System and method for generating electricity from fuel purged from an aircraft

Abstract

An electrical generation system (2) configured to supply at least one electrical load (4) from fuel purged from an aircraft (A), the electrical generation system (2) being mobile and independent of the aircraft (A), the electrical generation system (2) comprising at least one first line (201) configured to be connected to a first purge outlet (P1), a second line (202) configured to be connected to a second purge outlet (P2), and an electrical connector (204) configured to be connected to the electrical load (4), the electrical generation system (2) comprising at least one oxygen tank and at least one fuel cell. Abstract figure: Figure 7

Description

Title of the invention: System and method for generating electricity from fuel purged from an aircraft. Technical field

[0001] The present invention relates to the field of aircraft comprising turbomachines powered by fuel stored in a cryogenic tank.

[0002] 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.

[0003] Technological research efforts have already led to very significant improvements in the environmental performance 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, with the aim of improving the energy efficiency of aircraft.

[0004] 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 the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, in particular through the materials used and lighter on-board equipment, the development of the use of electrical technologies to provide propulsion, and, as essential complements to technological progress, aviation biofuels.

[0006] It is known to store fuel, particularly hydrogen, in liquid form to limit the size and mass of aircraft tanks. For example, fuel is stored at a temperature of around 20 to 22 Kelvin (-253 to -251°C) in a cryogenic tank on the aircraft.

[0007] In order to be injected into the combustion chamber of a turbomachine, the fuel must be conditioned, i.e., pressurized and heated, to allow for optimal combustion. Conditioning is necessary, for example, to reduce the risk of icing / solidification of the water vapor contained in the air circulating in the turbomachine, particularly at the turbomachine's fuel injectors. With reference to [Fig. 1], a SCAA conditioning system is shown comprising a fuel circuit CQ connected at its inlet to a cryogenic tank 10 and at its outlet to the combustion chamber CC of a turbomachine T. A flow of fuel Q circulates from upstream to downstream in the fuel circuit CQ and successively passes through a mechanical pump 11 and a heating device 12.The heating device 12 is configured to supply calories to the fuel stream Q in order to warm it so that it can be injected into the turbomachine T.

[0008] As is known, in order to perform cooling operations, maintenance, or to respond to a malfunction, it is necessary to rapidly purge several parts of the fuel circuit CQ. With reference to [Fig. 1], the fuel circuit CQ includes, upstream of the heating device 12, at least one first purge outlet PI, called the "cold outlet PI," and, downstream of the heating device 12, at least one second purge outlet P2, called the "hot outlet P2." As is known, the purge outlets PI and P2 are connected to the external environment EXT so as to rapidly discharge the purged fuel. Such an implementation has the disadvantage of wasting a significant amount of fuel Q, which affects profitability and, above all, is not environmentally friendly.

[0009] The invention thus aims to eliminate at least some of these drawbacks by proposing an electrical generation system that makes use of purged fuel. PRESENTATION OF THE INVENTION

[0010] The invention relates to an electrical generation system configured to supply at least one electrical load from fuel purged from an aircraft, the electrical generation system being mobile and independent of the aircraft, the aircraft comprising a conditioning system supplying at least one aircraft turbomachine from fuel from a cryogenic tank, the conditioning system comprising: • a fuel circuit connected at the inlet to the cryogenic tank and at the outlet to the turbomachine, a fuel flow circulating from upstream to downstream in the fuel circuit and at least one heating device, mounted in the fuel circuit, configured to transfer heat to the fuel flow, • the fuel circuit comprising, upstream of the heating device, at least one first purge outlet and, downstream of the heating device, at least one second purge outlet, • The electrical generation system comprising at least one first pipe configured to be connected to the first purge outlet, a second pipe configured to be connected to the second purge outlet, and an electrical connector configured to be connected to the electrical load, • The electrical generation system comprising at least one oxygen tank and at least one fuel cell configured to electrically power the electrical load from fuel, purged through the first purge outlet and / or the second purge outlet, and oxygen from the oxygen tank.

[0011] Thanks to the invention, the electrical generation system can utilize the fuel purged from the two purge outlets in order to convert it into electrical energy. Thus, the purged fuel can be utilized regardless of its temperature. This helps to limit emissions into the external environment. The invention is particularly advantageous when the air conditioning system must be purged during the cooling of cryogenic components. Such an electrical generation system can be moved to airport runways to ensure the safety of the air conditioning system by utilizing purged fuel at different temperatures. This also avoids increasing the aircraft's mass.

[0012] According to one aspect, the electrical generation system comprises: • a first fuel cell configured to be connected to the first purge outlet, the first fuel cell being configured to operate with a fuel having a first temperature below -223.15°C, • a second fuel cell configured to be connected to the second purge outlet, the second fuel cell being configured to operate with a fuel having a second temperature above -73.15°C.

[0013] Advantageously, the electrical generation system comprises two fuel cells of different types to enable high-efficiency electrical conversion for each purged fuel temperature. The overall electrical conversion efficiency is thus improved.

[0014] According to one aspect, the first fuel cell and the second fuel cell are connected to the electrical load and the oxygen tank.

[0015] According to one aspect, the electrical generation system comprises: • a primary fuel cell configured to be connected to the second purge outlet, the primary fuel cell being configured to operate with a fuel having a temperature above -73.15°C (200K) and • at least one heat exchanger connected to the main fuel cell and configured to be connected to the first purge outlet so as to heat the fuel from the first purge outlet to a temperature above -73.15°C (200K).

[0016] According to one aspect, the main fuel cell is the only fuel cell.

[0017] The use of a main fuel cell with a heat exchanger This allows the use of only a single fuel cell, which offers advantages in terms of size and weight. Furthermore, such an electrical conversion system is less complex and expensive. The use of a heat exchanger allows the fuel purged from the first purge outlet to be heated to approximately the same temperature range as the fuel purged from the second purge outlet, so that it is consumed in a similar manner, i.e., with the same efficiency, by the main fuel cell.

[0018] According to one aspect, the electrical generation system includes at least one buffer tank mounted upstream of at least one fuel cell to collect the purged fuel. Such a buffer tank allows the purged fuel to be temporarily stored at the appropriate temperature for the associated fuel cell. Such a buffer tank is ideally suited when the electrical load needs to be supplied at times different from the purging times.

[0019] According to one aspect, the electrical generation system includes at least one control valve mounted between the buffer tank and at least one fuel cell. Such a control valve makes it possible to determine the electrical charging times.

[0020] According to one aspect, the electrical generation system includes at least one pressurization pump mounted upstream of the buffer tank. This allows a fuel cell to be supplied with purged fuel having an optimal pressure, regardless of the fill level of the buffer tank.

[0021] The invention also relates to an assembly of an electrical generation system, as previously described, and an aircraft comprising at least one turbomachine, at least one fuel conditioning system supplying at least the aircraft turbomachine with fuel from a cryogenic tank of the aircraft, • the conditioning system comprising: • a fuel circuit connected at the inlet to the cryogenic tank and at the outlet to the turbomachine, with a fuel flow circulating from upstream to downstream in the circuit of fuel and at least one heating device, mounted in the fuel circuit, configured to transfer heat to the fuel flow, • the fuel circuit comprising, upstream of the heating device, at least one first purge outlet and, downstream of the heating device, at least one second purge outlet, • The first line of the electrical generation system is connected to the first purge outlet, the second line of the electrical generation system is connected to the second purge outlet, and the electrical connector of the electrical generation system is connected to the electrical load

[0022] According to a preferred aspect, the electrical load belongs to the electrical generation system. Preferably, the electrical load is in the form of an electrical battery. Thus, the electrical generation system can move to transfer the generated electrical energy to power another electrical load.

[0023] According to a preferred aspect, the electrical charge belongs to the aircraft. This allows for direct recharging with reduced losses. Thus, fuel can be vented on the ground while simultaneously allowing the aircraft to be electrically recharged.

[0024] According to one aspect, the electrical load is an electrical network of the aircraft or at least an electrical battery belonging, preferably, to the aircraft.

[0025] The invention relates to a method of generating electricity by means of an electrical generation system as described above to supply at least the electrical load from fuel purged from the aircraft, the method comprising a step consisting of: • Electrically power the electrical load through at least one fuel cell from fuel, purged through the first purge outlet and / or the second purge outlet, and oxygen from the oxygen tank. PRESENTATION OF THE FIGURES

[0026] The invention will be better understood upon reading the following description, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.

[0027] Fig. 1 is a schematic representation of a prior art fuel conditioning system with two purge outlets.

[0028] Fig. 2 is a schematic representation of a fuel conditioning system with an electrical generation system according to the invention connected to the two purge outlets.

[0029] Fig. 3 is a schematic representation of an electrical generation system according to a first embodiment with two fuel cells.

[0030] Fig. 4 is a schematic representation of an electrical generation system according to a second embodiment with a fuel cell and a heat exchanger.

[0031] Fig. 5 is a schematic representation of an electrical generation system according to a third embodiment with two fuel cells and two buffer tanks.

[0032] Fig. 6 is a schematic representation of an electrical generation system according to a fourth embodiment with a fuel cell, a heat exchanger and a buffer tank.

[0033] Fig. 7 is a schematic representation of an aircraft and an independent electrical generation system for said aircraft.

[0034] It should be noted that the figures set out the invention in detail to implement the invention, said figures being of course able to serve to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0035] With reference to [Fig. 2], a fuel conditioning system SC is shown, configured to supply an aircraft turbomachine T with fuel Q from a cryogenic tank 10. The turbomachine T is configured to provide propulsion for the aircraft, in particular by driving at least one propulsion unit (not shown in [Fig. 2]). In this example, the fuel Q is liquid hydrogen, but the invention applies to other types of fuel, for example, liquid methane or liquefied natural gas. The invention is particularly advantageous with liquid hydrogen.

[0036] With reference to [Fig.2], the conditioning system SC includes a fuel circuit CQ connected inlet to the cryogenic tank 10 and outlet to the combustion chamber CC of the turbomachine T. The conditioning system SC also includes a pump 11, preferably high pressure, configured to circulate a flow of fuel Q from upstream to downstream in the fuel circuit CQ.

[0037] With reference to [Fig.2], the conditioning system SC includes a heating device 12, in particular a heat exchanger, mounted in the fuel circuit CQ to transfer calories to the fuel flow Q in order to warm it up to allow its optimal injection into the turbomachine T. It is understood that the conditioning system SC could include a plurality of heat exchangers supplied with hot sources of the same or different natures.

[0038] With reference to [Fig.2], the fuel circuit CQ includes, upstream of the heating device 12, at least one first purge outlet PI, called "cold outlet PI" and, downstream of the heating device 12, at least one second purge outlet P2, called "hot outlet P2".

[0039] In this example, at the first purge outlet PI, the fuel Q has a temperature between 20K and 50K (-253.15°C and -223.15°C). At the second purge outlet P2, the fuel Q has a temperature between 200K and 350K (-73.15°C and 76.85°C).

[0040] Fuel must be purged under various conditions, for example, during cooling, maintenance, or in the event of a malfunction. For example, in the event of a malfunction, the fuel flow is purged to allow time for the pump 11 to shut down. As another example, if the fuel is deemed unfit, it may also be purged.

[0041] With further reference to [Fig. 2], an electrical generation system 2 is shown configured to supply at least one electrical load 4 from the fuel purged via the first purge outlet PI and / or the second purge outlet P2. The electrical generation system 2 is configured to be connected at least to the first purge outlet PI, the second purge outlet P2, and the electrical load 4.

[0042] The electrical generation system 2 includes at least one oxygen tank 3 and at least one fuel cell 21, 22, 23 configured to electrically power the electrical load 4 from fuel Q, purged by the first purge outlet PI and / or the second purge outlet P2, and oxygen O2 from the oxygen tank 3.

[0043] A fuel cell 21, 22, 23 advantageously allows the generation of electrical energy by electrochemical reaction between the fuel Q and oxygen O2.

[0044] Thus, thanks to the invention, electrical energy can be generated from the two purge outlets PI, P2, thereby avoiding the release of fuel into the external environment. The purged fuel is advantageously recovered by conversion into electrical energy.

[0045] Preferably, the electrical load 4 belongs to the aircraft. The electrical load 4 may, in particular, be in the form of an electric battery 41 (Figures 3 and 4) or in the form of an electrical power supply network 42 of the aircraft (Figures 5 and 6). It is understood that the electrical load 4 could also not belong to the aircraft and be separate and independent, in particular, an electric battery external to the aircraft and stored in the electrical generation system 2.

[0046] With reference to [Fig. 7], an electrical generation system 2 according to the invention is shown, which is mobile and independent of the aircraft A, whose fuel must be purged from the conditioning system. Preferably, the system of Electric generation 2 includes rolling elements, particularly motorized ones, to enable its mobility.

[0047] In this example, aircraft A has a first purge connector 71 associated with the first purge outlet PI, a second purge connector 72 associated with the second purge outlet P2 and an electrical connector 74 connected to the electrical load 4. The connectors 71, 72, 74 are accessible from outside aircraft A by a ground operator.

[0048] Still with reference to [Fig.7], the electrical generation system 2 includes at least a first conduit 201 configured to be connected to the first purge outlet PI via the first purge connector 71, a second conduit 202 configured to be connected to the second purge outlet P2 via the second purge connector 72 and an electrical connector 204 configured to be connected to the electrical load 4 via the load connector 74.

[0049] Thus, during the landing of aircraft A, the conditioning system SC can be rapidly purged. When aircraft A is on the ground, the fuel can be purged to generate electrical power. This makes aircraft A safe and prevents any release into the external environment and energy waste. Such an independent electrical generation system 2 limits the size and mass of aircraft A while allowing the use of large fuel cells and heat exchangers whose operation is optimized for high efficiency. All the embodiments presented hereafter are advantageously adapted with a mobile electrical generation system 2. Advantageously, the electrical generation system 2 can be moved from aircraft to aircraft to perform purging and electrical recharging.

[0050] Alternatively, the fuel purged from the purge outlets PI, P2 could also be stored in a storage tank of the electrical generation system 2 for later use. According to one aspect, a heating device is mounted between the first purge outlet PI and said storage tank in order to store all the purged fuel under the same thermodynamic conditions.

[0051] It is understood that the electrical charge 4 could also belong to the electrical generation system 2 for recharging. In this embodiment, the electrical generation system 2 preferably includes an electrical battery. Electrical energy can thus be stored to power other electrical equipment.

[0052] According to a first embodiment illustrated in [Fig. 3], the electrical generation system 2 comprises: • a first fuel cell 21 configured to be connected to the first PI purge outlet, the first fuel cell 21 being configured to operate with a Q fuel having a first temperature below -223.15°C (50K), and • a second fuel cell 22 configured to be connected to the second purge outlet P2, the second fuel cell 22 being configured to operate with a fuel Q having a second temperature above -73.15°C (200K).

[0053] Advantageously, each purge outlet PI, P2 is associated with a different fuel cell 21, 22. Each fuel cell 21, 22 is thus configured to operate with fuels having different temperatures to enable high-efficiency electrical power generation. This allows the purged fuel stream from each purge outlet PI, P2 to be consumed directly.

[0054] Preferably, as illustrated in [Fig. 3], the first fuel cell 21 and the second fuel cell 22 are connected to the electrical load 4 and the oxygen reservoir 3. This allows for the rapid electrical supply of an electrical load 4 from a single oxygen reservoir 3. It is understood, however, that several different electrical loads 4 could be supplied. Alternatively, the fuel cells 21 and 22 could be supplied by different oxygen reservoirs 3.

[0055] According to a second embodiment illustrated in [Fig. 4], the electrical generation system 2 comprises: • a main fuel cell 23 configured to be connected to the second purge outlet P2, the main fuel cell 23 being configured to operate with a fuel Q having a temperature above -73.15°C (200K) and • at least one heat exchanger 5 connected to the main fuel cell 23 and configured to be connected to the first PI purge outlet so as to heat the fuel from the first PI purge outlet to a temperature above -73.15°C (200K).

[0056] Preferably, the main fuel cell 23 is the sole fuel cell in the electrical generation system 2 for consuming the fuel from the two purge outlets PI, P2. The use of a heat exchanger 5 associated with the first purge outlet PI (cold outlet) allows the fuel to be heated so that it can be optimally consumed in the main fuel cell 23. Preferably, the main fuel cell 23 is adapted to directly consume the fuel from the second purge outlet P2.

[0057] The embodiments of Figures 3 and 4 allow for the immediate conversion of the fuel purged from the purge outlets PI, P2 into electrical energy for supplying electrical power to the electrical load 4. This is advantageous because purging moments can occur unplanned. These embodiments are therefore perfectly suited when the electrical load 4 is an electrical battery 41.

[0058] With reference to Figures 5 and 6, embodiments with a fuel buffer tank will be presented below to temporarily store the purged fuel before converting it into electrical energy. These embodiments are thus perfectly suited when the electrical load 4 is a power supply network 42. The purged fuel is converted into electrical energy to meet the aircraft's peak electrical consumption.

[0059] With reference to [Fig.5], a third embodiment is shown which is a variation of the first embodiment illustrated in [Fig.2].

[0060] According to this third embodiment, the electrical generation system 2 comprises: • a first fuel cell 21 configured to be powered by the first purge outlet PI, the first fuel cell 21 being configured to operate with a fuel Q having a first temperature below -223.15°C (50K), and • a second fuel cell 22 configured to be powered by the second purge outlet P2, the second fuel cell 22 being configured to operate with a fuel Q having a second temperature above -73.15°C (200K).

[0061] The electrical generation system 2 further includes a first buffer tank 61 mounted between the first purge outlet PI and the first fuel cell 21 for storing the cold fuel from the first purge outlet PL. In this example, the first buffer tank 61 is associated with a first control valve 611, positioned between the first buffer tank 61 and the first fuel cell 21 so as to control the electrical generation by the first fuel cell 21. In this example, the first buffer tank 61 is associated with a first pressurization pump 612 so as to pressurize the first buffer tank 61.

[0062] Similarly, the power generation system 2 includes a second buffer tank 62 mounted between the second purge outlet P2 and the second fuel cell 22 to store the hot fuel from the second purge outlet P2. In this example, the second buffer tank 62 is associated with a second control valve 621, positioned between the second buffer tank 62 and the second fuel cell 22 so as to control the power generation by the second fuel cell 22. In this example, the second buffer tank 62 is associated with a second pressurization pump 622 so as to pressurize the second buffer tank 62.

[0063] Thus, each buffer tank 61, 62 stores fuel at a different temperature. The fuel is consumed, on demand, by activating the control valves 611, 621 to supply one or both of the fuel cells 21, 22 so as to power the electrical load 4, in particular, an aircraft electrical network 42 which does not have storage capacity. It is understood that this embodiment is also compatible with an electric battery 41.

[0064] With reference to [Fig.6], a fourth embodiment is shown which is a variation of the second embodiment illustrated in [Fig.3].

[0065] According to the fourth embodiment illustrated in [Fig. 6], the electrical generation system 2 comprises: • a main fuel cell 23 configured to be powered by the second purge outlet P2, the main fuel cell 23 being configured to operate with a fuel Q having a temperature above -73.15°C (200K) and • at least one heat exchanger 5 configured to be connected to the first PI purge outlet so as to heat the fuel from the first PI purge outlet to a temperature above -73.15°C (200K) to power the main fuel cell 23.

[0066] With reference to [Fig.6], the electrical generation system 2 includes a main buffer tank 63 mounted between the heat exchanger 5 and the main fuel cell 23 to store the heated fuel from the first purge outlet PI but also that from the second purge outlet P2.

[0067] In this example, the main buffer tank 63 is associated with a main control valve 631, positioned between the main buffer tank 63 and the main fuel cell 23, so as to control the electrical generation by the main fuel cell 23. In this example, the main buffer tank 63 is associated with a main pressurization pump 632 so as to pressurize the main buffer tank 63.

[0068] Thus, there is only one main buffer tank 63 which stores heated fuel. The fuel is consumed, on demand, by activating the main control valve 631 to supply the main fuel cell 23 so as to power the electrical load 4, in particular, an aircraft electrical network 42 which does not have storage capacity. It is understood that this embodiment is also compatible with an electric battery 4L

[0069] When a heat exchanger 5 is used, it can use various heat sources, in particular, ambient air, calories from a fuel cell with or without the use of a heat transfer fluid.

[0070] An example of the implementation of an electrical generation process by an electrical generation system 2 as previously presented to supply at least the electrical load 4 from fuel purged from aircraft A will be presented.

[0071] The method includes a step of electrically supplying the electrical load 4 by at least one fuel cell 21, 22, 23 from fuel Q, purged by the first purge outlet PI and / or the second purge outlet P2, and oxygen O2 from the oxygen tank 3.

[0072] Thanks to the invention, all the purged fuel flow Q (hot or cold) can advantageously be recovered by being converted into electrical energy, which makes it possible to reduce waste and reduce the impact on the environment during a purge.

Claims

Demands

1. An electrical generation system (2) configured to supply at least one electrical load (4) from fuel purged from an aircraft (A), the electrical generation system (2) being mobile and independent of the aircraft (A), the aircraft (A) comprising a conditioning system (SC) supplying at least one aircraft turbomachine (T) from fuel (Q) from a cryogenic tank (10), the conditioning system (SC) comprising: • a fuel circuit (CQ) connected inlet to the cryogenic tank (10) and outlet to the turbomachine (T), a fuel flow (Q) circulating upstream to downstream in the fuel circuit (CQ) and at least one heating device (12), mounted in the fuel circuit (CQ), configured to transfer heat to the fuel flow (Q), • the fuel circuit (CQ) comprising, upstream of the heating device (12), at least one first purge outlet (PI) and,downstream of the heating device (12), at least one second purge outlet (P2), • The electrical generation system (2) comprising at least one first line (201) configured to be connected to the first purge outlet (PI), a second line (202) configured to be connected to the second purge outlet (P2) and an electrical connector (204) configured to be connected to the electrical load (4), • The electrical generation system (2) comprising at least one oxygen tank (3) and at least one fuel cell (21, 22, 23) configured to electrically power the electrical load (4) from fuel (Q), purged by the first purge outlet (PI) and / or the second purge outlet (P2), and oxygen (O2) from the oxygen tank (3).

2. Electrical generation system (2) according to claim 1, comprising: • a first fuel cell (21) configured to be connected to the first purge outlet (PI), the first fuel cell a fuel cell (21) being configured to operate with a fuel (Q) having a first temperature below -223.15°C, • a second fuel cell (22) configured to be connected to the second purge outlet (P2), the second fuel cell (22) being configured to operate with a fuel (Q) having a second temperature above -73.15°C.

3. Electrical generation system (2) according to claim 2, wherein the first fuel cell (21) and the second fuel cell (22) are connected to the electrical load (4) and the oxygen tank (3).

4. Electrical generation system (2) according to claim 1, comprising • a main fuel cell (23) configured to be connected to the second purge outlet (P2), the main fuel cell (23) being configured to operate with a fuel (Q) having a temperature above -73.15°C and • at least one heat exchanger (5) connected to the main fuel cell (23) and configured to be connected to the first purge outlet (PI) so as to heat the fuel from the first purge outlet (PI) to a temperature above -73.15°C.

5. Electrical generation system (2) according to claim 4, wherein the main fuel cell (23) is the single fuel cell.

6. Electrical generation system (2) according to any one of claims 1 to 5, comprising at least one buffer tank (61, 62, 63) mounted upstream of at least one fuel cell (21, 22, 23) for collecting purged fuel.

7. Electrical generation system (2) according to claim 6, comprising at least one control valve (611, 621, 631) mounted between the buffer tank (61, 62, 63) and at least one fuel cell (21, 22, 23).

8. An assembly of an electrical generation system (2), according to any one of claims 1 to 7, and an aircraft (A) comprising at least

9.

10. a turbomachine (T), at least one fuel conditioning system (SC) supplying at least the aircraft turbomachine (T) with fuel (Q) from a cryogenic tank (10) of the aircraft (A), • the conditioning system (CS) comprising: • a fuel circuit (CQ) connected at the inlet to the cryogenic tank (10) and at the outlet to the turbomachine (T), a fuel flow (Q) circulating from upstream to downstream in the fuel circuit (CQ) and at least one heating device (12), mounted in the fuel circuit (CQ), configured to transfer heat to the fuel flow (Q), • the fuel circuit (CQ) comprising, upstream of the heating device (12), at least one first purge outlet (PI) and, downstream of the heating device (12), at least one second purge outlet (P2), • the first line (201) of the electrical generation system (2) being connected to the first purge outlet (PI), the second line (202) of the electrical generation system (2) being connected to the second purge outlet (P2) and the electrical connector (204) of the electrical generation system (2) being connected to the electrical load (4). Assembly according to claim 8 in which the electric charge (4) belongs to aircraft (A). A method for generating electricity by means of an electrical generation system (2) according to any one of claims 1 to 7 for supplying at least the electrical load (4) from fuel purged from the aircraft (A), the method comprising a step of: • Electrically supply the electrical load (4) by at least one fuel cell (21, 22, 23) from fuel (Q), purged by the first purge outlet (PI) and / or the second purge outlet (P2), and oxygen (O2) from the oxygen tank (3).

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