Method of controlling an aircraft-mounted fuel-operated electrochemical system to produce electricity or fuel, and corresponding aircraft.

Abstract

Method of controlling a high-temperature electrochemical assembly (3) on board an aircraft, the electrochemical assembly (3) comprising at least one electrochemical cell (31) connected to a dihydrogen circuit (32) and a dioxygen circuit (33), the method comprising an electrical production phase in which the electrochemical assembly is controlled as a generator to produce electrical energy by oxidation of dihydrogen and reduction of dioxygen in order to supply at least one electrical equipment of the aircraft when the aircraft is in flight, characterized in that the method comprises a fuel production phase in which the electrochemical assembly is controlled as an electrolyzer to produce dihydrogen by electrolysis of water in order to supply the dihydrogen circuit when the aircraft is parked.Aircraft comprising an electrochemical generator / electrolyzer device (3) and an electronic control unit programmed to control it according to the process. FIGURE IN ABRIDGED DIAGRAM: [Fig. 1].

Description

Title of the invention: Method for controlling an electrochemical fuel assembly on board an aircraft to produce electricity or fuel, and corresponding aircraft.

[0001] The present invention relates to the field of aeronautics and more particularly to energy management in aircraft.

[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, in aircraft, to power the on-board electrical network by a fuel cell supplied with dihydrogen.

[0008] It is recalled that a fuel cell comprises at least one electrochemical cell, a first device for supplying the electrochemical cell with dihydrogen, a second device for supplying the electrochemical cell with dioxygen, and a device for discharging, outside the electrochemical cell, water and the heat produced. The electrochemical cell has two electrodes, namely an anode on which oxidation of dihydrogen, which is a reducing fuel, takes place, and a cathode on which reduction of dioxygen, which is an oxidant, takes place. The two electrodes are separated by an electrolyte which: - allows the passage of ions between the electrodes, - blocks the electrons to force them to pass between the two electrodes by an external electrical circuit which is connected to the two electrodes and to which the equipment that the electrochemical cell must supply with electricity is connected, - acts as a membrane by preventing the passage of gases from one electrode to the other.

[0009] Several fuel cell technologies exist, some of which require a relatively high temperature (over 200°C approximately) to operate. These fuel cells are called high-temperature.

[0010] Among these are solid oxide fuel cells (or SOFCs) in which the electrolyte is a solid oxide, generally a ceramic such as zirconium oxide, and requires a temperature between 400° and 1000°C to have sufficient ionic conductivity for the operation of the electrochemical cell.

[0011] There are also molten carbonate fuel cells (or MCFCs), in which the electrolyte comprises molten carbonate salts dispersed in a porous ceramic matrix, which operate from around 650°C.

[0012] There are also high-temperature proton exchange membrane fuel cells (or HT-PEM or HT-PEMFC from the English High Temperature Proton Exchange Membrane Fuel Cell, or High Temperature Polymer Electrolyte Membrane Fuel Cell, or PEMHT) whose electrolyte is a polymer membrane and which operates from around 100°C.

[0013] A disadvantage of these cells is that their temperature rise must be gradual so that their start-up time is relatively long, up to several hours. For use on an aircraft making shorter stopovers, it would therefore be necessary to leave the fuel cell operating at the stopover, which is incompatible with energy saving objectives. Indeed, even if the fuel cell is on standby, it consumes dihydrogen and provides electrical power that must be stored (conditioning the sizing of the electrical structure). Keeping the fuel cell on standby also generates thermal power that must be dissipated to keep the fuel cell within its operating range.

[0014] SUBJECT OF THE INVENTION

[0015] The invention aims in particular to promote the use of a high-temperature fuel cell in an aircraft. Summary of the invention

[0016] To this end, the invention provides a method for controlling a high-temperature electrochemical assembly on board an aircraft, the electrochemical assembly comprising at least one electrochemical cell connected to a dihydrogen circuit and to a dioxygen circuit. The method comprises an electrical production phase in which the electrochemical assembly is controlled as a generator to produce electrical energy by oxidation of dihydrogen and reduction of dioxygen in order to power at least one item of electrical equipment of the aircraft when the aircraft is in flight. The method comprises a fuel production phase in which the electrochemical assembly is controlled as an electrolyser to produce dihydrogen by electrolysis of water in order to power the dihydrogen circuit when the aircraft is parked.

[0017] Thus, the electrochemical assembly is controlled to operate in generator mode when the aircraft is in flight and in electrolyzer mode when the aircraft is parked on the ground. In this electrolyzer mode, the electrochemical assembly produces dihydrogen which will be used subsequently to be stored and then to supply the electrochemical assembly of the aircraft in generator mode or fuel cells located on the ground or on other aircraft. In addition, the transition from the electrical production phase to the fuel production phase, and vice versa, takes only a few minutes and is therefore compatible with the operational parking times of the aircraft.

[0018] According to optional characteristics, used individually or in whole or in part in combination: - during the fuel production phase, the electrochemical cell is powered by an electricity network external to the aircraft; - during the fuel production phase, the dihydrogen circuit is connected to a tank external to the aircraft; - during the fuel production phase, the electrochemical cell is supplied with water by a water circuit connected to a water distribution network external to the aircraft or to a water tank on board the aircraft.

[0019] The invention also relates to an aircraft for implementing this method. The aircraft comprises an electrochemical generator / electrolyzer device comprising at least one electrochemical cell fluidically connected to a dihydrogen circuit, to a dioxygen circuit, to a generation product evacuation circuit electrical, to a water circuit, and electrically connected to an electrical circuit of the aircraft; the aircraft comprising an electronic control unit programmed and connected to the electrochemical generator / electrolyser device to control the latter in accordance with the above method.

[0020] According to optional characteristics, used individually or in whole or in part in combination: - the aircraft comprises a turbomachine comprising a compressor and a combustion chamber and in which the oxygen circuit comprises a valve device having a first inlet connected to an external air intake and a second inlet connected to a port of the compressor of the turbomachine for selectively connecting the oxygen circuit to the external air intake and to the port of the compressor; - the exhaust circuit supplies an auxiliary compressor having an outlet connected to the combustion chamber of the turbomachine; - the turbomachine rotates a drive shaft connected in rotation to a propulsion member of the aircraft and the electrical circuit is connected to an electrical machine having an input / output shaft mechanically connected to the drive shaft; - the electrochemical cell comprises two electrodes separated by a solid oxide-based electrolyte.

[0021] Other characteristics and advantages of the invention will emerge from reading the following description of particular and non-limiting embodiments of the invention. Brief description of the drawings

[0022] Reference will be made to the accompanying drawings, among which:

[0023] [Fig-1] [Fig.l] is a schematic representation of an aircraft according to a mode of particular embodiment of the invention;

[0024] [Fig.2] [Fig.2] is a flowchart illustrating the transition from the production phase electrical to the fuel production phase, on the electrochemical assembly side;

[0025] [Fig.3] [Fig.3] is a flowchart illustrating the transition from the production phase of fuel in the electrical production phase, on the electrochemical assembly side;

[0026] [Fig.4] [Fig.4] is a flowchart illustrating the transition from the production phase electrical to the fuel production phase, on the aircraft side;

[0027] [Fig.5] [Fig.5] is a flowchart illustrating the transition from the production phase of fuel to the electrical production phase, on the aircraft side. DETAILED DESCRIPTION OF THE INVENTION

[0028] With reference to [Fig.l], the invention is described here in application to an aircraft A comprising a turbomachine 1 associated with a propeller 2, an electrochemical assembly 3 fuel and an on-board electrical network 4.

[0029] The turbomachine 1, known per se, schematically comprises a compressor 11, a combustion chamber 12, a turbine 13 driving in rotation a shaft 14 linked in rotation to the propeller 2 by a gearbox 5 and to an input / output shaft of an electrical machine 6 connected to the electrical network 4. There are intermediate shafts and other components which have not been described here so as not to complicate the description. The electrical machine 6 is arranged and controlled in a manner known per se to selectively drive in rotation the shaft 14 (motor mode: for example for start-up assistance) or so that the input / output shaft is driven in rotation by the shaft 14 to supply the electrical network 4 (generator mode: for example during flight phases). The structure and operation of the turbomachine 1 are known per se and will not be detailed further here.

[0030] The electrochemical assembly 3, known per se, is here an electrochemical generator / electrolyser device of the SOFC / SOEC type and comprises a plurality of electrochemical cells 31 (also called electrolytic cells), a device 32 for supplying hydrogen to the electrochemical cells 31, a device 33 for supplying oxygen to the electrochemical cells 31, an external electrical circuit 34 connected to the electrochemical cells 31 and a fluid evacuation circuit 35 also connected to the electrochemical cells 31. The electrochemical assembly 3 also comprises, in a manner known per se, other components which are not mentioned here because they have no particular connection with the invention.

[0031] Each electrochemical cell 31 comprises a first electrode and a second electrode separated from each other by an electrolyte. The first electrode forms an anode for oxidizing dihydrogen when the electrochemical assembly 3 operates as a generator and a cathode for producing dihydrogen when the electrochemical assembly 3 operates as an electrolyzer. The second electrode forms a cathode for reducing dioxygen when the electrochemical assembly 3 operates as a generator, and an anode for producing dioxygen when the electrochemical assembly 3 operates as an electrolyzer. These electrodes are electrically connected in series to the external electrical circuit 34. The electrolyte is a solid electrolyte, formed of a ceramic based on an oxide such as zirconium oxide, responsible for ensuring ionic conductivity between the electrodes and blocking the passage of electrons between the electrodes to force them to pass through the external electrical circuit 34.The electrolyte also blocks the passage of gases between the electrodes. Each electrochemical cell 31 comprises, in a manner known per se, an inlet and an outlet on the side of each electrode to form in particular a dihydrogen inlet, an outlet for excess dihydrogen, an air inlet and an outlet for depleted air. oxygen and water vapor when the electrochemical assembly 3 is generating. The electrochemical cells 31 are connected together in series from an electrical point of view and in parallel from a fluidic point of view.

[0032] The dihydrogen supply device 32 comprises, in a manner known per se, a dihydrogen circuit which is connected to a pressurized dihydrogen tank and supplies the electrochemical cells 31 on the anode side, and a reversible pump positioned in the dihydrogen circuit and driven by an auxiliary electric motor to circulate the dihydrogen in the electrochemical cells 31 via the dihydrogen inlet and the dihydrogen outlet. The pump thus makes it possible to circulate 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.

[0033] The oxygen supply device 33 comprises, in a manner known per se, an air circuit supplying the electrochemical cells 31 on the cathode side via the air inlet, and a first auxiliary compressor placed in the air circuit and driven by an auxiliary electric motor. The first auxiliary compressor allows adjustment of the pressure and flow rate of air introduced into the electrochemical cells 31, this pressure and this flow rate conditioning the performance of the electrochemical cells 31. The air circuit is known per se and may also comprise a filter, a heater, a humidifier, a separator, valves, sensors, etc.The air circuit here comprises a valve device 36 having a first inlet connected to an external air intake 37 and a second inlet connected to a port of the compressor 11 of the turbomachine 1 for selectively connecting the air supply circuit to the external air intake 37 and to a sampling port of the compressor 11.

[0034] The depleted air and water vapor outlets of the electrochemical cells 31 are connected in parallel to the evacuation circuit 35. The evacuation circuit 35 supplies a second auxiliary compressor 38 having an outlet connected by an injector to the combustion chamber 12 of the turbomachine 1. More precisely, the evacuation circuit 35 is connected to an inlet of a valve device 39 having a first outlet connected to the auxiliary compressor 38 and a second outlet connected to a vent 40 in communication with the outside air. The auxiliary compressor 38 is actuated by an auxiliary electric motor preferably supplied by the external electrical circuit 34.

[0035] The electrochemical assembly 3 further comprises a water circuit 41 having one end connected to the electrochemical cells 31 to supply them with water and an opposite end provided with a connection valve with adjustable flow rate.

[0036] The external electrical circuit 34 is connected to the electrical network 4 (and more particularly the part of the electrical network 4 supplying the non-propulsion equipment such as on-board computers and calculators, air conditioning, signaling, lighting, etc.) and to the electrical machine 6.

[0037] The electrochemical assembly 3, and more particularly the controllable members of the electrochemical assembly 3 including the valve devices 36, 39, the water circuit connection valve 41, and electrical switches of the external electrical circuit 34, are connected to an electronic control unit 7 which comprises at least one processor and a memory containing at least one computer program executable by the processor.This program includes instructions arranged to control said components according to the flight phases, instructions from the pilot of aircraft A, setpoint values ​​developed from said instructions, internal operating parameters of the turbomachine 1 (in particular provided by sensors equipping the turbomachine 1) and of the electrochemical assembly 3 (in particular provided by sensors equipping the electrochemical assembly 3), external operating parameters of aircraft A (in particular provided by sensors equipping aircraft A).

[0038] According to the invention, and with reference to figures 2 to 5), the method implemented by the electronic control unit 7 comprises: - an electrical production phase 100 in which the electrochemical assembly 3 is controlled as a generator to produce electrical energy, by oxidation of dihydrogen and a reduction of dioxygen, in order to supply the electrical network 4 and the electrical equipment of the aircraft A, when the aircraft A is in flight, during takeoff and landing, but here also during taxiing on the ground; - a fuel production phase 200 in which the electrochemical assembly 3 is controlled as an electrolyser to produce dihydrogen by electrolysis of water in order to supply the dihydrogen circuit when the aircraft A is on the ground and more particularly on its parking area.

[0039] We will first focus on the control of the electrochemical assembly 3 when the latter is in generator mode (100). The electrochemical assembly 3 then produces electricity that can be used for the needs of the aircraft A. The electrical production is controlled in a manner known per se by adjusting the flow rate of dihydrogen via the pump of the dihydrogen circuit and the flow rate of air via the auxiliary compressor of the air circuit (step 110 in [Fig.2]).

[0040] Nevertheless, the arrangement of the electrochemical assembly 3 and its integration into the energy network of the aircraft A according to the invention offers several operating possibilities.

[0041] The electronic control unit 7 is thus programmed to control the valve device 36 to connect the air supply circuit either to the air intake external 37 or to the port of the compressor 11 of the turbomachine 1. The electrochemical assembly 3 can therefore be supplied with air, depending on the flight phase considered, either by taking air from the turbomachine 1 (the operation of the electrochemical assembly 3 is then coupled to that of the turbomachine 1), or by the external air intake (the operation of the electrochemical assembly 3 is then decoupled from that of the turbomachine 1). For example, the autonomous operation of the electrochemical assembly 3 requires that the electrochemical cells 31 be at a temperature between 400°C and 1000°C: it is understood that, when the turbomachine 1 is operating, the air coming from the compressor 11 is hotter than that coming from the external air intake 37. The injection of pressurized and hot air into the electrochemical cells 31 of the electrochemical assembly 3 makes it possible to increase the energy efficiency and the maximum power of the electrochemical assembly 3.It is therefore more advantageous to start the fuel cell 3 to control the valve device 36 to connect the air supply circuit 33 to the port of the compressor 11 when the turbomachine 1 is operating. On the other hand, when the turbomachine 1 is not in operation, the valve device 36 is controlled to connect the air supply circuit 33 to the outside air intake 37.

[0042] The electronic control unit 7 is programmed to control the valve device 36 to connect the exhaust circuit 35 either to the vent 40 (in particular when the turbomachine 1 is not started) or to the injection port of the combustion chamber 12 (when the turbomachine 1 is operating). It is recalled that the products evacuated by the exhaust circuit 35 comprise oxygen-depleted air and water essentially in the form of steam. The injection of the evacuated products into the combustion chamber 12 makes it possible to increase the specific power of the turbomachine 1 and to improve its thermal efficiency, as well as to reduce the nitrogen oxides at the outlet of the combustion chamber 12. The auxiliary compressor 38 is arranged and controlled to bring the evacuated products to a pressure compatible with their injection into the combustion chamber 12.

[0043] As has been seen, the external electrical circuit 34 is arranged to supply the electrical network 4 and more particularly the non-propulsive part of the electrical network 4. The electronic control unit 7 can control the switching members of the external electrical circuit 34 to connect it to the electrical machine 6 to control the latter as a motor so that the electrical machine 6 provides torque to the turbomachine 1 so as to assist the starting of the turbomachine 1 (generally on the ground but such assistance can be used for restarting the turbomachine 1 in flight) or provide it with additional power, if the turbomachine 1 is already in operation, for example to provide temporary acceleration (in particular during the takeoff and / or TOP climb phase). taking into account this power input, it is possible to reduce the dimensions of the compressor 11.

[0044] Alternatively, an e-taxiing device (or electric taxiing device) powered by the external electrical circuit 34 and capable of moving the aircraft A on the ground may be provided. The e-taxiing device may comprise one or more motorized wheels fitted to the landing gear of the aircraft A or an electric motor which may be coupled via a clutch or dog clutches to an input shaft of the gearbox 5 so as to drive the propeller 2 in rotation even when the turbomachine 1 is not in operation.

[0045] We will now focus on the control of the electrochemical assembly 3 when the latter is in electrolyzer mode during the fuel production phase (phase 300). The fuel production phase is initiated when the aircraft A is on its parking area near an airport facility IA. The production of dihydrogen is controlled in a manner known per se by acting on the electric current supplying the electrochemical cells 31 and on the water flow rate via the adjustment of the degree of opening of the water circuit connection valve 41 (step 310 in [Fig. 3]).

[0046] During this phase, the external electrical circuit 4 is connected to an electricity network external to the aircraft A, here the electrical distribution network IA1 of the airport installation IA. The electrochemical cells 31 are then powered by the electrical distribution network IA1 to form an electrolyser.

[0047] The dihydrogen circuit is connected to a tank external to the aircraft A, namely here a dihydrogen tank IA2 of the airport installation IA.

[0048] The external connection valve of the water circuit 41 is connected to a water distribution network IA3 of the airport installation IA to supply water to the electrochemical cells 31. These cells are therefore supplied with water by a water distribution network external to the aircraft A but, as a variant, the connection valve of the water circuit 41 can be connected to a water tank on board the aircraft A.

[0049] Thus supplied electrically and fluidically, the electrochemical assembly 3 produces dihydrogen which fills the dihydrogen tank IA2 of the airport installation IA. This dihydrogen can be used to supply the dihydrogen tanks of the aircraft using the airport installation IA.

[0050] The transition phase 200 for the transition from the electricity production phase 100 to the hydrogen production phase 300 will now be described in relation to FIGS. 2 and 4.

[0051] The aircraft A arrives on the parking area of ​​the port facility IA while the electrochemical assembly 3 is in generator mode (and therefore in the electrical production phase 100) and the turbomachine 1 is stopped (step 510 in [Fig.4]).

[0052] The electronic control unit 7 receives, for example from the pilot of the aircraft A, an instruction to switch to the hydrogen production phase and prepares the transition phase 200.

[0053] The external electrical circuit 4 is connected, by a ground operator, to the electricity distribution network IA1 and the water circuit connection valve 41 is connected by the ground operator to the water distribution network IA3 (step 520).

[0054] The dihydrogen circuit is connected by the operator on the ground to the dihydrogen tank IA2 (step 530).

[0055] The electronic control unit 7 then commands the start of the transition phase 200. The electrical load is reduced to zero, as is the electrical production by adjusting the flow of dihydrogen via the pump of the dihydrogen circuit and the flow of air via the auxiliary compressor of the air circuit (step 210 in [Fig.2]).

[0056] The electronic control unit 7 then controls the increase in the water flow rate and a reduction in the dihydrogen feed rate of the electrochemical cells 31 (step 220).

[0057] When the dihydrogen feed rate is zero, the electrochemical cells 31 stabilize and the water vapor diffuses into the electrochemical cells 31 (step 230).

[0058] The electronic control unit 7 then controls the increase in the water flow rate and the increase in the electric current supplying the electrochemical cells 31 (step 240). The production of dihydrogen is started.

[0059] It is then possible to control the production of dihydrogen in a manner known per se by adjusting the electric current and the flow rate of water supplying the electrochemical cells 31 (step 310 of [Fig. 2] and phase 300 of figures 2 and 4).

[0060] The transition phase 400 for the transition from the dihydrogen production phase 300 to the electrical production phase 100 will now be described in relation to FIGS. 3 and 5.

[0061] The aircraft A is parked on the parking area of ​​the port facility IA while the electrochemical assembly 3 is in electrolyzer mode (and therefore in the hydrogen production phase 300), the turbomachine 1 is stopped, the external electrical circuit 4 is connected to the electricity distribution network IA1, the water circuit connection valve 41 is connected to the water distribution network IA3 and the hydrogen circuit is connected to the hydrogen tank IA2 (step 540 in [Fig. 5]). The production of hydrogen is controlled by adjusting the electric current and the water flow rate supplying the electrochemical cells 31.

[0062] The electronic control unit 7 receives, for example from the pilot, an instruction to switch to the electrical production phase and prepares the transition phase 400.

[0063] The dihydrogen tank of the aircraft A is connected by a ground operator to a filling network of the airport installation IA and is disconnected from it once it has been filled or the empty dihydrogen tank of the aircraft A is replaced by a full dihydrogen tank (step 550).

[0064] The electronic control unit 7 then commands the start of the transition phase 400. The electronic control unit 7 then reduces the electric current and the water flow rate supplying the electrochemical cells 31 until there is zero current (step 410) and increases the air flow rate to purge the electrochemical cells 31 of water vapor (step 420).

[0065] The electrochemical cells 31 stabilize and the water vapor leaves the electrochemical cells 31 (step 430).

[0066] When the steam is completely purged, the electronic control unit 7 controls the increase in the flow rate of dihydrogen and adjusts the flow rate of air supplying the electrochemical cells 31 as a function of this (step 440).

[0067] Once the stoichiometric ratio is reached, the electronic control unit 7 controls the increase in the electrical charge of the electrochemical assembly 3 (step 450).

[0068] The electrical production is then controlled in a manner known per se by adjusting the flow of dihydrogen via the pump of the dihydrogen circuit and the flow of air via the auxiliary compressor of the air circuit (step 110).

[0069] Of course, the invention is not limited to the embodiments described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0070] In particular, the aircraft may have a structure other than that described.

[0071] It will be noted that the invention is described in relation to a simplified aircraft structure to better understand the invention. It goes without saying that in reality the structure of the aircraft is much more complicated.

[0072] For example, a turbomachine generally comprises several shafts and several compressors. Moreover, if the turbomachine comprises an intermediate compressor and a high-pressure compressor, the air supply circuit of the electrochemical cells can be connected to the intermediate compressor and / or to the high-pressure compressor.

[0073] For example, the fuel electrochemical assembly comprises a control circuit which has not been detailed here.

[0074] The electrochemical assembly may be of a type other than SOFC and for example MCFC or PEMHT.

[0075] The electrochemical assembly can be placed as close as possible to the turbomachine 1 to benefit from the heat released by it, or even be integrated into the turbomachine. 1, preferably between the high pressure compressor and the combustion chamber.

[0076] The aircraft may not include a turbomachine, the electrochemical assembly constituting the main energy source of the aircraft.

[0077] According to an optional feature, the evacuation circuit 35 is connected via the valve device 39 to a hot inlet of a heat exchanger integrated in a channel arranged on the aircraft A to generate additional thrust by Meredith effect when the electrochemical assembly is in generator mode. Preferably, a variable section channel will be used to adapt the additional flow to the flight conditions. This phenomenon and its use on an aircraft are known in themselves.

[0078] According to another optional feature, the evacuation circuit 35 is connected via the valve device 39 to a deicing circuit arranged to allow deicing of parts of the aircraft A such as the wing, the propeller 2, and / or the inlet of the turbomachine 1 when the electrochemical assembly is in generator mode. It is understood that the temperature of the evacuated products is largely sufficient for this deicing function. The evacuated products can be directly injected into the deicing circuit to form the deicing fluid or be introduced into the hot inlet of a heat exchanger heating the deicing fluid circulating in the deicing circuit. In the first case, there is a risk that the water vapor from the evacuated products will condense near the surfaces to be deiced.To avoid this, the outlet of the evacuated products is connected to an inlet of a condenser having a gas outlet connected to the defrosting circuit and a liquid outlet connected to the injection port of the combustion chamber 12.

[0079] According to yet another optional feature, the aircraft A comprises an organic Rankine cycle machine generally designated in which comprises a heat transfer fluid circuit comprising a condenser, a pump, a heat exchanger and a turbine driving a generator connected to the electrical network 4. The evacuation circuit 35 is connected via the valve device 39 to a hot inlet of the heat exchanger. Preferably then, the dihydrogen supply circuit 32 is connected to a cold inlet of the condenser of the organic Rankine cycle machine.

[0080] According to yet another optional characteristic, the evacuation circuit 35 is connected to an inlet of a turbine driving in rotation an electric generator connected to the electrical network 4.

[0081] In the case where all or part of the optional characteristics are integrated into a version of the invention, it is the electronic control unit 7 which controls their activation / deactivation.

Claims

Claims

1. Method for controlling a high-temperature electrochemical assembly (3) on board an aircraft, the electrochemical assembly (3) comprising at least one electrochemical cell (31) connected to a dihydrogen circuit (32) and to a dioxygen circuit (33), the method comprising an electrical production phase in which the electrochemical assembly is controlled as a generator to produce electrical energy by oxidation of the dihydrogen and reduction of the dioxygen in order to power at least one electrical equipment of the aircraft when the aircraft is in flight, characterized in that the method comprises a fuel production phase in which the electrochemical assembly is controlled as an electrolyser to produce dihydrogen by electrolysis of water in order to power the dihydrogen circuit when the aircraft is parked.

2. Method according to claim 1, in which, during the fuel production phase, the electrochemical cell is powered by an electricity network external to the aircraft.

3. Method according to claim 1 or 2, in which, during the fuel production phase, the dihydrogen circuit is connected to a tank external to the aircraft.

4. Method according to any one of the preceding claims, in which, during the fuel production phase, the electrochemical cell is supplied with water by a water circuit connected to a water distribution network external to the aircraft or to a water tank on board the aircraft.

5. Aircraft comprising an electrochemical generator / electrolyzer device (3) comprising at least one electrochemical cell (31) fluidically connected to a dihydrogen circuit (32), to a dioxygen circuit (33), to an electrical generation product evacuation circuit, to a water circuit, and electrically connected to an electrical circuit of the aircraft, the aircraft comprising an electronic control unit programmed and connected to the electrochemical generator / electrolyzer device (3) to control the latter in accordance with the method according to any one of the preceding claims.

6. Aircraft according to claim 5, comprising a turbomachine (1) comprising a compressor (11) and a combustion chamber (12) and in which the oxygen circuit (33) comprises a device for valve (36) having a first inlet connected to an outside air intake and a second inlet connected to a port of the compressor of the turbomachine for selectively connecting the oxygen circuit to the outside air intake and to the compressor port.

7. Aircraft according to claim 6, in which the exhaust circuit (35) supplies an auxiliary compressor (38) having an outlet connected to the combustion chamber (12) of the turbomachine (1).

8. Aircraft according to claim 6 or 7, in which the turbomachine (1) rotates a drive shaft (14) linked in rotation to a propulsion member (2) of the aircraft (A) and the electrical circuit (4) is connected to an electrical machine (6) having an input / output shaft mechanically connected to the drive shaft (14).

9. An aircraft according to any one of claims 5 to 8, wherein the electrochemical cell comprises two electrodes separated by a solid oxide-based electrolyte.

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