ASSEMBLY FOR RELEASING A VOLUME OF GASY DIHYDROGEN FROM A DEVICE CONTAINING DIHYDROGEN TO THE OPEN AIR

Abstract

ASSEMBLY FOR RELEASING A VOLUME OF GAZED DIHYDROGEN FROM AT LEAST ONE DEVICE CONTAINING DIHYDROGEN. The invention relates to an assembly for releasing a volume of gaseous dihydrogen to the atmosphere, comprising: a collection chamber containing said volume of gaseous dihydrogen, having a vent orifice; two exhaust nozzles, each having a first end flush with a trailing edge of said aircraft; and for each exhaust nozzle, a discharge pipe having a first end connected to the vent orifice and a second end connected to a second end of said exhaust nozzle. Thus, it is possible to release the dihydrogen to the atmosphere in a simple and safe manner.The implementation of two exhaust nozzles and two discharge pipes improves aircraft safety by ensuring the system continues to function even if one nozzle or pipe malfunctions. Fig. 2.

Description

Title of the invention: ASSEMBLY FOR RELEASING A VOLUME OF GASY DIHYDROGEN FROM A DEVICE CONTAINING DIHYDROGEN TO THE OPEN AIR technical field

[0001] The present invention relates to an aircraft comprising a device intended to contain dihydrogen and an assembly for releasing a volume of dihydrogen from this device to the open air. PREVIOUS STATE OF THE ART

[0002] In order to reduce pollution caused by the use of kerosene in aircraft operation, aircraft are being developed with engines powered by dihydrogen, either to power a fuel cell to generate an electric current that in turn drives the aircraft engine, or to directly power the combustion chamber of an internal combustion engine. The dihydrogen is stored in a tank. When dihydrogen is stored in liquid form, a pressure regulation system is necessary in the tank, particularly to regulate the pressure when the liquid dihydrogen heats up and vaporizes, thus increasing the pressure in the tank. A transport pipeline then carries the dihydrogen from the tank to the consuming device, such as a fuel cell or the combustion chamber of an engine.The tank, the transport pipeline, and the consuming device each constitute a device designated herein 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, 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 from one of these devices, it is necessary to provide a specific arrangement aimed at preventing the creation of a flammable mixture around the device intended to contain dihydrogen. Description of the invention

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

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

[0006] In this way, a volume of dihydrogen from the device designed to contain dihydrogen can be vented to the atmosphere, i.e., outside the aircraft, in a simple, controlled, and safe manner. This limits the risks of overpressure, for example, due to a dihydrogen leak within the device or a loss of thermal insulation leading to heating and vaporization of the liquid hydrogen. Furthermore, the use of two exhaust nozzles and two discharge pipes improves aircraft safety and ensures continued operation of the system even if one of the exhaust nozzles or discharge pipes malfunctions.

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

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

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

[0010] - of the first means of pressure measurement in communication with the means control devices and arranged to measure the pressure in a pipeline laid between said collection chamber and said corresponding exhaust nozzle. Said control means are configured to command 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 includes a pressure regulating element within said collection chamber, said pressure regulating element being movable alternately between an open position in which dihydrogen is free to pass through said purge orifice and a closed position in which 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 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] between 100 and 150° with respect 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 assembly of the aircraft.

[0019] According to another particular aspect, said exhaust nozzles are arranged in a stepped fashion, said stepped fashion 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 stepped fashion, said stepped fashion 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 features of the invention mentioned above, as well as others, will become clearer upon reading the following description of an exemplary embodiment and its variants, said description being made in relation to the accompanying drawings, among which:

[0023] [Fig.1] is a top view of an aircraft according to the invention;

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

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

[0026] [Fig.4] is a side view of a variant of the tail assembly 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 pylon of an aircraft implementing a together for venting a stream of gaseous dihydrogen from a device designed to contain dihydrogen; and

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

[0031] DETAILED DESCRIPTION OF AN IMPLEMENTATION EXAMPLE

[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 aircraft 1, Y the transverse direction of aircraft 1 which is horizontal when aircraft 1 is on the ground, and Z the vertical direction or vertical height when 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 "forward" and "rear" are to be considered in relation to a direction of advance of the aircraft 1 during the operation of the propulsion systems 13, this direction being schematically represented 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 can take the form of an electric motor comprising a propeller 131 mounted on the motor shaft of the electric motor and a fuel cell that supplies the motor with electricity. The fuel cell is supplied with oxygen and dihydrogen in order to produce electricity.

[0037] The aircraft 1 includes 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 pipeline, a consuming 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 specifically, this assembly 2 is configured to vent a volume of gaseous dihydrogen from the device 3 designed to contain dihydrogen. This venting may be a deliberate discharge to ensure optimal operation of the device 3 designed to contain dihydrogen, or a forced discharge following a failure (for example, a leak) within the device 3 designed to contain dihydrogen.

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

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

[0041] Preferably, the purge orifice 21 includes a pressure regulating element (not shown) within the collection chamber 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 move from the open position, allowing the hydrogen volume to escape from the collection chamber 20, to a closed position preventing the hydrogen volume from escaping from the collection chamber 20. The movement from the open position to the closed position therefore occurs automatically when the pressure level in the collection chamber 20 reaches a critical / predetermined value.Thus, the regulating element opens automatically (i.e. naturally, or without an actuator) to allow the volume of dihydrogen to be evacuated and to restore a nominal, or acceptable, pressure in the collection chamber 20.

[0042] According to another example (not shown), the pressure regulating element may be in the form of a pilot-operated valve whose opening can be controlled independently of the pressure level in the collection vessel 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 vessel 20, 20'. When the vent port 21 is in the form of a pilot-operated valve, the assembly 2 may include secondary pressure measurement means 253 which are in communication (wired or wireless) with control means 25 (described in more detail later in this description). These secondary pressure measurement means 253, in the form of pressure sensors for example, are arranged to measure the pressure in the collection chamber 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 to 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', through which the volume of gaseous dihydrogen flows, is implemented and has a first end in fluidic communication with the purge orifice 21 of the collection chamber 20, 20' and a second end in fluidic 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 chamber 20, 20' to the exhaust nozzles 22a, 22b, 22a', 22b'.

[0045] In this way, the volume of gaseous dihydrogen can be evacuated / rejected from the aircraft 1 so as to avoid the risk of overpressure in the collection chamber 20, 20' or to reduce the quantity of dihydrogen in the collection chamber 20, 20' in anticipation of a failure of the collection chamber 20, 20'. In addition, this also makes it possible, in certain specific cases, to limit the risk of the creation of a flammable mixture around the devices 3 intended to contain dihydrogen.

[0046] Furthermore, the implementation of two exhaust nozzles 22a, 22b, 22a', 22b' and two exhaust pipes 23a, 23b, 23a', 23b' improves the safety of the aircraft 1, and ensures the operation of the venting assembly 2 even in the event of a malfunction of one of the exhaust nozzles or one of the exhaust pipes.

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

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

[0049] According to a particular aspect of this example, assembly 2 comprises a second 20' collection enclosure. Similar to the first collection chamber 20, the second collection chamber 20' includes a purge orifice 21 fluidically connected to a third discharge pipe 23'a disposed between the purge orifice 21 of the second collection chamber 20' and a third exhaust nozzle 22a' disposed flush with the trailing edge 140 of the aircraft 1. Similarly, a fourth discharge pipe 23b' is disposed between the purge orifice 21 of the second collection chamber 20' and a fourth exhaust nozzle 22b' disposed 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' links the second intermediate pipe 23c' and the third and fourth discharge pipes 23a', 23b' to distribute the flow of gaseous dihydrogen.

[0050] In an unillustrated variant, and in order to further improve the safety of such an assembly, it would be possible to connect each exhaust nozzle 22 directly to the corresponding collection chamber 20, 20'. In other words, the connector 23d linking the first intermediate pipe 23c and the first and second discharge pipes 23a, 23b would be eliminated, and the first intermediate pipe 23c would be doubled so that the first discharge pipe 23a is connected to a purge port 21 of the first collection chamber 20 by a first intermediate pipe 23c, and the second discharge pipe 23b is connected to another purge port 21 of the first collection chamber 20 by another first intermediate pipe 23c. The same could apply to the second intermediate pipe 23c' and the third and fourth drainage pipes 23a', 23b' of [Fig.2].

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

[0052] According to an example not shown, valve 24 is a check valve. A valve of this type is said to be passive, in that 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 assembly 2 at a level higher than the ambient pressure so as to prevent the ingestion of outside air into the pipe, in particular. This prevents the formation of a potentially flammable mixture of air and hydrogen in the pipe.

[0053] According to another example, illustrated in Figs. 2 to 4, the valves 24 are pilot-operated valves. Thus, the assembly 2 includes control means 25 which control, independently or synchronously, the transition of each valve 24 from its open position to its closed position, and vice versa. The control means 25 can be connected by wire or wireless means (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 synchronously. The same applies to the valves 24 associated with the second intermediate pipe 23c'.

[0055] Furthermore, the assembly 2 preferably includes 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 in the first 23c and second 23c' intermediate pipes, the control means 25 are configured to control the movement of each valve 24 from its closed position to its open position. More specifically, the movement of the valves 24 from the closed position to the open position is controlled by the control means 25 when the pressure measuring means 251 measure a pressure greater than a predetermined value in the collection chamber 20.Preferably, the valves 24 will then be closed to maintain a pressure in the first 23c and second 23c' intermediate pipes that 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 venting assembly 2 are arranged flush with a trailing edge 140 of the rear vertical tail 14 of the aircraft 1. More particularly, the exhaust nozzles are arranged here on the rear trailing edge of the rear vertical tail 14. In this way, the gaseous dihydrogen is vented to the rear of the aircraft 1, away from any equipment or component of the aircraft 1. The impacts on the aircraft's environment (i.e. its own equipment or facilities used when the aircraft is on the ground, for example) are thus minimized, particularly in the event of a fire or explosion of a flammable mixture, so as to improve the safety of the aircraft.

[0057] Furthermore, the exhaust nozzles 22a, 22b, 22a', 22b' are preferably oriented at an angle towards the rear and the bottom of the aircraft 1, which prevents the ingress of water or any other object and the associated risk of obstruction of the assembly 2. Venting to the open air, particularly when the aircraft is stationary on the ground. Furthermore, this orientation of the exhaust nozzles facilitates visual inspection from the ground during the foot inspection 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 stepped pattern. More specifically, the stepped pattern descends along the trailing edge 140, progressing from the rear to the front of the aircraft 1.

[0059] Such an arrangement allows the use of the classic shape of a rear vertical tail assembly 14 of an aircraft 1. The dimensions of the air-release assembly can easily adapt to existing rear vertical tail assemblies 14.

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

[0061] This particular arrangement of the exhaust nozzles on the rear vertical tail assembly 14 of the aircraft 1 prevents any risk of damage to equipment or components of the aircraft 1 in the event of a fire starting at an exhaust nozzle. Indeed, since the flames generally spread vertically (assuming no external wind and a relatively low flow rate of the hydrogen exhaust), this arrangement helps to limit the risk of the fire spreading to adjacent exhaust nozzles.

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

[0063] In this example, the exhaust nozzle 22 has an upward slope from its first end 221, i.e., the end located at the outlet of the exhaust nozzle, 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° with respect to the ground, or with respect to the horizontal plane XY.

[0064] In this way, the exhaust nozzle outlets 22 are angled towards the rear and bottom of the aircraft 1 to prevent the ingress of water or any other element and thus avoid the associated risk of obstruction of the venting assembly 2, particularly when the aircraft is stationary on the ground. Furthermore, this angle of the exhaust nozzle outlets facilitates visual inspection from the ground during the foot inspection phase or by specific devices, as described previously.

[0065] In this example, the exhaust nozzle 22 comprises a first end 221 located downstream of the exhaust nozzle 22. The first end 221 has, upstream, a first straight portion 225a extended by a second portion 225b which here has a generally conical internal cross-section widening towards the outlet of the exhaust nozzle 22 located downstream. This widening of the cross-section of the second portion 225b helps to limit the risk of obstruction of the exhaust nozzle 22, particularly in the event that ice forms at the outlet of the exhaust nozzle. Furthermore, such a widening of the cross-section of the second portion 225b also reduces the intensity of the jet expelling the volume of dihydrogen, thereby reducing the impact of this evacuation on the deflector 226 described below.

[0066] The first straight section 225a is extended upstream by a second straight section 224 from the second end 222 of the exhaust nozzle 22. The second straight section 224 extends generally parallel to the horizontal direction, i.e., parallel to the horizontal plane XY, and is therefore inclined with respect to the first straight section 225a. This second straight section 224 includes a connecting section 223 located upstream of the exhaust nozzle 22, which allows the exhaust nozzle 22 to be fluidly connected to a discharge pipe 23a, 23b, 23a', 23b'.

[0067] According to a particular aspect, the exhaust nozzle 22 has 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 allow the deflector 226 to be fixed to the end 221 of the exhaust nozzle 22.

[0068] The implementation of such a deflector 226 makes it possible to divert, preferably upwards, the flow of the discharged dihydrogen in order to limit its impact on the ground. More specifically, when the aircraft is on the ground and stationary, the deflector 226 makes it possible to limit the impacts (in terms of temperature and pressure in particular) of the discharge of the volume of dihydrogen on the aircraft's environment, namely airport personnel and the equipment and / or installations that 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 prevent the accumulation of water, ice or snow and therefore the obstruction of the exhaust nozzle 22. This sufficiently large space also prevents any object from becoming lodged between the outlet of the exhaust nozzle 22 and the deflector 226 and 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 an optimal deflection function of the discharged dihydrogen flow.

[0072] Preferably, the deflector 226 is inclined at an angle [3] between 100 and 150° with respect to the longitudinal axis of the first end 221. Such an inclination of the deflector 226 with respect 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 consider tilting the deflector 226 at an angle of approximately 30° relative to the horizontal plane XY.

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

[0075] Preferably, the exhaust nozzle 22 is a single piece to limit the risk of breakage or unwanted disassembly. Furthermore, the exhaust nozzle 22 is preferably made of a material compatible with dihydrogen, cryogenic temperatures, and the external operating conditions of the exhaust nozzle 22. For example, the exhaust nozzle 22 is made of stainless steel or an equivalent material.

[0076] However, it can be provided that the deflector 226 is detachable 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 event that the mixture ignites immediately upon exiting the exhaust nozzle 22, and therefore before striking the deflector 226. Thus, if the deflector 226 is damaged, it must be able to be replaced without having to replace the entire exhaust nozzle 22. In order to withstand the very high temperatures to which the deflector 226 may be subjected, the deflector 226 can be made of 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 venting assembly 2 are arranged flush with a trailing edge 120 of the nacelle 121 of the aircraft 1. More particularly, the exhaust nozzles are arranged here on the rear trailing edge of the nacelle 121. In this way, the gaseous dihydrogen is vented to the rear of the aircraft 1, away from any equipment or component of the aircraft 1. This makes it possible to limit the impact of venting the volume of dihydrogen on the aircraft's environment and to ensure the safety of the aircraft 1.

[0078] The placement of the exhaust nozzles 22a, 22b on the trailing edge 120 of the nacelle 121 reduces the distance between the device 3 and the exhaust nozzles 22a, 22b. This eliminates the need for exhaust pipes from the device 3 to the aircraft's tail assembly. Consequently, the installation of assembly 2 is simplified and its mass is optimized. Furthermore, this optimization of pipe lengths reduces the risk of leaks, blockages, or malfunctions, particularly within the exhaust systems.

[0079] Furthermore, this positioning of the exhaust nozzles 22 at the rear trailing edge of the nacelle 121 allows, as before, for the safe release of the hydrogen volume outside the aircraft. The risks to the aircraft structure and the aircraft environment are thus limited.

[0080] Furthermore, the exhaust nozzles 22a, 22b are preferably angled towards the rear and downwards of the aircraft 1, which prevents the ingress of water or any other object and the associated risk of obstruction of the venting assembly 2, particularly when the aircraft is stationary on the ground. In addition, this orientation of the exhaust nozzles facilitates visual inspection from the ground during the ground inspection phase or by specific devices, such as a maintenance assistance drone.

[0081] In this example, assembly 2 comprises substantially the same elements as in the examples relating to the preceding figures, namely a collection tank 20 having a purge orifice 21 connected to two exhaust nozzles 22a, 22b by a first and a second discharge pipe 23a, 23b. Assembly 2 may also include 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, downwards and towards the rear of the aircraft 1, can be obtained by implementing 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 straight, i.e., 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 α, preferably between 30° and 60° with a horizontal direction, as described above.

Claims

Demands

1. Aircraft (1) comprising: - a device (3) designed to contain dihydrogen; and - an assembly (2) for venting to the open air a volume of gaseous dihydrogen from said device (3), said assembly (2) comprising: - a collection enclosure (20, 20') at least partially enveloping said device (3) and intended to contain said volume of gaseous dihydrogen, said collection enclosure (20, 20') having 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'), wherein 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 to the open air;and - for each exhaust nozzle (22, 22a, 22b, 22a', 22b'), a discharge pipe (23a, 23b, 23a', 23b') in which said dihydrogen flows and having a first end in fluidic communication with said purge orifice (21) and a second end in fluidic communication with a second end (222) of said exhaust nozzle (22, 22a, 22b, 22a', 22b'), characterized in that said exhaust nozzles (22, 22a, 22b, 22a', 22b') are arranged flush with a trailing edge (140) of a rear vertical tail assembly (14) and in that said exhaust nozzles (22, 22a, 22b, 22a', 22b') are arranged in a stepped fashion, said steps descending along the trailing edge (140) progressing: - from the rear to the front of said aircraft (1), or - from the front to the rear of said aircraft (1).;

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

3. Aircraft (1) according to claim 2, characterized in that said valves (24) are of the check valve type or of the pilot valve type, and wherein, when said valves are of the pilot 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') disposed between said collection chamber (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 chamber (20), said pressure regulating element being movable alternately between an open position in which dihydrogen is free to pass through said purge orifice (21) and a closed position in which 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 rising slope having an angle (a) 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° with respect 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.

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