System for powering an electric motor of a hybrid electric vehicle using a hydrogen fuel cell

Abstract

The present invention relates to a system (100) for powering an electric motor (82) of a hybrid electric vehicle, the powering system (100) comprising a hydrogen fuel cell (26), a hydrogen tank (160) capable of supplying the hydrogen fuel cell (26), and a voltage booster (740) at the output of the hydrogen fuel cell (26), the voltage booster (740) comprising an induction coil (741), the hydrogen tank (160) being a cryogenic tank capable of maintaining the hydrogen in the liquid state and at a temperature lower than a liquefaction temperature of the hydrogen, the induction coil (741) being immersed in the hydrogen tank (160) and formed from a material that is a superconductor at the temperature of the liquid hydrogen in the hydrogen tank (160).

Description

Description POWER SYSTEM FOR AN ELECTRIC MOTOR OF A HYBRID ELECTRIC VEHICLE USING A HYDROGEN FUEL CELL

[0001] The present invention relates to the fields of electrotechnics and hybrid electric vehicles using a hydrogen fuel cell as a range extender. More specifically, the invention relates to a system for powering at least one electric traction or propulsion motor of a hybrid electric vehicle, which may be a motor vehicle or any other type of vehicle.

[0002] The use of a hydrogen fuel cell as a range extender, in a vehicle comprising at least one electric traction motor, which can be powered by the hydrogen fuel cell and / or by a traction battery, makes it possible to diversify the vehicle's energy sources, and to have a reduced traction battery size compared to the size of a traction battery of a purely electric vehicle with the same range.

[0003] [Fig.l] illustrates a power supply system 1 of a hybrid electric vehicle using a hydrogen fuel cell 26 as a range extender, in the prior art.

[0004] The hydrogen fuel cell 26 is powered by a hydrogen tank 16 maintaining gaseous hydrogen at room temperature and at a pressure of 700 bars. Of course, in this application we use the common term "hydrogen" to actually designate dihydrogen.

[0005] The hydrogen tank 16 has a cap 14 for filling the tank. This filling is carried out from a filling hatch 12, provided in the vehicle and connected to the cap 14 of the hydrogen tank 16 by a pipe shown in double lines. When the hydrogen cell 26 is in operation, the hydrogen in the hydrogen tank 16 circulates in a hydrogen circuit 18, also shown in double lines. In this hydrogen circuit 18, the gaseous hydrogen leaves the cap 14 of the hydrogen tank 16, and arrives at a pressure reducer 20 which reduces the pressure of the hydrogen before it enters the hydrogen cell 26.

[0006] The hydrogen cell 26 comprises an anode and a cathode and produces an electrical potential difference between its anode and its cathode by oxidation between, on the one hand, the oxygen present in the air supplied to the hydrogen cell 26 by an air circuit 38 described later, and, on the other hand, the hydrogen coming from the hydrogen circuit 18. The hydrogen cell 26 is dimensioned so that this potential difference corresponds to an electrical voltage at the output of the hydrogen cell 26 of the order of 200 or 300V (Volts). The hydrogen not consumed by the hydrogen cell 26 can be released by a backpressure valve 24 or re-sent into the hydrogen circuit 18 by a recirculation pump 22.

[0007] The air brought into the hydrogen fuel cell 26 comes from an air inlet 30 on the vehicle, connected to the air circuit 38. The air coming from this air inlet 30 is filtered by an air filter 32, then pressurized by a compressor 34, then is cooled in a cooling member 36 before being sent to a humidifier 40 where the air is humidified before entering the hydrogen fuel cell 26. At the outlet of the hydrogen fuel cell 26, water, product of the reaction in the hydrogen fuel cell 26, is sent to the humidifier 40, the water produced being partly used to humidify the air entering the hydrogen fuel cell 26, and partly condensed in a water tank of the humidifier 40. A valve 42 makes it possible to evacuate the air and the non-condensed water in the humidifier at the outlet of the hydrogen fuel cell 26 to an exhaust device 44 of the vehicle.

[0008] The oxidation reaction that occurs in the hydrogen fuel cell 26 during its operation generates calories that are evacuated by a cooling circuit 58 in which a heat transfer liquid such as glycolated water circulates. The cooling circuit 58 passes the heat transfer liquid into the hydrogen fuel cell 26 where it takes calories that it evacuates by passing into a heat exchanger 52, for example a radiator at the front of the vehicle. The heat transfer liquid thus cooled then passes through a three-way valve 54 bringing it to a pump 56 which returns it to the hydrogen fuel cell 26. A bypass between the inlet of the heat exchanger 52 and an inlet of the three-way valve 54 makes it possible to pass a portion of the heat transfer liquid into a deionizer 50 before returning it to the pump 56.The deionizer 50 makes it possible to reduce the electrical conductivity of the heat transfer liquid, so that it does not generate a leakage current between the hydrogen cell 26 and the chassis via the exchanger 52 which could be interpreted as an insulation fault in the high voltage circuit of which the fuel cell is a part.

[0009] A control unit 60 of the hydrogen cell 26, for example a microcontroller, supervises the reaction in the hydrogen cell, in particular the temperature of the hydrogen cell, its start-up and its shutdown.

[0010] The hydrogen fuel cell 26 comprises electrical outputs, in particular a positive electrical connection 70 and a negative electrical connection 72 between which the voltage is equal to the output voltage of the hydrogen fuel cell 26. The positive 70 and negative 72 electrical connections are connected to the input of a voltage booster 74, which converts the output voltage of the hydrogen fuel cell 26, of the order of 200 to 300V, into a voltage equal to a voltage of a high-voltage network of the vehicle, for example 400V or 800V. This voltage of the high-voltage network of the vehicle is present in particular at the level of an “electrical node” 78, that is to say between connection terminals to which several high-voltage modules of the vehicle are attached, in particular a traction battery 76 of the vehicle, a charger 84 making it possible to recharge the traction battery 76 from a charging socket 86 of the vehicle, and an inverter 80 capable of supplying three-phase current to an electric motor 82 of the vehicle.

[0011] It should be noted that in this application, the traction battery is understood as a battery powering the inverter and the electric motor when the vehicle is running, unlike a vehicle service battery powering a low-voltage electrical network of the vehicle (for example 14V) to which various consumers are connected, including a main computer of the vehicle. The traction battery can therefore also be understood as a propulsion battery depending on the electric motor used. Unless otherwise stated, the battery referred to in this application is the traction battery of the vehicle. Similarly, the motor and inverter in this patent application refer to an electric traction or propulsion motor and to a traction or propulsion inverter of the vehicle, unless otherwise stated.

[0012] In a manner known in the power supply system 1 of the prior art shown [Fig. 1], the electric motor 82 of the vehicle uses, for example, only the traction battery 76 as an energy source during short journey times, and uses both the hydrogen fuel cell 26 and the traction battery 76 as energy sources for long journeys. The two energy sources, namely the hydrogen fuel cell 26 and the traction battery 76, can operate independently and be used independently by the vehicle. In addition, the hydrogen fuel cell 26 can be used to recharge the traction battery 76. A computer 90 of the vehicle makes it possible to operate the power supply system 1 using one or other of the energy sources for the advancement of the vehicle, and makes it possible to manage a recharge of the traction battery 76 by the charger 84 or by the hydrogen fuel cell 26.

[0013] This prior art power supply system 1 therefore has numerous advantages, in particular a low energy recharging cost thanks to the electrical recharging of the traction battery 76, and a short recharging time thanks to the rapid recharging of the hydrogen tank 16 with hydrogen.

[0014] However, the electrical conversion efficiency of the voltage booster 74, which controls the flow of electrical power from the hydrogen fuel cell 26 to the vehicle's high-voltage network, is unsatisfactory. In addition, its electrical power density relative to the volume it represents is low compared to that of an inverter, for example.

[0015] In fact, the voltage booster 74 suffers significant electrical losses in its inductive components, which include at least one induction coil. Such an induction coil consists of a magnetic core with high relative magnetic permeability around which an electrical conductor, usually made of copper, is wound. When an electric current flows through the electrical conductor, the electrical conductor creates a magnetic field. When this electric current flows through it, the electrical conductor therefore generates Joule losses, and the magnetic core generates iron losses due to its non-zero electrical conductivity and the hysteresis specific to the material of the magnetic core. These electrical losses (Joule losses and iron losses, eddy currents and hysteresis losses) generate at least half of all the electrical losses of the converter of the voltage booster 74.

[0016] There is therefore a need for a power supply system for an electric motor of a hybrid electric vehicle, in which the voltage booster downstream of the hydrogen fuel cell has better electrical efficiency.

[0017] The present invention aims to remedy at least in part the drawbacks of the prior art by providing a system for supplying an electric motor of a hybrid electric vehicle using a hydrogen fuel cell, in which a voltage booster downstream of the hydrogen fuel cell has a small footprint while generating very few electrical losses.

[0018] To this end, the invention proposes a power supply system for an electric motor of a hybrid electric vehicle, the power supply system comprising a hydrogen fuel cell, a hydrogen tank capable of supplying the hydrogen fuel cell, a voltage booster at the output of the hydrogen fuel cell, the voltage booster comprising at least one induction coil, the power supply system being characterized in that the hydrogen tank is a cryogenic tank capable of maintaining the hydrogen in the liquid state and at a temperature below a liquefaction temperature of the hydrogen, and in that the induction coil is immersed in the hydrogen tank, the induction coil being formed of a superconducting material at the temperature of the liquid hydrogen in the hydrogen tank. The voltage booster is capable of raising an output voltage of the hydrogen fuel cell to a voltage of a high-voltage network of the vehicle.

[0019] Thanks to the invention, when an electrical conductor forming the winding of the induction coil of the voltage booster is traversed by an electric current, this electrical conductor being superconductive does not produce Joule losses. It should be noted that the voltages mentioned in this application are electrical voltages, that the electric motor powered by the system according to the invention is of course an electric traction or propulsion motor, and that the voltage booster is here a direct current - direct current converter. In addition, the network voltage high voltage is at least equal to the voltage across the terminals of a vehicle traction battery. When the hydrogen fuel cell recharges the traction battery, the output voltage of the hydrogen fuel cell, and therefore the voltage of the high voltage network, is higher than the voltage of the hydrogen fuel cell.

[0020] Preferably, in the invention the induction coil is an air induction coil, i.e. without a magnetic core. As a result, the induction coil does not have iron losses, unlike the prior art. In order to compensate for the absence of a magnetic core and to have an inductive effect equivalent to that of an induction coil of the prior art, the induction coil of the invention has more turns than the induction coil of the voltage booster of the prior art. For example, the induction coil of the invention has between 80 and 200 turns. The turns of the induction coil of the invention are advantageously thinner than those of the induction coil of the voltage booster of the prior art, while being able to conduct as much current due to their superconducting quality. The wire forming the turns of the induction coil of the invention has, for example, a cross-section with a diameter of between 100 and 600 mm (micrometers).

[0021] Furthermore, the working frequency of the voltage booster of the invention is advantageously higher than that of the voltage booster of the prior art, which is of the order of 20 to 30 kHz (kilohertz), in order to further compensate for the absence of a magnetic core which tends to reduce the value of the filtering inductance(s). For example, the working frequency of the voltage booster of the invention is between 100 and 150 kHz.

[0022] Either or a combination of these characteristics, namely the increase in the number of turns or the increase in the working frequency, are advantageously used in the invention. The use of the increase in the working frequency is all the more advantageous since it makes it possible to save on the quantity of superconducting material for producing the winding of the induction coil of the invention.

[0023] According to an advantageous characteristic of the power supply system of an electric motor according to the invention, the superconducting material is an alloy of niobium and tin (Nb3Sn). This alloy is superconducting below -255°C (degrees Celsius), hydrogen being liquid at -253°C between approximately 1 and 3 bar. This characteristic makes it possible to use a conventional superconducting material, therefore inexpensive, and to store the liquid hydrogen in the hydrogen tank at atmospheric pressure or at a pressure close to atmospheric pressure, for example between 0.8 bar and 3 bar. Alternatively, the superconducting material forming the induction coil is a niobium germanium alloy (Nb3Ge) superconducting at -250°C or a compound from the cuprate family, any superconducting material at a temperature compatible with liquid hydrogen being possible.

[0024] According to another advantageous characteristic of the power supply system according to the invention, the induction coil forms a toroidal winding. This characteristic makes it possible to confine the magnetic flux produced by the induction coil when it is traversed by an electric current, inside the torus formed by the toroidal winding, which makes it possible to limit iron losses outside the induction coil. Indeed, magnetic flux leaks outside the winding could cause iron losses by eddy currents, for example in the material forming the hydrogen tank, often aluminum. Alternatively, other forms of winding are nevertheless possible, such as windings with round turns, the set of turns of which forms a square, or windings with square turns.

[0025] In one embodiment of the invention, the liquid hydrogen tank has sealed passages through which two ends of the induction coil exit, the passages being located in a filler cap of the hydrogen tank. This feature allows maximum thermal insulation to be maintained.

[0026] Preferably in this embodiment of the invention, the two ends of the induction coil are each connected to at least one component of the voltage booster, the components of the voltage booster connected to the induction coil being arranged in a housing proximal to the ends of the induction coil relative to terminals for connection to the high voltage network of the electric vehicle. In other words, the components of the voltage booster connected to the induction coil are closer to the induction coil than to the terminals for connection to the high voltage network of the electric vehicle. Bringing the coil and the other components of the voltage booster closer together makes it possible to limit thermal losses between the hydrogen tank and the voltage booster.In fact, the two ends of the induction coil are connected to components of the voltage booster by conductors of almost zero resistance, the length of which must be limited to reduce thermal and electrical losses.

[0027] The components of the voltage booster connected to the induction coil are, for example, arranged on a thermally conductive support in contact with a metallic outer surface of the hydrogen tank. This makes it possible to take advantage of the low temperature of this metallic outer surface to cool the components of the voltage booster other than the induction coil. The thermally conductive support is, for example, multi-layer and may comprise layers of copper and ceramic.

[0028] In one embodiment of the invention, the voltage booster comprises the induction coil, two transistors and two capacitors, the two transistors and the two capacities being arranged on the support.

[0029] In an alternative embodiment, the housing comprises a cooling channel. This alternative is implemented in particular if the components of the voltage booster other than the induction coil are not in thermal contact with the metallic outer surface of the hydrogen tank. The cooling channel is, for example, supplied with hydrogen from the hydrogen tank.

[0030] In one embodiment of the invention, the power supply system of an electric motor of a hybrid electric vehicle according to the invention comprises a traction battery and an inverter, the inverter being connected at the input to an output of the voltage booster and to the terminals of the traction battery, and connected at the output to the electric motor of the vehicle. The traction battery is here an electric storage battery. In other embodiments, the battery could be replaced or assisted by a supercapacitor in an architecture where a second boost converter provides the interface between the supercapacitor and the high-voltage network of the electric traction, in particular to compensate for large voltage variations of the supercapacitor.

[0031] The invention also relates to a hybrid electric vehicle comprising an electric motor and a power supply system for the electric motor according to the invention.

[0032] Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several examples of embodiment given for informational and non-limiting purposes with reference to the attached schematic drawings on the other hand, in which:

[0033] [Fig.l] already commented on in relation to the prior art, represents a power supply system for an electric motor of a hybrid electric vehicle of the prior art, using a hydrogen fuel cell,

[0034] [Fig.2] represents a power supply system for an electric motor of a hybrid electric vehicle according to the invention, using a hydrogen fuel cell, and

[0035] [Fig.3] is an electrical diagram of a voltage booster of the power supply system of [Fig.2].

[0036] According to an embodiment of the invention shown [Fig. 2], a hybrid electric vehicle comprises a power supply system 100 according to the invention. This power supply system 100 supplies, as in the power supply system 1 of [Fig. 1], the electric motor 82 via the inverter 80. These elements, as well as other elements of the power supply system 100 according to the invention, are identical to the elements referenced in the same way in [Fig. 1] of the prior art and operate in the same way. They will therefore not be detailed again in excess. The inverter 80 is connected to the electrical node 78 forming two connection terminals of a high voltage network of the hybrid electric vehicle, to which the charger 84 is connected, itself connected to the socket of electric charge 86 of the electric vehicle. The energy sources ensuring sufficient supply voltage on the high voltage network are the traction battery 76 and the hydrogen fuel cell 26. The vehicle's computer 90 manages on the one hand the power supply to the electric motor 82 using one or the other of the energy sources or both together, and on the other hand the recharging of the traction battery 76.

[0037] The hydrogen fuel cell 26 is supervised by the control unit 60, which manages in particular the cooling circuit 58 in which glycolated water circulates and which comprises, arranged as in [Fig. 1], the heat exchanger 52, the pump 56, the three-way valve 54 and the deionizer 50.

[0038] The air circuit 38 allows the supply of oxygen to the hydrogen cell 26, the air being taken from the air inlet 30. The air circuit 38 is arranged like that of [Fig.l], and includes in particular the air filter 32, the compressor 34, the cooling member 36, the humidifier 40, the valve 42 and the exhaust device 44.

[0039] Unlike [Fig.l], the hydrogen fuel cell 26 of the supply system 100 according to the invention is supplied with hydrogen by means of a hydrogen circuit 180, in which hydrogen circulates from a cryogenic hydrogen tank 160. The cryogenic hydrogen tank 160 maintains the hydrogen in the liquid state at a temperature below -255°C and at atmospheric pressure. The hydrogen tank 160 comprises a filling cap 140 allowing the filling of the hydrogen tank 160 with liquid hydrogen, from a filling hatch 120 connected to the filling cap 140 by a pipe shown in double lines.

[0040] When the hydrogen fuel cell 26 is in operation, the liquid hydrogen in the hydrogen tank 160 circulates through the hydrogen circuit 180, also shown in double lines, to a heater 200 which vaporizes the liquid hydrogen before it enters the hydrogen fuel cell 26. The hydrogen not consumed by the hydrogen cell 26 can be released by the backpressure valve 24 or sent back into the hydrogen circuit 180 by the recirculation pump 22.

[0041] The electrical potential difference created between the anode and the cathode of the hydrogen cell 26 by oxidation between, on the one hand, the oxygen present in the air supplied by the air circuit 38 and, on the other hand, the hydrogen coming from the hydrogen circuit 180 corresponds to an electrical voltage Vb (referenced [Fig. 3]) at the output of the hydrogen cell 26, this output voltage Vb being of the order of 200 or 300V (Volts). The output voltage Vb of the hydrogen cell 26 is therefore present between the positive electrical connection 70 and the negative electrical connection 72, which are the electrical outputs of the hydrogen cell 26. The positive 70 and negative 72 electrical connections are connected to the input of a voltage booster 740, which converts the voltage of output Vb of the hydrogen fuel cell 26 into a voltage Vh (referenced [Fig.3]) equal to a voltage of the high voltage network of the vehicle, for example 400V. The voltage booster 740 is connected at the output to the high voltage network of the vehicle by a positive output conductor bus 73 and a negative output conductor bus 71.

[0042] Variant embodiments are of course possible with respect to this arrangement of [Fig. 2]. In particular, as a variant, the cooling circuit 58 does not include a deionizer 50, or the air circuit 38 does not return the water produced by the hydrogen cell 26 through the exhaust device but stores it entirely. Similarly, as a variant, the hydrogen not consumed by the hydrogen cell 26 is not returned to the hydrogen circuit 180, and the hydrogen tank 160 stores the liquid hydrogen at a temperature lower than 253°C only, and / or at a pressure different from atmospheric pressure. In another variant, the electric charging socket 86 is directly connected to the input of the traction battery 76, being intended to be connected to a direct current charging terminal.It should also be noted that the maximum no-load voltage of the traction battery 76 is here 400V but alternatively its maximum no-load voltage is different from 400V while remaining higher than the output voltage Vb of the hydrogen fuel cell 26, which can also be lower than 200V or higher than 300V while remaining permanently lower than the voltage of the traction battery 76.

[0043] It should further be noted that the power supply system 100 in its definition can comprise all the elements of [Fig.2] with the exception of the electric motor 82, the charger 84 and the electric charging socket 86.

[0044] With reference to [Fig. 3], the voltage booster 740 comprises an input capacitor 743, connected by one of its ends to the negative electrical output connection 72 of the fuel cell 26, and by the other of its ends to the positive electrical output connection 70 of the fuel cell 26 as well as to a first end of an air induction coil 741, that is to say not comprising magnetic material. A second end of the induction coil 741 is connected to the source of a first field effect transistor 747 and to the drain of a second field effect transistor 746.

[0045] The drain of the first field effect transistor 1A- is connected to the output positive conductive bus 73 and to a first end of an output capacitor 748, a second end of the output capacitor 748 being connected to the output negative conductive bus 71.

[0046] The source of the second field effect transistor 746 is also connected to the negative output conductive bus 71, at the same potential as the negative electrical connection 72.

[0047] The electrical components of the 740 voltage booster are therefore the capacity input capacitor 743, output capacitor 748, inductor 741 and field effect transistors 747 and 746. Alternatively, the voltage booster may have a different architecture, for example comprising several inductors and several other transistors.

[0048] According to the invention, as visible in [Fig.2], the induction coil 741 is immersed in the hydrogen tank 160. The induction coil 741 is in fact formed of a superconducting material at the temperature of the liquid hydrogen in the hydrogen tank 160. This superconducting material is, in this embodiment of the invention, a wire made of a niobium and tin alloy (Nb3Sn). Furthermore, in this embodiment of the invention, the induction coil 741 is a toroidal coil whose turns are formed of the niobium and tin alloy wire, this wire possibly being wound around an electrically non-conducting toroidal support and with a relative magnetic permeability close to 1, for example made of a polymer material.

[0049] The induction coil 741 has an inductance of approximately 50 pH (microhenry), preferably between 20 pH and 100 pH, without using a magnetic core, thanks to a number of turns between 80 and 200 turns, the section of the niobium and tin alloy wire having a diameter between 100 and 600 mm.

[0050] In addition, the working frequency of the 740 voltage booster is in the order of 100kHz, for example it is between 80kHz and 150kHz.

[0051] Of course, as a variant, other superconducting materials can be used to make the winding of the induction coil 741, such as cuprates, the liquid hydrogen in the hydrogen tank 160 can then be maintained at -253°C.

[0052] As seen in [Fig.2], the two ends of the induction coil 741 exit the hydrogen tank 160 through two sealed passages arranged in the filler cap 140 of the hydrogen tank 160.

[0053] The other components of the voltage booster 740, namely the input capacitor 743, the output capacitor 748 and the field effect transistors 747 and 746, are secured to a flat support 742 in thermal contact with the wall of the hydrogen tank 160, outside the hydrogen tank 160. The flat support 742 is for example formed from materials that are good thermal conductors, for example it comprises a layer of ceramic gripped between two layers of copper.

[0054] The hydrogen tank 160 is, in this embodiment of the invention, generally formed of a double cylindrical wall made of aluminum, allowing sufficient insulation to maintain the hydrogen in the liquid state in the hydrogen tank 160. The external wall of this double wall is however cold enough to allow, via the flat support 742, the cooling of the components of the voltage booster 740 other than the induction coil 741 without requiring other cooling means for the proper operation of the voltage booster 740. These other components of the voltage booster 740 are arranged in a closed housing 745.

[0055] This housing 745 is arranged as close as possible to the filling cap 140, so as to limit the length of the electrical connections between the induction coil 741 and the other components of the voltage booster 740, these electrical connections generating thermal losses.

[0056] Alternatively, for example if the hydrogen tank 160 does not allow the voltage booster 740 to be cooled effectively, the housing 745 is arranged close to the filler cap 140 without necessarily being secured to the wall of the hydrogen tank 160. It comprises, for example, a cooling channel supplied with liquid hydrogen from the filler cap 140.

[0057] Of course, the invention is not limited to the examples which have just been described and numerous adjustments can be made to these examples without departing from the scope of the invention. In particular, the characteristics of the different variant embodiments of the invention envisaged in this application can be combined to achieve the invention, insofar as these variants are not incompatible with each other.

Claims

Claims

1. Power supply system (100) for an electric motor (82) of a hybrid electric vehicle, the power supply system (100) comprising a hydrogen fuel cell (26), a hydrogen tank (160) capable of supplying the hydrogen fuel cell (26), a voltage booster (740) at the output (Vb) of the hydrogen fuel cell (26), the voltage booster (740) comprising at least one induction coil (741), the power supply system (100) being characterized in that the hydrogen tank (160) is a cryogenic tank capable of maintaining the hydrogen in the liquid state and at a temperature below a hydrogen liquefaction temperature, and in that the induction coil (741) is immersed in the hydrogen tank (160), the induction coil (741) being formed of a superconducting material at the temperature of the liquid hydrogen in the hydrogen tank (160).

2. A power supply system (100) for an electric motor (82) according to claim 1, wherein the superconducting material is an alloy of niobium and tin.

3. A power supply system (100) for an electric motor (82) according to claim 1 or 2, wherein the induction coil (741) is an air induction coil.

4. A power supply system (100) for an electric motor (82) according to any one of claims 1 to 3, wherein the induction coil (741) forms a toroidal winding.

5. A power supply system (100) for an electric motor (82) according to any one of claims 1 to 4, wherein the hydrogen tank (160) comprises sealed passages through which two ends of the induction coil (741) exit, the passages being located in a filler cap (140) of the hydrogen tank (160).

6. Power supply system (100) of an electric motor (82) according to the preceding claim, in which the two ends of the induction coil (741) are each connected to at least one component of the voltage booster (740), the components of the voltage booster (740) connected to the induction coil (741) being arranged in a housing (745) proximal to the ends of the induction coil (741) relative to terminals for connection to the high voltage network of the vehicle. electric.

7. Power supply system (100) of an electric motor (82) according to the preceding claim, in which the components of the voltage booster (740) connected to the induction coil (741) are arranged on a thermally conductive support (742) in contact with a metallic exterior surface of the hydrogen tank (160).

8. Power supply system (100) of an electric motor (82) according to the preceding claim, wherein the voltage booster (740) comprising the induction coil (741), two transistors (746, 747) and two capacitors (743, 748), the two transistors (746, 747) and the two capacitors (743, 748) are arranged on the support (742).

9. A power supply system (100) for an electric motor (82) according to claim 6, wherein the housing (745) comprises a cooling channel.

10. Power supply system (100) for an electric motor (82) of a hybrid electric vehicle according to any one of the preceding claims, comprising a traction battery (76) and an inverter (80), the inverter (80) being connected at input to an output of the voltage booster (740) and to the terminals of the traction battery (76), and connected at output to the electric motor (82) of the vehicle.

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