24 from their open position to their closed position, and vice versa. The control means 25 can be connected wired or wirelessly (as illustrated) to the valves 24.

[0054] Preferably, the valves 24 are controlled in pairs. In other words, the valves 24 associated with the first intermediate pipe 23c are opened and closed in a synchronized manner. The same applies to the valves 24 associated with the second intermediate pipe 23c'.

[0055] Furthermore, the assembly 2 preferably comprises first pressure measuring means 251 which are in communication (wired or wireless) with the control means 25. These first pressure measuring means 251, in the form of pressure sensors for example, are arranged to measure the pressure in the first 23c and second 23c' intermediate pipes. Depending on the pressure measured within the first 23c and second 23c' intermediate pipes, the control means 25 are configured to control the passage of each valve 24 from its closed position to its open position. More particularly, the passage from the closed position to the open position of the valves 24 is controlled by the control means 25 when the pressure measuring means 251 measure a pressure greater than a predetermined value in the collection enclosure 20.Preferably, the valves 24 will then be closed to maintain a pressure in the first 23c and second 23c' intermediate pipes which is higher than the ambient pressure.

[0056] Figs. 3 and 4 illustrate examples of the invention in which the exhaust nozzles 22a, 22b, 22a', 22b' of the vent assembly 2 are arranged flush with a trailing edge 140 of the rear vertical stabilizer 14 of the aircraft 1. More particularly, the exhaust nozzles are here arranged on the rear trailing edge of the rear vertical stabilizer 14. In this way, the gaseous di-hydrogen is evacuated at the rear of the aircraft 1, away from any equipment or constituent element of the aircraft 1. The impacts on the environment of the aircraft (i.e. its own equipment or the installations used when the aircraft is on the ground for example) are thus minimized, in particular in the event of fire or explosion of an inflammable mixture, so as to improve the safety of the aircraft.

[0057] Furthermore, the exhaust nozzles 22a, 22b, 22a', 22b' are preferably oriented in an inclined manner towards the rear and the bottom of the aircraft 1, which makes it possible to avoid the penetration of water or any other object and the associated risk of obstruction of the vent assembly 2, in particular when the aircraft is stationary on the ground. Furthermore, such an orientation of the exhaust nozzles makes it possible to facilitate visual inspection from the ground during the on-foot control phase or by specific devices, such as a maintenance assistance drone.

[0058] According to the embodiment illustrated in [Fig. 3], the exhaust nozzles 22a, 22b, 22a', 22b' are arranged in a staircase. More particularly, the staircase descends along the trailing edge 140 progressing from the rear to the front of the aircraft 1.

[0059] Such an arrangement makes it possible to use the classic shape of a rear vertical stabilizer 14 of an aircraft 1. The dimensions of the vent assembly can easily be adapted to existing rear vertical stabilizers 14.

[0060] According to the embodiment illustrated in [Fig. 4], the exhaust nozzles 22a, 22b, 22a', 22b' are arranged in a staircase. In this example, the staircase descends along the trailing edge 140, this time progressing from the front to the rear of the aircraft 1.

[0061] This particular arrangement of the exhaust nozzles on the rear vertical stabilizer 14 of the aircraft 1 makes it possible to prevent any risk of damage to equipment or constituent elements of the aircraft 1 in the event of a fire starting at an exhaust nozzle. Indeed, since the flames extend generally vertically (if we consider that there is no outside wind and that the evacuation flow rate of the volume of dihydrogen is relatively low), this arrangement makes it possible in particular to limit the risks of the fire spreading to the adjacent exhaust nozzles.

[0062] Figs. 5 and 6 illustrate in detail an example of an exhaust nozzle 22 which can be implemented in the assembly 2 illustrated in Figs. 3 and 4 in particular.

[0063] In this example, the exhaust nozzle 22 has, from its first end 221, i.e. the end located at the outlet of the exhaust nozzle, an upward slope between the first end 221 and the second end 222, i.e. the end located at the inlet of the exhaust nozzle and connected to the discharge pipe 23. Preferably, the upward slope has an angle α of between 30° and 60° with a horizontal direction. In other words, the upward slope of the exhaust nozzle 22 has an angle α of between 30° and 60° relative to the ground, or relative to the horizontal plane XY.

[0064] In this way, the outlet of the exhaust nozzles 22 is oriented inclinedly towards the rear and the bottom of the aircraft 1 to avoid the penetration of water or any other element and thus avoid the associated risk of obstruction of the vent assembly 2, in particular when the aircraft is stationary on the ground. In addition, such an inclination of the outlet of the exhaust nozzles makes it possible to facilitate visual inspection from the ground during the control phase on foot or by specific devices, as described above.

[0065] In this example, the exhaust nozzle 22 comprises a first end 221 located downstream of the exhaust nozzle 22. The first end 221 comprises, in upstream, a first rectilinear portion 225a extended by a second portion 225b which here has a generally conical internal section widening towards the outlet of the exhaust nozzle 22 located downstream. This widening of the section of the second portion 225b makes it possible to limit the risk of obstruction of the exhaust nozzle 22, in particular in the case where ice forms at the outlet of the exhaust nozzle. In addition, such a widening of the section of the second portion 225b also makes it possible to reduce the intensity of the jet evacuating the volume of dihydrogen, which makes it possible to reduce the impact of this evacuation on the deflector 226 described below.

[0066] The first rectilinear portion 225a is extended, upstream, by a second rectilinear portion 224 of the second end 222 of the exhaust nozzle 22. The second rectilinear portion 224 extends generally parallel to the horizontal direction, that is to say parallel to the horizontal plane XY, and is therefore inclined relative to the first rectilinear portion 225a. This second rectilinear portion 224 comprises a connection portion 223 located upstream of the exhaust nozzle 22 and which makes it possible to fluidically connect the exhaust nozzle 22 to an evacuation pipe 23a, 23b, 23a', 23b'.

[0067] According to a particular aspect, the exhaust nozzle 22 comprises a deflector 226 at the first end 221. The deflector 226 is fixed opposite the first end 221, and more particularly opposite the outlet of the exhaust nozzle 22. To do this, support uprights 227 make it possible to fix the deflector 226 to the end 221 of the exhaust nozzle 22.

[0068] The implementation of such a deflector 226 makes it possible to deflect, preferably upwards, the flow of the flow of evacuated dihydrogen in order to limit its impact on the ground. More particularly, when the aircraft is on the ground and static, the deflector 226 makes it possible to limit the impacts (in terms of temperature and pressure in particular) of the evacuation of the volume of dihydrogen on the environment of the aircraft, namely the airport personnel and the equipment and / or installations which may operate around the aircraft.

[0069] Such a deflector 226 is preferably spaced at least 100 mm from the first end 221.

[0070] Thus, sufficient space is provided between the outlet of the exhaust nozzle 22 and the deflector 226 in order to avoid the accumulation of water, ice or snow and therefore the obstruction of the exhaust nozzle 22. This sufficiently large space also makes it possible to prevent any object from becoming blocked between the outlet of the exhaust nozzle 22 and the deflector 226 and from obstructing the exhaust nozzle 22.

[0071] Preferably, the distance between the deflector 226 and the outlet of the exhaust nozzle 22 should not, however, exceed 250 mm in order to ensure a function of optimal deviation of the flow of evacuated dihydrogen.

[0072] More preferably, the deflector 226 is inclined at an angle [3 of between 100 and 150° relative to the longitudinal axis of the first end 221. Such an inclination of the deflector 226 relative to the first end 221 of the exhaust nozzle 22 makes it possible to optimally deflect the flow of dihydrogen which is evacuated by the assembly 2.

[0073] It is also possible to envisage tilting the deflector 226 at an angle of approximately 30° relative to the horizontal plane XY.

[0074] According to a particular aspect not illustrated, the deflector 226 is flat. Preferably, and as illustrated in Figs. 5 and 6 in particular, the deflector 226 is concave, that is to say that it has a curved hollow surface facing the outlet of the exhaust nozzle 22. Thus, the deviation of the flow of dihydrogen upwards is optimized.

[0075] Preferably, the exhaust nozzle 22 is a single-piece assembly so as to limit the risks of unwanted breakage or disassembly. In addition, the exhaust nozzle 22 is preferably made of a material compatible with dihydrogen, with cryogenic temperatures and with the external conditions of use of the exhaust nozzle 22. For example, the exhaust nozzle 22 is made of stainless steel or the equivalent.

[0076] It is however possible to provide that the deflector 226 is removable from the rest of the exhaust nozzle 22. Indeed, the deflector 226 must be able to withstand very high operating temperatures, for example in the case where the mixture ignites as soon as it leaves the exhaust nozzle 22, and therefore before striking the deflector 226. Thus, in the event of damage to the deflector 226, it must be able to be replaced without the need to replace the exhaust nozzle 22 in its entirety. In order to withstand the very high temperatures that the deflector 226 may be exposed to, the deflector 226 may be manufactured from an ultra-refractory ceramic material, for example.

[0077] Figs. 7 and 8 illustrate another example of the invention in which the aircraft 1 comprises at least one nacelle 121 of a propulsion system carried by the wing 12. In this example, the exhaust nozzles 22a, 22b, of the vent assembly 2 are arranged flush with a trailing edge 120 of the nacelle 121 of the aircraft 1. More particularly, the exhaust nozzles are here arranged on the rear trailing edge of the nacelle 121. In this way, the gaseous dihydrogen is evacuated at the rear of the aircraft 1, away from any equipment or constituent element of the aircraft 1. This makes it possible to limit the impacts of the evacuation of the volume of dihydrogen on the environment of the aircraft and to ensure the safety of the aircraft 1.

[0078] The implementation of the exhaust nozzles 22a, 22b on the trailing edge 120 of the nacelle 121 makes it possible to limit the distance between the device 3 and the nozzles. exhaust 22a, 22b. Indeed, this makes it possible to avoid implementing exhaust pipes from the device 3 to the rear empennage of the aircraft. In this way, the implementation of the assembly 2 is facilitated and the mass of the assembly 2 is optimized. In addition, with this optimization of the lengths of the pipes, the risks of leakage, obstruction, or malfunction, particularly within the exhaust pipes, are limited.

[0079] Furthermore, this positioning of the exhaust nozzles 22 at the rear trailing edge of the nacelle 121 makes it possible, as previously, to safely discharge the volume of dihydrogen outside the aircraft. The risks to the structure of the aircraft and to the environment of the aircraft are thus limited.

[0080] In addition, the exhaust nozzles 22a, 22b are preferably oriented in an inclined manner towards the rear and the bottom of the aircraft 1, which makes it possible to avoid the penetration of water or any other object and the associated risk of obstruction of the vent assembly 2, in particular when the aircraft is stationary on the ground. In addition, such an orientation of the exhaust nozzles makes it possible to facilitate visual inspection from the ground during the on-foot inspection phase or by specific devices, such as a maintenance assistance drone.

[0081] In this example, the assembly 2 comprises substantially the same elements as for the examples relating to the preceding figures, namely a collection tank 20 comprising a purge orifice 21 connected to two exhaust nozzles 22a, 22b by a first and a second discharge pipe 23a, 23b. The assembly 2 may also comprise first pressure measuring means 251 and valves 24 which can be controlled by control means 25.

[0082] In this example, the orientation of the exhaust nozzles 22a, 22b, towards the bottom and the rear of the aircraft 1, can be obtained by the implementation of an exhaust nozzle conforming to the exhaust nozzle 22 described in relation to Figs. 5 and 6.

[0083] In a variant illustrated in Figs. 7 and 8, the exhaust nozzles 22a, 22b are generally rectilinear, that is to say that the first 221 and second 222 ends of the exhaust nozzle are aligned, or in other words extend coaxially. The downward orientation of the exhaust nozzles 22a, 22b can then be obtained by a downward arrangement of the discharge pipes 23a, 23b at an angle a preferably between 30° and 60° with a horizontal direction, as described above.

Claims

Claims

1. Aircraft (1) comprising: - a device (3) designed to contain dihydrogen; and - an assembly (2) for venting a volume of gaseous dihydrogen from said device (3), said assembly (2) comprising: - a collection enclosure (20, 20') at least partially surrounding said device (3) and intended to contain said volume of gaseous dihydrogen, said collection enclosure (20, 20') comprising a purge orifice (21) configured to allow said volume of gaseous dihydrogen to pass out of said collection enclosure (20, 20'), - at least a first and a second exhaust nozzle (22, 22a, 22b, 22a', 22b'), where a first end (221) of each exhaust nozzle (22, 22a, 22b, 22a', 22b') is arranged flush with a trailing edge (120, 140) of said aircraft (1) and opens into the open air;and - for each exhaust nozzle (22, 22a, 22b, 22a', 22b'), an evacuation pipe (23a, 23b, 23a', 23b') in which said dihydrogen flows and having a first end in fluid communication with said purge orifice (21) and a second end in fluid communication with a second end (222) of said exhaust nozzle (22, 22a, 22b, 22a', 22b').;

2. Aircraft (1) according to claim 1, characterized in that said assembly (2) further comprises, for each discharge pipe (23a, 23b, 23a', 23b'), a valve (24) arranged on the discharge pipe (23a, 23b, 23a', 23b') between said collection enclosure (20) and said corresponding exhaust nozzle (22, 22a, 22b, 22a', 22b'), where each valve (24) is movable alternately between an open position in which the dihydrogen is free to pass through said valve (24) and a closed position in which the dihydrogen is blocked by said valve (24).

3. Aircraft (1) according to claim 2, characterized in that said valves (24) are of the non-return valve type or of the pilot-operated valve type, and wherein, when said valves are of the pilot-operated valve type, said assembly (2) further comprises: - control means (25) controlling the passage of each valve (24) from its open position to its closed position, and vice versa, and - first pressure measuring means (251) in communication with the control means (25) and arranged to measure the pressure in a pipe (23a, 23b, 23a', 23b', 23c, 23c') arranged between said collection enclosure (20) and said corresponding exhaust nozzle (22, 22a, 22b, 22a', 22b'), and in that said control means (25) are configured to control the passage of each valve (24) from its closed position to its open position when the pressure measuring means (251) measure a pressure greater than a predetermined value in said pipeline (23a, 23b, 23a', 23b', 23c, 23c').

4. Aircraft (1) according to any one of claims 1 to 3, characterized in that said purge orifice (21) comprises a pressure regulating element within said collection enclosure (20), said pressure regulating element being movable alternately between an open position in which the dihydrogen is free to pass through said purge orifice (21) and a closed position in which the dihydrogen is blocked by said purge orifice (21).

5. Aircraft (1) according to any one of claims 1 to 4, characterized in that each exhaust nozzle (22, 22a, 22b, 22a', 22b') has from its first end (221), an upward slope between said first end (221) and said second end (222), said upward slope having an angle (a) of between 30° and 60° with a horizontal direction.

6. Aircraft (1) according to any one of claims 1 to 5, characterized in that said first end (221) of each exhaust nozzle (22, 22a, 22b, 22a', 22b') comprises, opposite said first end (221), a deflector (226).

7. Aircraft (1) according to claim 6, characterized in that said deflector (226) is inclined at an angle (|3) between 100 and 150° relative to a longitudinal axis of said first end (221).

8. Aircraft (1) according to any one of claims 6 to 7, characterized in that said deflector (226) is flat.

9. Aircraft (1) according to any one of claims 6 to 7, characterized in that said deflector (226) is concave.

10. Aircraft (1) according to any one of claims 1 to 9, characterized in that said exhaust nozzles (22, 22a, 22b, 22a', 22b') are arranged flush with a trailing edge (140) of a rear vertical tailplane (14).

11. Aircraft (1) according to claim 10, characterized in that said exhaust nozzles (22, 22a, 22b, 22a', 22b') are arranged in a staircase, said staircase descending along the trailing edge (140) progressing from the rear to the front of said aircraft (1).

12. Aircraft (1) according to claim 10, characterized in that said exhaust nozzles (22, 22a, 22b, 22a', 22b') are arranged in a staircase, said staircase descending along the trailing edge (140) progressing from the front to the rear of said aircraft (1).

13. Aircraft (1) according to any one of claims 1 to 9, characterized in that it comprises at least one nacelle (121) of a propulsion system, and in that said exhaust nozzles (22a, 22b) are arranged flush with a trailing edge (120) of said nacelle (121).

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