CN115071951A

CN115071951A - Three-airframe integrated airplane

Info

Publication number: CN115071951A
Application number: CN202210878503.3A
Authority: CN
Inventors: 崔峥; 彭雷
Original assignee: Commercial Aircraft Corp of China Ltd; Beijing Aeronautic Science and Technology Research Institute of COMAC
Current assignee: Commercial Aircraft Corp of China Ltd; Beijing Aeronautic Science and Technology Research Institute of COMAC
Priority date: 2022-07-25
Filing date: 2022-07-25
Publication date: 2022-09-20

Abstract

The invention discloses a three-airframe integrated airplane, which comprises an airplane body, two wings and an airplane tail wing; the two wings are respectively arranged on two sides of the fuselage, the first end of the fuselage is connected with the first ends of the wings, the empennage is arranged at the second end of the fuselage, and the first end of the fuselage is positioned at the front end of the second end of the fuselage during flying; the wing comprises a first wing section, one side of the first wing section, which is close to the fuselage, is integrally connected with the fuselage, the first wing section is provided with a business cabin, and the fuselage is provided with a hydrogen tank cabin. The business cabin is arranged on the wings and the body of the airplane, the volume of the hydrogen tank cabin can be increased, the hydrogen fuel quantity requirement of the airplane voyage is met, the infiltration area of the airplane is small, and the flight resistance is small.

Description

Three-airframe integrated airplane

Technical Field

The invention belongs to the research field of aeronautical science and technology, and particularly relates to an airplane with three fused bodies.

Background

Hydrogen is the most promising power energy and technical innovation point for achieving the goal of net zero carbon emission, and the development and application of technologies and products related to hydrogen-powered aircrafts have attracted extensive attention. The hydrogen has good combustion characteristics, the lean combustion boundary is expanded, the required hydrogen fuel is less than other fuels when the same air quantity is consumed, the combustion temperature can be reduced, and the emission of nitrogen oxides is reduced. The high auto-ignition temperature of hydrogen makes it have a higher compression ratio than a hydrocarbon engine, and the higher the compression ratio, the higher the thermal efficiency and the lower the energy lost.

The airplane with the conventional layout (conventional aircraft layout) consists of four parts, namely a tail wing, wings, a fuselage and a propulsion system, and is characterized in that each component only plays a single function, wherein in the aspect of distribution of loading, the wings mainly play a role in loading fuel oil, and the fuselage mainly plays a role in loading goods and personnel. The increased fuel loading space requirements of an aircraft using hydrogen as an energy source will result in an increase in the size of the aircraft body. If the hydrogen storage volume is increased, the wetting area of the airplane is increased, and the flight resistance of the airplane is further increased.

In view of the above, the present application provides a three-airframe fusion aircraft.

Disclosure of Invention

In order to solve the defects of the prior art, the invention provides a three-airframe integrated airplane, which comprises an airplane body, two wings and an airplane tail wing; the two wings are respectively arranged on two sides of the fuselage, the first end of the fuselage is connected with the first ends of the wings, the empennage is arranged at the second end of the fuselage, and the first end of the fuselage is positioned at the front end of the second end of the fuselage during flying; the wing comprises a first wing section, one side of the first wing section, which is close to the fuselage, is integrally connected with the fuselage, the first wing section is provided with a business cabin, and the fuselage is provided with a hydrogen tank cabin. The business cabin is arranged on the wings and the body of the airplane, the volume of the hydrogen tank cabin can be increased, the hydrogen fuel quantity requirement of the airplane voyage is met, the infiltration area of the airplane is small, and the flight resistance is small.

The technical effect to be achieved by the invention is realized by the following scheme:

the application provides a three-airframe integrated airplane, which comprises an airplane body, two wings and an airplane tail wing;

the two wings are respectively arranged on two sides of the fuselage, the first end of the fuselage is connected with the first ends of the wings, the empennage is arranged at the second end of the fuselage, and the first end of the fuselage is positioned at the front end of the second end of the fuselage during flying;

the wing comprises a first wing section, one side of the first wing section, which is close to the fuselage, is integrally connected with the fuselage, the first wing section is provided with a business cabin, and the fuselage is provided with a hydrogen tank cabin.

Furthermore, the first end of the fuselage is connected with the first end of the wing to form a drag reduction angle, and one side of the wing back to the fuselage is smooth.

Further, the wing still includes the second wing panel, first wing panel sets up the place ahead of second wing panel, just the second wing panel with form first acute angle between the fuselage, first wing panel is equipped with the business cabin, the second wing panel is equipped with first hydrogen tank cabin.

Further, the wing is equipped with the third wing panel, third wing panel one end with second wing panel smooth connection, the third wing panel with be formed with the second acute angle between the fuselage, the second acute angle is greater than first acute angle.

Further, the third wing section inclines upwards gradually from the connection end of the third wing section to the direction far away from the fuselage.

Further, the third wing section comprises an arc-shaped section, and the arc-shaped section is located at one end, far away from the fuselage, of the third wing section.

Further, the relative thickness of the first wing section is 12% -18%, and the first wing section is a symmetrical wing section; the relative thickness of the second wing section is 8-12%.

Furthermore, the number of the flight wings is two, the two flight wings are arranged above the fuselage, and the two flight wings are arranged oppositely.

Further, the tail wing certainly the fuselage extends up, the tail wing includes first fin and second fin, first fin one end is connected the fuselage, the other end is connected the second fin, first fin with second fin smooth connection, just horizontal plane when first fin and aircraft parallel flight becomes a first contained angle, horizontal plane when second fin and aircraft parallel flight becomes a second contained angle, first contained angle is less than the second contained angle.

Further, the fuselage is equipped with second hydrogen tank cabin, turbine and waste water cabin, second hydrogen tank cabin is used for the turbine provides the hydrogen fuel of burning, the waste water cabin is used for collecting the water that hydrogen fuel burning produced.

The invention has the following advantages:

the invention provides a three-airframe integrated airplane, which comprises an airplane body, two wings and an airplane tail wing; the two wings are respectively arranged on two sides of the fuselage, the first end of the fuselage is connected with the first ends of the wings, the empennage is arranged at the second end of the fuselage, and the first end of the fuselage is positioned at the front end of the second end of the fuselage during flying; the wing comprises a first wing section, one side of the first wing section, which is close to the fuselage, is integrally connected with the fuselage, the first wing section is provided with a business cabin, and the fuselage is provided with a hydrogen tank cabin. The business cabin is arranged on the wings and the body of the airplane, the volume of the hydrogen tank cabin can be increased, the hydrogen fuel quantity requirement of the airplane voyage is met, the infiltration area of the airplane is small, and the flight resistance is small.

Drawings

In order to more clearly illustrate the embodiments or prior art solutions of the present application, the drawings needed for describing the embodiments or prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments described in the present application, and that other drawings can be obtained by those skilled in the art without inventive exercise.

Fig. 1 is a schematic structural diagram of a three-airframe fusion aircraft according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a three-airframe fusion aircraft according to an embodiment of the present application;

fig. 3 is a rear view of the three-airframe fusion aircraft according to an embodiment of the present application.

Description of the symbols of the drawings: 1. a body; 11. a second hydrogen tank compartment; 12. a turbine; 2. an airfoil; 21. a first wing section; 22. a second wing section; 23. a first acute angle; 24. a third wing section; 241. an arc-shaped section; 25. a second acute angle; 3. an aircraft tail wing; 31. a first tail wing; 32. a second tail wing; 33. a first included angle; 34. and a second included angle.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following embodiments and accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The airplane with the conventional layout (conventional aircraft layout) consists of four parts, namely a tail wing, wings, a fuselage and a propulsion system, and is characterized in that each component only plays a single function, wherein in the aspect of distribution of loading, the wings mainly play a role in loading fuel oil, and the fuselage mainly plays a role in loading goods and personnel. The increased fuel loading space requirements of an aircraft using hydrogen as an energy source will result in an increase in the size of the aircraft body. If the hydrogen storage volume is increased, the wetting area of the airplane is increased, and the flight resistance of the airplane is further increased. In view of the above, the present application provides a three-airframe fusion aircraft. Comprises a fuselage, two wings and a fuselage empennage; the two wings are respectively arranged on two sides of the fuselage, the first end of the fuselage is connected with the first ends of the wings, the empennage is arranged at the second end of the fuselage, and the first end of the fuselage is positioned at the front end of the second end of the fuselage during flying; the wing comprises a first wing section, one side of the first wing section, which is close to the fuselage, is integrally connected with the fuselage, the first wing section is provided with a business cabin, and the fuselage is provided with a hydrogen tank cabin. The business cabin is arranged on the wings and the body of the airplane, the volume of the hydrogen tank cabin can be increased, the hydrogen fuel quantity requirement of the airplane voyage is met, the infiltration area of the airplane is small, and the flight resistance is small.

Non-limiting embodiments of the present application are described in detail below with reference to the accompanying drawings.

Referring to fig. 1, the structure of a three-airframe integrated airplane in an embodiment of the present application is shown, and the three-airframe integrated airplane refers to an airplane with a fuselage 1, a wing 2 and an empennage 3 designed as a whole. The three-airframe fusion aircraft comprises an airframe 1, two wings 2 and an empennage 3. Due to the large volume and high load-bearing capacity of the fuselage 1, the fuselage 1 is mainly used for carrying the hydrogen tank compartments, as well as the heavier and large-footprint components of the aircraft, such as the turbine 12, the engines.

The two wings 2 are respectively arranged on two sides of the fuselage 1, and the wings 2 are mainly used for providing lift force and ensuring that the aircraft has good stability together with the empennage. When it has a dihedral, it can provide some lateral stability to the aircraft. The wing 2 is typically provided with transverse steering ailerons, spoilers etc. The first end of the fuselage 1 is connected with the first end of the wing 2, the empennage 3 is arranged at the second end of the fuselage 1, and during flight, the first end of the fuselage 1 is positioned at the front end of the second end of the fuselage 1. The wing 2 comprises a first wing section 21, the space of the first wing section 21 being relatively large. The first wing section 21 is close to one side of the machine body 1 and is integrally connected with the machine body 1, so that the stability of the machine body is improved. The first wing section 21 is provided with a business cabin, and the fuselage 1 is provided with a hydrogen tank cabin. The required space of the business cabin is small, the required space height is small, and the business cabin is suitable for arranging the business cabin, wherein the business cabin refers to a passenger cabin, a cargo cabin and the like. The first wing section 21 is provided with a business cabin, so that the space of the fuselage 1 can be saved and a hydrogen tank cabin is arranged. The fuselage 1 is of sufficient space to provide a large volume hydrogen tank compartment to provide sufficient hydrogen fuel for aircraft to sail. The commercial cabin is arranged on the wings 2 and the fuselage 1, the volume of the hydrogen tank cabin can be increased, the hydrogen fuel quantity requirement of the aircraft range is met, the infiltration area of the aircraft is small, and the flight resistance is small.

In one embodiment, a first end of the fuselage 1 and a first end of the wing 2 are connected to form a drag reduction angle, and a side of the wing 2 opposite to the fuselage 1 is smooth. The drag reduction angle is sharp and is similar to a triangular angle, so that the flight resistance can be reduced when an airplane flies. When the airplane flies, the air flow speed at the two sides of the airplane is very fast, and generates great resistance by friction with the surface of the airplane body, and one side of the wing 2, which is back to the airplane body 1, is smooth, so that the air flow can pass through the surface of the airplane body without obstruction, and smaller flight resistance is generated.

In one example, the wing 2 further comprises a second wing section 22, the first wing section 21 is disposed in front of the second wing section 22, and a first acute angle 23 is formed between the second wing section 22 and the fuselage 1, so that the width of the fuselage of the aircraft is changed from narrow to wide from front to back. The width of the airframe is narrowed and widened, so that the resistance of the airplane during flying is small. The first wing section 21 is provided with a business cabin, and the second wing section 22 is provided with a first hydrogen tank cabin. The commercial cabin comprises a cabin body and a cargo cabin, the cabin body is arranged in front of the cargo cabin, and a cockpit is arranged at the position where the wing 2 is connected with the fuselage 1. Two second hydrogen storage cabins are arranged on the fuselage 1, and a main landing gear cabin is arranged between the two hydrogen storage cabins. The rear end of the machine body 1 is provided with a bulk cargo hold for carrying cargo. The first hydrogen tank compartment and the second hydrogen tank compartment 11 of the aircraft are connected. When the hydrogen of the second hydrogen tank compartment 11 is exhausted, it is convenient to transfer the hydrogen of the first hydrogen tank compartment to the second hydrogen tank compartment 11.

In particular, the first wing section 21 has a spatial height suitable for the arrangement of a business class cabin. The second wing section 22 has a small height of space, which is not suitable for human activities, and thus cannot be provided with a business class. Providing the second wing section 22 with a first hydrogen tank compartment increases the hydrogen storage space and thus the range of the aircraft. It will be appreciated that in order to obtain a better hydrodynamic profile of the wing 2 to reduce the flight drag of the aircraft, the wing 2 tapers in thickness from the front end to the rear end. The spatial height of the second wing section 22 is smaller than the spatial height of the first wing section 21.

In one example, as shown in fig. 2, the wing 2 is provided with a third wing section 24, the third wing section 24 being used to add lift to the aircraft. The third wing panel 24 one end with second wing panel 22 smooth connection, third wing panel 24 with be formed with second acute angle 25 between the fuselage 1, second acute angle 25 is greater than first acute angle 23. The first acute angle 23 is 20-45 degrees, and the second acute angle 25 is 35-75 degrees. The first acute angle 23 and the second acute angle 25 are within the above-described range of values, and the flight resistance of the aircraft is small. When the airplane flies, fluid on two sides of the airplane passes through the first wing section 21 and the second wing section 22, and then passes through the third wing section 24, because the third wing section 24 and the airplane body have a larger second acute angle 25, the fluid is blocked, the fluid does not directly leave from the surface of the airplane, but flows to the bottom of the third wing section 24, and the airplane is lifted, so that the descending force of the airplane is reduced, and the bearing capacity of the airplane is reduced.

In one example, the third wing section 24 is inclined gradually upward from the end connected to the second wing section 22 in a direction away from the fuselage 1. The airflow at the bottom of the airplane can flow upwards along the third wing section 24, and the resistance to the flow of the fluid is smaller because the third wing section 24 inclines upwards, so that the fluid resistance of the airplane during landing can be reduced.

In one example, to further reduce the frictional drag of the fluid on the aircraft surface, the third wing section 24 includes an arc segment 241, and the arc segment 241 is located at an end of the third wing section 24 away from the fuselage 1. The outer surface of the arc segment 241 is arc-shaped, and the line thereof is gradually bent over, so that the fluid can flow along the arc-shaped surface, and the resistance of the fluid is reduced.

In one example, the relative thickness of the first wing section 21 is 12% to 18%, and the first wing section 21 is a symmetrical airfoil; the relative thickness of the second panel 22 is 8% to 12%. The relative thickness of the first panel 21 and the relative thickness of the second panel 22 are within the above-mentioned range of values, and the lift coefficient of the aircraft is large.

In one example, the number of the flight 3 is two, two flight 3 are disposed above the body 1, and the two flight 3 are disposed opposite to each other. The empennage 3 is used for controlling the pitching angle of the airplane and ensuring that the airplane is in the optimal flight attitude. The two empennages 3 are symmetrically arranged about the fuselage 1, namely the two empennages 3 are oppositely arranged, so that the balance of the airplane can be kept, and the pitch angle of the airplane in a flow layer can be conveniently controlled.

In one example, the flight 3 extends upward from the fuselage 1, and the flight 3 includes a first flight 31 and a second flight 32. The first tail wing 31 is used for generating downward lift force when the airplane flies, and provides a reverse moment for the airplane, so that the airplane can keep horizontal flight. The second tail wing 32 is mainly used for ensuring the stability of the plane in the horizontal direction, and when the plane flies along a straight line and does an approximately uniform linear motion, the vertical stabilizer does not generate extra moment to the plane.

Specifically, as shown in fig. 3, the first tail wing 31 is connected to the main body 1 at one end and connected to the second tail wing 32 at the other end, and the first tail wing 31 is smoothly connected to the second tail wing 32, so that fluid can flow from the first tail wing 31 to the second tail wing 32 with low drag. The first tail wing 31 and the horizontal plane when the airplane flies in parallel form a first included angle 33, and the first included angle 33 is convenient for the airplane to generate downward lift force when the airplane flies. The second tail wing 32 and the horizontal plane when the airplane flies in parallel form a second included angle 34, and the second included angle 34 enables the vertical stabilizer not to generate extra moment to the airplane when the airplane flies along a straight line and moves linearly at an approximately constant speed. The first included angle 33 is smaller than the second included angle 34.

On the basis of the design of the empennage 3, the empennages 3 on the two sides of the fuselage 1 form a U shape. As the transverse width of the section of the fuselage 1 is obviously larger than the longitudinal width, the torque of the first tail wing 31 can be more effectively transmitted to the fuselage 1 by adopting the form of the U-shaped tail wing 3, and the other two tail wings 3 which form the U shape can play a certain positive role in engine noise shielding.

In particular, the aircraft further comprises a propulsion device. The propulsion device uses a conventional tail crane form, and the three machine bodies 1 are integrated at the head position. This way of integration makes it possible to provide the aircraft with a very clean central fuselage 1, which can be beneficial in the arrangement of the nacelle of the tail boom, on the one hand, in the axial direction of the fuselage 1 there is a large choice of the location of the engines. On the other hand, the wings 2 are far away from the central fuselage 1, so that an installation space can be provided for a large-size turbofan engine with a large bypass ratio and even an ultra-large bypass ratio. And because the passenger cabin is no longer arranged on the central fuselage 1, the defect that the passenger cabin is easily influenced by noise and vibration of the engine under the traditional tail-lift layout mode can be effectively overcome.

In one example, the fuselage 1 is provided with a second hydrogen tank compartment 11, a turbine 12, and a waste water compartment, the second hydrogen tank compartment 11 being used to provide the turbine 12 with combusted hydrogen fuel, and the waste water compartment being used to collect hydrogen fuel generated by the combustion of the hydrogen fuel. The turbine 12 is a rotary power machine for converting energy of a flowing working medium into mechanical work by blowing fuel vapor (fuel vapor) into an engine using exhaust gas (exhaust gases) to improve the performance of the engine. The hydrogen from the second hydrogen tank compartment 11 is combusted to power the fast turbine 12 and other power components, i.e., to power the aircraft in flight. Hydrogen produces a large amount of water when burned. Water is discharged directly out of the aircraft, which destroys the ecological environment, and a waste water tank is provided in the body 1 in order to collect water generated by hydrogen combustion. The waste water compartment collects water produced by combustion of hydrogen while the aircraft is in flight. After the airplane lands, the water in the waste water cabin is discharged to the ground. Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention and not for limiting the same, and although the embodiments of the present invention are described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions can be made on the technical solutions of the embodiments of the present invention, and these modifications or equivalent substitutions cannot make the modified technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A three-airframe fusion airplane is characterized by comprising an airplane body, two wings and an airplane tail wing;

2. The three-airframe fusion aircraft as defined in claim 1, wherein said fuselage first end and said wing first end are joined to form a drag reduction angle, and a side of said wing facing away from said fuselage is smooth.

3. The three-airframe fusion aircraft as defined in claim 1, wherein the wing further comprises a second wing section, the first wing section is disposed forward of the second wing section, and the second wing section forms a first acute angle with the fuselage, the first wing section is provided with a business cabin, and the second wing section is provided with a first hydrogen tank cabin.

4. The three-body fusion aircraft of claim 3, wherein the wing has a third wing section, one end of the third wing section is smoothly connected with the second wing section, and a second acute angle is formed between the third wing section and the fuselage, and the second acute angle is larger than the first acute angle.

5. The three-fuselage fusion aircraft of claim 4, wherein the third wing section is tapered upward away from the fuselage from the end connected to the second wing section.

6. The three-airframe fusion aircraft of claim 5, wherein said third wing section includes an arcuate section located at an end of said third wing section remote from said fuselage.

7. The three-airframe fusion aircraft of claim 3, wherein the relative thickness of the first wing section is 12% -18%, and the first wing section is a symmetrical airfoil; the relative thickness of the second wing section is 8-12%.

8. The three-airframe fusion aircraft as defined in claim 3, wherein the number of said airframes is two, two of said airframes are disposed above the fuselage, and the positions of two of said airframes are oppositely disposed.

9. The airframe fusion aircraft as defined in claim 8, wherein the empennage extends upward from the airframe, the empennage includes a first empennage and a second empennage, one end of the first empennage is connected to the airframe, the other end of the first empennage is connected to the second empennage, the first empennage is connected to the second empennage in a smooth manner, the first empennage forms a first included angle with a horizontal plane when the aircraft flies in parallel, the second empennage forms a second included angle with the horizontal plane when the aircraft flies in parallel, and the first included angle is smaller than the second included angle.

10. The triple-airframe fusion aircraft of claim 1, wherein said fuselage is provided with a second hydrogen tank compartment for providing combusted hydrogen fuel to said turbine, a turbine, and a waste water compartment for collecting water produced by the combustion of the hydrogen fuel.