Fuel cell aircraft electrical architecture, comprising two mechanically connected motors / generators. Aircraft incorporating it.

Abstract

Electrical architecture for a vehicle, comprising: a propulsion electrical network (10L, 10R) comprising at least one fuel cell (30L, 30R) and an electric propulsion motor (1L, 1R) connected to the fuel cell, and a non-propulsion electrical network (20) comprising a battery (50) and a first electric generator / motor (23L, 23R) connected to the battery. The fuel cell comprises at least one motion transmission chain comprising at least one second electric generator / motor (332L, 332R) mechanically connected to a first fluid circulation member (331L, 331R). The first generator / motor mechanically connected to the motion transmission chain by a motion transmission line (40L, 40R). The architecture comprises at least one electronic control unit connected to the generators / motors and arranged to control them selectively in a starting mode and in a nominal mode. Aircraft comprising such an architecture.SUMMARY FIGURE : Fig. 1.

Description

Title of the invention: Electrical architecture of a fuel cell aircraft, comprising two mechanically connected motors / generators. Aircraft comprising it.

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

[0002] BACKGROUND OF THE INVENTION

[0003] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies both to new types of aircraft, but also to those already in circulation, requiring the implementation of technological solutions to make them compliant with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change.

[0004] Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft. With the aim of improving the energy efficiency of aircraft, the Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental consequences.

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

[0006] This sustained research and development work focuses on new generations of aircraft engines, the lightening of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, etc.

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

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

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

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

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

[0012] Furthermore, the electrical connection of the non-propulsion electrical network with the power part of the propulsion electrical network creates a significant risk of a breakdown spreading between these two electrical networks.

[0013] SUBJECT OF THE INVENTION

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

[0015] To this end, according to the invention, an electrical architecture for a vehicle is provided, comprising a propulsion electrical network and a non-propulsion electrical network. The propulsion electrical network comprises at least one fuel cell and an electric propulsion motor connected to the fuel cell. The non-propulsion electrical network propulsion comprises a battery and a first electric generator / motor connected to the battery. The fuel cell comprises at least one motion transmission chain comprising at least one second electric generator / motor mechanically connected to a first fluid circulation member. The first generator / motor is mechanically connected to the motion transmission chain by a motion transmission line. The architecture comprises at least one electronic control unit connected to the generators / motors and arranged to control them selectively in a starting mode in which the first generator / motor drives the second generator / motor to supply energy to the fuel cell and in a nominal mode in which the second generator / motor drives the first generator / motor to supply energy to the non-propulsion electrical network.

[0016] Thus, it is not an electrical connection that allows energy to be transferred from the non-propulsion electrical network to the non-propulsion electrical network for starting, but a mechanical connection. It is therefore not necessary to use power converters between these two networks and the risk of failure propagation is limited.

[0017] According to optional characteristics, used individually or in whole or in part in combination: - the electronic control unit is arranged to control, in start-up mode, a power supply to an interconnection bar of the propulsion electrical network via the non-propulsion electrical network; - said at least one electronic control unit is arranged to control the stopping of the electric propulsion motor in starting mode and subsequently control its power supply in nominal mode; - the motion transmission chain comprises a gearbox and the motion transmission line mechanically connects the first generator / motor to the gearbox; - the first fluid circulation member is a compressor arranged in an air circuit of the fuel cell; preferably, the fuel cell comprises at least one fluid circulation member arranged in a fuel circuit of the fuel cell and mechanically connected to an auxiliary electric motor connected to an internal interconnection bar to which the second generator / motor is also connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in starting mode; - the fuel cell comprises a cooling management unit mechanically connected to an auxiliary electric motor connected to a bar internal interconnection to which the second generator / motor is also connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in starting mode; - the fuel cell comprises an interconnection bar connected to the non-propulsion electrical network at least when the generators / motors are in starting mode; - the non-propulsive electrical network comprises an external power outlet.

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

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

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

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

[0022] [Fig.2] [Fig.2] is a partial schematic view of this electrical architecture when starting the fuel cell;

[0023] [Fig.3] [Fig.3] is a partial schematic view of this electrical architecture after the fuel cell has started;

[0024] [Fig.4] [Fig.4] is a time representation showing the exchange sequence of signals during startup. DETAILED DESCRIPTION OF THE INVENTION

[0025] The invention is described here in application to an aircraft A comprising a left IL electric propulsion motor driving in rotation a left 2L propeller, a right IR electric propulsion motor driving in rotation a right 2R propeller, a left 10L propulsion electrical network, a right 10R propulsion electrical network, and a non-propulsion electrical network 20. It is understood that the letters L and R designate the components associated respectively with the left part and the right part of the aircraft A, this notation being retained in the remainder of the description.

[0026] The propulsion electrical network 10L electrically connects a power electronic circuit 3L of the propulsion electric motor IL to terminals of a left fuel cell 30L. The propulsion electrical network 10R electrically connects a power electronic circuit 3R of the propulsion electric motor IR to terminals of a right fuel cell 30R.

[0027] Each set of fuel cells 30L and 30R comprises a plurality of electrochemical generators 3 IL and 31R connected in series / parallel, a first power supply device 32L and 32R of the electrochemical generators 3IL and 31R in di- hydrogen, a second device 33L and 33R for supplying the electrochemical generators 3 IL and 31R with oxygen, and a device 34L and 34R for managing the heat produced in the stack of electrochemical generators 3 IL and 31R.

[0028] Each electrochemical generator 3 IL and 31R comprises two electrodes, namely an anode to produce an oxidation of the dihydrogen and a cathode to produce a reduction of the dioxygen so that between the two electrodes a transfer of electrical charges is generated creating a potential difference at the terminals of the stack of electrochemical generators 3 IL and 3 IR.

[0029] The first supply device 32L and 32R comprises a pump 321L, 321R driven by an auxiliary electric motor 322L, 322R having a power electronic circuit 323L, 323R connected to an internal interconnection bar 35L, 35R of the fuel cell 30L, 30R. The supply device 32L, 32R is positioned in a dihydrogen circuit which is connected to a pressurized dihydrogen tank not shown and supplies the electrochemical generators 3IL and 31R on the anode side. The pump 32IL, 321R makes it possible to recirculate the dihydrogen in the dihydrogen circuit. The dihydrogen circuit is known per se and may also comprise a filter, a heater, a humidifier, a separator, valves, sensors, etc.

[0030] The second power supply device 33L and 33R comprises a compressor 33IL, 33 IR connected to a generator / motor 332L, 332R having a power electronic circuit 333L, 333R connected to the internal interconnection bar 35L, 35R. A gearbox 334L, 334R is interposed between the compressor 33 IL, 33 IR and the generator / motor 332L, 332R. The power supply device 32L, 32R is positioned in an air circuit which comprises an external air intake and supplies the electrochemical generators 3 IL and 31R on the cathode side. The 33 IL, 33 IR compressor allows control of the pressure and flow of air introduced into the 3 IL and 31R electrochemical generators, this pressure and flow determining the performance of the 3 IL and 31R electrochemical generators.The 332L, 332R generator / motor is an electrical machine that can either transmit rotational motion to the 334L gearbox or be driven by the 334L gearbox by producing an electric current. The gearbox may include gears or a belt-driven variable speed drive. The air circuit is known in itself and may also include a filter, heater, humidifier, separator, valves, sensors, etc.

[0031] The management device 34L and 34R comprises a pump 341L, 341R driven by an auxiliary electric motor 342L, 342R having a power electronic circuit 343L, 343R connected to the internal interconnection bar 35L, 35R. The management device 34L, 34R is arranged to circulate a heat transfer liquid in the generators 3 IL and 3 IR electrochemical generators to heat exchangers in order to limit heating of the 3IL and 31R electrochemical generators.

[0032] The fuel cell 30L, 30R further comprises an internal control circuit which is connected to the control circuit of the propulsion electrical network to power the electronic components for calculation, control and detection of the fuel cell 30L, 30R.

[0033] The propulsion electrical network 10L, 10R here comprises an interconnection bar 1 IL, 1 IR which is connected via electrical connection / disconnection devices 12L, 12R to the electrochemical generators 3 IL, 31R, to the power electronic circuits 3L, 3R and to the internal interconnection bar 35L, 35R. The term interconnection bar is used here to designate any electrical conductor for transporting electrical energy. The propulsion electrical network 10L, 10R is under a direct voltage of 500 to 1000 V when the fuel cell 30L, 30V is started. The propulsion electrical network 10L, 10R also comprises an interconnection bar 13L, 13R supplying the components necessary for the operation of the propulsion electrical network 10L, 10R and in particular computers, sensors, a communication bus, etc.

[0034] The non-propulsive electrical network 20 comprises a left interconnection bar 2IL and a right interconnection bar 21R which are connected to each other via an electrical connection / disconnection device 22. The non-propulsive electrical network 20 is under a direct voltage of between 28 V and 270 V.

[0035] The interconnecting bar 21L is also connected to a generator / motor 23L and to the internal control circuit 13L each time via an electrical connection / disconnection device 22L. The generator / motor 23L is an electrical machine having a shaft connected to a shaft of the gearbox 334L by a mechanical connection 40L so as to be able to either transmit a rotational movement from the generator / motor 23L to the gearbox 334L or from the gearbox 334L to the generator / motor 23L. This electrical machine produces a mechanical torque when it is supplied with electrical power and an electrical power when it is rotated.

[0036] The interconnecting bar 21R is also connected to a generator / motor 23R and to the interconnecting bar 13R each time via an electrical connection / disconnection device 22R. The generator / motor 23R is an electrical machine having a shaft connected to a shaft of the gearbox 334R by a mechanical connection 40R so as to be able to either transmit a rotational movement from the generator / motor 23R to the gearbox 334R or from the gearbox 334R to the generator / motor 23R. This electrical machine produces a mechanical torque when it is supplied with an electric current and an electric current when it is driven in rotation.

[0037] The interconnection bar 21L is further connected via an electrical connection / disconnection device 22L to an external interconnection bar 25 itself connected to an external power outlet 26 via a contactor 22 and to a battery 50 via an electrical connection / disconnection device 22.

[0038] The electrical architecture according to the invention further comprises electronic control units which are connected to an avionics control unit 1000 of the aircraft A to together form an electronic unit for controlling the electrical architecture of the aircraft A. The avionics control unit 1000 is known per se and arranged to supervise and coordinate the operation of all the equipment of the aircraft A from the orders of the pilot of the aircraft A, the signals from the sensors to which it is directly connected, and the signals exchanged with the equipment itself. Each electronic control unit comprises for example a processor and a memory containing programs executable by the processor.

[0039] The electronic control units include: - a central non-propulsion control unit 60 of the entire non-propulsion network 20; - a dedicated non-propulsion control unit 6IL of the generator / engine 23L of the left part of the non-propulsion network 20; - a dedicated non-propulsion control unit 61R of the generator / motor 23R of the right part of the non-propulsion network 20; - a 70L propulsion control unit of the left 10L propulsion network; - a 70R propulsion control unit of the right 10R propulsion network.

[0040] The avionics control unit 1000 is connected: - to the electrical connection / disconnection devices 22 for controlling the power supply of the interconnection bar 21L, 21R (and also of the non-propulsion control unit 60) by the battery 50 or the external power socket 26; - to the control units 60, 6IL, 61R, 70L, 70R to transmit orders to them and receive status signals from them.

[0041] The central control unit 60 is connected: - to the electrical connection / disconnection devices 22L, 22R for connecting the various components of the non-propulsion electrical network 20 to the interconnection bar 2IL, 2IR and for connecting the interconnection bar 13L, 13R to the interconnection bar 21L, 21R; - to the electrical connection / disconnection devices 22L, 22R connecting the 2IL, 21R interconnection bars to dedicated non-propulsion control units 6IL, 61R to control their power supply.

[0042] The central control unit 60 is more particularly intended for controlling the non-propulsion network 20.

[0043] The dedicated non-propulsion control units 6IL, 61R are connected to the generators / motors 23L, 23R, to control them selectively in two modes, namely a starting mode and a nominal mode.

[0044] The propulsion control unit 70L is connected to the electrical connection / disconnection devices 12L, and to the various controllable components of the propulsion electrical network 10L, including the generator / motor 332L, to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0045] The propulsion control unit 70R is connected to the electrical connection / disconnection devices 12R, and to the various controllable components of the propulsion electrical network 10R, including the generator / motor 332R, to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0046] As previously indicated, the avionics control unit 1000 is intended for controlling the entire system in start-up mode and for coordinating the electronic control units 70L, 70R during the start-up phase.

[0047] [Fig.4] shows the sequence of signal exchange between the different electronic control units when initiating the starting mode (on battery) and then when switching to the nominal mode for the left part of the electrical architecture. Obviously, this operation is the same for the right part.

[0048] The pilot commands the preparation of the start mode to the avionics control unit 1000 (the pilot's commands are represented by a bold arrow).

[0049] The avionics control unit 1000 controls the connection of the battery 50 to the interconnection bar 21L supplying the non-propulsion central control unit 60.

[0050] The non-propulsive central control unit 60 commands: - the connection of the 13L interconnection bar to the 22L interconnection bar to supply the 70L propulsion control unit; - connecting the non-propulsion control unit 61L to the interconnection bar 22L to power the non-propulsion control unit 61L.

[0051] The propulsive control unit 70L and the non-propulsive control unit 61L return a "ready" signal to the avionics control unit 1000.

[0052] The pilot then sends to the avionics control unit 1000 an order to initiate the propulsion system start-up mode.

[0053] The avionics control unit 1000 sends to each of the control units 60, 6IL and 70L a start mode command and each of the control units 60, 61L and 70L returns a “ready to start” signal to the avionics control unit 1000.

[0054] The pilot then sends the avionics control unit 1000 the order to start.

[0055] The avionics control unit 1000 sends to the non-propulsive control central unit 60 an order to connect the generator / motor 23L. The non-propulsive control central unit 60 commands the connection of the generator / motor 23L to the interconnection bar 2IL and the dedicated non-propulsive control unit 6IL drives the generator / motor 23L as a motor to rotate the compressor 33 IL.

[0056] The propulsion control unit 70L sends back to the avionics control unit 1000, when the time comes, a signal indicating that the fuel cell 30L is self-powered. In parallel, the current drawn by the generator / motor 23L decreases as the generator / motor 332L, powered by the fuel cell assembly 30L, transmits mechanical power to the compressor 33IL. From a threshold predetermined in a manner known per se, the generator / motor 23L switches to generator mode. The non-propulsion control unit 61L then sends to the avionics control unit 1000 a signal indicating that the generator / motor 23L is in generator mode.

[0057] The generator / engine 23L supplies electricity to the non-propulsive network 20 and the non-propulsive central control unit 60 then informs the avionics control unit 1000 that the non-propulsive network 20 is in nominal operating mode. The non-propulsive central control unit 60 commands the disconnection of the battery 50 and the non-propulsive network 20.

[0058] In [Fig.2] illustrating the operation of the architecture in startup mode and in [Fig.3] illustrating the operation of the architecture in nominal mode, only the left part of the architecture is represented. Obviously, this operation is the same for the right part.

[0059] In the starting mode, the interconnection bar 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 23L generator / motor is then powered; - the 13L interconnection bar then supplies the control units of the 10L propulsion electrical network and the internal control circuit of the 30L fuel cell which is ready to start.

[0060] The dedicated non-propulsion control unit 6IL then controls the generator / motor 23L as a motor and the propulsion control unit 70L controls the generator / motor 332L as a generator so that the shaft of the generator / motor 23L rotates and drives the gearbox 334L via the mechanical linkage 40L.

[0061] The gearbox 334L rotates the compressor 331L which compresses air and introduces it into the electrochemical generators 31L and rotates the generator / motor 332L which produces alternating electrical power transformed into direct electrical power by the power electronic circuit 333L. The output power of the power circuit 333L is then distributed via the internal interconnection bar 35L to the power electronic circuits 323L and 343L which power the electric motors 322L and 342L which circulate the dihydrogen for the first and evacuate the heat produced for the second.

[0062] Once the fuel cell assembly 30L is in a stable operating state, the non-propulsion central control unit 60 commands the disconnection of the control circuit 13L from the battery 50 and the electronic control unit 61L commands the generator / motor 23L as a generator and the electronic propulsion control unit 70L commands the generator / motor 332L as a motor. These are then in a nominal operating mode in which: - the 13L interconnection bar is powered by the electrical energy produced by the 30L fuel cell; and - the generator / motor 332L drives the gearbox 334L and, via the mechanical link 40L, the generator / motor 23L which produces electrical energy to supply the non-propulsion electrical network 20 and possibly charge the battery 50.

[0063] It is noted that in start-up mode, it is possible to power the non-propulsive electrical network 20 from the external power socket 26 if the aircraft is in a location equipped with a power distribution network connectable to the external power socket 26.

[0064] In nominal mode, the non-propulsion control unit 61L is arranged to control the generator / engine 23L to adjust the amount of energy taken by the generator / engine 23L from the generator / engine 332L.

[0065] On the side of the propulsion control unit 70L, the voltage across the generator / motor 332L (or its rotation speed) is monitored. The voltage increases progressively according to the rotation ramp of the generator / motor 23L. When the voltage reaches its predetermined final threshold, the power electronics 333L activates to produce the DC voltage of the internal interconnection bar 35L. The devices 32L and 34L are connected to the internal interconnection bar 35L and are controlled to start the fuel cell 30L, the compressor 33 IL being already driven by the generator / motor 23L.

[0066] When the fuel cell 30L produces sufficient energy for its self-powering, the power circuit 333L switches to motor mode so that the generator / motor 332L rotates the compressor 33 IL and the generator / motor 23L.

[0067] Preferably, the propulsion control unit 70L, 70R is arranged to control the electric propulsion motor IL, IR to stop while the system is in start mode. Thus, it is possible to avoid setting the propeller 2L, 2G in rotation when the aircraft A is parked and operators are around.

[0068] Of course, the invention is not limited to the embodiment described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0069] In particular, the mechanical connection 40L, 40R may comprise any force transmission element, in particular one or more of the following torque transmission elements: shafts, gears, angle drives, for example of the bevel gear or universal joint type, flexible hose, belts, chains, clutches, dogs, connecting rods, torque limiters, etc.

[0070] The fuel cell may have a structure different from that described and be, for example, adapted to other fuels such as biogas, not include a dihydrogen circulation pump (only the pressure of the tank ensures the circulation of the dihydrogen) or a gearbox, etc.

[0071] The architecture may include one fuel cell per electric propulsion motor, or one fuel cell for multiple electric propulsion motors, or multiple fuel cells for one electric propulsion motor.

[0072] The architecture may not include an external power or battery outlet in some applications.

[0073] The interconnection bar 13L, 13R of the fuel cell 30L, 30R can be connected to a battery.

[0074] The first supply device 32L and 32R may comprise auxiliary members different from those described or a different number of each auxiliary member and for example a different number of pumps, compressors, valves, etc.

[0075] The mechanical connection 40L, 40R can connect the rotor shaft of the generator / motor 23L, 23R directly to the rotor shaft of the generator / motor 332L, 332R or at any point in the transmission chain formed by the generator / motor 332L, 332R, the gearbox 334L, 334R, the compressor 33 IL, 33 IR. Alternatively, the generator / motor 23L, 23R may have its rotor shaft connected at any point to another transmission chain of the fuel cell, for example the transmission chain formed by a generator / motor replacing the auxiliary electric motor 322L, 322R and the pump 321L, 321R, or the transmission chain formed by a generator / motor replacing the auxiliary electric motor 342L, 342R and the pump 34IL, 341R. A gearbox may further be introduced into these last two transmission chains. The transmission chains of the fuel cell may further be different from those described and include, for example, angle drives, intermediate shafts, clutch and / or torque limiting elements, etc. or be without a gearbox.

[0076] The electronic control units can be grouped or subdivided, or their functions can be distributed differently, depending on the applications or needs.

[0077] The invention is applicable to any type of vehicle using at least one electric propulsion motor. By electric propulsion motor is meant any motor producing a force used to move the vehicle.

Claims

Claims

1. Electrical architecture for a vehicle, comprising a propulsion electrical network (10L, 10R) and a non-propulsion electrical network (20), the propulsion electrical network comprising at least one fuel cell (30L, 30R) and an electric propulsion motor (IL, IR) connected to the fuel cell, the non-propulsion electrical network comprising a battery (50) and a first electric generator / motor (23L, 23R) connected to the battery, the fuel cell comprising at least one motion transmission chain comprising at least one second electric generator / motor (332L, 332R) mechanically connected to a first fluid circulation member (33 IL, 33 IR), the first generator / motor being mechanically connected to the motion transmission chain by a motion transmission line (40L, 40R), the architecture comprising at least one electronic control unit connected to the generators / motors (23L, 23R, 332L,332R) and arranged to selectively control these in a starting mode in which the first generator / motor (23L, 23R) drives the second generator / motor (332L, 332R) to supply power to the fuel cell and in a nominal mode in which the second generator / motor (332L, 332R) drives the first generator / motor (23L, 23R) to supply power to the non-propulsion electrical network.,

2. Electrical architecture according to claim 1, in which the electronic control unit (60) is arranged to control, in start-up mode, a power supply to an interconnection bar (13L, 13R) of the propulsion electrical network (10L, 10R) via the non-propulsion electrical network (20).

3. Electrical architecture according to claim 1 or 2, wherein said at least one electronic control unit is arranged to control the stopping of the electric propulsion motor (IL, IR) in start-up mode and subsequently control its power supply in nominal mode.

4. An electrical architecture according to any preceding claim, wherein the motion transmission chain comprises a gearbox (334L, 334R) and the motion transmission line (40L, 40R) mechanically connects the first generator / motor (23L, 23R) to the gearbox.

5. Electrical architecture according to any one of the preceding claims- preceding, in which the first fluid circulation member (33 IL, 33IR) is a compressor arranged in an air circuit of the fuel cell (30L, 30R).

6. Electrical architecture according to claim 5, wherein the fuel cell (30L, 30R) comprises at least one fluid circulation member (321L, 321R; 341L, 341R) arranged in a fuel circuit of the fuel cell and mechanically connected to an auxiliary electric motor (322L, 322R, 342L, 342R) connected to an internal interconnection bar (35L, 35R) to which the second generator / motor (332L, 332R) is also connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in starting mode.

7. Electrical architecture according to any one of the preceding claims, wherein the fuel cell (30L, 30R) comprises a cooling management member (34IL, 341 R) mechanically connected to an auxiliary electric motor (342L, 342R) connected to an internal interconnection bar (35L, 35R) to which the second generator / motor (332L, 332R) is also connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in starting mode.

8. Electrical architecture according to any one of the preceding claims, wherein the fuel cell (30L, 30R) comprises an interconnection bar (13L, 13R) connected to the non-propulsion electrical network (20) at least when the generators / motors (23L, 23R, 332L, 332R) are in start mode.

9. Electrical architecture according to any one of the preceding claims, wherein the non-propulsion electrical network (20) comprises an external power outlet (26).

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

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