Electrical architecture for aircraft comprising two engines / generators connected by mechanical interconnection and aircraft comprising such architecture

Abstract

The invention relates to an electrical architecture for a vehicle, comprising: at least one non-propulsive electrical network comprising at least one battery (50) and a first generator / motor (23L, 23R) connected to the battery; and at least one propulsion electrical network (10L, 10R) comprising at least one fuel cell (30L, 30R) and a second generator / motor (1L, 1R) electrically connected to the fuel cell. The first generator / motor is mechanically connected to a motion transmission line (40L, 40R) comprising a speed increasing member mechanically connected to the second generator / motor (1L, 1R). The architecture comprises at least one electronic control unit connected to said generator / motor (23L, 23R, 1L, 1R), designed to selectively control them in a start-up mode and a rated mode. The invention also relates to an aircraft comprising such an architecture.

Description

Technical Field

[0001] This invention relates to the field of electrical architecture, including fuel cells, in the transportation sector, particularly in the aviation sector. Background Technology

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. Specifically, various carbon emission limits have been, are being, or will soon be adopted by countries. In particular, a stringent standard applies to both new and in-service aircraft, requiring the implementation of technical solutions to ensure their compliance with current regulations. The civil aviation industry has been mobilizing for years to contribute to addressing climate change.

[0003] Technological research has already yielded significant improvements in the environmental performance of aircraft. To enhance the energy efficiency of aircraft, the applicant has considered various factors influencing all stages of design and development to obtain more energy-efficient and environmentally friendly aviation components and products, whose integration and use in civil aviation have a moderate environmental impact.

[0004] Therefore, the applicant is committed to reducing its negative impact on the climate by adopting sound development and manufacturing methods and processes that minimize greenhouse gas emissions, thereby reducing the environmental impact of its activities.

[0005] This ongoing research and development involves the lightweighting of next-generation aircraft engines and equipment, particularly through the lightweighting of materials and avionics, as well as the development of electrical technologies to provide propulsion.

[0006] Therefore, it has been considered to replace the propulsion thermal engine in the aircraft with a propulsion electric motor connected to a fuel cell supplied by dual hydrogen.

[0007] It should be recalled that a fuel cell includes at least one electrochemical generator, a first device for supplying hydrogen to the electrochemical generator, a second device for supplying oxygen to the electrochemical generator, and a device for removing water and heat generated from the electrochemical generator. The electrochemical generator includes two electrodes, namely an anode and a cathode, where oxidation of hydrogen as a reducing fuel occurs at the anode, and reduction of oxygen as an oxidant occurs at the cathode, thereby generating charge transfer between the two electrodes.

[0008] Typically includes: - A first electrical network, referred to as a propulsion network, dedicated to the aircraft's propulsion and including fuel cells; and - A second electrical network, referred to as the non-propulsion network, is dedicated to non-propulsion airborne electrical equipment (computers and other computing devices, flight control actuators, communication devices, etc.).

[0009] During flight, the fuel cell powers the electric propulsion motor, fuel cell auxiliary components necessary for fuel cell operation (air compressor, hydrogen recirculation, battery cooling), and non-propulsion onboard equipment. However, power must also be supplied to the non-propulsion onboard equipment and fuel to the battery's auxiliary components before the fuel cell can be started. For this purpose, the non-propulsion electrical network includes a battery that is charged by the fuel cell after it has started.

[0010] One drawback of this system is that the non-propellant electrical network is typically a low-voltage network, usually 28 V, while fuel cells have power components that require higher voltages. Therefore, a relatively heavy voltage converter must be provided, intended only for startup.

[0011] Furthermore, the electrical connection between the power supply sections of the non-propulsion electrical network and the propulsion electrical network poses a significant risk of fault propagation between the two networks. It is also essential to ensure that the two networks do not interfere with each other.

[0012] Purpose of the invention

[0013] A particular object of the present invention is to provide an electrical architecture for vehicles including fuel cells that at least partially overcomes the aforementioned disadvantages. Summary of the Invention

[0014] Therefore, the present invention provides an electrical architecture for a vehicle, comprising at least one non-propulsion electrical network and at least one propulsion electrical network.

[0015] The non-propulsion electrical network includes at least one battery and a first generator / motor connected to the battery.

[0016] The propulsion electrical network includes at least one fuel cell and a second propulsion generator / motor electrically connected to the fuel cell. The first generator / motor is mechanically connected to a motion transmission line, which includes a speed-increasing component mechanically connected to the second generator / motor.

[0017] The architecture includes at least one electronic control unit connected to the generator / motor, which is designed to selectively control them in a startup mode and a rated mode; in the startup mode, the first generator / motor drives the second generator / motor to power the fuel cell; in the rated mode, the second generator / motor drives the first generator / motor to power the non-propulsion electrical network.

[0018] Therefore, it is not an electrical connection, but a mechanical connection that enables the transfer of power from the non-propulsion electrical network to the propulsion electrical network for starting.

[0019] Therefore, there is no need to use a power converter between the two networks, and the risk of electrical fault propagation is limited.

[0020] Based on optional features that can be used individually, in whole or in part, in combination: - The propulsion electrical network includes at least two fuel cells that are electrically connected to a second generator / motor; - The fuel cell includes at least one fluid circulation component disposed in the fluid loop of the fuel cell and mechanically connected to an auxiliary electric motor connected to an internal interconnection bar, and a second generator / motor also connected to the internal interconnection bar, such that the auxiliary electric motor can be powered by the second generator / motor when the second generator / motor is in startup mode; - The fuel cell includes a cooling management component that is mechanically connected to an auxiliary electric motor that is connected to an internal interconnection bar, and a second generator / motor that is also connected to the internal interconnection bar, such that the auxiliary electric motor can be powered by the second generator / motor when the second generator / motor is in startup mode; - Non-propelled electrical networks include external power outlets.

[0021] The present invention also relates to aircraft equipped with such an architecture.

[0022] Based on optional features that can be used individually, in whole or in part, in combination: - The electrical architecture includes two propulsion electrical networks, namely a first propulsion electrical network and a second propulsion electrical network. The at least one electronic control unit is designed to control the first generator / motor and the second generator / motor of the first propulsion electrical network in a first sequence of startup mode, in which the first generator / motor drives the second generator / motor of the first propulsion electrical network to supply power to the fuel cell of the first propulsion electrical network, and then control the second generator / motor of the second propulsion electrical network in a second sequence of startup mode.

[0023] - During the second sequence of the startup mode, the electronic control unit is designed to control the second generator / motor of the first propulsion electrical network to drive the second generator / motor of the second propulsion electrical network, thereby supplying power to the fuel cell of the second propulsion electrical network; or, during the second sequence of the startup mode, the electronic control unit is designed to control the first generator / motor to drive the second generator / motor of the second propulsion electrical network, thereby supplying power to the fuel cell of the second propulsion electrical network; - The electrical architecture includes two first generators / motors and two motion transmission lines for mechanically connecting the first generators / motors to the second generators / motors of the first propulsion electrical network and the second generators / motors of the second propulsion electrical network, respectively.

[0024] Other features and advantages of the invention will become apparent after reading the following description of specific, non-limiting embodiments thereof. Attached Figure Description

[0025] Referring to the attached figures, in which: [ Figure 1 ] Figure 1 This is a schematic diagram of the electrical architecture of a twin-engine aircraft according to a first embodiment of the present invention; [ Figure 2 ] Figure 2 This is a schematic diagram of the electrical architecture of a twin-engine aircraft according to a second embodiment of the present invention; [ Figure 3 ] Figure 3 This is a partial schematic diagram of the electrical architecture during fuel cell startup according to the first startup mode; [ Figure 4 ] Figure 4 This is a partial schematic diagram of the electrical architecture after the fuel cell is started. [ Figure 5 ] Figure 5 This is a partial schematic diagram of the electrical architecture during fuel cell startup according to the second startup mode; [ Figure 6 ] Figure 6 This is a time-representation diagram showing the signal exchange sequence during startup. Detailed Implementation

[0026] The present invention is described herein as applicable to an aircraft A, which includes a left generator / motor 1L (or propulsion generator / motor) driving a left propeller 2L, a right generator / motor 1R driving a right propeller 2R, at least one left propulsion electrical network 10L, at least one right propulsion electrical network 10R, and at least one non-propulsion electrical network 20. These electrical networks form the electrical architecture of the aircraft A. It should be understood that the letters L and R respectively designate components associated with the left and right sides of the aircraft A, and this designation is retained in the remainder of this specification.

[0027] The propulsion generator / motor 1L / 1R is an electric machine that generates mechanical torque when powered and produces electricity when rotating. Here, the electric machine is of the synchronous type.

[0028] exist Figure 1 In the first embodiment, the electrical architecture of the aircraft A includes a single propulsion electrical network 10L, 10R connected to the propulsion generator / motor 1L, 1R respectively.

[0029] exist Figures 2 to 5In the second embodiment, the electrical architecture of aircraft A includes two propulsion electrical networks 10L connected to propulsion generator / motor 1L and two propulsion electrical networks 10R connected to propulsion generator / motor 1R. Therefore, propulsion generators / motors 1L and 1R are multi-path generators / motors.

[0030] The propulsion electrical network 10L electrically connects the power electronics circuit 3L of the propulsion generator / motor 1L to the terminal of at least one left fuel cell 30L. The propulsion electrical network 10R electrically connects the power electronics circuit 3R of the propulsion generator / motor 1R to the terminal of at least one right fuel cell 30R.

[0031] Each fuel cell stack 30L and 30R includes multiple electrochemical generators 31L and 31R connected in series / parallel, a first supply device 32L and 32R for supplying hydrogen to the electrochemical generators 31L and 31R, a second supply device 33L and 33R for supplying oxygen to the electrochemical generators 31L and 31R, and a device 34L and 34R for managing the heat generated in the cells of the electrochemical generators 31L and 31R.

[0032] Each electrochemical generator 31L and 31R includes two electrodes: an anode for generating a double hydroxide reaction and a cathode for generating a double oxygen reduction reaction, thereby generating a charge transfer between the two electrodes and thus creating a potential difference across the battery terminals of the electrochemical generators 31L and 31R.

[0033] The first power supply units 32L and 32R include pumps 321L and 321R, which are driven by first auxiliary electric motors 322L and 322R. These first auxiliary electric motors have power electronic circuits 323L and 323R connected to internal interconnecting strips 35L and 35R of the fuel cells 30L and 30R. Supply units 32L and 32R are arranged in a dual-hydrogen loop connected to a pressurized dual-hydrogen tank (not shown) and supplying dual-hydrogen to the electrochemical generators 31L and 31R on the anode side. Pumps 321L and 321R can recycle dual-hydrogen in the dual-hydrogen loop. The dual-hydrogen loop itself is known and may also include filters, heaters, humidifiers, separators, valves, sensors, etc.

[0034] The second power supply units 33L and 33R include compressors 331L and 331R, which are connected to second auxiliary electric motors 332L and 332R. These second auxiliary electric motors have power electronic circuits 333L and 333R connected to internal interconnecting strips 35L and 35R. Supply units 32L and 32R are positioned in an air circuit that includes an external air inlet and supplies air to the electrochemical generators 31L and 31R on the cathode side. Compressors 331L and 331R can control the pressure and flow rate of the air introduced into the electrochemical generators 31L and 31R, which regulate the performance of the electrochemical generators 31L and 31R. The air circuit itself is known and may also include filters, heaters, humidifiers, separators, valves, sensors, etc.

[0035] Management units 34L and 34R include pumps 341L and 341R, which are driven by third auxiliary electric motors 342L and 342R, respectively. These third auxiliary electric motors have power electronic circuits 343L and 343R connected to internal interconnecting strips 35L and 35R. Management units 34L and 34R are designed to circulate the heat transfer liquid within electrochemical generators 31L and 31R to the heat exchanger, thereby limiting the heating of electrochemical generators 31L and 31R.

[0036] The fuel cells 30L and 30R also include an internal control circuit that is connected to the control circuit of the propulsion electrical network 10L and 10R to power the computing, control, and detection electronic components of the fuel cells 30L and 30R.

[0037] Here, the propulsion electrical networks 10L and 10R include interconnecting bars 11L and 11R, which are connected via electrical connection / disconnection devices 12L and 12R to the electrochemical generators 31L and 31R, the power electronic circuits 3L and 3R, and the internal interconnecting bars 35L and 35R. The term "interconnecting bar" is used here to refer to any electrical conductor used for transmitting electrical energy. When the fuel cells 30L and 30R are started, the propulsion electrical networks 10L and 10R operate at a DC voltage of 500 to 1000 V. The propulsion electrical networks 10L and 10R also include interconnecting bars 13L and 13R, which power the components required for the operation of the propulsion electrical networks 10L and 10R, particularly the computer, sensors, communication buses, etc.

[0038] The non-propulsion electrical network 20 includes a left interconnecting bar 21L and a right interconnecting bar 21R, which are connected to each other via an electrical connection / disconnection device 22. The non-propulsion electrical network 20 operates at a DC voltage between 28 V and 270 V.

[0039] The interconnecting bar 21L is also connected to the generator / motor 23L and the internal control circuit 13L via the electrical connection / disconnection device 22L each time. The generator / motor 23L is an electric machine designed to generate mechanical torque when powered and to generate electricity when rotating. The generator / motor 23L (forming the first generator / motor) has a motor shaft connected to the propulsion generator / motor 1L (forming the second generator / motor) via a mechanical connection 40L, so that rotational motion can be transmitted from the generator / motor 23L to the propulsion generator / motor 1L, or from the propulsion generator / motor 1L to the generator / motor 23L.

[0040] The mechanical connection 40L includes a speed-increasing element 4L, which is formed here by a gear train with a fixed transmission ratio. For example, the transmission ratio is between 2 and 10 (the rotational speed of the generator / motor 23L is 2 to 10 times faster than that of the generator / propulsion motor 1L), and preferably, 3 to 6 times faster. In one variation, the speed-increasing element may include a gearbox or a belt-driven transmission.

[0041] The interconnecting bar 21R is also connected to the generator / motor 23R and the interconnecting bar 13R via an electrical connection / disconnection device 22R each time. The generator / motor 23R is an electric machine designed to generate mechanical torque when powered and to generate electricity when rotating. The generator / motor 23R (forming a first generator / motor) has a motor shaft connected to the propulsion generator / motor 1R (forming a second generator / motor) via a mechanical connection 40R, so that rotational motion can be transmitted from the generator / motor 23R to the propulsion generator / motor 1R, or from the propulsion generator / motor 1R to the generator / motor 23R.

[0042] The mechanical connection 40R includes a speed-increasing element 4R, which is formed here by a gear train having a fixed transmission ratio (the same transmission ratio as the speed-increasing element 4L). In one variant, the speed-increasing element may include a gearbox or a belt-driven transmission.

[0043] The electrical architecture according to the invention also includes electronic control units connected to the avionics control unit 1000 of aircraft A to collectively form an electronic unit for controlling the electrical architecture of aircraft A. The avionics control unit 1000 itself is known and is designed to monitor and coordinate the operation of all equipment of aircraft A based on commands from the pilot of aircraft A, signals from sensors directly connected to it, and signals exchanged with the equipment itself. Each electronic control unit includes, for example, a processor and a memory containing programs executable by the processor.

[0044] The electronic control unit includes: - The non-propulsion central control unit 60 of the entire non-propulsion network 20; - Dedicated non-propulsion control unit 61L for generator / motor 23L on the left side of non-propulsion network 20; - Dedicated non-propulsion control unit 61R for generator / motor 23R on the right side of non-propulsion network 20; - The propulsion control unit 70L of the left propulsion network 10L; - The propulsion control unit 70R of the right propulsion network 10R.

[0045] The avionics control unit 1000 is connected to: - Electrical connection / disconnection device 22 for controlling power supply to interconnecting bars 21L, 21R (and non-propulsion control unit 60) via battery 50 or external power socket 26; - Control units 60, 61L, 61R, 70L, and 70R are used to issue commands to them and receive status signals from them.

[0046] The central control unit 60 is also connected to: - Electrical connection / disconnection devices 22L, 22R for connecting various components of the non-propellant electrical network 20 to interconnecting bars 21L, 21R, and for connecting interconnecting bars 13L, 13R to interconnecting bars 21L, 21R; - Connect the interconnecting strips 21L, 21R to the electrical connection / disconnection devices 22L, 22R of the dedicated non-propulsion control units 61L, 61R to control their power supply.

[0047] The central control unit 60 is specifically designed to control the non-propulsion network 20.

[0048] Dedicated non-propulsion control units 61L and 61R are connected to generators / motors 23L and 23R to selectively control them in two modes: start-up mode and rated mode.

[0049] The propulsion control unit 70L is connected to the electrical connection / disconnection device 12L and various controllable components of the propulsion electrical network 10L, including the propulsion generator / motor 1L, so as to selectively control them in two modes: start-up mode and rated mode.

[0050] The propulsion control unit 70R is connected to the electrical connection / disconnection device 12R and various controllable components of the propulsion electrical network 10R, including the propulsion generator / motor 1R, so as to selectively control them in two modes: a start-up mode and a rated mode.

[0051] As previously mentioned, the avionics control unit 1000 is used to control the entire system in startup mode and to coordinate the electronic control units 70L and 70R during the startup phase.

[0052] Figure 6 The sequence of signal exchange between the various electronic control units is shown during startup in battery-based mode and subsequently during the transition from the left side of the electrical architecture to rated mode. Clearly, the operation is the same for the right side.

[0053] The pilot commands the avionics control unit 1000 to prepare for startup mode (commands from the pilot are indicated by thick arrows).

[0054] The avionics control unit 1000 controls the battery 50 to be connected to the interconnect bar 21L that powers the non-propulsion central control unit 60.

[0055] Non-propulsion central control unit 60 control: - Connect interconnecting bar 13L to interconnecting bar 22L to power propulsion control unit 70L; - Connect the non-propulsion control unit 61L to the interconnecting bar 22L to supply power to the non-propulsion control unit 61L.

[0056] The propulsion control unit 70L and the non-propulsion control unit 61L return a "ready" signal to the avionics control unit 1000.

[0057] The pilot then sent a command to the avionics control unit 1000 to activate the propulsion system activation mode.

[0058] The avionics control unit 1000 sends a start-up mode command to each control unit 60, 61L and 70L, and each control unit 60, 61L and 70L returns a "ready to start" signal to the avionics control unit 1000.

[0059] The pilot then sent a start command to the avionics control unit 1000.

[0060] The avionics control unit 1000 sends a command to the non-propulsion central control unit 60 to connect the generator / motor 23L. The non-propulsion central control unit 60 controls the generator / motor 23L to connect to the interconnecting bar 21L, and the dedicated non-propulsion control unit 61L controls the generator / motor 23L as a motor to drive the speed-increasing member 4L and thus drive the propulsion generator / motor 1L to rotate.

[0061] When the opportune moment arrives, the propulsion control unit 70L sends a signal to the avionics control unit 1000 instructing the fuel cell 30L to be self-powered. Simultaneously, as the propulsion generator / motor 1L, powered by the fuel cell stack 30L, transmits mechanical power to the speed-increasing component 4L, the current drawn by the generator / motor 23L gradually decreases. When a predetermined threshold is reached, the generator / motor 23L switches to generator mode via a known method. The non-propulsion control unit 61L then sends a signal to the avionics control unit 1000 instructing the generator / motor 23L to be in generator mode.

[0062] The generator / motor 23L supplies power to the non-propulsion network 20, and then the non-propulsion central control unit 60 notifies the avionics control unit 1000 that the non-propulsion network 20 is in rated operating mode. The non-propulsion central control unit 60 then disconnects the battery 50 from the non-propulsion network 20.

[0063] The architecture operation according to the first startup mode is shown. Figure 3 And shows the operation of the architecture in the rated mode. Figure 4 The image only shows the left side of the architecture. Clearly, the operation is the same for the right side.

[0064] In startup mode, the interconnecting strips 13L of the propulsion electrical network 10L and the generator / motor 23L are connected to the battery 50 via the non-propulsion electrical network 20. - The generator / motor 23L was then powered on; - The interconnecting bar 13L then powers the control components of the propulsion electrical network 10L and the internal control circuitry of the fuel cell 30L, which is ready to start.

[0065] The dedicated non-propulsion control unit 61L then controls the generator / motor 23L as a motor, and the propulsion control unit 70L controls the propulsion generator / motor 1L as a generator, causing the shaft of the generator / motor 23L to rotate and drive the speed-increasing member 4L via the mechanical connection 40L.

[0066] Speed-increasing component 4L rotates generator / motor 1L, which generates alternating current (AC) power. This AC power is then converted into direct current (DC) power by power electronics circuit 3L. The output power of power circuit 3L is subsequently distributed via external interconnect 13L to internal interconnect 35L, and then to power electronics circuits 323L, 333L, and 343L. These power electronics circuits supply power to electric motors 322L, 332L, and 342L. Motor 322L uses a dual hydrogen cycle, motor 332L uses a dual oxygen cycle, and motor 342L dissipates the generated heat.

[0067] Once the fuel cell 30L is in stable operation (the propulsion control unit 70L instructs it to be powered solely by the fuel cell 30L), the non-propulsion central control unit 60 disconnects the control circuit 13L from the battery 50 and controls the generator / motor 23L as a generator, while the electronic propulsion control unit 61L controls the propulsion generator / motor 1L as a motor. They then operate in their rated mode, where: - The interconnecting strip 13L is powered by electricity generated by the fuel cell 30L; and - Generator / motor 1L drives propeller 2L and drives generator / motor 23L via mechanical link 40L including speed-increasing member 4L. Generator / motor 23L generates electricity to supply power to non-propulsion electrical network 20 and optionally charge battery 50.

[0068] It should be noted that in the start-up mode, if the aircraft A is located in a position with a power distribution network that can be connected to the external power outlet 26, power can be supplied from the external power outlet 26 to the non-propulsion electrical network 20.

[0069] In this first startup mode, fuel cell stack 30R starts up in the same manner as fuel cell stack 30R.

[0070] In rated mode, the dedicated non-propulsion control unit 61L is designed to control the generator / motor 23L to regulate the amount of power that the generator / motor 23L obtains from the propulsion generator / motor 1L.

[0071] On the propulsion control unit 70L side, the propeller feathers, and the voltage (or its rotational speed) across the terminals of the propulsion generator / motor 1L is monitored. The voltage gradually increases according to the rotational ramp of the generator / motor 23L. When the voltage reaches its predetermined final threshold, the power electronics circuit 3L is activated to generate DC voltage for the interconnect 11L. Units 32L, 33L, and 34L are connected to the internal interconnect 35L and are controlled to operate the fuel cell 30L.

[0072] When the fuel cell 30L generates enough power to power itself, the power circuit 3L switches to motor mode, causing the propulsion generator / motor 1L to rotate the propeller 2L and the generator / motor 23L.

[0073] Figure 5 The second start-up mode is shown. In this second start-up mode, fuel cell 30L and fuel cell 30R are started sequentially in two different ways. Therefore, the second start-up mode includes two consecutive start-up sequences.

[0074] In the first startup sequence, the fuel cell 30L is as described above. Figure 3 and Figure 6 The startup.

[0075] Once the fuel cell 30L is started, the dedicated non-propulsion control unit 61L controls the generator / motor 23L in rated mode, and, according to the pilot's command, the avionics control unit 1000 initiates a second start sequence in which the generator / motor 23R powered by the generator / motor 23L is controlled as a motor, and the propulsion control unit 70R controls the propulsion generator / motor 1R as a generator, causing the shaft of the generator / motor 23R to rotate and drive the speed-increasing member 4R via the mechanical link 40L.

[0076] Speed-increasing component 4R rotates generator / motor 1R, which generates alternating current (AC) power, which is converted into direct current (DC) power by power electronics circuit 3R. The output power of power circuit 3R is then distributed via external interconnect 13R to internal interconnect 35R, and then to power electronics circuits 323R, 333R, and 343R. These power electronics circuits supply power to electric motors 322R, 332R, and 342R. Motor 322R uses a dual hydrogen cycle, motor 332R uses a dual oxygen cycle, and motor 342R dissipates the generated heat.

[0077] Once the fuel cell 30R is in stable operation, the dedicated non-propulsion control unit 61R controls the generator / motor 23R as a generator, and the propulsion control unit 70R controls the propulsion generator / motor 1R as a motor. They then operate in rated mode.

[0078] Of course, the present invention is not limited to the described embodiments, but covers any variations that fall within the scope of the present invention, such as those defined by the claims.

[0079] In particular, mechanical connections 40L and 40R may include any force transmission element, especially one or more of the following torque transmission elements: shaft, gear, bevel gear, such as bevel gear or universal joint type, flexible shaft, belt, chain, clutch, stop block, crank, torque limiter, etc.

[0080] Each fuel cell stack may include one or more fuel cells, depending on the power to be delivered. Fuel cells may have a different structure than those described, and may be adapted to other fuels, such as biogas, and may not include a dual hydrogen circulation pump (where dual hydrogen circulation is ensured solely by tank pressure) or a gearbox, etc.

[0081] The architecture may include fuel cells for propulsing electric motors, or fuel cells for propulsing multiple electric motors, or multiple fuel cells for propulsing electric motors.

[0082] In some applications, this architecture may not include an external power outlet or battery.

[0083] The interconnecting strips 13L and 13R of the fuel cell stacks 30L and 30R can be connected to the battery.

[0084] The first supply devices 32L and 32R may include auxiliary components different from those described or different numbers of each auxiliary component, such as different numbers of pumps, compressors, valves, etc.

[0085] Mechanical connections 40L and 40R can directly connect the rotor shafts of generators / motors 23L and 23R to the rotor shafts of generators / motors 1L and 1R, or to any point in the drive chain formed between generators / motors 1L and 1R and propellers 2L and 2R.

[0086] Electronic control units can be grouped or subdivided according to application or needs, or their functions can be distributed differently.

[0087] This invention is applicable to any type of vehicle that uses at least one propulsion electric motor. The term "propulsion electric motor" is used to mean any motor that generates force for moving the vehicle.

Claims

1. An electrical architecture for a vehicle, the electrical architecture comprising at least one non-propulsion electrical network (20) and at least one propulsion electrical network (10L, 10R), the non-propulsion electrical network comprising at least one battery (50) and a first generator / motor (23L, 23R) connected to the battery, the propulsion electrical network comprising at least one fuel cell (30L, 30R) and a second propulsion generator / motor (1L, 1R) electrically connected to the fuel cell, the first generator / motor being mechanically connected to a motion transmission line (40L, 40R), the motion transmission line comprising mechanically connected to... The speed-increasing component of the second generator / motor (1L, 1R) includes an architecture comprising at least one electronic control unit connected to the generator / motor (23L, 23R, 1L, 1R), the electronic control unit being designed to selectively control them in a start-up mode and a rated mode, wherein in the start-up mode the first generator / motor (23L, 23R) drives the second generator / motor (1L, 1R) to supply power to the fuel cell, and in the rated mode the second generator / motor (1L, 1R) drives the first generator / motor (23L, 23R) to supply power to the non-propulsion electrical network.

2. The electrical architecture according to claim 1, characterized in that, The propulsion electrical network includes at least two fuel cells (30L, 30R) electrically connected to the second generator / motor (1L, 1R).

3. The electrical architecture according to any one of the preceding claims, characterized in that, The fuel cell (30L, 30R) includes at least one fluid circulation component (321L, 321R; 341L, 341R) disposed in the fluid loop of the fuel cell and mechanically connected to an auxiliary electric motor (322L, 322R, 342L, 342R). The auxiliary electric motor is connected to an internal interconnecting strip (35L, 35R). The second generator / motor (1L, 1R) is also connected to the internal interconnecting strip, such that the auxiliary electric motor can be powered by the second generator / motor when the second generator / motor is in startup mode.

4. The electrical architecture according to any one of the preceding claims, characterized in that, The fuel cells (30L, 30R) include cooling management components (341L, 341R) mechanically connected to an auxiliary electric motor (342L, 342R), which is connected to an internal interconnecting strip (35L, 35R). A second generator / motor (1L, 1R) is also connected to the internal interconnecting strip, such that the auxiliary electric motor can be powered by the second generator / motor when it is in startup mode.

5. The electrical architecture according to any one of the preceding claims, characterized in that, The non-propulsion electrical network (20) includes an external power outlet (26).

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

7. The aircraft according to claim 6, characterized in that, The electrical architecture includes two propulsion electrical networks (10L, 10R), namely a first propulsion electrical network (10L) and a second propulsion electrical network (10R). The at least one electronic control unit is designed to control the first generator / motor (23L, 23R) and the second generator / motor of the first propulsion electrical network (10L) in a first sequence of the start-up mode, in which the first generator / motor (23L, 23R) drives the second generator / motor of the first propulsion electrical network (10L) to supply power to the fuel cell of the first propulsion electrical network (10L), and then controls the second generator / motor of the second propulsion electrical network (10R) in a second sequence of the start-up mode.

8. The aircraft according to claim 7, characterized in that, During the second sequence of the startup mode, the electronic control unit is designed to control the second generator / motor of the first propulsion electrical network (10L) to drive the second generator / motor of the second propulsion electrical network (10R), thereby supplying power to the fuel cell of the second propulsion electrical network (10R).

9. The aircraft according to claim 7, characterized in that, During the second sequence of the startup mode, the electronic control unit is designed to control the first generator / motor (23L, 23R) to drive the second generator / motor of the second propulsion electrical network (10R), thereby supplying power to the fuel cell of the second propulsion electrical network (10R).

10. The aircraft according to any one of claims 7 to 9, characterized in that, The electrical architecture includes two first generators / motors and two motion transmission lines (40L, 40R) for mechanically connecting the first generators / motors to the second generators / motors of the first propulsion electrical network (10L) and the second generators / motors of the second propulsion electrical network (10R), respectively.

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