Aircraft equipped with a hydrogen supply unit incorporating a hydrogen heating system located in the fuselage of the aircraft

Description

[0001] This application relates to an aircraft comprising a hydrogen supply device incorporating a hydrogen heating system positioned in the aircraft fuselage.

[0002] According to an embodiment visible on the figure 1 , an aircraft 10 comprises a fuselage 12, a wing 14 and several propulsion units 16 positioned on either side of the fuselage, connected to the wing 14 and each comprising a turbomachine 18.

[0003] In the case of an aircraft powered by hydrocarbon-based fuel, the aircraft 10 includes fuel tanks 20 integrated into the wing 14 and a fuel supply system 22 connecting each turbomachine 18 to a fuel tank 20. Depending on one configuration, the fuel supply system includes at least one pump 24 and at least one heat exchanger 26 for preheating the fuel. This heat exchanger 26, which uses at least one heat source from the turbomachine 18, is positioned at the propulsion assembly 16.

[0004] In the case of a hydrogen-powered aircraft, the aircraft includes at least one fuel tank located in the fuselage and configured to store hydrogen in both liquid and cryogenic states. The aircraft also includes a hydrogen supply system connecting each turbomachine to a fuel tank and comprising a high-pressure pump and a heat exchanger. Since less energy is required to compress hydrogen in its liquid state, the high-pressure pump is positioned at the fuel tank outlet. As the primary heat source is the turbomachinery, the heat exchangers are located near the turbomachinery within the propulsion units.In addition, the hydrogen supply system includes conduits to channel high-pressure, liquid, cryogenic hydrogen from the high-pressure pump located in the fuselage to the heat exchanger positioned in one of the propulsion units. Given the liquid and cryogenic state, the conduits are complex, thermally insulated double-walled ducts, with the area between the two walls being inert or evacuated.

[0005] The use of complex double-walled pipes, combined with the significant distance between the high-pressure pump and the heat exchanger, results in high costs and a substantial increase in onboard weight. Because these double-walled pipes are short, numerous fittings are required, further increasing costs and onboard weight.

[0006] A high-altitude, long-endurance, hydrogen-powered aircraft is known from document US2008 / 006743, comprising a cryogenic fluid tank arranged in the aircraft fuselage, with the aircraft propulsion system arranged on the fuselage or wing of the aircraft.

[0007] Document EP2644508 is known to describe an aircraft comprising a cooling system for an electrical component which dissipates the heat from said electrical component and heats the liquid natural gas supplying the aircraft's engines.

[0008] The present invention aims to remedy all or part of the drawbacks of the prior art.

[0009] To this end, the invention relates to an aircraft comprising a fuselage, a wing, at least one propulsion unit connected to the wing and separated from the fuselage, at least one turbomachine operating on hydrogen and generating thrust at the propulsion unit, at least one fuel tank positioned in the fuselage, configured to store hydrogen in liquid and cryogenic states, and at least one hydrogen supply device connecting the turbomachine and the fuel tank, this hydrogen supply device comprising at least one pump connected to the fuel tank and positioned in the fuselage near the fuel tank, and at least one hydrogen heating system positioned upstream of the turbomachine.

[0010] According to the invention, the hydrogen heating system is positioned in the fuselage near the pump or at a junction point connecting the fuselage and the wing. This solution reduces the length of the complex double-walled conduits configured to channel cryogenic hydrogen between the fuel tank, the pump, and the hydrogen heating system.

[0011] According to another feature, the hydrogen heating system is separated from the fuel tank by a distance of less than 5 m.

[0012] According to another characteristic, the hydrogen heating system includes at least one heat exchanger, at least one electric heating system and / or at least one catalytic heating system.

[0013] According to another characteristic, the hydrogen heating system includes at least one heat exchanger through which a stream of air is drawn from outside the aircraft.

[0014] According to another characteristic, the hydrogen heating system includes at least one heat exchanger configured to exchange calories between hydrogen and a heat transfer fluid from at least one source present in the aircraft.

[0015] According to another feature, the hydrogen heating system comprises at least one primary heat exchanger configured to exchange heat between hydrogen and an intermediate heat transfer fluid passing through at least one secondary heat exchanger. According to another feature, the hydrogen heating system comprises at least two primary heat exchangers arranged in series and configured to exchange heat between hydrogen and the same intermediate heat transfer fluid passing through at least one secondary heat exchanger.

[0016] According to another feature, the hydrogen heating system includes a return circuit configured to take some of the heated hydrogen from the outlet of the hydrogen heating system and reintroduce it to the inlet of the hydrogen heating system.

[0017] According to other characteristics, the propulsion assembly includes a multi-bladed propeller and the turbomachine is positioned at a junction area linking the fuselage and the wing, the aircraft including a mechanical transmission chain linking the turbomachine and the multi-bladed propeller.

[0018] According to another characteristic, the turbomachine includes a rotor which has an axis of rotation and it is positioned so that this axis of rotation is parallel to a longitudinal axis of the fuselage.

[0019] According to another feature, the hydrogen supply system includes a first double-walled conduit connecting the fuel tank and the pump, and a second double-walled conduit connecting the pump and the hydrogen heating system. According to another feature, the hydrogen supply system includes a third double-walled conduit connecting the hydrogen heating system and the turbomachine.

[0020] According to another feature, said aircraft includes propulsion units arranged on either side of the fuselage and connected to the wing, each propulsion unit being offset from the fuselage and comprising a turbomachine, said aircraft comprising a fuel tank common to said turbomachines and a hydrogen supply device for each turbomachine.

[0021] Other features and advantages will become apparent from the following description of the invention, given by way of example only, with reference to the accompanying drawings, among which: There figure 1 is a schematic representation of a part of an aircraft comprising a fuel supply device illustrating an embodiment of the prior art, The figure 2 is a schematic representation of a part of an aircraft comprising a hydrogen supply device illustrating one embodiment of the invention, The figure 3 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating one embodiment of the invention, The figure 4 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating another embodiment of the invention, The figure 5 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating another embodiment of the invention, The figure 6 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating another embodiment of the invention, The figure 7 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating another embodiment of the invention, The figure 8 is a schematic representation of a heat exchanger of a hydrogen supply device illustrating another embodiment of the invention, The figure 9 is a schematic representation of a part of an aircraft comprising a hydrogen supply device and a remote turbomachine illustrating one embodiment of the invention, and The figure 10 is a perspective view of part of an aircraft showing through transparency a remote turbomachine illustrating one embodiment of the invention.

[0022] According to an embodiment visible on the figures 2 , 9 et 10 An aircraft 30 comprises a fuselage 32, a wing 34 and propulsion assemblies 36 arranged on either side of the fuselage 32 and connected to the wing 34. At the level of the wing 34, the fuselage 32 is approximately cylindrical and has a longitudinal axis A32 parallel to the outer wall of the fuselage 32.

[0023] According to one configuration, the propulsion assemblies 36 are positioned under the wing 34. They are away from the fuselage 32. In other words, the propulsion assemblies 36 are positioned at a distance from the fuselage 32, that is to say, there is a space between each propulsion assembly 36 and the fuselage 32.

[0024] According to an embodiment visible on the figure 2 Each propulsion assembly 36 comprises a nacelle 38, a turbomachine 40 positioned in the nacelle 38 and having an output shaft A40, a multi-bladed propeller 42 positioned outside the nacelle 38 and having a rotation shaft A42 coupled to the output shaft A40 of the turbomachine 40. According to one configuration, the propulsion assembly 36 comprises a reduction gear 44 positioned in the nacelle 38 and connecting the rotation shaft A42 of the multi-bladed propeller 42 and the output shaft A40 of the turbomachine 40.

[0025] The hydrogen-powered turbomachine 40, the aircraft 30 includes at least one fuel tank 46 positioned in the fuselage 32 and configured to store hydrogen in liquid and cryogenic states, as well as a hydrogen supply device linking the turbomachine 40 and the fuel tank 46.

[0026] The fuel tank 46 has at least one outlet 48. To give an order of magnitude, hydrogen has a pressure of around 3 bars and a temperature of around -243°C at the outlet 48 of the fuel tank 46.

[0027] According to one configuration, the aircraft 30 includes a common fuel tank for several turbomachines 40 and a hydrogen supply device for each turbomachine 40. Of course, the invention is not limited to this configuration.

[0028] The hydrogen supply device includes at least one pump 50 connected to the outlet 48 of the fuel tank 46 and at least one hydrogen heating system 52 upstream of the turbomachine 40.

[0029] According to one embodiment, the pump 50 is a high-pressure pump. In one arrangement, the pump 50 is positioned in the fuselage 32, near the outlet 48 of the fuel tank 46. The pump 50 is positioned at a short distance from the outlet 48 of the fuel tank 46, according to the invention at a distance less than or equal to 5 m.

[0030] Since hydrogen is in a liquid state at the time of compression, this arrangement reduces the energy required to compress it. To give an idea of ​​the scale, liquid, cryogenic hydrogen has a pressure of approximately 50 bar at the outlet of pump 50.

[0031] According to a particular feature of the invention, the hydrogen heating system 52 is positioned in the fuselage 32, near the pump 50, at a short distance from the fuel tank 46. By short distance, it is understood that the hydrogen heating system 52 is separated from the fuel tank 46 by a distance of less than 5 m. The hydrogen heating system 52 is preferably separated from the fuel tank 46 by a distance of less than 5 m, but could of course be separated from the fuel tank 46 by a distance of more than 5 m.

[0032] According to another feature of the invention, the hydrogen heating system 52 is positioned at a junction area 72 linking the fuselage 32 and the wing 34, i.e. at an interface between the fuselage 32 and the wing 34 (“Wing box” in English), near the pump 50, at a short distance from the fuel tank 46.

[0033] The hydrogen heating system 52 is configured so that the hydrogen outlet temperature is optimal for the turbomachine 40. Thus, at the outlet of the hydrogen heating system 52, the hydrogen is in a gaseous state and is no longer cryogenic. To give an idea of ​​the temperature, the hydrogen at the outlet of the hydrogen heating system 52 has a temperature of approximately 27°C.

[0034] The hydrogen supply system comprises a first double-walled conduit 54.1 connecting the fuel tank 46 and the pump 50, and a second double-walled conduit 54.2 connecting the pump 50 and the hydrogen heating system 52. These first and second double-walled conduits 54.1 and 54.2 are configured to channel hydrogen in both liquid and cryogenic states. The combined length of the first and second double-walled conduits 54.1 and 54.2 is reduced and significantly shorter than that of prior art designs, thereby limiting the increase in onboard mass.

[0035] The hydrogen supply system includes a third conduit 56 connecting the hydrogen heating system 52 and the turbomachine 40 and configured to channel hydrogen in a gaseous state. This third conduit 56 is a double-walled conduit, unlike the first and second double-walled conduits 54.1 and 54.2, and is simpler, exhibiting a significantly lower linear mass. Furthermore, since this third conduit 56 does not channel a fluid in a cryogenic state, the risk of icing of the aircraft structures supporting it is low.

[0036] The hydrogen supply device may include a combination of different hydrogen heating systems 52.

[0037] According to another embodiment, the hydrogen heating system 52 includes at least one heat exchanger 58.

[0038] According to an embodiment visible on the figure 2 The hydrogen heating system includes at least one heat exchanger 58 through which an air stream is drawn from outside the aircraft. The air stream is channeled into a duct 60 connecting an air inlet 62.1 configured to draw air from outside the fuselage 32 and an air outlet 62.2 configured to expel air from outside the fuselage 32.

[0039] According to another embodiment, the hydrogen heating system 52 includes at least one heat exchanger 58 configured to exchange heat between hydrogen and a heat transfer gas from at least one source present in the aircraft, such as hot air from a turbomachine 40 or an auxiliary power unit (APU) used, among other things, for air conditioning the aircraft cabin.

[0040] According to another embodiment, the hydrogen heating system 52 includes at least one heat exchanger 58 configured to exchange heat between hydrogen and a heat transfer fluid from at least one source present in the aircraft, such as oil from a turbomachine 40 or an auxiliary power unit.

[0041] According to another embodiment, the hydrogen heating system 52 includes at least one heat exchanger 58 configured to exchange heat between the hydrogen and an intermediate heat transfer fluid from at least one other heat exchanger configured to exchange heat between the intermediate heat transfer fluid and a heat transfer fluid from at least one source present in the aircraft, such as hot air or oil from a turbomachine 40 or an auxiliary power unit.

[0042] As illustrated on the figures 3 à 8 The hydrogen heating system 52 comprises a combination of several heat exchangers.

[0043] According to an embodiment visible on the figure 3 The hydrogen heating system 52 comprises first and second heat exchangers 58, 58' in series, the first heat exchanger 58 being configured to exchange heat between the hydrogen and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit, and the second heat exchanger 58' being configured to exchange heat between the hydrogen and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit. According to this embodiment, the hydrogen heating system 52 may include a return circuit configured to draw a portion of the heated hydrogen from the outlet of the hydrogen heating system 52 and reintroduce it into the inlet of the latter.

[0044] According to a second embodiment visible on the figure 4 The hydrogen heating system 52 comprises three heat exchangers 58, 58', 58" in series: a first heat exchanger 58 configured to exchange heat between hydrogen and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit; a second heat exchanger 58' configured to exchange heat between hydrogen and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit; and a third heat exchanger 58" configured to exchange heat between hydrogen and a heat transfer fluid from another heat source 64 of the aircraft. According to this embodiment, the hydrogen heating system 52 includes a return circuit 66 configured to draw a portion of the heated hydrogen from the outlet of the hydrogen heating system 52 and reintroduce it into the inlet.

[0045] Of course, the invention is not limited to three heat exchangers in series.

[0046] According to an embodiment visible on the figure 5 The hydrogen heating system 52 comprises first and second main heat exchangers 58, 58' in series and first and second secondary heat exchangers 68, 68'. The first main heat exchanger 58 is configured to exchange heat between the hydrogen and a first intermediate heat transfer fluid 70 from the first secondary heat exchanger 68 configured to exchange heat between the first intermediate heat transfer fluid 70 and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit.The second primary heat exchanger 58' is configured to exchange heat between hydrogen and a second intermediate heat transfer fluid 70' from the second secondary heat exchanger 68', which is configured to exchange heat between the second intermediate heat transfer fluid 70' and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit. In one configuration, the hydrogen heating system includes a return circuit 66 configured to take some of the heated hydrogen from the outlet of the hydrogen heating system 52 and reintroduce it into the inlet of the latter. Alternatively, the hydrogen heating system 52 may include three or more primary heat exchangers in series, each coupled with a secondary heat exchanger.According to this variant, a third primary heat exchanger is configured to exchange heat between hydrogen and a third intermediate heat transfer fluid from a third secondary heat exchanger configured to exchange heat between the third intermediate heat transfer fluid and a heat transfer fluid from another heat source in the aircraft. According to an embodiment visible in the figure. figure 6 The hydrogen heating system 52 comprises a primary heat exchanger 58 and first and second secondary heat exchangers 68, 68' in series. The primary heat exchanger 58 is configured to exchange heat between the hydrogen and an intermediate heat transfer fluid 70 flowing through the first and second secondary heat exchangers 68, 68'. The first secondary heat exchanger 68 is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit. The second secondary heat exchanger 68' is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit.According to one configuration, the hydrogen heating system 52 includes a return circuit 66 configured to take a portion of the heated hydrogen from the outlet of the main heat exchanger 58 and reintroduce it upstream of the latter.

[0047] Alternatively, the hydrogen heating system 52 may include three secondary heat exchangers in series through which an intermediate heat transfer fluid 70 flows through the primary heat exchanger 58. According to this alternative, a third secondary heat exchanger 68 is configured to exchange heat between the intermediate heat transfer fluid and a heat transfer fluid from another heat source in the aircraft. According to an embodiment visible on the figure 7 The hydrogen heating system 52 comprises a first heat exchanger 58 configured to exchange heat between the hydrogen and an intermediate heat transfer fluid 70 from a secondary heat exchanger 68, and a second heat exchanger 58' configured to exchange heat between the hydrogen and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit. The first and second heat exchangers 58 and 58' are arranged in series. The secondary heat exchanger 68 is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit.According to one configuration, the hydrogen heating system 52 includes a return circuit 66 configured to take a portion of the heated hydrogen from the outlet of the hydrogen heating system 52 and reintroduce it into the inlet of the latter.

[0048] According to an embodiment visible on the figure 8 The hydrogen heating system 52 comprises at least two main heat exchangers 58, 58' arranged in series and configured to exchange heat between the hydrogen and the same intermediate heat transfer fluid 70 flowing through at least one secondary heat exchanger 68. In one configuration, the hydrogen heating system 52 comprises first, second, and third secondary heat exchangers 68, 68', 68" arranged in series and through which the intermediate heat transfer fluid 70 flows in parallel through the first and second main heat exchangers 58, 58'. The first secondary heat exchanger 68 is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid, such as oil, from a turbomachine 40 or an auxiliary power unit.The second secondary heat exchanger 68' is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid, such as hot air, from a turbomachine 40 or an auxiliary power unit. The third secondary heat exchanger 68" is configured to exchange heat between the intermediate heat transfer fluid 70 and a heat transfer fluid from another heat source 64 of the aircraft.

[0049] The secondary heat exchanger(s) can be arranged in the nacelle 38.

[0050] Of course, the invention is not limited to these combinations for heat exchangers.

[0051] According to another embodiment, the hydrogen heating system 52 is an electric heating system comprising at least one electric resistance powered by an electrical source, for example an electric battery or any other electrical source of the aircraft.

[0052] According to another embodiment, the hydrogen heating system 52 is a catalytic heating system consuming, for example, hydrogen to produce heat.

[0053] Of course, the invention is not limited to these embodiments for the hydrogen heating system 52. Thus, the hydrogen heating system 52 includes at least one heat exchanger, at least one electric heating system and / or at least one catalytic heating system.

[0054] According to an embodiment illustrated on the figures 9 et 10The turbomachine 40 is not positioned in the nacelle 38. The turbomachine 40 is positioned as close as possible to the fuselage 32, at the level of a junction zone 72 linking the fuselage 32 and the wing 34. Depending on the case, the turbomachine 40 is positioned under, in or on the wing 34.

[0055] According to one configuration, all the turbomachines 40 coupled to a multi-bladed propeller 42 are positioned on either side of the fuselage 32 in the junction areas 72 linking the fuselage 32 and the wing 34.

[0056] For each turbomachine 40 positioned at the junction zone 72 linking the fuselage 32 and the wing 34 and coupled to a multi-bladed propeller 42, the aircraft includes a mechanical transmission chain 74 linking the turbomachine 40 and the multi-bladed propeller 42 and more particularly the reduction gear 44 coupled to the multi-bladed propeller 42.

[0057] According to one configuration, each mechanical transmission chain 74 comprises at least one transmission shaft 74.1 and a coupling mechanism 74.2 provided at each end of each transmission shaft 74.1.

[0058] Positioning the turbomachine 40 or at least one turbomachine 40 in the junction area 72 linking the fuselage 32 and the wing 34 makes it possible to reduce the dimensions of the nacelle 38, and more particularly its cross-section (perpendicular to the rotation shaft A42 of the multi-bladed propeller 42), which helps to improve the aerodynamic performance of the aircraft.

[0059] Another advantage is that this allows the length of the double-walled ducts to be reduced to a bare minimum, which helps to reduce the risk of hydrogen leakage and to avoid excessively increasing the on-board mass.

[0060] According to one configuration, the turbomachine 40, or at least one turbomachine 40, comprises a rotor having a rotation axis 76 and is positioned so that this rotation axis 76 is parallel to the longitudinal axis A32 of the fuselage 32. This configuration expands the range of possibilities for positioning the fuel tanks 46. However, the invention is not limited to this configuration; the turbomachine 40 can be positioned so that the rotation axis 76 of its rotor is perpendicular or inclined with respect to the longitudinal axis A32 of the fuselage 32.

[0061] The invention is not limited to the embodiments described above. Regardless of the embodiment, the aircraft comprises at least one turbomachine 40 generating thrust at the level of a propulsion assembly. In some embodiments, the turbomachine 40 directly generates the thrust and is positioned within the propulsion assembly. In other embodiments, the turbomachine 40 is coupled to a multi-bladed propeller integrated into the propulsion assembly, and the turbomachine is positioned either within the propulsion assembly or separated from it.

Claims

1. Aircraft comprising a fuselage (32), a wing structure (34), at least one propulsion unit (36) connected to the wing structure (34) and distant from the fuselage (32), at least one turbomachine (40) running on hydrogen and generating thrust at the propulsion unit (36), at least one fuel tank (46) having at least one outlet (48), positioned in the fuselage (32) and configured to store hydrogen in the liquid and cryogenic state, and at least one hydrogen supply device connecting the turbomachine (40) and the fuel tank (46), this hydrogen supply device comprising at least one pump (50) connected to the fuel tank (46) as well as at least one hydrogen heating system (52) positioned upstream of the turbomachine (40), the hydrogen heating system (52) comprising and positioned in the fuselage (32) in the vicinity of the fuel tank (46), said hydrogen heating system (52) being positioned in the fuselage (32) or in the region of a junction (72) connecting the fuselage (32) and the wing structure (34), characterized in that said pump is positioned in the fuselage (32) at a distance of 5 m or less from the outlet (48) of the fuel tank (46), in that the hydrogen heating system (52) comprises at least an electrical heating system and / or at least a catalysis-heating system, and is separated from the fuel tank (46) by a distance less than 5 m, and in that the hydrogen heating system (52) comprises a return circuit (66) configured to tap off some of the heated hydrogen leaving the hydrogen heating system (52) and reintroduce it into the inlet of the hydrogen heating system (52).

2. Aircraft as claimed in the preceding claim, wherein the hydrogen heating system (52) comprises at least a heat exchanger (58) through which a stream of air bled from outside the aircraft passes.

3. Aircraft as claimed in one of the preceding claims, wherein the hydrogen heating system (52) comprises at least a heat exchanger (58) configured to exchange heat energy between the hydrogen and a heat-transfer fluid coming from at least a source present in the aircraft.

4. Aircraft as claimed in one of the preceding claims, wherein the hydrogen heating system (52) comprises at least a main heat exchanger (58) configured to exchange heat energy between the hydrogen and an intermediate heat-transfer fluid (70) passing through at least a secondary heat exchanger (68, 68', 68").

5. Aircraft as claimed in one of the preceding claims, wherein the hydrogen heating system (52) comprises at least two main heat exchangers (58, 58') arranged in series and configured to exchange heat energy between the hydrogen and the one same intermediate heat-transfer fluid (70) passing through at least one secondary heat exchanger (68).

6. Aircraft as claimed in one of the preceding claims, wherein the propulsion unit (36) comprises a multiblade propeller (42), wherein the turbomachine (40) is positioned in the region of a junction (72) connecting the fuselage (32) and the wing structure (34), and wherein the aircraft comprises a mechanical drivetrain (74) connecting the turbomachine (40) and the multiblade propeller (42).

7. Aircraft as claimed in the preceding claim, wherein the turbomachine (40) comprises a rotor which has an axis of rotation (76) and wherein the turbomachine (40) is positioned in such a way that this axis of rotation (76) is parallel to a longitudinal axis (A32) of the fuselage (32).

8. Aircraft as claimed in one of the preceding claims, wherein the hydrogen supply device comprises a first double-walled pipe (54.1) connecting the fuel tank (46) and the pump (50) and a second double-walled pipe (54.2) connecting the pump (50) and the hydrogen heating system (52).

9. Aircraft as claimed in one of the preceding claims, wherein the hydrogen supply device comprises a third double-walled pipe (56) connecting the hydrogen heating system (52) and the turbomachine (40).

10. Aircraft as claimed in one of the preceding claims, wherein said aircraft comprises propulsion units (36) positioned on each side of the fuselage (32) and connected to the wing structure (34), each propulsion unit (36) being distant from the fuselage (32) and comprising a turbomachine (40), said aircraft comprising a fuel tank (46) common to said turbomachines (40) and a hydrogen supply device for each turbomachine (40).