Cryogenic tank mounted on the upper fuselage
The described system addresses the challenges of integrating cryogenic liquid hydrogen tanks on aircraft by using a tank support system and fairing to ensure structural isolation and safety, maintaining flight dynamics and aerodynamics.
Patent Information
- Application Number
- JP2025095312
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-06-19
- Filing Date
- 2025-06-09
- Publication Date
- 2026-01-06
AI Technical Summary
Integrating large cryogenic liquid hydrogen tanks into aircraft poses challenges in terms of placement, packaging thermal management systems, and ensuring flight dynamics and structural integrity without adding significant weight or affecting aerodynamics.
A system comprising a tank support system connected to the fuselage, encased by a fairing, which structurally isolates cryogenic tanks and allows for axial expansion, while using a rotor rupture keepout zone and venting system to protect against engine debris and pressure fluctuations.
The system effectively mounts cryogenic tanks on aircraft without compromising flight dynamics or structural integrity, reducing weight impact and enhancing aerodynamics, while providing safety against engine rotor bursts and pressure anomalies.
Smart Images
Figure 2026000877000001_ABST
Abstract
Description
[Technical Field]
[0001] CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 659,039, filed June 12, 2024, entitled "Cryogenic Tank Support System," which is incorporated herein by reference in its entirety.
[0002] This application is related to the following United States patent application: U.S. Patent Application No. 18 / 747,556, Attorney Docket No. 23-1949-US-NP, having the same filing date as this application and entitled "Cryogenic Tank Support System," which is incorporated herein by reference in its entirety.
[0003]
[0003] This disclosure relates generally to aircraft. In particular, this disclosure relates to aircraft that use propulsion systems powered using cleaner emitting fuel alternatives, such as hydrogen, stored in fuel tanks installed on the aircraft. [Background technology]
[0004]
[0004] As the price of conventional jet fuel or carbon taxes increase, combined with climate change, the incentive to use alternative fuels to power large commercial aircraft will grow over time.
[0005]
[0005] One such alternative fuel is hydrogen. Hydrogen is an essentially inexhaustible resource because the most common source of hydrogen is water. As a fuel source, hydrogen is stored in a liquid state. Liquid hydrogen fuel must be stored at cryogenic temperatures. Large on-board cryogenic tanks are required for each aircraft to provide enough fuel for normal aircraft function.
[0006]
[0006] Fuel tank packaging, the addition of a dedicated hydrogen system to an aircraft, and the impact of various safety considerations on the aircraft provide unique challenges when incorporating the use of alternative fuels stored in cryogenic fuel tanks.
[0007]
[0007] These challenges include the storage and use of cryogenic liquid hydrogen and methods and locations for mounting cryogenic tanks on aircraft without upsetting the aircraft's flight dynamics and without compromising the aircraft's structural integrity.
[0008]
[0008] It would therefore be desirable to have a method and apparatus that takes into account at least some of the problems discussed above, as well as other possible problems. Summary of the Invention
[0009]
[0009] An exemplary embodiment of the present disclosure provides a system for mounting cryogenic tanks to an aircraft. The system includes a tank support system, a set of cryogenic tanks, and a fairing. The tank support system is connected to a fuselage of the aircraft. The set of cryogenic tanks is connected to the tank support system. The fairing is connected to an outer skin of the fuselage. The fairing also encases the tank support system and the set of cryogenic tanks.
[0010]
[0010] Another exemplary embodiment of the present disclosure provides a liquid hydrogen aircraft having externally mounted cryogenic tanks. The aircraft includes a set of cryogenic tanks and a fairing. The fairing encases the set of cryogenic tanks. The fairing is also connected to a fuselage.
[0011] A further exemplary embodiment of the present disclosure provides a method for installing cryogenic tanks on an aircraft. A tank support system is connected to a crown region of a fuselage of the aircraft. A set of cryogenic tanks is connected to the tank support system. A fairing is also connected to the fuselage. The fairing encases the tank support system and the set of cryogenic tanks.
[0012]
[0012] These features and functions may be realized individually in various embodiments of the present disclosure or may be combined in further embodiments, further details of which can be understood by reference to the following description and drawings.
[0013]
[0013] The novel features believed characteristic of the illustrative embodiments are set forth in the appended claims. However, the illustrative embodiments, as well as their preferred modes of use, further objects and features thereof, will best be understood by reading the following detailed description of illustrative embodiments of the present disclosure when read in conjunction with the accompanying drawings. [Brief explanation of the drawings]
[0014] [Figure 1]
[0014] FIG. 1 is a block diagram of a platform according to an exemplary embodiment. [Figure 2]
[0015] 1 is an illustration of an aircraft having a cryogenic tank in accordance with an illustrative embodiment; [Figure 3]
[0016] FIG. 1 is an illustration of a set of cryogenic tanks and a cryogenic tank support system in accordance with an illustrative embodiment; [Figure 4]
[0017] 1 is an illustration of an aircraft having a cryogenic tank in accordance with an illustrative embodiment; [Figure 5]
[0018] 1 is an illustration of an aircraft having a cryogenic tank in accordance with an illustrative embodiment; [Figure 6]
[0019] 1 is an illustration of an aircraft having a cryogenic tank in accordance with an illustrative embodiment; [Figure 7]
[0020] FIG. 1 is a perspective view of a fairing according to an exemplary embodiment. [Figure 8]
[0021] 1 is a side elevational view of a fairing according to an exemplary embodiment. [Figure 9]
[0022] FIG. 1 is a top view of a fairing in accordance with an exemplary embodiment. [Figure 10]
[0023] 1 is a bottom view of a fairing according to an exemplary embodiment. [Figure 11]
[0024] FIG. 1 is a perspective view of a fairing according to an exemplary embodiment. [Figure 12]
[0025] 1 is a side elevational view of a fairing according to an exemplary embodiment. [Figure 13]
[0026] FIG. 1 is a top view of a fairing in accordance with an exemplary embodiment. [Figure 14]
[0027] 1 is a bottom view of a fairing according to an exemplary embodiment. [Figure 15]
[0028] 1 is an illustration of a flowchart of a process for installing a cryogenic tank on an aircraft in accordance with an illustrative embodiment; [Figure 16]
[0029] FIG. 1 is an illustration of an aircraft manufacturing and service method in accordance with an illustrative embodiment. [Figure 17]
[0030] FIG. 1 is a block diagram of an aircraft in which an illustrative embodiment may be implemented; DETAILED DESCRIPTION OF THE INVENTION
[0015]
[0031] The illustrative embodiments recognize and take into account several different challenges associated with aircraft operating using alternative fuel sources, such as liquid hydrogen fuel. The challenges recognized by various illustrative embodiments are described herein.
[0016]
[0032] The illustrative embodiments recognize and take into account that integrating a liquid hydrogen (LH2) system into a passenger aircraft, such as a large commercial airliner, can be challenging. For example, there are design challenges in determining where to safely place a large liquid hydrogen tank and how to package the thermal management and fuel tank systems, both of which have large volume requirements.
[0017]
[0033] These illustrative examples describe the placement of fuel tanks relative to the fuselage and how they are attached to the fuselage. The liquid hydrogen tanks are located on the fuselage and covered within an aerodynamic fairing. The illustrative embodiments also recognize and take into account that this placement conserves wetted area by sharing a boundary with the fuselage skin and prevents hydrogen entrainment by keeping the hydrogen outside the fuselage compartment.
[0018]
[0034] Illustrative embodiments recognize and take into account that this type of configuration prevents the additional weight of the tank and the liquid hydrogen therein from affecting the flight dynamics of the aircraft and may integrate the tank in a safe manner while structurally isolating the tank from the aircraft structure. The upper fuselage mounting arrangement of the cryogenic tank also protects the tank from a hard landing. In one illustrative example, four cryogenic tanks are used to add redundancy and minimize slosh.
[0019]
[0035] The illustrative embodiments recognize and take into account that a keepout zone is provided between pairs of liquid hydrogen tanks to protect against rotor blowout events on wing-mounted engine aircraft, the keepout zone being aligned with the aircraft's engines.
[0020]
[0036] Referring now to the figures, and in particular to Figure 1, a block diagram of a platform is depicted in accordance with an illustrative embodiment. In this illustrative embodiment, platform 100 includes aircraft 102.
[0021]
[0037] 1 is not meant to suggest physical or architectural limitations to the manner in which an illustrative embodiment may be implemented. For example, aircraft 102 may be a civilian aircraft, but aircraft 102 may also be a military aircraft, a rotorcraft, a helicopter, an unmanned aerial vehicle, or any other suitable aircraft.
[0022]
[0038] Although exemplary embodiments are described with respect to an aircraft, an exemplary embodiment may also be applied to other types of platforms. The platform may be, for example, a mobile platform, a fixed platform, a land structure, a water structure, or a space structure. More specifically, the platform may be an aircraft, a surface ship, a tank, a personnel carrier, a train, a spacecraft, a space station, a satellite, a submarine, an automobile, a power plant, a bridge, a dam, a house, a manufacturing facility, a building, a tool, a mechanical structure, or some other suitable platform or structure where a cryogenic tank is desired.
[0023]
[0039] In this illustrative example, platform 100 takes the form of aircraft 102. In this illustrative example, when platform 100 takes the form of aircraft 102, aircraft 102 includes fuselage 106, tank support system 108, cryogenic tank 110, and fairing 104. Aircraft 102 also includes wings 112 and engines 114.
[0024]
[0040] The tank support system 108 connects the cryogenic tank 110 to the fuselage 106 of the aircraft 102. When the tank support system 108 is used to connect the cryogenic tank 110 to the fuselage 106 of the aircraft 102, the cryogenic tank 110 is structurally isolated from the aircraft 102. In other words, the connection of the cryogenic tank 110 to the aircraft 102 does not structurally affect the fuselage 106. The tank support system 108 supports radial and axial loads on the cryogenic tank 110 at one end of the cryogenic tank 110, while at the other opposite end of the cryogenic tank 110, it supports only radial loads on the cryogenic tank 110 and allows for axial expansion / contraction of the cryogenic tank 110 relative to the aircraft 102. As a result, adding the tank support system 108 to connect the cryogenic tank 110 to the aircraft 102 significantly reduces the structural stiffness and flexure of the aircraft 102. Any forces acting on the aircraft resulting from the aircraft's intended use are isolated from the cryogenic tanks, and any forces acting on the cryogenic tanks are isolated from the aircraft. A fairing 104 is connected to the fuselage 106. The fairing 104 encases the tank support system 108 and the cryogenic tanks 110 for aerodynamic purposes to keep the complex shape out of the airflow and reduce the wetted area of the aircraft 102 in use.
[0025]
[0041] The fairing 104 is connected to the skin 116 of the fuselage 106. The fairing 104 shares a boundary 118 with the skin 116 of the fuselage 106. The fairing 104 may also include a protective layer 120. The protective layer 120 helps prevent any kind of puncture or rupture of the fairing 104. The protective layer 120 may be, for example, a mesh or may be constructed of Kevlar® or aluminum. The protective layer 120 should add strength to the fairing 104 without adding significant weight. The protective layer 120 may take the form of additional thickness in the forward section of the fairing 104 to protect against bird strikes. The protective layer 120 may take the form of additional shielding forward and aft of the rotor rupture keep-out zone to prevent small debris from puncturing the fairing. The protective layer 120 may take the form of a metal mesh along the top of the fairing. It helps protect the tank from the electromagnetic effects of lightning strikes. There is an offset between the mesh and the tank, which protects the tank from thermal effects.
[0026]
[0042] As used herein, a first component being "connected" or "coupled" or "associated" with a second component means that the first component can be directly or indirectly connected to the second component. A connection is a physical association. In other words, there may be additional components between the first component and the second component. When there are one or more additional components between the two components, the first component is considered to be indirectly connected to the second component. When a first component is directly connected to a second component, there are no additional components between the two components.
[0027]
[0043] For example, a first component may be considered to be physically connected to a second component by at least one of being fixed to the second component, glued to the second component, attached to the second component, welded to the second component, fastened to the second component, or connected to the second component in some other suitable manner. The first component may also be connected to the second component using a third component. The first component may also be physically connected to the second component by being formed as part of the second component, as an extension of the second component, or both.
[0028]
[0044] In this illustrative example, fuselage 106 includes crown region 122, skin 116, and tail section 124. Skin 116 represents the outer layer of all structural members forming fuselage 106. Fuselage 106 includes crown region 122 disposed on an upper portion of fuselage 106. Tail section 124, or empennage, is an arrangement of stabilizing surfaces at the tail of aircraft 102. Aircraft 102 also includes wings 112 and engines 114. Depending on the aircraft, engines 114 may be disposed on wings 112 or tail section 124.
[0029]
[0045] The tail section 124 includes a tail 126. The tail 126 is a vertical stabilizing surface. The tail 126 includes a vent 128. The vent 128 may be located at the top of the tail 126, but may also be located at another convenient protruding location on the aircraft, such as the tip of the horizontal stabilizer. The vent 128 is connected to the cryogenic tank 110 through piping 130. The vent 128 operates to relieve excess tank pressure in the event of any abnormal high pressure within the tank that poses a risk to the tank's integrity. The use of the vent is a fail-safe in the event of an abnormal situation that should not occur during normal operation of the aircraft or the conversion of LH2 to gaseous hydrogen (GH2) to power the engines.
[0030]
[0046] The tank support system 108 is connected to the fuselage 106 at the crown region 122. The tank support system 108 is connected to the cryogenic tank 110. The tank support system 108 structurally isolates the cryogenic tank 110 from the fuselage 106.
[0031]
[0047] The size and capacity of the cryogenic tank 110 may be designed for the intended purpose of the aircraft 102. The cryogenic tank 110 may be more than one cryogenic tank, for example, a set of cryogenic tanks 132 may be required. The tank support system 108 may be configured to accommodate any number of cryogenic tanks and is not limited to a single cryogenic tank.
[0032]
[0048] As used herein, the term "set" when used in reference to a plurality of items means one or more items. For example, a "set of cryogenic tanks" is one or more cryogenic tanks.
[0033]
[0049] As used herein, the phrase "at least one of" used in conjunction with enumerated items means that various combinations of one or more of the enumerated items may be used, and that only one of each enumerated item may be required. In other words, "at least one of" means that any combination of items and any number of items from the list may be used, and not all of the enumerated items may be required. An item may be a specific object, article, or category.
[0034]
[0050] For example, without limitation, "at least one of item A, item B, and item C" may include item A, item A and item B, or item B. This example may also include item A, item B, and item C, or item B and item C. Of course, any combination of these items may be present. In some illustrative examples, "at least one of" may be, by way of example and not limitation, "two items A, one item B, and ten items C," "four items B, and seven items C," or other suitable combinations.
[0035]
[0051] Cryogenic tank set 132 includes at least first set of cryogenic tanks 140 and second set of cryogenic tanks 150. The Federal Aviation Administration (FAA) requires design precautions to minimize hazards to the airplane in the event of an engine rotor rupture. As a result, cryogenic tank set 132 includes rotor rupture keepout zone 142. In one exemplary embodiment, rotor rupture keepout zone 142 may exist between first set of cryogenic tanks 140 and second set of cryogenic tanks 150. Rotor rupture keepout zone 142 creates an open space along crown region 122 of aircraft 102 between first set of cryogenic tanks 140 and second set of cryogenic tanks 150. When engine 114 is mounted on wing 112, rotor burst keepout zone 142 exists between first set of cryogenic tanks 140 and second set of cryogenic tanks 150 to protect first set of cryogenic tanks 140 and second set of cryogenic tanks 150 from flying debris from engine 114 in the event of a rotor burst event.
[0036]
[0052] The rotor rupture keepout zone 142 has a length 144. The length 144 is the space between the first set of cryogenic tanks 140 and the second set of cryogenic tanks 150. The FAA defines the length 144 by practice established in FAA Advisory Circular AC 20-128A for a given engine configuration installed in a given configuration. The length 144 of the rotor rupture keepout zone 142 is defined by the estimated angle of rotor debris that will be ejected from a given location during a rotor rupture event.
[0037]
[0053] This configuration ensures that rotor burst keepout zone 142 is appropriately sized to provide sufficient protection from large and medium sized debris to first set of cryogenic tanks 140 and second set of cryogenic tanks 150 in the event of a rotor burst.
[0038]
[0054] Cryogenic tank 110 is a double-walled, insulated tank for storing liquid hydrogen at cryogenic temperatures. Cryogenic tank 110 may be a set of cryogenic tanks 132. Cryogenic tank 110 includes an inner wall separated from an outer wall by a vacuum insulation layer. Cryogenic tank 110 is generally cylindrical in shape.
[0039]
[0055] The tank support system 108 supports the cryogenic tank 110 and connects the cryogenic tank 110 to a crown region 122 of the fuselage 106 of the aircraft 102. The tank support system 108 structurally isolates the cryogenic tank 110 from the fuselage 106 of the aircraft 102. The tank support system 108 supports radial and axial loads on the cryogenic tank 110 at one end of the cryogenic tank 110, while supporting only radial loads on the cryogenic tank 110 at the opposite end of the cryogenic tank 110, allowing for axial expansion / contraction of the cryogenic tank 110 relative to the aircraft 102. Because the tank support system 108 allows for axial expansion / contraction of the cryogenic tank relative to the fuselage, forces acting on the aircraft are isolated from the cryogenic tank, and forces acting on the cryogenic tank are isolated from the aircraft.
[0040]
[0056] Referring now to Figure 2, a diagram of an aircraft having cryogenic tanks connected to a crown region of a fuselage using a tank support system is shown, according to an exemplary embodiment. In this and the following exemplary embodiments, the same reference numbers may be used in multiple figures. Such repeated reference numbers in different figures represent the same elements in such different figures. The components shown in Figure 2 are examples of physical implementations of the aircraft 102, fairing 104, fuselage 106, tank support system 108, and set of cryogenic tanks 132 shown in block form in Figure 1.
[0041]
[0057] As shown, aircraft 200 includes a fuselage 202. Aircraft 200 has wings 204 and 206 connected to fuselage 202. Aircraft 200 includes engines 208 connected to wings 204. Another engine (not shown) is connected to wings 206. Fuselage 202 has a tail section 210. Horizontal stabilizer 212, horizontal stabilizer 214, and vertical stabilizer (tail) 216 are connected to tail section 210 of fuselage 202. Each tank in set of cryogenic tanks 220 is connected to crown region 222 of fuselage 202 using tank support system 224. Tank support system 224 structurally isolates set of cryogenic tanks 220 from fuselage 202 of aircraft 200. Fairing 226 is connected to fuselage 202. Fairing 226 shares boundary 228 with the skin of fuselage 202. A fairing 226 encases the tank support system 224 and the set of cryogenic tanks 220 to improve aerodynamics and reduce wetted area. Piping 230 connects the set of cryogenic tanks 220 to vents 232. The tail 216 has a larger volume than the vertical stabilizer of an aircraft that does not have a set of cryogenic tanks connected to the crown region of the fuselage. The increased volume of the tail 216 is necessary due to the interference of airflow from the fairing 226.
[0042]
[0058] Referring now to Figure 3, a diagram of a set of cryogenic tanks connected to a tank support system is shown, according to an illustrative embodiment. The components shown in Figures 3-4 are examples of physical implementations of tank support system 108 and cryogenic tank 110 shown in block form in Figure 1. Tank support system 302 connects a first set of cryogenic tanks 301, including cryogenic tank 304 and cryogenic tank 306, to aircraft 308. Tank support system 312 connects a second set of cryogenic tanks 303, including cryogenic tank 314 and cryogenic tank 316, to aircraft 308.
[0043]
[0059] The tank support system 302 includes a first support collar 322 and a first support collar 323. The first support collar 322 and the first support collar 323 are each connected to a first saddle bracket 324. A strut 318 is connected to the first saddle bracket 324 and to the aircraft 308. The tank support system 302 includes a second support collar 326 and a second support collar 327. The second support collar 326 and the second support collar 327 are each connected to a second saddle bracket 328.
[0044]
[0060] Tank support system 302 supports radial load 330 and axial load 332 of cryogenic tank 304 and cryogenic tank 306 at end 350 of tank support system 302. Tank support system 302 supports only radial load 330 of cryogenic tank 304 and cryogenic tank 306 at end 352 of tank support system 302, while allowing axial expansion / contraction 334 of cryogenic tank 304 and cryogenic tank 306 relative to aircraft 308 at end 352 of tank support system 302. Because tank support system 302 allows axial expansion / contraction of the cryogenic tanks relative to the fuselage, forces acting on the aircraft are decoupled from the cryogenic tanks, and forces acting on the cryogenic tanks are decoupled from the aircraft.
[0045]
[0061] Tank support system 312 has the exact same setup as tank support system 302, but in a mirror image orientation. As a result, further description of tank support system 312 will not be provided.
[0046]
[0062] A rotor burst keepout zone 354 exists between the first set of cryogenic tanks 301 and the second set of cryogenic tanks 303 .
[0047]
[0063] Each of the cryogenic tanks 304, 306, 314, and 316 is a double-walled, vacuum-insulated cryogenic tank. Each tank is comprised of an outer wall spaced apart from an inner wall by a vacuum insulation layer. Each cryogenic tank is comprised of three sections; for example, cryogenic tank 304 includes an end dome 340 connected to a cylindrical body 342 connected to a nose dome 344. End dome 340 is connected to cylindrical body 342, for example, by a first support collar 322. Cylindrical body 342 is connected to nose dome 344, for example, by a second support collar 326.
[0048]
[0064] The inner ring of the support collar is connected to the inner wall of the cryogenic tank. The inner ring is either welded or co-bonded directly to the inner wall of the cryogenic tank to avoid tank penetration with standard mechanical fasteners. The outer ring of the support collar is connected to the outer wall of the cryogenic tank. As a result, rather than the tank support system alone connecting the cryogenic tank to the aircraft fuselage, in this embodiment, first support collar 322 and second support collar 326 support the inner wall of the cryogenic tank 304 within the outer wall of the cryogenic tank 304. In other words, the support collars keep the outer wall of the cryogenic tank spaced apart from the inner wall of the cryogenic tank. As a result, the vacuum insulation layer between the inner and outer walls remains intact, providing the cryogenic insulation layer.
[0049]
[0065] 4-5, an illustration of an aircraft having cryogenic tanks mounted in the crown region of the fuselage is shown in accordance with an illustrative embodiment. The components illustrated in Figures 4-5 are examples of physical implementations of set 132 of cryogenic tanks shown in block form in Figure 1.
[0050]
[0066] Set of cryogenic tanks 400 is connected to a crown region 406 of a fuselage 412 of an aircraft 410 using a tank support system 408. Tank support system 408 is connected to crown region 406. Tank support system is connected to set of cryogenic tanks 400. Aircraft 410 includes engines 420 and 421 mounted on wings 422 and 423.
[0051]
[0067] Cryogenic tank set 400 includes first set of cryogenic tanks 402 and second set of cryogenic tanks 404. Rotor rupture keepout zone 430 exists between first set of cryogenic tanks 402 and second set of cryogenic tanks 404. Rotor rupture keepout zone 430 creates an open space between first set of cryogenic tanks 402 and second set of cryogenic tanks 404 along a crown region 406 of aircraft 410. Rotor rupture keepout zone 430 exists to protect first set of cryogenic tanks 402 and second set of cryogenic tanks 404 from flying engine debris in the event of a rotor rupture event. During a rotor rupture event, engine turbomachinery debris may have enough energy to penetrate the cryogenic tanks. As a result, the best way to protect the tanks from this possible exposure is to locate them somewhere, such as outside of the keepout zone. Rotor rupture keepout zone 430 is aligned with engines 420 and 421.
[0052]
[0068] Rotor rupture keepout zone 430 has length 440. Length 440 is the space between first set of cryogenic tanks 402 and second set of cryogenic tanks 404. Length 440 is prescribed by the FAA for a given engine configuration installed in a given location. Length 440 of rotor rupture keepout zone 430 is prescribed by the estimated angle of rotor debris ejected from a given location during a rotor rupture event. This FAA-regulated shape ensures that rotor rupture keepout zone 430 is appropriately sized to provide sufficient protection for first set of cryogenic tanks 402 and second set of cryogenic tanks 404 in the event of a rotor rupture event.
[0053]
[0069] A fairing 414 is connected to a fuselage 412 of the aircraft 410. The fairing 414 shares a boundary 416 with the skin of the fuselage 412. The fairing 414 encases the tank support system 408 and the set of cryogenic tanks 400.
[0054]
[0070] Referring now to Figure 6, an illustration of an aircraft having cryogenic tanks mounted in a crown region of the fuselage is shown in accordance with an illustrative embodiment. The components illustrated in Figure 6 are examples of physical implementations of set of cryogenic tanks 132 shown in block form in Figure 1.
[0055]
[0071] Cryogenic tank set 600 is connected to a crown region 606 of a fuselage 612 of an aircraft 610 using a tank support system. Aircraft 610 includes engines 620 and 621 mounted in a tail section 622 of aircraft 610.
[0056]
[0072] Cryogenic tank set 600 includes a first set of cryogenic tanks 602 and a second set of cryogenic tanks 604. In contrast to cryogenic tank set 400 shown in FIG. 4, there is no significant gap between first set of cryogenic tanks 602 and second set of cryogenic tanks 604. However, engine rotor rupture keepout zone 630 still exists. Rotor rupture keepout zone 630 is aligned with engines 620 and 621. Rotor rupture keepout zone 630 creates a clear space over engines 620 and 621 along crown region 606 of aircraft 610. Rotor rupture keepout zone 630 exists to protect first set of cryogenic tanks 602 and second set of cryogenic tanks 604 from flying engine debris in the event of a rotor rupture event.
[0057]
[0073] A fairing 614 is connected to a fuselage 612 of the aircraft 610. The fairing 614 shares a boundary 616 with the skin of the fuselage 612. The fairing 614 encases the set of cryogenic tanks 600 and a tank support system that connects the set of cryogenic tanks 600 to the crown region of the fuselage 612.
[0058]
[0074] 7-10, diagrams of a fairing for encasing a cryogenic tank and tank support system mounted to the crown region of an aircraft fuselage are shown, according to an illustrative embodiment. The components shown in Figures 7-10 are examples of physical implementations of fairing set 104 shown in block form in Figure 1. In this illustrative embodiment, the aircraft's engines are located on the aircraft's wings extending from the fuselage.
[0059]
[0075] 11-14, diagrams of a fairing for encasing a cryogenic tank and tank support system mounted in the crown region of a fuselage are shown, according to an illustrative embodiment. The components shown in Figures 11-14 are examples of physical implementations of fairing set 104 shown in block form in Figure 1. In this illustrative embodiment, the aircraft engine is located in the tail of the aircraft.
[0060]
[0076] 15, a flowchart of a process 1500 for installing a cryogenic tank on an aircraft is shown in accordance with an illustrative embodiment. The method illustrated in FIG. 15 may be used in conjunction with the tank support system, cryogenic tank, and fairing shown in FIGS. 1-14.
[0061] The process begins by connecting a tank support system to the crown region of the aircraft fuselage (operation 1502). The process continues by connecting a set of cryogenic tanks to the tank support system (operation 1504). In operation 1506, the process connects a fairing to the aircraft fuselage. The fairing encases the tank support system and the set of cryogenic tanks. In operation 1508, the process connects the set of cryogenic tanks to vents with tubing. In this example, the vents are located within the aircraft's vertical stabilizer, although the vents may be located in other protruding locations, such as the horizontal stabilizer or wing tips. In operation 1510, the set of cryogenic tanks includes a first set of cryogenic tanks and a second set of cryogenic tanks. The process spaces the first set of cryogenic tanks from the second set of cryogenic tanks with a rotor burst keepout zone. The rotor burst keepout zone is aligned with the aircraft's wing-mounted engines.
[0062]
[0077] In some alternative implementations of an exemplary embodiment, one or more functions noted in a block may not be required or may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently, or the blocks may sometimes be executed in reverse order, depending on the functionality involved. Also, other blocks may be added in addition to the blocks shown in a flowchart or block diagram.
[0063]
[0078] Illustrative embodiments of the present disclosure may be further described in conjunction with aircraft manufacturing and service method 1600 shown in Figure 16 and aircraft 1700 shown in Figure 17. Referring first to Figure 16, a block diagram of an aircraft manufacturing and service method is shown in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method 1600 may include specification and design 1602 of aircraft 1700 in Figure 17 and material procurement 1604.
[0064]
[0079] During production, component and subassembly manufacturing 1606 and system integration 1608 of the aircraft 1700 of Figure 17 takes place. The aircraft 1700 of Figure 17 may then proceed through certification and delivery 1610 and be placed into service 1612. While in customer service 1612, the aircraft 1700 of Figure 17 is scheduled for routine maintenance and service 1614, which may include modification, reconfiguration, refurbishment, and other maintenance, upkeep, or inspection.
[0065]
[0080] Apparatus of the present disclosure may be installed on an aircraft during component and subassembly manufacturing 1606. Additionally, apparatus of the present disclosure may also be retrofitted onto aircraft 1700 of FIG. 17 during routine maintenance and service 1614 as part of a modification, reconfiguration, or refurbishment of aircraft 1700 of FIG. 17.
[0066]
[0081] Each process of aircraft manufacturing and service method 1600 may be performed or carried out by a system integrator, a third party, an entity, or some combination thereof. In these examples, the operator may be the customer. As used herein, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major system subcontractors; a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers; and an entity may be an airline, a leasing company, a military entity, a service organization, etc.
[0067]
[0082] Referring now to Figure 17, a block diagram of an aircraft is shown in which an illustrative embodiment may be implemented. In this example, aircraft 1700 is manufactured by aircraft manufacturing and service method 1600 in Figure 16 and may include airframe 1702 with systems 1704 and interior 1706. Examples of systems 1704 include one or more of propulsion system 1708, electrical system 1710, hydraulic system 1712, and environmental system 1714. Any number of other systems may be included. Although an aerospace example is shown, various illustrative embodiments may be applied to other industries, such as the automotive industry.
[0068]
[0083] Apparatus and methods embodied herein may be utilized during at least one of the stages of aircraft manufacturing and service method 1600 in Figure 16. In one example, components or subassemblies produced in component and subassembly production 1606 in Figure 16 may be fabricated or manufactured in a similar manner to components or subassemblies produced while aircraft 1700 is in service 1612 in Figure 16. As yet another example, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during the production stages of component and subassembly production 1606 and system integration 1608 in Figure 16. One or more apparatus embodiments, method embodiments, or a combination thereof may be utilized while aircraft 1700 is in service 1612 in Figure 16, during maintenance and service 1614 (including inspection), or both. Utilization of some of the various illustrative embodiments may result in significantly more efficient assembly of aircraft 1700, a reduced cost for aircraft 1700, or both a significantly more efficient assembly of aircraft 1700 and a reduced cost for aircraft 1700.
[0069]
[0084] The description of various exemplary embodiments has been presented for purposes of illustration and description and is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Many modifications and variations will be apparent to those skilled in the art. Furthermore, different exemplary embodiments may offer different features as compared to other preferred embodiments. The selected embodiment or embodiments have been chosen and described in order to best explain the principles and practical applications of the embodiments and to enable others skilled in the art to understand the disclosure of the various embodiments, including various modifications suitable for the particular use contemplated.
Claims
1. 1. A system for mounting a cryogenic tank on an aircraft, comprising: a tank support system (108) connected to a fuselage (106) of the aircraft (102); a set of cryogenic tanks (132) connected to the tank support system (108); and a fairing (104) that encases the tank support system (108) and the set of cryogenic tanks (132), the fairing (104) being connected to a skin (116) of the fuselage (106) and sharing a boundary (118) with the skin (116).
2. The system of claim 1, wherein the tank support system (108) and the set of cryogenic tanks (132) are disposed in a crown region (122) of the fuselage (106).
3. 2. The system of claim 1, wherein the tank support system and the set of cryogenic tanks are disposed in a crown region of the fuselage, and an engine of the aircraft is mounted in a tail section of the fuselage.
4. 2. The system of claim 1, wherein the set of cryogenic tanks includes a first set of cryogenic tanks and a second set of cryogenic tanks, the system further including a rotor burst keepout zone between the first set of cryogenic tanks and the second set of cryogenic tanks, the rotor burst keepout zone aligned with an engine mounted on a wing of the aircraft.
5. 5. The system of claim 4, wherein a length (144) of the rotor breakout keepout zone (142) is defined by an estimated angle of rotor debris ejected from a given location during a rotor breakout event.
6. 2. The system of claim 1, further comprising piping connected to the set of cryogenic tanks, the piping leading to a vent located on top of a vertical stabilizer of the aircraft.
7. 2. The system of claim 1, wherein a vertical stabilizer of the aircraft includes a vent connected to the set of cryogenic tanks, the volume of the vertical stabilizer being greater than the volume of a conventional vertical stabilizer.
8. 2. The system of claim 1, wherein the set of cryogenic tanks includes four individual cryogenic tanks connected to a crown region of the fuselage by the tank support system.
9. 2. The system of claim 1, wherein the tank support system and the set of cryogenic tanks are connected to a crown region of the fuselage, the set of cryogenic tanks including a first set of cryogenic tanks and a second set of cryogenic tanks, and a rotor rupture keepout zone aligned with an engine mounted on a wing of the aircraft exists between the first set of cryogenic tanks and the second set of cryogenic tanks.
10. A liquid hydrogen aircraft with externally mounted cryogenic tanks, a set of cryogenic tanks (132) connected to a crown region (122) of the fuselage (106) of the aircraft (102); and An aircraft comprising a fairing (104) encasing the set of cryogenic tanks (132), the fairing (104) being connected to the fuselage (106).
11. 11. The aircraft of claim 10, further comprising a tank support system connected to the fuselage and the set of cryogenic tanks, the tank support system being encased within the fairing.
12. The aircraft of claim 10, wherein the engine (114) of the aircraft (102) is mounted in a tail section (124) of the fuselage (106).
13. 11. The aircraft of claim 10, wherein the set of cryogenic tanks includes a first set of cryogenic tanks and a second set of cryogenic tanks, and the aircraft further includes a rotor rupture keepout zone between the first set of cryogenic tanks and the second set of cryogenic tanks, the rotor rupture keepout zone being aligned with an engine mounted on a wing of the aircraft.
14. 14. The aircraft of claim 13, wherein a length (144) of the rotor break-out keep-out zone (142) is defined by an estimated angle of rotor debris ejected from a given location during a rotor break-up event.
15. 11. The aircraft of claim 10, further comprising piping connected to the set of cryogenic tanks, the piping leading to a vent located on top of a vertical stabilizer of the aircraft.
16. 11. The aircraft of claim 10, wherein a vertical stabilizer of the aircraft includes a vent connected to the set of cryogenic tanks, and wherein a volume of the vertical stabilizer is greater than a volume of a vertical stabilizer of a non-liquid hydrogen aircraft.
17. 11. The aircraft of claim 10, wherein the set of cryogenic tanks includes four individual cryogenic tanks connected to the crown region of the fuselage by a tank support system, the tank support system providing structural isolation between the set of cryogenic tanks and the fuselage of the aircraft.
18. 1. A method for installing a cryogenic tank on an aircraft, comprising: connecting (1502) a tank support system (108) to a crown region (122) of a fuselage (106) of the aircraft (102); connecting (1504) a set of cryogenic tanks (132) to the tank support system (108); and 15. A method comprising: connecting a fairing to the fuselage of the aircraft, the fairing enclosing the tank support system and the set of cryogenic tanks.
19. 20. The method of claim 18, further comprising connecting (1508) the set of cryogenic tanks (132) to a vent (128) with piping (130), the vent (128) being located in a vertical stabilizer (126) of the aircraft (102).
20. The set of cryogenic tanks (132) includes a first set of cryogenic tanks (140) and a second set of cryogenic tanks (150), and the method comprises:
20. The method of claim 18, further comprising spacing (1510) the first set of cryogenic tanks (140) from the second set of cryogenic tanks (150) with a rotor burst keepout zone (142), the rotor burst keepout zone (142) aligned with an engine (114) mounted on a wing (112) of the aircraft (102).