Aircraft electrical architecture, comprising two motors / generators connected by a mechanical interconnection. Aircraft comprising such an architecture.

Abstract

Vehicle electrical architecture comprising: at least one non-propulsive electrical network including at least one battery (50) and a first electric generator / motor (23L, 23R) connected to the battery; and at least one propulsive electrical network (10L, 10R) including at least one fuel cell (30L, 30R) and a second propulsion electric generator / motor (1L, 1R) electrically connected to the fuel cell. The first generator / motor is mechanically connected to a power transmission line (40L, 40R) including a speed multiplier mechanically connected to the second electric generator / motor (1L, 1R). The architecture includes at least one electronic control unit connected to the generators / motors (23L, 23R, 1L, 1R) and arranged to selectively control them in a starting mode and in a nominal mode. Aircraft comprising such an architecture. FIGURE FROM ABBREVIATION: Fig. 1

Description

Title of the invention: Aircraft electrical architecture, comprising two motors / generators connected by a mechanical interconnection. Aircraft comprising such an architecture.

[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 worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new types of aircraft and those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change.

[0004] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. With the aim of improving the energy efficiency of aircraft, the Applicant takes into account the factors impacting all phases of design and development in order to obtain aeronautical components and products that are less energy-intensive, more environmentally friendly, and 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 in order to reduce the environmental footprint of its activity.

[0006] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter onboard equipment, and the development of the use of electrical technologies for propulsion...

[0007] To this end, consideration has been given to replacing, in aircraft, thermal propulsion engines with electric propulsion motors connected to a fuel cell powered by 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: an anode where dihydrogen, a reducing fuel, is oxidized, and a cathode where dioxygen, an oxidizing agent, is reduced, resulting in a transfer of electrical charge between the two electrodes.

[0009] It is generally expected: - a first electrical network, called the propulsion network, 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...).

[0010] In flight, the fuel cell powers both the electric propulsion motors, the auxiliary fuel cell components necessary for its operation (air compressor, hydrogen recirculation, fuel cell cooling), and the non-propulsive onboard equipment. However, it is also necessary to power the non-propulsive onboard equipment before starting the fuel cell and to power the auxiliary fuel cell components to enable its startup. To this end, the non-propulsive electrical system includes a battery that is recharged by the fuel cell once it has started.

[0011] One drawback of this system is that the non-propulsive electrical network is generally a low-voltage network, typically 28 V, whereas the fuel cell has power components requiring a higher voltage. Therefore, voltage converters, which are relatively heavy and used only for starting, must be provided.

[0012] Furthermore, the electrical connection of the non-propulsive electrical network with the power section of the propulsion electrical network creates a significant risk of fault propagation between these two electrical networks. It is also necessary to ensure that the two networks do not interfere with each other.

[0013] SUBJECT OF THE INVENTION

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

[0015] To this end, the invention provides an electrical architecture for a vehicle, comprising at least one non-propulsive electrical network and at least one propulsive electrical network. The non-propulsive electrical network comprises at least one The propulsion system comprises a battery and a first electric generator / motor connected to the battery. The propulsion electrical system includes at least one fuel cell and a second propulsion electric generator / motor electrically connected to the fuel cell. The first generator / motor is mechanically connected to a drive line comprising a speed multiplier mechanically connected to the second electric generator / motor. The architecture includes at least one electronic control unit connected to the generators / motors and arranged to selectively control them in a starting mode in which the first generator / motor drives the second generator / motor to power the fuel cell, and in a nominal mode in which the second generator / motor drives the first generator / motor to power the non-propulsive electrical system.

[0016] Thus, it is not an electrical connection that transfers energy from the non-propulsive electrical network to the propulsive electrical network for starting, but a mechanical connection. Therefore, it is not necessary to use power converters between these two networks, and the risk of electrical fault propagation is limited.

[0017] According to optional features, used individually or in whole or in part in combination: - the propulsion electrical network includes at least two fuel cells electrically connected to the second electric generator / motor; - the fuel cell includes at least one fluid circulation element disposed in a fluid circuit of the fuel cell and mechanically connected to an auxiliary electric motor connected to an internal interconnecting bar to which the second generator / motor is connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in start-up mode; - the fuel cell includes a cooling management unit 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 start-up mode; - The non-propulsive electrical network includes an external power outlet.

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

[0019] According to optional features, used individually or in whole or in combination: - the electrical architecture includes two propulsive electrical networks, at namely a first propulsion electrical network and a second propulsion electrical network, said at least one electronic control unit being arranged to control the first generator / motor and the second generator / motor of the first propulsion electrical network in a first sequence of the start-up mode in which the first generator / motor drives the second generator / motor of the first propulsion electrical network to power the fuel cell of the first propulsion electrical network and then to control the second generator / motor of the second propulsion electrical network in a second sequence of the start-up mode; - during the second sequence of the start-up mode, the electronic control unit is arranged to control the second generator / motor of the first propulsion electrical network to drive the second generator / motor of the second propulsion electrical network to power the fuel cell of the second propulsion electrical network; or, during the second sequence of the start-up mode, the electronic control unit is arranged to control the first generator / motor to drive the second generator / motor of the second propulsion electrical network to power the fuel cell of the second propulsion electrical network; - the electrical architecture includes two first generators / motors and two motion transmission lines to mechanically connect the first generators / motors respectively to the second generator / motor of the first propulsion electrical network and to the second generator / motor of the second propulsion electrical network.

[0020] Other features and advantages of the invention will become apparent from the following description of a particular, non-limiting embodiment of the invention. Brief description of the drawings

[0021] Reference will be made to the attached drawings, among which:

[0022] [Fig-1] [Fig.1] is a schematic view of an aircraft electrical architecture twin-engine according to a first embodiment of the invention;

[0023] [Fig.2] [Fig.2] is a schematic view of an aircraft electrical architecture twin-engine according to a second embodiment of the invention;

[0024] [Fig.3] [Fig.3] is a partial schematic view of this electrical architecture during the start-up of the fuel cell according to a first start-up mode;

[0025] [Fig.4] [Fig.4] is a partial schematic view of this electrical architecture after the fuel cell has started;

[0026] [Fig. 5] [Fig. 5] is a partial schematic view of this electrical architecture during the start-up of the fuel cell according to a second start-up mode;

[0027] [Fig.6] [Fig.6] is a temporal representation showing the exchange sequence of signals during startup. DETAILED DESCRIPTION OF THE INVENTION

[0028] The invention is described herein in application to an aircraft A comprising a left-hand electric generator / motor IL (or propulsion generator / motor) rotating a left-hand propeller 2L, and a right-hand electric generator / motor IR rotating a right-hand propeller 2R, at least one left-hand propulsion electrical network 10L, at least one right-hand propulsion electrical network 10R, and at least one non-propulsion electrical network 20. These electrical networks form an electrical architecture of the aircraft A. It will be understood that the letters L and R designate the components associated respectively with the left and right parts of the aircraft A, this notation being retained in the remainder of the description.

[0029] The IL, IR propulsion generator / motor is an electrical machine that produces mechanical torque when supplied with electrical power and electrical power when driven in rotation. The electrical machine here is of the synchronous type.

[0030] In the first embodiment of [Fig.1], the electrical architecture of aircraft A comprises a single propulsion electrical network 10L, 10R connected respectively to the propulsion generator / motor IL, IR.

[0031] In the second embodiment of Figures 2 to 5, the electrical architecture of aircraft A comprises two propulsion electrical networks 10L connected to the propulsion generator / motor IL and two propulsion electrical networks 10R connected to the propulsion generator / motor IR. The propulsion generators / motors IL and IR are therefore multi-channel generators / motors.

[0032] The propulsion electrical network 10L electrically connects a power electronic circuit 3L of the propulsion generator / motor IL to the terminals of at least one fuel cell 30L left. The propulsion electrical network 10R electrically connects a power electronic circuit 3R of the propulsion generator / motor IR to the terminals of at least one fuel cell 30R right.

[0033] Each fuel cell assembly 30L and 30R comprises a plurality of electrochemical generators 3IL and 31R connected in series / parallel, a first supply device 32L and 32R for the electrochemical generators 3IL and 31R with di-hydrogen, a second supply device 33L and 33R for the electrochemical generators 3IL and 31R with dioxygen, and a heat management device 34L and 34R for the heat produced in the stack of electrochemical generators 3IL and 31R.

[0034] Each electrochemical generator 3 IL and 31R comprises two electrodes, namely an anode to produce an oxidation of dihydrogen and a cathode to produce a reduction of dioxygen, so that between the two electrodes a transfer of electrical charges is generated, creating a potential difference across the terminals of the stack of electrochemical generators 3 IL and 3 IR.

[0035] The first power supply device 32L and 32R comprises a pump 321L, 321R driven by a first auxiliary electric motor 322L, 322R having a power electronic circuit 323L, 323R connected to an internal interconnection busbar 35L, 35R of the fuel cell 30L, 30R. The power supply device 32L, 32R is positioned in a hydrogen circuit which is connected to a pressurized hydrogen tank (not shown) and supplies the fuel cells 3L and 31R from the anode side. The pump 321L, 321R allows for hydrogen recirculation within the hydrogen circuit. The hydrogen circuit is known in itself and may also include a filter, a heater, a humidifier, a separator, valves, sensors, etc.

[0036] The second power supply unit 33L and 33R comprises a compressor 33IL, 33IR connected to a second auxiliary electric motor 332L, 332R having a power electronic circuit 333L, 333R connected to the internal interconnecting busbar 35L, 35R. The power supply unit 32L, 32R is positioned in an air circuit that includes an outside air intake and supplies the electrochemical generators 3IL and 31R on the cathode side. The compressor 33IL, 33IR allows control of the pressure and flow rate of the air introduced into the fuel cells 3IL and 31R, this pressure and flow rate conditioning the performance of the electrochemical generators 3IL and 31R. The air circuit is known in itself and may also include a filter, a heater, a humidifier, a separator, valves, sensors...

[0037] The control unit 34L and 34R includes a pump 341L, 341R driven by a third auxiliary electric motor 342L, 342R having a power electronic circuit 343L, 343R connected to the internal interconnecting busbar 35L, 35R. The control unit 34L, 34R is arranged to circulate a heat transfer fluid through the fuel cells 3IL and 31R to heat exchangers in order to limit the heating of the electrochemical generators 3IL and 31R.

[0038] The fuel cell 30L, 30R further includes an internal control circuit which is connected to the control circuit of the propulsion electrical network 10L, 10R to power the electronic computing, control and sensing components of the fuel cell 30L, 30R.

[0039] The propulsion electrical network 10L, 10R here includes an interconnecting busbar 1 IL, 1 IR which is connected via electrical connection / disconnection devices 12L, 12R to the fuel cells 3 IL, 31R, and to the power electronic circuits 3L, 3R and to the internal interconnection busbar 35L, 35R. The term interconnection busbar is used here to refer to any electrical conductor that carries electrical energy. The propulsion electrical network 10L, 10R is under a DC voltage of 500 to 1000 V when the fuel cell 30L, 30R is started. The propulsion electrical network 10L, 10R also includes an interconnection busbar 13L, 13R that supplies the components necessary for the operation of the propulsion electrical network 10L, 10R, including computers, sensors, a communication bus, etc.

[0040] The non-propulsive electrical network 20 comprises a left interconnecting bar 2IL and a right interconnecting bar 21R which are connected to each other via an electrical connection / disconnection device 22. The non-propulsive electrical network 20 is under a DC voltage between 28 V and 270 V.

[0041] The interconnecting bar 2IL is also connected to a generator / motor 23L and to the internal control circuit 13L via an electrical connection / disconnection device 22L. The generator / motor 23L is an electrical machine arranged to produce mechanical torque when supplied with electrical power and electrical power when driven in rotation. The generator / motor 23L (forming a first generator / motor) has a drive shaft connected to the propulsion generator / motor IL (forming a second generator / motor) by a mechanical linkage 40L so as to be able to transmit either a rotational motion from the generator / motor 23L to the propulsion generator / motor IL or from the propulsion generator / motor IL to the generator / motor 23L.

[0042] The mechanical linkage 40L includes a speed multiplier 4L, here formed by a gear train with a fixed transmission ratio. The transmission ratio is, for example, between 2 and 10 (the generator / motor 23L rotates 2 to 10 times faster than the propulsion generator / motor IL) and, preferably, between 3 and 6. Alternatively, the speed multiplier may include a gearbox or a belt-driven speed variator.

[0043] The interconnecting bar 21R is also connected to a generator / motor 23R and to the interconnecting bar 13R in each case via an electrical connection / disconnection device 22R. The generator / motor 23R is an electrical machine arranged to produce mechanical torque when supplied with electrical power and electrical power when driven in rotation. The generator / motor 23R (forming a first generator / motor) has a drive shaft connected to the IR propulsion generator / motor (forming a second generator / motor) by a mechanical linkage 40R so as to be able to either transmit a rotational motion from the generator / motor 23R to the IR propulsion generator / motor or from the IR propulsion generator / motor to the generator / motor 23R.

[0044] The mechanical linkage 40R includes a speed multiplier 4R, here formed by a gear train with a fixed transmission ratio (same transmission ratio as the multiplier 4L). Alternatively, the speed multiplier may include a gear gearbox or a belt-driven speed variator.

[0045] The electrical architecture according to the invention further comprises electronic control units that are connected to an avionics control unit 1000 of aircraft A to together form an electronic control unit for the electrical architecture of aircraft A. The avionics control unit 1000 is known in itself and arranged to supervise and coordinate the operation of all the equipment of aircraft A based on commands from the pilot of aircraft A, signals from the sensors to which it is directly connected, and signals exchanged with the equipment itself. Each electronic control unit comprises, for example, a processor and memory containing programs executable by the processor.

[0046] The electronic control units include: - a non-propulsive central control unit 60 of the entire non-propulsive network 20; - a dedicated non-propulsive control unit 6IL of the generator / motor 23L of the left part of the non-propulsive network 20; - a dedicated non-propulsive control unit 61R of the generator / motor 23R of the right part of the non-propulsive network 20; - a 70L propulsive control unit of the 10L left propulsive network; - a 70R propulsion control unit of the 10R right propulsion network.

[0047] The avionics control unit 1000 is connected: - to the electrical connection / disconnection devices 22 to control the power supply of the interconnecting bar 21L, 21R (and also of the non-propulsive control unit 60) by the battery 50 or the external power outlet 26; - to the control units 60, 6IL, 61R, 70L, 70R to issue commands to them and receive status signals from them.

[0048] The central control unit 60 is connected: - to the electrical connection / disconnection devices 22L, 22R for connecting the various components of the non-propulsive 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 linking the interconnection bars 21L, 21R to the dedicated non-control units propulsive 6IL, 61R to control their power supply.

[0049] The central control unit 60 is more particularly intended for the control of the non-propulsive network 20.

[0050] The dedicated non-propulsive control units 6IL, 61R are connected to the generators / motors 23L, 23R, to control them selectively in two modes, namely a start-up mode and a nominal mode.

[0051] 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 propulsion generalizer / motor IL, to control these selectively in two modes, namely a start-up mode and a nominal mode.

[0052] 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 IR propulsion generator / motor, to control these selectively in two modes, namely a start-up mode and a nominal mode.

[0053] As previously stated, the avionics control unit 1000 is intended for the control of the entire system in startup mode and for the coordination of the electronic control units 70L, 70R during the startup phase.

[0054] Figure 6 shows the sequence of signal exchange between the different electronic control units during the initiation of the starting mode (on battery) and then during the switch to nominal mode for the left side of the electrical architecture. Obviously, this operation is the same for the right side.

[0055] 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).

[0056] The avionics control unit 1000 controls the connection of the battery 50 to the interconnect bar 21L supplying the non-propulsive central control unit 60.

[0057] The non-propulsive central control unit 60 controls: - the connection of the interconnecting bar 13L to the interconnecting bar 22L to supply the propulsion control unit 70L; - the connection of the non-propulsive control unit 61L to the interconnection bar 22L to supply the non-propulsive control unit 61L.

[0058] The propulsion control unit 70L and the non-propulsive control unit 61L send a "ready" signal to the avionics control unit 1000.

[0059] The pilot then sends an order to the avionics control unit 1000 to initiate the propulsion system start mode.

[0060] The avionics control unit 1000 sends a start-up mode command to each of the control units 60, 61L and 70L, and each of the control units 60, 61L and 70L send a "ready to start" signal to avionics control unit 1000.

[0061] The pilot then sends the order to start to the avionics control unit 1000.

[0062] The avionics control unit 1000 sends a connection command for the generator / motor 23L to the non-propulsive control unit 60. The non-propulsive control unit 60 commands the connection of the generator / motor 23L to the interconnect bar 2IL and the dedicated non-propulsive control unit 6IL drives the generator / motor 23L as a motor to rotate the multiplier 4L and thus the propulsion generator / motor IL.

[0063] The propulsion control unit 70L sends a signal to the avionics control unit 1000 when the time comes, indicating that the fuel cell 30L is self-powered. Simultaneously, the current drawn by the generator / motor 23L decreases as the propulsion generator / motor IL, powered by the fuel cell assembly 30L, transmits mechanical power to the multiplier 4L. Once a predetermined threshold is reached, the generator / motor 23L switches to generator mode. The non-propulsive control unit 6IL then sends a signal to the avionics control unit 1000 indicating that the generator / motor 23L is in generator mode.

[0064] The generator / motor 23L supplies electricity to the non-propulsive system 20, and the non-propulsive control unit 60 then informs the avionics control unit 1000 that the non-propulsive system 20 is in nominal operating mode. The non-propulsive control unit 60 commands the disconnection of the battery 50 and the non-propulsive system 20.

[0065] In [Fig. 3] illustrating the operation of the architecture according to a first startup mode and in [Fig. 4] illustrating the operation of the architecture in nominal mode, only the left part of the architecture is shown. Obviously, this operation is the same for the right part.

[0066] In start-up mode, the interconnecting 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 components of the 10L propulsion electrical network and 30L fuel cell internal control circuit which is ready to start.

[0067] The dedicated non-propulsive control unit 6IL then controls the generator / motor 23L as a motor, and the propulsive control unit 70L controls the propulsion generator / motor IL as a generator, so that the shaft of the generator / motor 23L rotates and drives the speed multiplier 4L via the linkage 40L mechanical.

[0068] The speed multiplier 4L drives the generator / motor IL in rotation, which produces alternating electrical power transformed into direct electrical power by the power electronic circuit 3L. The power output of the power circuit 3L is then distributed via the external interconnection bar 13L to the internal interconnection bar 35L and then to the power electronic circuits 323L, 333L and 343L, which supply the electric motors 322L, 332L and 342L, which circulate dihydrogen for the first, dioxygen for the second, and dissipate the heat produced for the third.

[0069] Once the fuel cell 30L is in a stable operating state (the propulsion control unit 70L indicating that it is powered solely by the fuel cell 30L), the non-propulsive control unit 60 commands the disconnection of the control circuit 13L from the battery 50 and commands the generator / motor 23L as a generator, and the propulsion electronic control unit 61L commands the propulsion generator / motor IL as a motor. These are then in a nominal operating mode in which: - the 13L interconnection bar is powered by electrical energy produced by the 30L fuel cell; and - the generator / motor IL drives the propeller 2L and, via the mechanical link 40L whose multiplying element 4L, the generator / motor 23L which produces electrical energy to power the non-propulsive electrical network 20 and possibly charge the battery 50.

[0070] It is noted that in start-up mode, it is possible to supply the non-propulsive electrical network 20 from the external power outlet 26 if the aircraft A is located in a place equipped with a power distribution network that can be connected to the external power outlet 26.

[0071] In this first starting mode, the 30R fuel cell assemblies are started in the same way as the 30R fuel cell assemblies.

[0072] In nominal mode, the dedicated non-propulsive control unit 61L is arranged to control the generator / motor 23L to regulate the amount of energy taken by the generator / motor 23L from the propulsion generator / motor IL.

[0073] On the propulsion control unit side 70L, the propeller is feathered and the voltage across the propulsion generator / motor IL (or its rotational speed) is monitored. The voltage gradually increases according to the generator / motor 23L's rotation ramp. When the voltage reaches its predetermined final threshold, the power electronics 3L activates to produce the DC voltage for the interconnecting bus 1 IL. Devices 32L, 33L, and 34L are connected to the internal interconnecting bus 35L and are controlled to activate the battery. 30L fuel tank.

[0074] When the 30L fuel cell produces enough energy for its self-powering, the 3L power circuit switches to motor mode so that the IL propulsion generator / motor drives the 2L propeller and the 23L generator / motor in rotation.

[0075] Figure 5 illustrates a second starting mode. In this second starting mode, the 30L fuel cell and the 30R fuel cell are started successively, in two different ways. The second starting mode thus comprises two successive starting sequences.

[0076] In the first start-up sequence, the 30L fuel cell is started as described previously in relation to Figures 3 and 6.

[0077] Once the fuel cell 30L has started, the dedicated non-propulsive control unit 6IL commands the generator / motor 23L in nominal mode and, on the pilot's command, the avionics control unit 1000 starts a second start sequence in which the generator / motor 23R, powered by the generator / motor 23L, is commanded as a motor and the propulsion control unit 70R commands the IR propulsion generator / motor as a generator so that the shaft of the generator / motor 23R rotates and drives the speed multiplier 4R via the mechanical linkage 40L.

[0078] The speed multiplier 4R drives the IR generator / motor in rotation, which produces alternating electrical power transformed into direct electrical power by the power electronic circuit 3R. The power output of the power circuit 3R is then distributed via the external interconnection bar 13R to the internal interconnection bar 35R and then to the power electronic circuits 323R, 333R and 343R which supply the electric motors 322R, 332R and 342R which circulate dihydrogen for the first, dioxygen for the second and dissipates the heat produced for the third.

[0079] Once the fuel cell 30R is in a stable operating state, the dedicated non-propulsive control unit 61R controls the generator / motor 23R as a generator and the propulsive control unit 70R controls the IR propulsion generator / motor as a motor. These are then in a nominal operating mode.

[0080] 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.

[0081] In particular, the mechanical linkage 40L, 40R may include any force transmission element, including one or more of the following torque transmission elements: shafts, gears, right-angle drives, for example bevel gears or universal joints, flexible hoses, belts, chains, clutches, dog clutches, connecting rods, crankshafts, torque limiters...

[0082] Each fuel cell assembly may comprise one or more fuel cells depending on the power to be supplied. The fuel cell may have a different structure from that described and, for example, be adapted to other fuels such as biogas, may not include a hydrogen circulation pump (only the pressure in the tank ensures hydrogen circulation), nor a gearbox...

[0083] The architecture may include one fuel cell per electric propulsion motor, or one fuel cell for several electric propulsion motors, or several fuel cells for one electric propulsion motor.

[0084] The architecture may not include an external power outlet or battery in some applications.

[0085] The interconnecting bar 13L, 13R of the fuel cell assembly 30L, 30R can be connected to a battery.

[0086] The first supply device 32L and 32R may include auxiliary components different from those described or a different number of each auxiliary component and, for example, a different number of pumps, compressors, valves...

[0087] The mechanical linkage 40L, 40R can connect the rotor shaft of the generator / motor 23L, 23R directly to the rotor shaft of the generator / motor IL, IR or at any point in a transmission chain formed between the generator / motor IL, IR and the propeller 2L, 2R.

[0088] The electronic control units can be grouped or subdivided, or their functions can be distributed differently, depending on the applications or needs.

[0089] The invention is applicable to any type of vehicle using at least one electric propulsion motor. By electric propulsion motor, we mean any motor producing a force used to move the vehicle.

Claims

Claims

1. Electrical architecture for a vehicle, comprising at least one non-propulsive electrical network (20) and at least one propulsive electrical network (10L, 10R), the non-propulsive electrical network comprising at least one battery (50) and a first electric generator / motor (23L, 23R) connected to the battery, the propulsive electrical network comprising at least one fuel cell (30L, 30R) and a second electric generator / motor (IL, IR), for propulsion, electrically connected to the fuel cell, the first generator / motor is mechanically connected to a motion transmission line (40L, 40R) comprising a speed multiplier member mechanically connected to the second electric generator / motor (IL, IR), the architecture comprising at least one electronic control unit connected to the generators / motors (23L, 23R, IL, IR) and arranged to control them selectively in a starting mode in which the first generator / motor (23L,23R) drives the second generator / motor (IL, IR) to supply power to the fuel cell and in a nominal mode in which the second generator / motor (IL, IR) drives the first generator / motor (23L, 23R) to supply power to the non-propulsion power grid.,

2. Electrical architecture according to claim 1, wherein the propulsion electrical network comprises at least two fuel cells (30L, 30R) electrically connected to the second electric generator / motor (IL, IR).

3. Electrical architecture according to any one of the preceding claims, wherein the fuel cell (30L, 30R) comprises at least one fluid circulation member (32IL, 321R; 341L, 341R) arranged in a fluid 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 (IL, IR) is connected so that the auxiliary electric motor can be powered by it when the second generator / motor is in starting mode.

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

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

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

7. An aircraft according to claim 6, wherein the electrical architecture comprises two propulsion electrical networks (10L, 10R), namely a first propulsion electrical network (10L) and a second propulsion electrical network (10R), said at least one electronic control unit being arranged to control the first generator / motor (23L, 23R) and the second generator / motor of the first propulsion electrical network (10L) in a first sequence of the start mode in which the first generator / motor (23L, 23R) drives the second generator / motor of the first propulsion electrical network (10L) to supply energy to the fuel cell of the first propulsion electrical network (10L) and to then control the second generator / motor of the second propulsion electrical network (10R) in a second sequence of the start mode.

8. An aircraft according to claim 7, wherein, during the second sequence of the start-up mode, the electronic control unit is arranged to control the second generator / motor of the first propulsion electrical network (10L) to drive the second generator / motor of the second propulsion electrical network (10R) to supply energy to the fuel cell of the second propulsion electrical network (10R).

9. An aircraft according to claim 7, wherein, during the second sequence of the start mode, the electronic control unit is arranged to control the first generator / motor (23L, 23R) to drive the second generator / motor of the second propulsion electrical network (10R) to supply energy to the fuel cell of the second propulsion electrical network (10R).

10. An aircraft according to any one of claims 7 to 9, wherein the electrical architecture comprises two first generators / motors and two motion transmission lines (40L, 40R) for mechanically connecting the first generators / motors respectively to the second generator / motor of the first propulsion electrical network (10L) and to the second generator / motor of the second propulsion electrical network (10R).

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