Fuel cell electric architecture supplying a propulsion network and a non-propulsion network; aircraft comprising it.

Abstract

Electrical architecture for a vehicle, comprising a propulsion electrical network (10L, 10R) and a non-propulsion electrical network (20), the propulsion electrical network comprising at least a first fuel cell assembly (30L, 30R) and a propulsion electric motor (1L, 1R) connected to the first fuel cell assembly comprising at least a first fuel cell (31L, 31R) and first auxiliary electrical equipment (32L, 33L, 34L, 32R, 33R, 34R), the non-propulsion electrical network comprising a second fuel cell assembly (40L, 40R) comprising at least a second fuel cell (41L, 41R) and second auxiliary electrical equipment (42L, 42R). The architecture comprises at least one electronic control unit connected to the fuel cell stacks (30L, 30R, 40L, 40R) to control them selectively in two start-up phases and one nominal operating phase. Aircraft comprising such an architecture.SUMMARY FIGURE : Fig. 1.

Description

Title of the invention: Fuel cell electric architecture supplying a propulsion network and a non-propulsion network; aircraft comprising it.

[0001] The present invention relates to the field of fuel cell electrical architectures in the field of transport and more particularly in aeronautics.

[0002] BACKGROUND OF THE INVENTION

[0003] 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, but also to those already in circulation, requiring the implementation of technological solutions 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.

[0004] Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft. With the aim of improving the energy efficiency 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.

[0005] Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes that minimize greenhouse gas emissions to reduce the environmental footprint of its activity.

[0006] This sustained research and development work focuses on 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, etc.

[0007] For this purpose, it has been considered to replace, in aircraft, thermal propulsion engines with electric propulsion engines connected to a fuel cell supplied with dihydrogen.

[0008] It is recalled that a fuel cell comprises at least one electrochemical generator, a first device for supplying the electrochemical generator with dihydrogen, a second device for supplying the electrochemical generator with dioxygen, and a device for removing the water and heat produced from the electrochemical generator. The electrochemical generator has two electrodes, namely an anode on which oxidation of dihydrogen, which is a reducing fuel, occurs, and a cathode on which reduction of dioxygen, which is an oxidant, occurs, so that a transfer of electrical charges is generated between the two electrodes.

[0009] It is generally provided: - a first electrical network, called propulsive, dedicated to the propulsion of the aircraft and including the fuel cell; and - a second electrical network, called non-propulsive, dedicated to non-propulsive on-board electrical equipment (computers and other calculators, flight control actuators, communication devices, etc.).

[0010] In flight, the fuel cell supplies power to the electric propulsion motors, the auxiliary components of the fuel cell which are necessary for the operation of the fuel cell (air compressor, hydrogen recirculation, cooling of the cell), and the non-propulsive on-board equipment. However, it is also necessary to supply the non-propulsive on-board equipment prior to starting the fuel cell and to supply the auxiliary components of the cell with fuel to enable it to start. For this purpose, the non-propulsive electrical network comprises a battery which is recharged by the fuel cell once it has started.

[0011] A disadvantage of this system is that the non-propulsion electrical network is generally a low voltage electrical network, typically 28 V, whereas the fuel cell has power components requiring a higher voltage. It is therefore necessary to provide voltage converters which are relatively heavy and which are only used for starting.

[0012] Furthermore, the electrical connection of the non-propulsion electrical network with the power part of the propulsion electrical network creates a significant risk of a fault spreading between these two electrical networks. It is also necessary that the two networks do not disturb each other.

[0013] SUBJECT OF THE INVENTION

[0014] The invention aims in particular to provide an electrical architecture for a fuel cell vehicle which at least partially overcomes the aforementioned drawbacks. Summary of the invention

[0015] To this end, according to the invention, an electrical architecture for a vehicle is provided, comprising a propulsion electrical network and a non-propulsion electrical network. The propulsion electrical network comprises at least a first set of fuel cells fuel and an electric propulsion motor connected to the first fuel cell assembly comprising at least a first fuel cell and first auxiliary electrical equipment. The non-propulsion electrical network comprises a second fuel cell assembly comprising at least a second fuel cell and second auxiliary electrical equipment.The architecture comprises at least one connection / disconnection element between the non-propulsion electrical network and the first auxiliary equipment and at least one electronic control unit connected to the fuel cell stacks and to the connection / disconnection element and arranged to control them selectively: in a first start-up phase in which the connection / disconnection element is in a blocking state and the second auxiliary electrical equipment is powered to start the second fuel cell stack; in a second start-up phase in which the connection / disconnection element is in a conducting state and the second fuel cell stack powers the first auxiliary equipment to start the first fuel cell stack; then in a nominal operating phase in which the first fuel cell stack is self-powered and powers the propulsion electrical network.

[0016] Thus, the architecture comprises a first fuel cell for powering the propulsion network and a second fuel cell for powering the non-propulsion network. Since the non-propulsion network consumes less power than the propulsion network, the second fuel cell is less powerful than the first fuel cell. Nevertheless, the second fuel cell provides, in addition to powering the non-propulsion electrical network, a second function, namely powering the auxiliary electrical equipment of the first fuel cell to enable the first fuel cell to start.

[0017] According to optional characteristics, used individually or in whole or in part in combination: - the non-propulsion electrical network includes a battery supplying the second auxiliary electrical equipment during the first start-up phase; - the non-propulsion electrical network includes an external power outlet to supply the second auxiliary electrical equipment during the first start-up phase; - said at least one electronic control unit is arranged to control the stopping of the electric propulsion motor during the second start-up phase and subsequently control its power supply during the nominal operating phase; - a voltage converter is arranged between the second fuel cell of the second fuel cell assembly and the first auxiliary electrical equipment such that the second fuel cell assembly supplies the first auxiliary equipment via the voltage converter during the second start-up phase; - the auxiliary electrical equipment of each fuel cell assembly comprises at least a first auxiliary electric motor mechanically connected to a second fluid circulation member arranged in a fuel circuit and a second auxiliary electric motor mechanically connected to a first fluid circulation member arranged in an oxygen circuit; the auxiliary electric motors being electrically connected to an internal interconnection bar to which the first connection / disconnection element is also connected; preferably, the auxiliary electrical equipment of each fuel cell assembly comprises a third auxiliary electric motor mechanically connected to a cooling management member and electrically connected to the internal interconnection bar; - the propulsion electrical network comprises an interconnection bar connected to the first fuel cell assembly, to the internal interconnection bar and to the propulsion electric motor; - the non-propulsion electrical network comprises an interconnection bar connected to the second fuel cell, to the second auxiliary electrical equipment and to the connection / disconnection element.

[0018] The invention also relates to an aircraft equipped with such an architecture.

[0019] Other characteristics and advantages of the invention will emerge from reading the following description of particular and non-limiting embodiments of the invention. Brief description of the drawings

[0020] Reference will be made to the accompanying drawings, among which:

[0021] [Fig-1] [Fig.l] is a schematic view of an aircraft electrical architecture twin-engine aircraft according to a first embodiment of the invention;

[0022] [Fig.2] [Fig.2] is a schematic view of an aircraft electrical architecture twin-engine aircraft according to a second embodiment of the invention;

[0023] [Fig.3] [Fig.3] is a time representation showing the exchange sequence of signals during startup. DETAILED DESCRIPTION OF THE INVENTION

[0024] With reference to [Fig.l], the invention is described here in application to an aircraft A comprising a left IL electric propulsion motor driving in rotation a left 2L propeller, a right IR electric propulsion motor driving in rotation a 2R right propeller, a 10L left propulsion electrical network, a 10R right propulsion electrical network, and a 20 non-propulsion electrical network. It is understood that the letters L and R designate the components associated respectively with the left part and the right part of the aircraft A, this notation being retained in the rest of the description.

[0025] The propulsion electrical network 10L electrically connects a power electronic circuit 3L of the electric propulsion motor IL to terminals of a first left fuel cell 30L. The propulsion electrical network 10R electrically connects a power electronic circuit 3R of the electric propulsion motor IR to terminals of a first right fuel cell 30R.

[0026] Each fuel cell 30L and 30R comprises a plurality of electrochemical generators 3 IL and 31R connected together in series / parallel, and auxiliary electrical equipment comprising a first device 32L and 32R for supplying the electrochemical generators 3 IL and 31R with dihydrogen, a second device 33L and 33R for supplying the electrochemical generators 3 IL and 31R with dioxygen, and a device 34L and 34R for managing the heat produced in the electrochemical generators 31L and 31R.

[0027] Each electrochemical generator 3 IL and 31R comprises two electrodes, namely an anode to produce an oxidation of the dihydrogen and a cathode to produce a reduction of the dioxygen so that between the two electrodes a transfer of electrical charges is generated creating a potential difference at the terminals of the electrochemical generators 3 IL and 3 IR.

[0028] The first power supply device 32L and 32R comprises a first auxiliary electric motor 322L, 322R driving a pump 32IL, 321R. The first auxiliary electric motor 322L, 322R has a power electronic circuit 323L, 323R connected to an internal interconnection bar 35L, 35R of the fuel cell 30L, 30R. The pump 321L, 321R of the power supply device 32L, 32R is positioned in a dihydrogen circuit which is connected to a pressurized dihydrogen tank not shown and supplies the electrochemical generators 3IL and 31R on the anode side. The pump 32IL, 321R allows recirculation of the dihydrogen in the dihydrogen circuit. The hydrogen circuit is known in itself and can also include a filter, a heater, a humidifier, a separator, valves, sensors, etc.

[0029] The second power supply device 33L and 33R comprises a second auxiliary electric motor 332L, 332R driving a compressor 33 IL, 33 IR. The second auxiliary electric motor 332L, 332R has a power electronic circuit 333L, 333R connected to the internal interconnection bar 35L, 35R. The compressor 33IL, 33IR of the power supply device 32L, 32R is positioned in an air circuit which comprises an outside air intake and feeds the 3IL and 3IR electrochemical generators on the cathode side. The 33 IL, 33 IR compressor allows control of the pressure and flow rate of air introduced into the 3IL and 31R electrochemical generators, this pressure and flow rate determining the performance of the 30L and 30R fuel cells. The air circuit is known in itself and can also include a filter, a heater, a humidifier, a separator, valves, sensors, etc.

[0030] The management device 34L and 34R comprises a third auxiliary electric motor 342L, 342R driving a pump 34IL, 341 R. The third auxiliary electric motor 342L, 342R has a power electronic circuit 343L, 343R connected to the internal interconnection bar 35L, 35R. The pump 341L, 341R of the management device 34L, 34R is arranged to circulate a heat transfer liquid in the fuel cells 30L and 30R to heat exchangers in order to limit heating of the fuel cells 30L and 30R.

[0031] The first fuel cell 30L, 30R further comprises an internal control circuit which is connected to the control circuit of the propulsion electrical network to power the electronic components for calculation, control and detection of the first fuel cell 30L, 30R.

[0032] The propulsion electrical network 10L, 10R here comprises an interconnection bar 1 IL, 1 IR which is connected via electrical connection / disconnection devices 12L, 12R to the fuel cells 30L, 30R, to the power electronic circuits 3L, 3R and to the internal interconnection bar 35L, 35R. The term interconnection bar is used here to designate any electrical conductor for transporting electrical energy. The propulsion electrical network 10L, 10R is under a direct voltage of 500 to 1000 V when the first fuel cell 30L, 30R is in stabilized operation. The 10L, 10R propulsion electrical network also includes a 13L, 13R interconnection bar supplying the components necessary for the operation of the 10L, 10R propulsion electrical network and in particular computers, sensors, a communication bus, etc.

[0033] The non-propulsive electrical network 20 comprises a left interconnection bar 21L and a right interconnection bar 21R which are connected to each other via an electrical connection / disconnection device 22. The non-propulsive electrical network 20 is under a direct voltage of between 28 V and 270 V.

[0034] The interconnection bar 2IL is also connected to a second fuel cell 40L and to the internal control circuit 13L each time via an electrical connection / disconnection device 22L. The second fuel cell 40L has a structure identical to that of the first fuel cell 30L, 30R and comprises electrochemical generators 41L and electrical auxiliary equipment symbolized in 42L. The electrochemical generators 41L are connected to the bar interconnection bar 21L via a voltage converter 23L and a connection / disconnection element 22L'. The electrical auxiliary equipment 42L is connected to an interconnection bar itself connected to the interconnection bar 2IL by an interconnection element 22L'. It is understood that the second fuel cell 40L differs however from the first fuel cell 30L, 30R by the power supplied, and more precisely that the second fuel cell 40L is sized to provide less power than the first fuel cell 30L, 30R.

[0035] The interconnection bar 21R is also connected to a second fuel cell 40R and to the internal control circuit 13R each time via an electrical connection / disconnection device 22R. The second fuel cell 40R has a structure identical to that of the first fuel cell 30L, 30R and comprises electrochemical generators 41R and electrical auxiliary equipment symbolized at 42R. The electrochemical generators 41R are connected to the interconnection bar 21R via a voltage converter 23R and a connection / disconnection element 22R'. The electrical auxiliary equipment 42R is connected to an interconnection bar itself connected to the interconnection bar 21R by an interconnection element 22R'.It is understood that the second fuel cell 40R differs from the first fuel cell 30L, 30R by the power supplied, and more precisely that the second fuel cell 40R is sized to supply less power than the first fuel cell 30L, 30R.

[0036] The interconnection bar 21L is further connected via an electrical connection / disconnection device 22 to an external interconnection bar 25 itself connected to an external power outlet 26 via a contactor 22 and to a battery 50 via an electrical connection / disconnection device 22.

[0037] The electrical architecture according to the invention further comprises electronic control units which are connected to an avionics control unit 1000 of the aircraft A to together form an electronic unit for controlling the electrical architecture of the aircraft A. The avionics control unit 1000 is known per se and arranged to supervise and coordinate the operation of all the equipment of the aircraft A from the orders of the pilot of the aircraft A, the signals from the sensors to which it is directly connected, and the signals exchanged with the equipment itself. Each electronic control unit comprises for example a processor and a memory containing programs executable by the processor.

[0038] The electronic control units include: - a central non-propulsion control unit 60 of the entire non-propulsion network 20; - a dedicated 6IL non-propulsive control unit for the second stack fuel 41L from the left part of the non-propulsion network 20; - a dedicated non-propulsive control unit 61R of the second fuel cell 41R of the right part of the non-propulsive network 20; - a dedicated 70L control unit for the 10L left propulsion network; - a dedicated 70R propulsion control unit for the 10R right propulsion network.

[0039] The avionics control unit 1000 is connected: - to the electrical connection / disconnection devices 22 for controlling the power supply of the interconnection bar 21L, 21R (and also of the non-propulsion control unit 60) by the battery 50 or the external power socket 26; - to the control units 60, 6IL, 61R, 70L, 70R to transmit orders to them and receive status signals from them.

[0040] The central control unit 60 is connected: - to the electrical connection / disconnection devices 22L, 22R for connecting the various components of the non-propulsion electrical network 20 to the interconnection bar 2IL, 2IR and for connecting the interconnection bar 13L, 13R to the interconnection bar 21L, 21R; - to the electrical connection / disconnection devices 22L, 22R connecting the interconnection bars 21L, 21R to the dedicated non-propulsion control units 6IL, 61R to control their power supply.

[0041] The central control unit 60 is more particularly intended for controlling the non-propulsion network 20.

[0042] The dedicated non-propulsion control units 6IL, 61R are connected to the auxiliary equipment of the second fuel cells 41L, 41R to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0043] The propulsion control unit 70L is connected to the electrical connection / disconnection devices 12L, and to the various controllable components of the propulsion electrical network 10L, including the auxiliary equipment of the first fuel cell 30L, to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0044] The propulsion control unit 70R is connected to the electrical connection / disconnection devices 12R, and to the various controllable components of the propulsion electrical network 10R, including the auxiliary equipment of the first fuel cell 30R, to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0045] As previously indicated, the avionics control unit 1000 is intended to control of the entire system in start-up mode and coordination of the electronic control units 60, 61L, 61R, 70L, 70R during the start-up phase.

[0046] In the following description of the operation of the architecture in startup mode and in nominal mode, we are only interested in the left part of the architecture. Obviously, this operation is the same for the right part.

[0047] The start-up mode comprises two start-up phases and the nominal operating mode here comprises a single nominal operating phase.

[0048] More specifically, the connection / disconnection elements 22, 22L are selectively controlled by the avionics control unit 1000 and the non-propulsive central control unit 60: - in a first start-up phase in which the second auxiliary electrical equipment 42L is powered to start the second fuel cell 40L; - in a second start-up phase in which the second fuel cell 40L supplies the first auxiliary equipment 32L, 33L, 34L to start the first fuel cell 30L; - then in a nominal operating phase in which the first 30L fuel cell is self-powered and supplies the 10L propulsion electrical network.

[0049] In the first start-up phase, the avionics control unit 1000 controls, in an on state, the connection elements 22 connecting the battery 50 to the interconnection bar 21L and the non-propulsive central control unit 60 and the dedicated non-propulsive control unit 6IL control, in an on state, the connection element 22L' connecting the auxiliary electrical equipment 42L to the interconnection bar 2IL (the other connection / disconnection elements are in the blocking state). As a result: - the 42L auxiliary electrical equipment is then powered on; - the start of the second 40L fuel cell begins.

[0050] Once the second fuel cell 40L has been started, i.e. in a stable or self-powered operating mode, the avionics control unit 1000 begins a second start-up sequence in which the dedicated non-propulsive control unit 6IL controls in an on state the connection / disconnection element 22L' connecting the electrochemical generators 41L of the second fuel cell 40L to the interconnection bar 21L and the central non-propulsive control unit 60 controls in an on state the connection / disconnection elements 22L connecting the 21L interconnection bar: - to battery 50, to the internal connection bar 35L and to the internal control circuit of the first fuel cell 30L, to the control units of the 10L propulsion electrical network via the 13L interconnection bar.

[0051] It is therefore the second 40L fuel cell which supplies these different elements. The other connection / disconnection elements are in the blocking state. As a result, in the second boot sequence: the auxiliary electrical equipment of the first 30L fuel cell is then powered up; The start-up of the first 30L fuel cell begins.

[0052] Once the first fuel cell 30L is in a stable operating state, the first fuel cell 30L is self-powered and powers the propulsion electrical network 10L. The avionics control unit 1000 controls the nominal operating phase in which: the 13L interconnection bar is powered by the electrical energy produced by the first 30L fuel cell; and the rotation of the IL electric propulsion motor is controlled; the connection / disconnection elements 22, 22L are controlled in one or other of their states to possibly enable the non-propulsion electrical network 20 to be supplied and possibly the battery 50 to be charged.

[0053] It is noted that in start-up mode, it is possible to power the non-propulsive electrical network 20 from the external power socket 26 if the aircraft is in a location equipped with a power distribution network connectable to the external power socket 26.

[0054] In nominal mode, the dedicated non-propulsive control unit 60L, 60R is arranged to adjust the quantity of energy taken by the non-propulsive electrical network 20 from the energy produced by the second fuel cells 40L, 40R. It will be noted that, in nominal mode, the interconnection bar 1 IL, 1 IR is completely electrically isolated from the interconnection bar 2 IL, 2 IR: the non-propulsive electrical network 20 is therefore electrically segregated from the propulsive electrical network 10L, 10R, which limits the risk of a breakdown propagation.

[0055] Preferably furthermore, the dedicated propulsion control units 70L, 70R are arranged to control the electric propulsion motors IL, IR to a standstill as long as the central non-propulsion control unit 60 and the dedicated non-propulsion control units 6IL, 61R control the second fuel cells 40L, 40R and the non-propulsion network 20 in start-up mode. Thus, it is possible to avoid setting the propellers 2L, 2G in rotation when the aircraft A is parked and operators are around.

[0056] For the second start-up phase, the voltage converter 23L, 23R can be controlled to provide the voltage necessary to power the auxiliary electrical equipment of the second fuel cells 30L, 30R. Alternatively, as in the second embodiment of [Fig. 2], a voltage converter 24L, 24R can be installed between the interconnection bar 21L, 21R and the interconnection bar 35L, 35R and more precisely between the interconnection bar 35L, 35R and the adjacent connection / disconnection element 22L, 22R.

[0057] [Fig.3] shows the sequence of signal exchange between the different electronic control units when initiating the start mode (on battery) and then when switching to nominal mode for the left part of the electrical architecture. Obviously, this operation is the same for the right part.

[0058] The pilot commands the preparation of the start mode to the avionics control unit 1000 (the pilot's commands are represented by a bold arrow).

[0059] The avionics control unit 1000 controls the connection of the battery 50 to the interconnection bar 21L supplying the non-propulsion central control unit 60.

[0060] The non-propulsive central control unit 60 commands: - the connection of the 13L interconnection bar to the 2IL interconnection bar to supply the 70L propulsion control unit; - connecting the non-propulsion control unit 61L to the interconnection bar 21L to power the non-propulsion control unit 61L.

[0061] The propulsive control unit 70L and the non-propulsive control unit 61L return a "ready" signal to the avionics control unit 1000.

[0062] The pilot then sends to the avionics control unit 1000 an order to initiate the start-up mode of the second fuel cell 40L.

[0063] The avionics control unit 1000 sends to each of the control units 60 and 6IL a command to put into start mode and each of the control units 60 and 6IL returns a “ready to start” signal to the avionics control unit 1000.

[0064] The pilot then sends the order to the avionics control unit 1000 to start the second fuel cell 40L.

[0065] The avionics control unit 1000 sends to the non-propulsive central control unit 60 an order to start the second fuel cell 40L. The non-propulsive central control unit 60 commands the dedicated non-propulsive control unit 6IL to connect the auxiliary equipment of the second fuel cell 40L to the interconnection bar 21L and therefore to the battery 50.

[0066] The dedicated non-propulsion control unit 6IL returns to the central non-propulsion control unit 60 a signal indicating that the second fuel cell 40L is ready to self-power. The non-propulsion central control unit 60 commands the dedicated non-propulsion control unit 61L to connect the second fuel cell 40L to the non-propulsion electrical network 20. The non-propulsion central control unit 60 commands the battery 50 to be disconnected from the non-propulsion electrical network 20.

[0067] The pilot then sends the order to the avionics control unit 1000 to put the first 30L fuel cell into start mode.

[0068] The avionics control unit 1000 sends to each of the control units 60 and 70L a command to put into start mode and each of the control units 60 and 70L returns a "ready to start" signal to the avionics control unit 1000.

[0069] The pilot then sends the order to the avionics control unit 1000 to start the first 30L fuel cell.

[0070] The avionics control unit 1000 sends to the non-propulsive central control unit 60 an order to start the first fuel cell 30L and the non-propulsive central control unit 60 controls the connection of the propulsion network 10L to the non-propulsive network 20 to connect the auxiliary equipment of the first fuel cell 30L to the interconnection bar 2IL and therefore to the second fuel cell 40L.

[0071] The dedicated propulsion control unit 70L returns to the avionics control unit 1000 a signal indicating that the first fuel cell 30L is ready to self-power. The central non-propulsion control unit 60 commands the disconnection of the propulsion electrical network 10L and the non-propulsion electrical network 20.

[0072] The propulsion control unit 70L sends back to the avionics control unit 1000 a signal indicating that the propeller 2L is rotating with the blades feathered (the propeller then provides no thrust or only very low thrust). The avionics control unit 1000 can, on command from the pilot, control the power supply to the electric propulsion motor IL to prevent the propeller 2L from rotating or, on the contrary, to provide thrust.

[0073] On the side of the propulsion control unit 70L, the voltage at the terminals of the propulsion electrical network 10L and the presence of voltage at the terminals of the auxiliary equipment of the first fuel cell 30L are monitored. When the first fuel cell 30L is in a state of self-powering, the first fuel cell 30L is connected to the propulsion electrical network and the propeller 2L can be rotated.

[0074] Of course, the invention is not limited to the embodiments described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0075] In particular, the motion transmission chains may comprise any force transmission element, in particular one or more of the following torque transmission elements: shafts, gears, angle drives, for example of the bevel gear type or universal joints, flexible hoses, belts, chains, clutches, dogs, connecting rods, torque limiters, etc.

[0076] Each fuel cell assembly may comprise one or more fuel cells depending on the power required. The fuel cell may have a different structure from that described and may, for example, be adapted to other fuels such as biogas, not comprise a dihydrogen circulation pump (only the pressure of the tank ensures the circulation of the dihydrogen) or a gearbox, etc.

[0077] The architecture may include one fuel cell per electric propulsion motor, or one fuel cell for multiple electric propulsion motors, or multiple fuel cells for one electric propulsion motor.

[0078] The architecture may not include an external power or battery outlet in some applications.

[0079] The interconnecting bar 13L, 13R of the fuel cell assembly 30L, 30R can be connected to a battery.

[0080] The first supply device 32L and 32R may comprise auxiliary members different from those described or a different number of each auxiliary member and for example a different number of pumps, compressors, valves, etc.

[0081] One or more of the electric motors may be general purpose motors or any electrical machine that produces mechanical torque when supplied with electrical power and electrical power when rotated.

[0082] The electronic control units can be grouped or subdivided, or their functions can be distributed differently, depending on the applications or needs.

[0083] Alternatively, it may be provided that the first fuel cells 30L, 30R contribute to the power supply of the non-propulsion electrical network 20 in nominal operating mode.

[0084] The invention is applicable to any type of vehicle using at least one electric propulsion motor. By electric propulsion motor is meant any motor producing a force used to move the vehicle.

Claims

Claims

1. Electrical architecture for a vehicle, comprising a propulsion electrical network (10L, 10R) and a non-propulsion electrical network (20), the propulsion electrical network comprising at least a first fuel cell assembly (30L, 30R) and a propulsion electric motor (IL, IR) connected to the first fuel cell assembly comprising at least a first fuel cell (3 IL, 31R) and first auxiliary electrical equipment (32L, 33L, 34L, 32R, 33R, 34R), characterized in that the non-propulsion electrical network comprises a second fuel cell assembly (40L, 40R) comprising at least a second fuel cell (41L, 41R) and second auxiliary electrical equipment (42L, 42R), and in that the architecture comprises at least one connection / disconnection element (22L, 22R) between the non-propulsion electrical network (20) and the first auxiliary equipment (32L, 33L, 34L, 32R, 33R,34R) and at least one electronic control unit connected to the fuel cell assemblies (30L, 30R, 40L, 40R) and to the connection / disconnection element (22L, 22R) and arranged to control them selectively: in a first start-up phase in which the connection / disconnection element (22L, 22R) is in a blocking state and the second auxiliary electrical equipment (42L, 42R) is powered to start the second fuel cell assembly (40L, 40R); in a second start-up phase in which the connection / disconnection element (22L) is in a passing state and the second fuel cell assembly (40L, 40R) supplies the first auxiliary equipment (32L, 33L, 34L, 32R, 33R, 34R) to start the first fuel cell assembly (30L, 30R); then in a nominal operating phase in which the first fuel cell assembly (30L, 30R) is self-powered and supplies the propulsion electrical network (10L, 10R).,

2. Electrical architecture according to claim 1, in which the non-propulsion electrical network (20) comprises a battery (50) supplying the second auxiliary electrical equipment (42L, 42R) during the first start-up phase.

3. Electrical architecture according to any one of the preceding claims, in which the non-propulsion electrical network (20) comprises an external power outlet (26) for supplying the second auxiliary electrical equipment (42L, 42R) during the first start-up phase.

4. Electrical architecture according to any one of the preceding claims, in which said at least one electronic control unit is arranged to control the stopping of the electric propulsion motor (IL, IR) during the second start-up phase and subsequently control its power supply during the nominal operating phase.

5. Electrical architecture according to any one of the preceding claims, wherein a voltage converter (23L, 24L, 23R, 24R) is arranged between the second fuel cell (41L, 41R) of the second fuel cell assembly (40L, 40R) and the first auxiliary electrical equipment (32L, 33L, 34L, 32R, 33R, 34R) such that the second fuel cell assembly (40L, 40R) supplies the first auxiliary equipment (32L, 33L, 34L, 32R, 33R, 34R) via the voltage converter (23L, 23R) during the second start-up phase.

6. Electrical architecture according to any one of the preceding claims, wherein the auxiliary electrical equipment (32L, 33L, 34L, 32R, 33R, 34R, 42L, 42R) of each fuel cell assembly (30L, 30R, 40L, 40R) comprises at least a first auxiliary electric motor (322L, 322R) mechanically connected to a second fluid circulation member (321L, 321R) arranged in a fuel circuit and a second auxiliary electric motor (332L, 332R) mechanically connected to a first fluid circulation member (33IL, 33IR) arranged in an oxygen circuit; the auxiliary electric motors (332L, 332R, 322L, 332R) being electrically connected to an internal interconnection bar (35L, 35R) to which the first connection / disconnection element (22L, 22R) is also connected.

7. Electrical architecture according to claim 6, wherein the auxiliary electrical equipment (32L, 33L, 34L, 32R, 33R, 34R, 42L, 42R) of each fuel cell assembly (30L, 30R, 40L, 40R) comprises a third auxiliary electric motor (342L, 342R) mechanically connected to a cooling management member (34IL, 341 R) and electrically connected to the internal interconnection bar (35L, 35R).

8. Electrical architecture according to any one of claims 6 and 7, wherein the propulsion electrical network (10L, 10R) comprises an interconnection bar (13L, 13R) connected to the first fuel cell assembly (30L, 30R), to the internal interconnection bar (35L, 35R) and to the propulsion electric motor (IL, IR).

9. Electrical architecture according to any one of the preceding claims, wherein the non-propulsive electrical network (20) comprises an interconnection bar (21L, 21R) connected to the second fuel cell (41L, 41R), to the second auxiliary electrical equipment (42L, 42R) and to the connection / disconnection element (22L, 22R).

10. An aircraft comprising an electrical architecture according to any one of the preceding claims.

Images