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

Abstract

Electrical architecture for a vehicle, comprising: at least one non-propulsion electrical network comprising at least one battery (50) and a first electric generator / motor (23L, 23R) connected to the battery; and at least one propulsion electrical network (10L, 10R) comprising at least one fuel cell (30L, 30R) and a second electric generator / motor (1L, 1R), 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 (1L, 1R). The architecture comprises at least one electronic control unit connected to the generators / motors (23L, 23R, 1L, 1R) and arranged to control them selectively in a starting mode and in a nominal mode. Aircraft comprising such an architecture. FIGURE OF THE ABSTRACT: Fig. 1

Description

Title of the invention: Electrical architecture of an aircraft, 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 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 fault spreading between these two electrical networks. It is also necessary to ensure that the two networks do not disturb each other.

[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, there is provided 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 battery and a first electric generator / motor connected to the battery. The propulsion electrical network comprises at least one fuel cell and a second electric generator / motor, for propulsion, electrically connected to the fuel cell, the first generator / motor is mechanically connected to a motion transmission line comprising a speed multiplier member mechanically connected to the second electric generator / motor. 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 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 propagation of a fault of electrical origin is limited.

[0017] According to optional characteristics, used individually or in whole or in part in combination: - the propulsion electrical network comprises at least two fuel cells electrically connected to the second electric generator / motor; - the fuel cell comprises at least one fluid circulation member arranged in a fluid 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 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 member 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 non-propulsive electrical network comprises an external power outlet.

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

[0019] According to optional characteristics, used individually or in whole or in part in combination: - the electrical architecture includes two propulsion electrical networks, namely a first propulsion electrical network and a second propulsion electrical network, 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 starting mode in which the first generator / motor drives the second generator / motor of the first propulsion electrical network to supply energy to the fuel cell of the first propulsion electrical network and to then control the second generator / motor of the second propulsion electrical network in a second sequence of the starting mode; - during the second sequence of the start 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 supply energy to the fuel cell of the second propulsion electrical network; or, during the second sequence of the start 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 supply energy to the fuel cell of the second propulsion electrical network; - the electrical architecture comprises two first generators / motors and two motion transmission lines for mechanically connecting 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 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

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

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

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

[0024] [Fig.3] [Fig.3] is a partial schematic view of this electrical architecture when starting the fuel cell according to a first starting mode;

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

[0026] [Fig.5] [Fig.5] is a partial schematic view of this electrical architecture when starting the fuel cell according to a second starting mode;

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

[0028] The invention is described here in application to an aircraft A comprising a left IL electric generator / motor (or propulsion generator / motor) driving in rotation a left 2L propeller, and a right IR electric generator / motor driving in rotation a right 2R propeller, at least one left 10L propulsive electrical network, at least one right 10R propulsive electrical network, and at least one non-propulsive electrical network 20. These electrical networks form an electrical architecture of the aircraft A. 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.

[0029] The IL, IR propulsion generator / motor is an electrical machine producing 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.l], the electrical architecture of the 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 the 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, IR are therefore here multi-channel generators / motors.

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

[0033] Each set of fuel cells 30L and 30R comprises a plurality of electrochemical generators 3 IL and 31R connected in series / parallel, a first device 32L and 32R for supplying the electrochemical generators 3 IL and 31R with dihydrogen, a second device 33L and 33R for supplying the electrochemical generators 3 IL and 31R with dioxygen, and a device 34L and 34R for managing the heat produced in the stack of electrochemical generators 3 IL and 31R.

[0034] 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.

[0035] The first 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 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 fuel cells 3 IL and 31R on the anode side. The pump 321L, 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.

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

[0037] The management device 34L and 34R comprises a pump 341L, 341R driven by a third 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 fuel cells 3 IL and 31R towards heat exchangers in order to limit heating of the electrochemical generators 3 IL and 31R.

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

[0039] 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 fuel cells 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, 30R is started. The propulsion electrical network 10L, 10R also includes 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.

[0040] 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.

[0041] The interconnection bar 2IL 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 arranged to produce a mechanical torque when supplied with electrical power and an electrical power when it is rotated. The generator / motor 23L (forming a first generator / motor) has a motor shaft connected to the propulsion generator / motor IL (forming a second generator / motor) by a mechanical connection 40L so as to be able to either transmit a rotational movement 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 connection 40L comprises a speed multiplier member 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 member may comprise a gear box or a belt speed variator.

[0043] 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 arranged to produce a mechanical torque when supplied with electrical power and an electrical power when it is rotated. The generator / motor 23R (forming a first generator / motor) has a motor shaft connected to the propulsion generator / motor IR (forming a second generator / motor) by a mechanical connection 40R so as to be able to either transmit a rotational movement from the generator / motor 23R to the propulsion generator / motor IR or from the propulsion generator / motor IR to the generator / motor 23R.

[0044] The mechanical connection 40R comprises a speed multiplier member 4R here formed by a gear train with a fixed transmission ratio (same transmission ratio as the multiplier member 4L). Alternatively, the speed multiplier member may comprise a gear box or a belt speed variator.

[0045] 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.

[0046] The electronic control units comprise: - 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.

[0047] 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.

[0048] 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 interconnection bars 21L, 21R to the dedicated non-control units 6IL, 61R propellant to control their power supply.

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

[0050] 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.

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

[0053] 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.

[0054] [Fig.6] 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.

[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 interconnection bar 21L supplying the non-propulsion central control unit 60.

[0057] 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.

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

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

[0060] The avionics control unit 1000 sends to each of the control units 60, 61L and 70L a command to put into start mode and each of the control units 60, 61L and 70L returns a “ready to start” signal to the avionics control unit 1000.

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

[0062] The avionics control unit 1000 sends to the non-propulsion central control unit 60 an order to connect the generator / motor 23L. The non-propulsion central control unit 60 commands the connection of the generator / motor 23L to the interconnection bar 2IL and the dedicated non-propulsion control unit 6IL drives the generator / motor 23L as a motor to drive the multiplier member 4L and therefore the propulsion generator / motor IL in rotation.

[0063] 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 propulsion generator / motor IL, powered by the set of fuel cells 30L, transmits mechanical power to the multiplier member 4L. From a threshold predetermined in a manner known per se, the generator / motor 23L switches to generator mode. The non-propulsion control unit 6IL then sends to the avionics control unit 1000 a signal indicating that the generator / motor 23L is in generator mode.

[0064] 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.

[0065] In [Fig.3] illustrating the operation of the architecture according to a first start-up mode and in [Fig.4] 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.

[0066] 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.

[0067] The dedicated non-propulsion control unit 6IL then controls the generator / motor 23L as a motor and the propulsion 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 member 4L via the link 40L mechanical.

[0068] The speed multiplier member 4L rotates the generator / motor IL which produces alternating electric power transformed into direct electric power by the electronic power circuit 3L. The output power of the power circuit 3L is then distributed via the external interconnection bar 13L to the internal interconnection bar 35L then to the electronic power 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 evacuate 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 only by the fuel cell 30L), the non-propulsion central 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 electronic propulsion 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 the electrical energy produced by the 30L fuel cell; and - the generator / motor IL drives the propeller 2L and, via the mechanical link 40L including the multiplier member 4L, the generator / motor 23L which produces electrical energy to supply the non-propulsion electrical network 20 and possibly charge the battery 50.

[0070] 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 A is in a location equipped with a power distribution network connectable to the external power socket 26.

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

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

[0073] On the side of the propulsion control unit 70L, the propeller is feathered and the voltage across the propulsion generator / motor IL (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 3L are activated to produce the DC voltage of the interconnection bar 1 IL. The devices 32L, 33L and 34L are connected to the internal interconnection bar 35L and are controlled to start the battery 30L fuel tank.

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

[0075] [Fig. 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 previously described in connection with Figures 3 and 6.

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

[0078] The speed multiplier member 4R rotates the generator / motor IR which produces alternating electrical power transformed into direct electrical power by the electronic power circuit 3R. The output power of the power circuit 3R is then distributed via the external interconnection bar 13R to the internal interconnection bar 35R then to the electronic power 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 evacuate the heat produced for the third.

[0079] Once the fuel cell 30R is in a stable operating state, the dedicated non-propulsion control unit 61R controls the generator / motor 23R as a generator and the propulsion control unit 70R controls the propulsion generator / motor IR 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 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, cranks, 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 may, for example, be adapted to other fuels such as biogas, not comprise a dihydrogen circulation pump (only the pressure of the tank ensures the circulation of the dihydrogen) or a gearbox, etc.

[0083] 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.

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

[0087] 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 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 is meant 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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