System and method for generating electrical power for an aircraft from a fuel cell

Abstract

An electrical power (EP) generation system (100) for an aircraft comprising a fuel cell (3), a cryogenic tank (1), a conditioning circuit (C1) configured to heat a liquid fuel stream (LH2) to a tank pressure (P2) to supply a gaseous fuel stream (GH2) to the fuel cell (3), a pressurization circuit (C2) to increase the gas pressure (P1) of the gaseous phase (PHL) in said cryogenic tank (1), the pressurization circuit (C2) comprising at least one flow control device (4), a gas pressure (P1) sensor (10) for measuring the gas pressure (P1) of the gaseous phase (PHG), and a computer (5) configured to control the flow control device (4) based on at least said gas pressure (P1) to control the tank pressure (P2). Abstract figure: Figure 1

Description

Title of the invention: System and method for generating electrical power for an aircraft from a fuel cell Technical field

[0001] The present invention relates to the field of aircraft comprising a fluid stored in a cryogenic tank to power a fuel cell to generate electrical power for the aircraft, in particular, to provide electric propulsion for said aircraft.

[0002] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various States. In particular, an ambitious standard applies both to new types of aircraft and those in circulation requiring the implementation of technological solutions in order to make them compliant with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change.

[0003] Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft. The Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental consequences with the aim of improving the energy efficiency of aircraft.

[0004] Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This sustained research and development work covers new generations of aircraft engines, the lightening of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, and, as essential complements to technological progress, aeronautical biofuels.

[0006] It is known to store a fuel, such as hydrogen, in liquid form to limit the size and mass of the aircraft's tanks. For example, the Fuel is stored at a temperature of around -253 to -251°C (20 to 22 Kelvins) in a cryogenic tank on the aircraft. In order to be injected into a fuel cell, the fuel must be taken from the cryogenic tank and then conditioned, i.e. pressurized and heated, to allow optimal combustion.

[0007] In practice, in the cryogenic tank, the fuel comprises a liquid phase and a gaseous phase. During the flight of the aircraft, the quantity of hydrogen decreases in the cryogenic tank and the gaseous phase increases relative to the liquid phase. As a result, the tank pressure of the liquid phase decreases over time, which disrupts the power supply to the fuel cell and disrupts the generation of electrical power.

[0008] One solution to eliminate this drawback would be to use a cryogenic fuel pump to collect the liquid phase, but the latter is heavy, complex and has a high cost. In addition, it requires an electrical power supply, which lowers energy efficiency and complicates safety.

[0009] The invention aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0010] The invention relates to a system for generating electrical power for an aircraft comprising: • At least one fuel cell configured to generate electrical power from a gaseous fuel stream, • At least one cryogenic tank in which is stored a fuel comprising a gaseous phase having a gaseous pressure and a liquid phase having a tank pressure, • A conditioning circuit configured to heat a stream of fuel in the liquid state, taken from the cryogenic tank at tank pressure, in order to provide a stream of fuel in the gaseous state to the fuel cell, • A pressurization circuit configured to take a flow of fuel in the gaseous state from the conditioning circuit and convey it to the cryogenic tank in order to increase the gas pressure of the gaseous phase in said cryogenic tank, the pressurization circuit comprising at least one flow regulating member, • At least one sensor for measuring the gas pressure of the gas phase and • At least one computer configured to control the regulation organ of the flow rate as a function of at least said gas pressure in order to control the reservoir pressure.

[0011] Thanks to the invention, the reservoir pressure is advantageously regulated, which makes it possible not to disrupt the supply of the fuel cell and to manage with precision electric power generation. Advantageously, the gas pressure is increased to increase the tank pressure. Only a portion of the fuel flow that has been heated is used to regulate the pressure by providing heat. The distribution pressure is increased without the use of mobile cryogenic systems (cryogenic fuel pump, etc.).

[0012] According to one aspect, the conditioning circuit is free of a pump for driving the flow of fuel in the liquid state. This advantageously makes it possible to reduce the complexity and cost of the power generation system. Only the tank pressure is used to supply the conditioning circuit.

[0013] According to one aspect, the conditioning circuit comprises at least one heat exchanger configured to provide calories to the flow of fuel in the liquid state, the pressurization circuit being configured to take the flow of fuel in the gaseous state downstream of the heat exchanger. The heat exchanger functions as a vaporizer for the flow of fuel in the liquid state, in particular, from hot sources.

[0014] According to one aspect, the heat exchanger is configured to draw calories from the fuel cell. This synergistically makes it possible to use the calories that are evacuated by the cooling circuit of the fuel cell.

[0015] According to one aspect, the conditioning circuit comprises at least one supply valve controllable by the computer. Advantageously, this makes it possible to control the supply valve as a function of the gas pressure and, preferably, of a set electrical power. A precise quantity of fuel is supplied to the fuel cell, which ensures precise generation of the electrical power. The efficiency is thus optimal.

[0016] According to one aspect, the conditioning circuit comprises at least one buffer tank configured to store a flow of fuel in the gaseous state. A buffer tank makes it possible to ensure a reactive supply of the fuel cell when needed. The buffer tank further makes it possible to supply the pressurization circuit with a flow of fuel in the gaseous state which is available to reactively regulate the tank pressure.

[0017] According to one aspect, the pressurization circuit is configured to supply the cryogenic tank with the flow of fuel in the gaseous state from the conditioning circuit in order to increase the pressure of the tank. Thus, the flow of fuel in the gaseous state makes it possible to fill the cryogenic tank, which increases the pressure by the combined effect of an addition of fuel (in moles) but also by an addition of calories. The heat input makes it possible to vaporize a portion of the liquid fuel to increase the gaseous pressure and thus increase the tank pressure.

[0018] According to another aspect, the pressurization circuit is configured to circulate the gaseous fuel flow from the conditioning circuit into the cryogenic tank to provide calories to the fuel and increase tank pressure. Thus, the gaseous fuel flow only provides calories. This vaporizes some of the liquid fuel to increase the gas pressure and thus increase tank pressure.

[0019] According to one aspect, the pressurization circuit comprises a heat exchanger mounted in the cryogenic tank to transmit calories to the fuel of the cryogenic tank. The presence of a heat exchanger allows optimal transmission of calories.

[0020] According to one aspect, the pressurization circuit is configured to reintroduce the gaseous fuel stream into the conditioning circuit after circulation in the cryogenic tank. This makes it possible to fully utilize the gaseous fuel stream that has been reheated.

[0021] According to one aspect, the pressurization circuit is configured to take the flow of fuel in the gaseous state at a take-off point in the conditioning circuit and to reintroduce it at a reintroduction point located downstream relative to the circulation of the flow of fuel in the gaseous state in the conditioning circuit.

[0022] According to one aspect, the generation system comprises at least one pressure drop member mounted in the conditioning circuit between the sampling point and the reintroduction point. Such a pressure drop member advantageously makes it possible to guarantee the flow of the flow in the pressurization circuit.

[0023] According to one aspect, the generation system comprises at least one ejection member at the reintroduction point. Such an ejection member advantageously makes it possible to generate a driving force to drive the flow in the pressurization circuit by exploiting the pressure of the conditioning circuit.

[0024] The invention also relates to a method for generating electrical power by means of a generation system as presented previously, the method comprising steps consisting of: • Power the fuel cell through the conditioning circuit, • Measure the gas pressure of the gas phase in the cryogenic tank and • Control the pressurization pump of the pressurization circuit according to at least said gas pressure in order to control the tank pressure. PRESENTATION OF FIGURES

[0025] The invention will be better understood on reading the following description, given in by way of example, and referring to the following figures, given as non-limiting examples, in which identical references are given to similar objects.

[0026] [Fig.l] is a schematic representation of a first embodiment of an electrical generation system.

[0027] [Fig.2] is a schematic representation of a second embodiment of an electrical generation system.

[0028] [Fig. 3] is a schematic representation of a third embodiment of an electrical generation system.

[0029] [Fig.4] is a schematic representation of a fourth embodiment of an electrical generation system.

[0030] [Fig.5] is a schematic representation of a fifth embodiment of an electrical generation system.

[0031] [Fig.6] is a schematic representation of a sixth embodiment of an electrical generation system.

[0032] It should be noted that the figures set out the invention in detail to implement the invention, said figures can of course be used to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0033] With reference to [Fig.l], there is shown a system 100 for generating an electrical power PE for an aircraft. The electrical power PE can be used for various purposes, in particular, to power an electrical network of the aircraft or to power electric propulsion motors of said aircraft.

[0034] In this example, the generation system 100 comprises a fuel cell 3 configured to generate the electrical power PE from a flow of gaseous fuel GH2. It nevertheless goes without saying that the invention applies to a set of fuel cells 3. In this example, the fuel cell 3 is powered by a flow of gaseous hydrogen GH2 and by a flow of air (not shown). The fuel cell 3 comprises, in a known manner, a cooling circuit (not shown) in which a heat transfer fluid circulates to cool the cells of the fuel cell 3.

[0035] Still with reference to [Fig.l], the generation system 100 comprises a cryogenic tank 1 in which the fuel is stored, in this example, di-hydrogen. It nevertheless goes without saying that the invention applies to a set of cryogenic tanks 1. It also goes without saying that the invention applies to other types of fuel.

[0036] In a known manner, with reference to [Fig.l], a cryogenic tank 1 comprises a gas phase PHG having a gas pressure PI and a liquid phase PHL having a tank pressure P2. As is known, the lower the quantity of fuel, the greater the proportion of the gaseous phase PHG in the cryogenic tank 1 and the lower the tank pressure P2. As is known, the gaseous phase PHG is located vertically above the liquid phase PHL in the cryogenic tank 1. For example, the fuel is stored in the cryogenic tank 1 at a temperature of the order of -255 to -251°C (18 to 22 Kelvins). The tank pressure P2 is preferably between 1.5 bar and 3 bar, i.e., between 0.1 and 0.3 MPa.

[0037] The generation system 100 further comprises a conditioning circuit C1 configured to heat a flow of fuel in the liquid state LH2, taken from the cryogenic tank 1 at the tank pressure P2, in order to supply a flow of fuel in the gaseous state GH2 to the fuel cell 3. The fuel circulates from upstream to downstream in the conditioning circuit C1 from the cryogenic tank 1 to the fuel cell 3.

[0038] Preferably, the conditioning circuit C1 is free of a pump for driving the flow of fuel in the liquid state LH2. In other words, there is no active distribution of the fuel but a passive distribution which is a function of the tank pressure P2. When the quantity of fuel is modified in the cryogenic tank 1, the tank pressure P2 drops, which can impact the fuel distribution and, consequently, the electrical power PE produced by the fuel cell 3.

[0039] The absence of a cryogenic drive pump makes it possible to reduce the complexity and cost of a generation system.

[0040] Still with reference to [Fig.l], the conditioning circuit C1 comprises a heat exchanger 2 configured to provide calories to the flow of fuel in the liquid state LH2 in order to make it gaseous. It nevertheless goes without saying that the invention applies to a set of heat exchangers 2. The heat exchanger 2 may have any compatible structure (plates, tubes, etc.). Preferably, the heat exchanger 2 is a vaporizer.

[0041] In this example, the conditioning circuit C1 comprises a controlled tank valve V1, mounted between the cryogenic tank 1 and the heat exchanger 2 which makes it possible to adjust the quantity of liquid fuel flow LH2 supplied to the heat exchanger 2. The cryogenic tank 1 supplies the liquid fuel flow LH2 to the heat exchanger 2 at the tank pressure P2.

[0042] With reference to [Fig.l], the heat exchanger 2 is configured to take calories from a heat source 20 which can be of different natures, for example, the ambient air ATM, the fuel cell 3, an aircraft source, an electric heater, a fuel combustion, etc. In particular, the heat exchanger 2 can draw calories from the cooling circuit of the fuel cell 3, which ensures synergistic operation.

[0043] In this example, the conditioning circuit C1 comprises a supply valve V2, mounted between the heat exchanger 2 and the fuel cell 3, which makes it possible to adjust the quantity of liquid fuel flow LH2 supplied to the fuel cell 3. As will be presented later, the supply valve V2 is controlled by a computer 5 which makes it possible to precisely adjust the quantity of fuel supplied to the fuel cell 3.

[0044] In this example, the conditioning circuit C1 comprises a controlled valve V4 which makes it possible to stop the supply of fuel to the fuel cell 3 when the system is stopped.

[0045] Still with reference to [Fig.l], the generation system 100 further comprises a pressurization circuit C2 configured to take a portion of the flow of fuel in the gaseous state GH2 from the conditioning circuit C1 and convey it to the cryogenic tank 1 in order to increase the pressure in said cryogenic tank 1.

[0046] In this first embodiment illustrated in [Fig.l], the pressurization circuit C2 is configured to supply the cryogenic tank 1 with the flow of fuel in the gaseous state GH2 from the conditioning circuit C1 in order to increase the pressure of the cryogenic tank 1. In other words, a flow of fuel in the gaseous state GH2 is reintroduced into the cryogenic tank 1 so as to increase the tank pressure P2 of the liquid phase PHL. The flow of fuel in the gaseous state GH2 provides calories to the cryogenic tank 1, which makes it possible to evaporate a portion of the flow of fuel in the liquid state LH2. In this first embodiment, the quantity of fuel in the cryogenic tank 1 increases with the pressurization circuit C2.

[0047] The pressurization circuit C2 allows an introduction into the gas phase PHG or into the liquid phase PHL, in particular, via a dip tube. An introduction into the liquid phase PHL makes it possible to increase the heat transfer, which is advantageous.

[0048] To allow injection into the cryogenic tank 1, the pressure of the gaseous fuel flow GH2 must be greater than the gas pressure PL

[0049] With reference to [Fig.l], the pressurization circuit C2 is configured to take the flow of fuel in the gaseous state GH2 at a sampling point A downstream of the heat exchanger 2 in the conditioning circuit C1, in particular, between the heat exchanger 2 and the supply valve V2. The fuel flows from upstream to downstream in the pressurization circuit C2 from the sampling point A to the cryogenic tank 1.

[0050] In this example, the pressurization circuit C2 comprises a flow regulating member, in particular, a gas circulator (or pressurization pump) 4 for driving the flow of fuel in the gaseous state GH2. As will be presented later, the gas circulator (or pressurization pump) 4 is controlled by the computer 5. The gas circulator (or pressurization pump) 4 is preferably a gas compressor. This makes it possible to adjust the flow while making it possible to increase the pressure of the flow of fuel in the gaseous state GH2 present in the pressurization circuit C2 so that it is greater than the gas pressure PL

[0051] The pressurization circuit C2 comprises a controllable cut-off valve V3 which makes it possible to isolate the cryogenic tank from the pressurization circuit C2 outside the use phases of the system, typically to minimize thermal inputs into the cryogenic tank 1. In practice, the cut-off function carried out by the cut-off valve V3 can be carried out by two valves connected in series.

[0052] With reference to [Fig. 1], the generation system 100 comprises a sensor 10 for measuring the gas pressure PI of the gas phase PHG. Preferably, the measuring sensor 10 is mounted in an upper part of the cryogenic tank 1 in order to be in contact with the gas phase PHG.

[0053] Alternatively, the gas pressure PI is not measured directly in the cryogenic tank 1 but downstream, in particular, at the sampling point A. This makes it possible to avoid subjecting a measuring sensor to cryogenic conditions. The pressure at the sampling point A is substantially equal to the gas pressure PI of the gas phase PHG, excluding pressure losses. The gas pressure PI can thus be determined precisely with a measuring sensor of simple and inexpensive design.

[0054] With reference to [Fig.l], the generation system 100 comprises a computer 5 configured to control the flow rate regulating member, in particular the pressurization pump 4, of the pressurization circuit C2 as a function of the gas pressure PI in order to control the reservoir pressure P2 of the cryogenic reservoir 1.

[0055] Thus, when the gas pressure PI is too low, the pressurization pump 4 is activated so as to circulate a greater quantity of fuel flow in the gaseous state GH2 in the cryogenic tank 1, which increases the gas pressure PI which constrains the fuel flow in the liquid state LH2 by increasing the tank pressure P2.

[0056] Still with reference to [Fig.l], the computer 5 is configured to receive a power setpoint PE*, for example, from the aircraft and which corresponds to the power requirement. The computer 5 is further configured to control the supply valve V2 as a function of the power setpoint PE* so that the electrical power PE generated is in accordance with the requirement. Such a control is advantageously made possible by the fact that the tank pressure P2 is precisely regulated. The computer 5 is furthermore configured to control the supply valve V2 as a function of the gas pressure PI on which the tank pressure P2 depends. Depending on the different strategies, the computer 5 is configured to control the supply valve V2 so that: • That it has a fixed position (open loop control) so that the gas pressure PI can directly adapt the tank pressure P2. • That it is controlled to follow a P2 tank pressure setpoint (closed loop control).

[0057] With reference to [Fig. 1], a method for generating an electrical power PE by means of the generation system 100 will be presented. In this example, the computer 5 receives a power instruction PE*, for example, from the aircraft and which corresponds to the power requirement.

[0058] The method comprising a step of supplying the fuel cell 3 by the conditioning circuit CL. For this purpose, fuel in the liquid state LH2 is taken from the cryogenic tank 1 at the tank pressure P2 to be heated and pressurized by the heat exchanger 2. The gaseous fuel flow GH2 is then supplied to the fuel cell 3 by the supply valve V2 which is controlled by the computer 5. The quantity of gaseous fuel flow GH2 depends on the duration / degree of opening but also on the tank pressure P2. The fuel cell 3 can thus supply the electrical power PE which corresponds to the power setpoint PE*. This electrical power PE can then be used by the aircraft's electrical network or by electric propulsion motors.

[0059] As indicated above, the reservoir pressure P2 decreases over time. Also, the method comprises a step consisting of measuring the gas pressure PI of the gas phase PHG in the cryogenic reservoir 1 and controlling the pressurization pump 4 of the pressurization circuit C2 as a function of at least said gas pressure PI in order to control the reservoir pressure P2.

[0060] In this example, the supply valve V2 of the conditioning circuit C1 is controlled by the computer 5 as a function of the power setpoint PE* so as to deliver the optimal quantity of gaseous fuel flow GH2.

[0061] With reference to [Fig. 2] representing a second embodiment, the conditioning circuit C1 comprises at least one buffer tank 6 configured to store the flow of fuel in the gaseous state GH2 which comes from the heat exchanger 2 before it is consumed by the fuel cell 3. Preferably, the sampling point A is produced at the buffer tank 6.

[0062] For example, the fuel is stored in the buffer tank 6 at a temperature of the order of - 26.85°C (300 Kelvins). The tank pressure P2 is the order of 3 bar, that is to say, 0.3 MPa.

[0063] The use of a buffer tank 6 makes it possible to have a reserve of fuel flow in the gaseous state GH2 in order, on the one hand, to respond reactively to the needs of the fuel cell 3 and, on the other hand, to allow the tank pressure P2 to be increased reactively by circulating a fuel flow in the gaseous state GH2 in the pressurization circuit C2.

[0064] Other embodiments of the invention are shown in Figures 3 to 6. For the sake of clarity and conciseness, only the differences from the first embodiment are shown. Similar elements thus have identical reference numerals.

[0065] In these embodiments, the pressurization circuit C2 is configured to circulate the flow of fuel in the gaseous state GH2 from the conditioning circuit C1 in the cryogenic tank 1 to provide calories to the fuel and increase the pressure of the cryogenic tank 1. In particular, the pressurization circuit C2 is configured to reintroduce the flow of fuel in the gaseous state GH2 into the conditioning circuit C1 after circulation in the cryogenic tank 1.

[0066] As illustrated in Figures 3 to 6, the pressurization circuit C2 is configured to take the flow of fuel in the gaseous state GH2 at the sampling point A in the conditioning circuit C1 and to reintroduce it at a reintroduction point B located downstream relative to the circulation of the flow of fuel in the gaseous state GH2 in the conditioning circuit C1.

[0067] In this example, the pressurization circuit C2 comprises a heat exchanger 6 mounted in the cryogenic tank 1 to transmit calories to the cryogenic tank fuel 1. The heat exchanger 6 can have any compatible structure (plates, tubes, etc.). The heat exchanger 6 preferably extends in a lower part of the cryogenic tank 1 to be in contact with the liquid phase PHL and improve the transfer of calories. It goes without saying that the heat exchanger 6 could also extend in an upper part of the cryogenic tank 1.

[0068] Unlike the first embodiment, the flow of fuel in the gaseous state GH2 does not increase the quantity of fuel in the cryogenic tank 1. The flow of fuel in the gaseous state GH2 only provides calories to the cryogenic tank 1, which makes it possible to evaporate part of the flow of fuel in the liquid state LH2.

[0069] With reference to [Fig. 3], the pressurization circuit C2 comprises a controllable reintroduction valve V5 which makes it possible to isolate the cryogenic tank 1 from the pressurization circuit C2 outside the phases of use of the system, typically to minimize thermal inputs into the cryogenic tank 1. In practice the The cut-off function carried out by the V5 cut-off valve can be achieved by two valves connected in series.

[0070] Preferably, as illustrated in [Fig. 3], the conditioning circuit C1 comprises a pressure drop member 7 between the sampling point A and the reintroduction point B which makes it possible to ensure the possibility of a flow between the cryogenic tank 1 and the reintroduction point B which passes through the pressurization circuit C2.

[0071] A fourth embodiment is shown in [Fig. 4]. The fourth embodiment is a variant of the third embodiment with a buffer tank 6 according to the second embodiment.

[0072] In this context, the use of a buffer tank 6 makes it possible to have a reserve of fuel flow in the gaseous state GH2 in order, on the one hand, to respond reactively to the needs of the fuel cell 3 and, on the other hand, to reactively increase the tank pressure P2 by regulating the quantity of calories supplied.

[0073] A fifth embodiment is shown in [Fig. 5]. Since the gaseous fuel flow GH2 is not introduced into the cryogenic tank 1, the pressure of the gaseous fuel flow GH2 can be lower than the gas pressure PI. This advantageously makes it possible to do without a pressurization pump 4 and to use only a flow control valve 40, as a flow control member, which is controllable by the computer 5. It goes without saying that the fourth embodiment and the fifth embodiment are compatible. A flow control valve 40 is less expensive, bulky and complex than a pressurization pump 4.

[0074] A sixth embodiment is shown in [Fig. 6]. The sixth embodiment is a variant of the third embodiment with an ejection member 8 installed at the reintroduction point B.

[0075] Such an ejection member 8 advantageously makes it possible to increase the pressure force during reintroduction so as to drive the flow of fuel in the gaseous state GH2 from the heat exchanger 2. In other words, such an ejection member 8 makes it possible to exploit the pressure force between the upstream and downstream of the conditioning circuit C1 to generate a depression at the point where the pressurization circuit C2 is connected. This depression makes it possible to generate the driving force to drive the flow of fuel in the pressurization circuit C2. It goes without saying that the sixth embodiment is compatible with the fourth and / or the fifth embodiment.

[0076] Thanks to the invention, only a small part of the flow of fuel in the liquid state LH2 is used to regulate the tank pressure P2, which simplifies the power generation system and reduces its complexity while maintaining a thermal efficiency. optimal dynamics and electrical efficiency.

Claims

Claims

1. System (100) for generating electrical power (PE) for an aircraft comprising: • At least one fuel cell (3) configured to generate the electrical power (PE) from a gaseous fuel flow (GH2), • At least one cryogenic tank (1) in which is stored a fuel comprising a gaseous phase (PHG) having a gaseous pressure (PI) and a liquid phase (PHL) having a tank pressure (P2), • A conditioning circuit (Cl) configured to heat a flow of fuel in the liquid state (LH2), taken from the cryogenic tank (1) to the tank pressure (P2), in order to supply a flow of fuel in the gaseous state (GH2) to the fuel cell (3),• A pressurization circuit (C2) configured to take a flow of fuel in the gaseous state (GH2) from the conditioning circuit (Cl) and convey it to the cryogenic tank (1) in order to increase the gas pressure (PI) of the gaseous phase (PHG) in said cryogenic tank (1), the pressurization circuit (C2) comprising at least one flow rate regulating member (4), • At least one sensor (10) for measuring the gas pressure (PI) of the gaseous phase (PHG) and • At least one computer (5) configured to control the flow rate regulating member (4) as a function of at least said gas pressure (PI) in order to control the tank pressure (P2).,

2. Generation system (100) according to claim 1 in which the conditioning circuit (Cl) is free of a pump for driving the flow of fuel in the liquid state (LH2).

3. Generation system (100) according to one of claims 1 to 2 in which the conditioning circuit (Cl) comprises at least one heat exchanger (2) configured to provide calories to the flow of fuel in the liquid state (LH2), the pressurization circuit (C2) being configured to take the gaseous fuel stream (GH2) downstream of the heat exchanger (2).

4. Generation system (100) according to one of claims 1 to 3, in which the conditioning circuit (Cl) comprises at least one supply valve (V2) controllable by the computer (5).

5. Generation system (100) according to one of claims 1 to 4, in which the conditioning circuit (Cl) comprises at least one buffer tank (6) configured to store a flow of fuel in the gaseous state (GH2).

6. Generation system (100) according to one of claims 1 to 5, in which the pressurization circuit (C2) is configured to supply the cryogenic tank (1) with the flow of fuel in the gaseous state (GH2) from the conditioning circuit (Cl) in order to increase the pressure of the tank (P2).

7. Generation system (100) according to one of claims 1 to 6, in which the pressurization circuit (C2) is configured to circulate the flow of fuel in the gaseous state (GH2) from the conditioning circuit (Cl) in the cryogenic tank (1) to provide calories to the fuel and increase the pressure of the tank (P2).

8. A generation system (100) according to claim 7, wherein the pressurization circuit (C2) comprises a heat exchanger (6) mounted in the cryogenic tank (1) for transmitting calories to the cryogenic tank fuel (1).

9. Generation system (100) according to one of claims 7 to 8, in which the pressurization circuit (C2) is configured to reintroduce the flow of fuel in the gaseous state (GH2) into the conditioning circuit (Cl) after circulation in the cryogenic tank (1).

10. Generation system (100) according to claim 9, in which the pressurization circuit (C2) is configured to take the flow of fuel in the gaseous state (GH2) at a sampling point (A) in the conditioning circuit (Cl) and to reintroduce it at a reintroduction point (B) located downstream relative to the circulation of the flow of fuel in the gaseous state (GH2) in the conditioning circuit (Cl).

11. Generation system (100) according to claim 10, comprising a pressure drop member (7) in the conditioning circuit (Cl) between the sampling point (A) and the reintroduction point (B).

12. Generation system (100) according to one of claims 10 to 11, comprising at least one ejection member (8) at the point of reintroduction (B).

13. Method for generating electrical power (PE) by means of a generation system (100) according to one of claims 1 to 12, the method comprising steps consisting of: • Power the fuel cell (3) via the conditioning circuit (Cl), • Measure the gas pressure (PI) of the gas phase (PHG) in the cryogenic tank (1) and • Control the pressurization pump (4) of the pressurization circuit (C2) as a function of at least said gas pressure (PI) in order to control the tank pressure (P2).

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