Aircraft having a refuelling connection

Abstract

The invention relates to an aircraft having a refuelling connection which is fluidically connected to a tank arranged in the aircraft, wherein the refuelling connection is arranged in a fuselage (1) of the aircraft, and the refuelling connection is formed by a connection part (3) which is held on the fuselage (1) and has a connection (5) for a coupling piece, which connection is oriented at an angle (D) of greater than 0 degrees but less than 90 degrees from above with respect to a horizontal plane (H) of the aircraft.

Description

[0001] Aircraft with a refueling port

[0002] The present invention relates to an aircraft with a refueling port having the features of the preamble of claim 1.

[0003] Aircraft powered by kerosene as fuel usually have their tanks located in the wings, with the refueling ports on the undersides of the wings, allowing the aircraft to be refueled from below via a tanker truck and hose.

[0004] The use of cryogenic fuels, such as liquid hydrogen, presents additional challenges. While the energy density of liquid hydrogen per unit mass is higher than that of kerosene, its energy density per unit volume is four times lower. To compensate for this lower volumetric energy density, hydrogen is stored and refueled in liquid form in aviation, where volume is a critical factor. This liquid state of hydrogen is achieved at a temperature of -253 °C, which corresponds to the boiling point of hydrogen.

[0005] To cool the cryogenic fuel to this low temperature in an energy-efficient manner, a spherical tank would be the ideal shape. However, a spherical tank is not practical in terms of the overall wing architecture of the aircraft, as it would poorly utilize the available space within the wing, or necessitate a correspondingly small tank. Therefore, other tank shapes and types are required, whereby the ratio of the external surface area to the tank volume should be as small as possible for energy-efficient cooling. For example, cylindrical tanks with a circular cross-section are suitable.

[0006] Furthermore, refueling the aircraft with cryogenic fuel, such as hydrogen, requires appropriate insulation of the refueling lines and interfaces. For this purpose, an LH2 coupling has proven effective, featuring a specifically designed insulation concept with various O-rings and thus being specifically designed for a connection to a pressure line for conveying a cryogenic liquid.

[0007] Against this background, the invention is based on the task of providing an aircraft with a refueling port that is designed for improved refueling with a cryogenic fuel.

[0008] To solve the problem, an aircraft with the features of claim 1 is proposed. Further preferred developments can be found in the dependent claims, the figures, and the accompanying description.

[0009] According to the basic concept of the invention, it is proposed that the refueling port be located in the fuselage of the aircraft and be formed by a connector attached to the fuselage. This connector has a port for a coupling piece oriented at an angle A greater than 0 degrees but less than 90 degrees from above, relative to a horizontal plane of the aircraft. The orientation of the port corresponds to the insertion direction of the coupling piece. The coupling piece is thus attached from above at the appropriate angle to the shaft of the flow connection for refueling the aircraft. The proposed solution allows for contacting the refueling port from above, thereby simplifying the use of an LH2 coupling for refueling with cryogenic propellants.The horizontal plane of the aircraft is the horizontally aligned plane through the fuselage when the aircraft is on the ground.

[0010] It is further proposed that the tank be located in the fuselage. The proposed solution has the advantage that the refueling port located on the fuselage allows the tank itself to be positioned within the fuselage without increasing the amount of piping required between the refueling port and the tank. Since the fuselage itself has considerably larger cavities than the wings, larger cylindrical tanks with a circular cross-section can be used than those in the wings. Overall, this allows for a larger tank with a circular cross-section without fundamentally altering the aircraft's architecture.

[0011] It is further proposed that the connecting piece protrude into the fuselage. This deliberately leaves the fuselage's external geometry unchanged. For refueling, the coupling piece is essentially inserted into the fuselage or its external geometry via a corresponding cutout in the fuselage's external geometry.

[0012] It is further proposed that the connecting part be plate-shaped and fixed to the fuselage of the aircraft by a first edge section. The connecting part is plate-shaped and thus itself forms a stop for the coupling piece. The connecting part carries the connector and holds it in a predetermined position for contact with the coupling piece. To ensure that the connecting part itself is fixed in its position, it is fixed to the fuselage by a first edge section.

[0013] It is further proposed that a retaining plate be provided, which is connected to the fuselage at a first edge section and to a second edge section of the connecting part. The connecting part and the retaining plate thus combine to form a triangular composite in cross-section, with the connecting part forming one wall and the retaining plate the other wall of the composite. If the connecting part projects into the fuselage of the aircraft, the triangular composite simultaneously forms a triangular cavity on the outer geometry of the fuselage, into which the coupling piece for refueling the aircraft can be inserted.

[0014] It is further proposed that the plate-shaped connecting part and the retaining plate form an angle of 90 degrees to each other in the direction of the outside of the hull.

[0015] The angle between the connecting part and the fuselage is preferably larger than the opposite angle between the holding part and the fuselage.

[0016] The invention is explained below with reference to a preferred embodiment and the accompanying figures. Figure 1 shows a cross-section of a section of the hull with a refueling port, and

[0017] Fig. 2 shows an oblique view of the refueling port from the inside of the hull.

[0018] Figure 1 shows a section of the fuselage 1 of an aircraft. The fuselage 1 is the central, usually tubular, middle section of the aircraft, which is oriented in the direction of flight and serves to accommodate passenger seats, luggage, cargo, the cockpit unit, and / or the aircraft's central technical systems in general, and therefore has a correspondingly large cavity whose shape is adapted to its function. The wings of the aircraft, or in the case of a single-wing aircraft, the wing itself, are attached to the fuselage 1. These wings serve to generate lift for the aircraft and are therefore aerodynamically shaped.

[0019] In the hull 1, a tank (not shown) is provided, which, for the purpose of energy-optimized cooling with the largest possible volume, is cylindrical with a circular cross-section and serves to hold liquid hydrogen, i.e., a cryogenic propellant, at a temperature of less than minus 253 °C.

[0020] A refueling port is provided on the underside of the fuselage 1. This port is formed by a connecting part 3 with a centrally located connection 5 for connecting an LH2 coupling piece that is inserted from the outside. The connecting part 3 is attached to the inside of the fuselage 1 in the area of ​​an edge of a cutout 16 in the fuselage 1 by a first edge section 10, e.g., via a weld or rivet connection. Furthermore, a retaining plate 2 is provided, which is also attached to the opposite edge of the cutout 16 on the inside of the fuselage 1 by a first edge section 11, likewise via a weld or rivet connection. The cutout 16 in the fuselage 1 is rectangular, and the connecting part 3 and the retaining plate 2 are attached to two opposite edges of the cutout 16.

[0021] The connecting part 3 and the retaining plate 2 are connected to each other at an angle C of 90 degrees, i.e., at right angles, via their second edge sections 12 and 13, which are arranged at opposite ends of the connecting part 3 and the retaining plate 2 with respect to the first edge sections 10 and 11. The connecting part 3 is attached to the edge of the cutout 16 with its first edge section 10 such that the connecting part 3 is aligned at an angle A to an imaginary extension of the fuselage 1 within the cutout 16. The retaining plate 2 is attached to the edge of the cutout 16 with its first edge section 11 such that the retaining plate 2 is aligned at an angle B to an imaginary extension of the fuselage 1 within the cutout.

[0022] The angle A between the connecting part 3 and the imaginary extension of the fuselage 1 in the cutout 16 is larger than the opposite angle B between the retaining plate 2 and the imaginary extension of the fuselage 1 in the cutout 16. Furthermore, the retaining plate 2, from the first edge section 11 to the second edge section 13, has a greater length than the connecting part 3, from the first edge section 10 to the second edge section 12.

[0023] This geometry results in a insertion direction for the coupling piece at connection 5 in the X-direction, in this case orthogonal to the plate-shaped connection part 3, which is arranged at an angle D between 0 degrees and 90 degrees to a horizontal plane H of the aircraft in a ground-mounted configuration. Thus, the coupling piece of the LH2 coupling is inserted obliquely from above into the refueling port located on the underside of the fuselage 1, thereby reducing the probability of embrittlement of the O-rings in the LH2 coupling piece and the associated probability of failure.

[0024] Figure 2 shows the same refueling port on the fuselage 1 as seen from inside the aircraft. The mounting plate 2 and the connector 3 are further stiffened and connected by two reinforcing ribs 7 and 8. The assembly of the connector 3 and the mounting plate 2 is also completed by two lateral cover plates 14 and 15, forming a closed assembly facing the aircraft's interior. This creates a cutout 16 in the form of a recess in the outer geometry of the fuselage 1, which can be closed by a flap to form a closed cavity 4.

[0025] The connection 5 of the connection part 3 is designed in the direction of the interior of the aircraft in the form of a short cylindrical extension, on which a pipe section 7 of a tank not shown, located in the interior, is attached by means of a pipe clamp 6.

[0026] Connection 3 is specifically designed here as a refueling port for a coupling piece of an LH2 coupling for cryogenically cooled liquid hydrogen via connection 5. If refueling with a different cryogenic propellant is intended, connection 5 can also be specifically designed for this purpose. Furthermore, other service connections for power supply, water drainage, and / or water supply, and the like, can also be provided on connection 3. Connection 5 can also itself be configured as a coupling half, e.g., of an LH2 coupling.

[0027] The refueling port is located in the lower half of the fuselage.

[0028] 1 arranged, whereby the provided connecting part 3 and the orientation of the connection 5 provided thereon still allow the coupling piece to be inserted from above. The orientation of the coupling piece's feed direction can be individually configured by the orientation of the connecting part 3, whereby the feed direction is decoupled from the orientation of the fuselage 1 and the local fuselage shape. The inventive solution enables the aircraft to be refueled in a direction optimized for service and handling.

[0029] Furthermore, the right-angled connection of the mounting plate

[0030] The angle C between the second edge sections 12 and 13 of the connecting part 3 and the retaining plate 2 does not restrict the operating range for supplying the coupling piece and contacting the coupling piece with the connection 5, and the enlargement of the cutout 16 of the body 1 can be limited to a minimum. An angle C greater than 90 degrees would not increase the operating range but would only increase the cutout 16 in the body 1, whereas an angle C less than 90 degrees would reduce the cutout 16 but also the operating range for accessing the coupling piece. Therefore, the proposed angle C of 90 degrees at the junction of the second edge sections 12 and 13 of the connecting part 3 and the retaining plate 2 is optimal with regard to fulfilling both criteria.

[0031] 1 Hull

[0032] 2 Mounting plate

[0033] 3 Connection part

[0034] 4 cavities

[0035] 5 connection

[0036] 6 clamping element

[0037] 7 pipe sections

[0038] 8 stiffening rib

[0039] 9 stiffening rib

[0040] 10 First marginal section

[0041] 11 First marginal section

[0042] 12 Second marginal section

[0043] 13 Second marginal section

[0044] 14 Cover plate

[0045] 15 Cover plate

[0046] 16 Excerpt

[0047] A, B, C, D angles

[0048] H Horizontal plane

[0049] X Connection direction

Claims

Claims:

1. Aircraft with a refueling port which is in a fluid-technical connection with a tank arranged in the aircraft, characterized in that -the refueling port is located in a fuselage (1) of the aircraft, and -the refueling port is formed by a connecting part (3) held on the fuselage (1), which has a connection (5) for a coupling piece oriented at an angle (D) of greater than 0 degrees but less than 90 degrees from above in relation to a horizontal plane (H) of the aircraft.

2. Aircraft according to claim 1, characterized in that the tank is arranged in the fuselage (1).

3. Aircraft according to one of claims 1 or 2, characterized in that -the connecting part (3) protrudes into the hull (1).

4. Aircraft according to one of claims 1 to 3, characterized in that -the connecting part (3) is designed in a plate-like form, and -the connecting part (3) is fixed to the fuselage (1) of the aircraft with a first edge section (10).

5. Aircraft according to claim 4, characterized in that a retaining plate (2) is provided which -is connected to the hull (1) with a first edge section (11), and -with a second marginal section (13) with a second The edge section (12) of the connecting part (3) is connected.

6. Aircraft according to claim 5, characterized in that the plate-shaped connecting part (3) and the retaining plate (2) form an angle (C) of 90 degrees to each other in the direction of the outside of the fuselage (1).

7. Aircraft according to one of claims 5 or 6, characterized in that -the angle (A) between the connecting part (3) and the The hull (1) is larger than the opposite angle (B) between the holding part (2) and the hull (1).

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