Architecture and control method of an aircraft propulsion system and aircraft comprising such a control architecture

Abstract

Control architecture of an aircraft propulsion system, comprising: i) a cryogenic fuel conditioning control system (SC1), configured to control the functions of: - pressurizing (18) the fuel from a tank (16), - heating (20) the fuel, - intermediate storage (22) in an intermediate fuel storage tank, ii) a control system (SC2) of an aircraft propulsion system (SP), separate from the fuel conditioning control system (SC1) and configured to control the functions of: - supplying (24) fuel from the fuel stored in the intermediate storage tank (22), - metering (26) the fuel to be supplied to the aircraft propulsion system, the control systems (SC1) and (SC2) being capable of controlling their respective functions independently of each other,except for the fuel supply function which depends on the intermediate storage function (22). Fig. 1.,

Description

Title of the invention: Architecture and method for controlling an aircraft propulsion system and aircraft comprising such a control architecture. Technical field

[0001] The present exposition relates to a control architecture of an aircraft propulsion chain and in particular of the fuel conditioning circuit and the aircraft propulsion system. Previous technique

[0002] In aircraft, current engines are fueled by electric centrifugal pumps, known as feed pumps, which are the responsibility of the aircraft manufacturer and whose function is to ensure minimum pressurization at the inlet of the main pumps (the latter being the responsibility of the engine manufacturer). These pumps are not essential from a safety standpoint over a large part of the flight envelope and primarily serve to limit the aging of the engine pumps. The engine itself is self-sufficient in pressurizing the fuel and providing the appropriate flow rate to the combustion chamber. The main pump supplying the engine is a positive displacement gear pump, meaning that the flow rate is a function of the rotational speed. Since the pump is mechanically driven by the engine's high-pressure shaft via a kinematic train, the pump speed is proportional to the engine speed.Since the pump is generally sized to ensure a sufficient re-ignition flow rate (in low-speed flight), it follows that, at higher engine speeds, the pump significantly over-displaces (up to 90% of the flow rate may be recirculated) compared to the combustion chamber's requirements. This is similar to a push flow.

[0003] In a hydrogen combustion propulsion system, particularly one using cryogenic hydrogen storage, it can be advantageous to use centrifugal pumps for primary pressurization due to reasons of simplicity, reliability, and technological maturity. Furthermore, these pumps are located upstream of the hydrogen heating system because, from an energy perspective, it is more efficient to pump hydrogen when it is denser, i.e., in its liquid and therefore cryogenic state. These pumps are thus placed on the cryogenic section of the fuel system.

[0004] Furthermore, the aircraft manufacturer has an interest in limiting the cryogenic zone to a minimum in order to minimize constraints related to thermal insulation, expansion, material strength, refrigeration and maintenance, accessibility, and safety constraints with respect to cryogenic risks. It is therefore advantageous, even necessary, The pumps are located as close as possible to the cryogenic tanks and, consequently, generally far from the engines, depending on the aircraft configuration. For example, the tanks are arranged at the tail of the fuselage and the engines under the wings. To keep the system cool, it is essential to limit heat inputs, which means that massive hydrogen recirculation is not feasible because it would create prohibitive heating. Indeed, since compression is not ideal (creating entropy), recirculation would send a flow of heated hydrogen back into the tanks, thus amounting to a large heat input. This constraint implies that the pumps must provide a hydrogen flow rate as close as possible to the engine's requirement in order to minimize recirculation. The pump speed therefore becomes a new parameter that must be actively controlled to ensure engine thrust control. This is similar to a pull flow.

[0005] When the question of industrial responsibilities between the aircraft manufacturer and the engine manufacturer arises, the situation described above becomes problematic. Indeed, regulations require the engine manufacturer to control thrust and therefore all the constituent elements involved in its control. In the configuration described above, the pumps must therefore be the responsibility of the engine manufacturer. However, the fact that these pumps are located outside the nacelle housing the engine and are integrated into the aircraft makes it difficult for the engine manufacturer to control the design, testing, certification, and maintenance of the pumps' airworthiness. Description of the invention

[0006] In view of the above, there is a real need for an aircraft propulsion chain control architecture that can adapt to different aircraft and / or different propulsion systems and / or different fuel systems, while being as independent as possible of these elements.

[0007] The present description thus relates to a control architecture for a propulsion system, this control architecture being intended for an aircraft and comprising: i) at least one control system for conditioning fuel from one or more cryogenic fuel tanks, said at least one conditioning control system being configured to control the functions: -pressurizing fuel from one or more cryogenic fuel tanks, -heating of pressurized fuel -intermediate storage in one or more intermediate storage tanks of the fuel thus pressurized and heated, (ii) at least one aircraft propulsion system control system that is separate from the fuel conditioning control system and is configured to control the following functions: -fuel supply from the fuel stored in the intermediate storage tank(s), -fuel metering to be supplied to the aircraft propulsion system, said at least one fuel conditioning control system and said at least one aircraft propulsion system control system being capable of ensuring the control of their respective functions independently of each other, except for the fuel supply function which depends on the intermediate storage function.

[0008] The architecture proposed above simplifies the industrial division of labor between the aircraft manufacturer and the engine manufacturer by decoupling fuel pressurization control (fuel conditioning circuit) from thrust control via the metering unit (aircraft propulsion system fuel supply circuit). Fuel that has been conditioned in an aircraft conditioning circuit, under the control of a fuel conditioning control system, is stored in an intermediate stage in one or more intermediate fuel storage tanks, which are thus pressurized and heated. This fuel is therefore maintained at temperature and pressure conditions that are quite different from those of cryogenic storage and relatively close to those under which the fuel will be metered before being injected into the aircraft propulsion system.This fuel is therefore stored in such a way that it can be quickly and easily drawn and used, on demand, by the aircraft's propulsion system control system, which controls the processing of the drawn fuel independently of the control over its prior conditioning. The architecture defined above offers integrability and independence from aircraft and / or propulsion system and / or fuel system configurations because it does not depend on a fixed physical configuration. It should be noted that this architecture can accelerate the response time of fuel metering regulation (by appropriately controlling and adjusting the pressure and temperature of the temporarily stored fuel) compared to an architecture in which the fuel pressurization of the fuel conditioning system would be controlled according to engine requirements (throttle control).

[0009] It should be noted that the interface between the fuel conditioning circuit and the fuel supply circuit of the aircraft propulsion system can be located near the engine pylon of the nacelle housing the aircraft propulsion system, or more generally in the wing. On the fuel conditioning circuit side, the interface is located at the level of the intermediate fuel storage tank(s) (buffer) and it is their location which may be near the reactor mast of the nacelle housing the aircraft propulsion system, or more generally in the wing.

[0010] In certain embodiments, said at least one aircraft propulsion system control system is also configured to provide an additional heating function for the metered fuel before it is supplied to the aircraft propulsion system.

[0011] In certain embodiments, said at least one fuel conditioning control system is configured to ensure control of the intermediate storage function of fuel pressurized and heated under temperature and pressure conditions distinct from those of the fuel to be supplied to the aircraft propulsion system.

[0012] In certain embodiments, each of said at least one fuel conditioning control system and said at least one aircraft propulsion system control system is configured to control its respective functions from information received from an aircraft operational control system.

[0013] In certain embodiments, said at least one fuel conditioning control system and said at least one aircraft propulsion system control system are also configured to communicate information between them.

[0014] In certain embodiments, the control architecture of an aircraft propulsion system comprises: -a first fuel conditioning control system for fuel from one or more initial cryogenic fuel tanks, - a first control system for a first aircraft propulsion system, - a second control system for the conditioning of fuel from one or more second cryogenic fuel tanks, -a second control system for a second aircraft propulsion system.

[0015] In certain embodiments, the first intermediate storage tanks and the second intermediate storage tank(s) are fluidly connected to each other by connecting pipes which are equipped with valves allowing to selectively supply one and / or the other of the first and second aircraft propulsion systems from the fuel from the first intermediate storage tank(s) and / or the second intermediate storage tank(s).

[0016] In certain embodiments, the control architecture of an aircraft propulsion system comprises: at least one cryogenic fuel conditioning circuit which includes: -one or more cryogenic fuel pressurization devices, -one or more heating elements for the pressurized cryogenic fuel, -the intermediate storage tank(s) for the cryogenic fuel thus pressurized and heated, at least one aircraft propulsion system supply system which includes: -one or more fuel supply valves, -one or more fuel metering devices for supplying fuel to the aircraft propulsion system.

[0017] In certain embodiments, said at least one cryogenic fuel conditioning circuit is positioned in an aircraft reference frame (REF-A), while said at least one aircraft propulsion system supply system is positioned in a turbomachine reference frame (REF-M).

[0018] In certain embodiments, the cryogenic fuel is selected from LH2, CH4, NH4....

[0019] The present disclosure relates to a set comprising: -an aircraft propulsion system (comprising one or more fuel tanks, one or more fuel conditioning systems and one or more aircraft propulsion systems), -a control architecture such as the one briefly described above.

[0020] This description also relates to an aircraft comprising: -a system for controlling the operational functioning of the aircraft, -one or more cryogenic fuel tanks, -a control architecture for an aircraft propulsion system as briefly described above.

[0021] The present description also relates to a method for controlling a propulsion system intended for controlling a propulsion system of an aircraft, the method comprising: (i) the control of the conditioning of a fuel from one or more cryogenic fuel tanks, the conditioning control including the control of the functions: -pressurizing fuel from one or more cryogenic fuel tanks, -heating of pressurized fuel -intermediate storage in one or more intermediate storage tanks of the fuel thus pressurized and heated, (ii) the control of an aircraft propulsion system that is independent of the fuel conditioning control, the aircraft propulsion system control including the control of the following functions: -fuel supply from the fuel stored in the intermediate storage tank(s), -fuel metering to be supplied to the aircraft propulsion system, the control of the fuel conditioning functions and the control of the aircraft propulsion system functions being carried out independently of each other, except for the fuel supply function which depends on the intermediate storage function.

[0022] The aforementioned features and advantages, as well as others, will become apparent from the following detailed description of examples of aircraft control architectures. This detailed description refers to the accompanying drawings. Brief description of the drawings

[0023] The attached drawings are schematic and are intended primarily to illustrate the principles of the exposition.

[0024] On these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference signs.

[0025] [Fig-1] Fig. 1 schematically represents a control architecture of an aircraft according to an embodiment of the invention.

[0026] [Fig.2] Fig.2 schematically represents an aircraft control architecture according to another embodiment of the invention. Description of the implementation methods

[0027] To make the explanation more concrete, several examples of aircraft propulsion system control architectures are described in detail below, with reference to the accompanying drawings. It should be noted that the invention is not limited to these examples. Generally, an aircraft propulsion system comprises the fuel tank(s), the fuel conditioning system(s), and the propulsion system(s).

[0028] As schematically represented in [Fig.1], a control architecture of an aircraft propulsion chain according to an embodiment of the invention mainly comprises two control systems SCI, SC2 which are each dedicated to a particular perimeter, the responsibility for which lies either with the aircraft manufacturer or with the engine manufacturer depending on the system concerned.

[0029] These two control systems SCI, SC2 interact functionally with a main aircraft control system SCO which performs the main flight functions of the aircraft, using a main control module 10, from the controls 12 operated by the pilot, including the throttle, and from the flight conditions 14 (altitude, temperature...).

[0030] The main aircraft control system SCO is located within the aircraft's perimeter, as is the cryogenic fuel tank(s) 16. For simplicity, we will refer to a single cryogenic fuel tank throughout this description, although this term may encompass several cryogenic fuel tanks. The cryogenic fuel may be selected from LH2, CH4, NH4, or any other cryogenic fuel.

[0031] A first SCI control system relates to the control of the conditioning of fuel from the cryogenic fuel tank 16. This system is dedicated to the fuel conditioning perimeter, which falls within the aircraft perimeter and not the engine manufacturer's perimeter. Thus, this system can adapt to (and interface with) different types of engines, which would not be the case if it were part of the engine manufacturer's perimeter.

[0032] More specifically, the SCI fuel conditioning control system is configured to control the main functions related to fuel conditioning, namely: -a function of pressurizing the fuel coming from the cryogenic fuel tank 16 (it should be noted that the tank 16 may include one or more pumps as well as pilot-operated valves for its regulation); this function is ensured by the functional block 18 and, physically, involves one or more fluid pressurization devices, for example one or more volumetric (piston, gear, etc.) or centrifugal type pumps or turbo pumps. -a fuel heating function thus put under pressure; this function is ensured by the functional block 20 and, physically, involves one or more heating elements for the pressurized fluid, for example one or more heat exchangers; as examples, heating can be achieved via lean combustion chambers (these chambers use air outside the engine which can be ambient air, cabin air...) or rich combustion chambers, or by utilizing waste heat from the aircraft or heat from the engines. -an intermediate storage function in one or more intermediate storage tanks (buffer storage) for the fuel thus pressurized and heated; this function is performed by functional block 22 and, physically, involves one or more intermediate fuel storage tanks acting as one or more buffer capacities. For the sake of simplicity, we will refer to an intermediate fuel storage tank in the remainder of this document, it being understood that this term can encompass several tanks.

[0033] These functions are more specifically controlled by a functional MCI module for fuel conditioning control, which controls each of the blocks 18 to 22, as illustrated by the vertical dashed lines. The MCI module, which is connected functional with control module 10, has the function of adapting / regulating the fuel conditions (temperature, pressure...) to the position of the throttle 12 and to the flight data 14 (instructions provided by module 10), to the pressurization and temperature of the buffer storage 22 (these data are measured at the level of this storage and transmitted to the MCI module) and to other functions such as the pressurization of the tank 16, which are provided by control module 10. It should be noted that the tank 16 is controlled by module 10.

[0034] In particular, the SCI fuel conditioning control system is configured to control the intermediate storage function of pressurized and heated fuel (block 22) under temperature and pressure conditions that may differ from those of the fuel to be supplied to the aircraft's propulsion system. The temperature and pressure conditions of block 22 are specific to the intermediate fuel storage (awaiting use). The temperature and pressure conditions of block 22 depend on the throttle position and are therefore independent of engine conditions. In the case of cryogenic hydrogen, the hydrogen is stored in gaseous form in the intermediate storage tank(s). The buffer storage volume must be sufficient to absorb pressure and temperature fluctuations as well as unexpected fuel supply interruptions (on the order of 1 to 10 seconds of autonomy).As an example, the volume can range from 0.05 to 10 m³ depending on the aircraft configuration and desired range. The pressure in the tank(s) can be defined according to the throttle position, for example, by design using tabulations based on a predefined engine power setting for specific flight conditions (known in Anglo-Saxon terminology as "rating"), taking into account a sufficient margin relative to the engine's requirements. The engine control system (described below) can send its requirements under nominal conditions to optimize the fuel condition in the intermediate storage tank(s). However, if this data defining these requirements is lost, the adaptation of the fuel condition to nominal conditions is maintained via the throttle position, thus adding resilience against potential failures.

[0035] It should also be noted that an additional function is controlled by the MCI functional module: this function is performed by the functional block 19 and consists of cutting off or interrupting, when necessary, the flow of fuel pressurized by the block 18 so that it does not circulate in the fuel circuit when it is not needed (for example, in the event of an emergency stop, hydrogen leak, hydrogen fire, engine failure, engine fire, etc.). This function can be performed by one or more flow-cutting devices such as one or more control valves. Furthermore, it should be noted that this function is also performed by the engine which It has its own shut-off valve, notably located in the functional block 24 described below. However, as the conditioning system is independent, it has its own safety system, which is ensured by the functional block 19. In one variant, only the functional block 24 described below performs this shut-off function.

[0036] The physical components described above (pressure-setting device(s), shut-off device(s), heating device(s), intermediate storage tank(s) are part of a fuel conditioning circuit which starts at the tank 16.

[0037] A second control system, SC2, which is distinct from the SCI control system, concerns the control of the aircraft's propulsion system, schematically represented by reference numeral SP in [Fig. 1]. This SC2 system is dedicated to the engine manufacturer's scope and not to the aircraft's scope. Thus, this system can adapt to (and interface with) different types of aircraft, which would not be the case if it were part of the aircraft manufacturer's scope.

[0038] More specifically, the SC2 aircraft propulsion system control system is configured to control the main functions related to the aircraft propulsion system, namely: - a function of supplying or refueling the SP propulsion system from the fuel stored in the intermediate storage tank (block 22); this function is performed by the functional block 24 and consists of cutting off or interrupting, when necessary, the flow of fuel from the intermediate storage tank so that it does not supply the fuel circuit specific to the SP propulsion system when this is not required (for example in the event of an emergency engine shutdown, hydrogen leak, hydrogen fire, engine failure, engine fire, etc.). Physically, the functional block 24 incorporates one or more flow-cutting devices such as one or more control valves; this ensures a physical separation between the two circuits (fuel conditioning circuit controlled by the SCI system and fuel circuit for the SP propulsion system controlled by the SC2 system); - a fuel metering function to be supplied to the aircraft's propulsion system; this function is ensured by the functional block 26 and, physically, involves a means of limiting the hydrogen flow (needle valve - pressure balanced or not, plug valve, ball valve, spherical or hemispherical shutter valve, butterfly valve, etc.) and a means of estimating the flow (calibrated orifice, measurement of the metering valve position, pressure and temperature measurements, Coriolis, ultrasonic, propeller, vortex, hot wire type flow meter...).

[0039] The role of the metering device is to control the gas flow rate sent to the combustion chamber of the propulsion system (engine). The flow rate depends on the pressure and temperature conditions at the metering device terminals.

[0040] Controlling the pressure and temperature of the fuel stored in an intermediate and temporary manner by the functional block 22 can accelerate response times when regulating the fuel dosing by the functional block 26.

[0041] It should be noted that the order of blocks 24, 26 and 28 in [Fig. 1] is not fixed. Thus, the power supply block 24 can be placed as close as possible to the propulsion system SP in order to obtain faster response times.

[0042] Optionally, a fuel heating function for the metered fuel is provided by the functional unit 28 and physically involves one or more metered fluid heating elements, for example, one or more heat exchangers. With regard to this heating function of the unit 28, the heat source used also serves to cool the propulsion system. This could be, for example, the engine lubricating oil, hot air from the primary flow, an intermediate heat transfer fluid, or an electrical system.

[0043] The MC2 module, which is functionally related to the control module 10, has the function of supplying the SP engine with fuel at its required flow rate and temperature based on aircraft instructions (throttle position 12, flight data 14,...) and on measurements taken by the metering device (current flow rate, temperature, pressure,...).

[0044] It should be noted that the two aforementioned control systems, SCI and SC2, are capable of independently controlling their respective functions based on information received from the aircraft's operational control system 10 and on local measurements within their respective areas. The control of both systems is considered intelligent insofar as the throttle position simultaneously affects both the conditioning and propulsion systems. Specifically, the functions performed by blocks 18 to 22 are controlled solely by the MCI module, and the functions performed by blocks 24 to 28 are controlled solely by the MC2 module.The only direct functional link or interaction between these two systems, SCI and SC2, concerns the fuel supply function of the propulsion system's fuel circuit (block 24), which depends on the intermediate storage function (block 22) of the conditioning circuit. However, the SC2 system retains control over the fluid metering, and therefore its pressure and temperature, since it only needs to adapt the pressure and temperature of the fluid from the intermediate storage tank (block 22) to the specific conditions of the propulsion system. These... The latter conditions are relatively close to those required for the engine. For example, the fluid stored in the intermediate storage tank can be at a temperature between 80 and 300 K, at a pressure of 10 to 200 bar, while the operating ranges required in the propulsion system can be 150 to 400 K and 5 to 100 bar, respectively. Generally, the SC2 system can rapidly draw the volume of fluid stored in the intermediate storage tank(s), emptying them faster than they fill. At the same time, the SCI system can immediately adjust the pressure and / or temperature of the regulated fluid in the tank(s).

[0045] This functional decoupling allows the independence of the two systems to be maintained (and control of their interfaces, this control being essential to guarantee the level of safety required by the aeronautical standard) and, in particular, to decouple the pressurization and heating functions of the fluid (cryogenic fuel) from the system dedicated to the aircraft's propulsion system (engine). The aircraft's propulsion system thus retains its physical and functional unity.

[0046] To further decouple the propulsion system from the conditioning system, the fuel heating in the functional block 20 can be carried out with a different hot source than the propulsion system.

[0047] The control architecture described above is not based on a fixed physical configuration of the aircraft, fuel conditioning system, and propulsion system. On the contrary, it is independent of the spatial arrangement of certain aircraft components and, in particular, allows for decoupling between the fuel conditioning system and the propulsion system.

[0048] According to an alternative embodiment illustrated by the mixed line between the two modules MCI and MC2 in [Fig. 1], the two systems SCI and SC2 can exchange information / data to increase the intelligence of the overall control architecture. However, the exchange of information / data must remain non-critical, in the sense that its loss must not impact the functions of each control system and, in particular, must not prevent the performance of any of these functions. For example, the following information / data can be exchanged: - a pressure level desired by the MC2 module in block 22 can be transmitted to the MCI module; - the target level for the current MCI module of pressure and temperature in block 22 can be transmitted to the MC2 module; - Information on the status of the systems (functional, broken, degraded operation, etc.) can be transmitted by one and / or the other of the MCI and MC2 modules to the other module depending on the nature of the information. - pressure and temperature levels measured in block 22 can be transmitted by the MCI module to the MC2 module; - Pressure and temperature levels measured at the input can be transmitted by the MC2 module to the MCI module

[0049] Fig. 2 illustrates another embodiment of the invention which relates to a control architecture of an aircraft propulsion chain in which the architecture of Fig. 1 is duplicated.

[0050] Thus, the new control architecture comprises: -a first fuel conditioning control system SCla originating from one or more first cryogenic fuel tanks 16a, - a first SC2a control system of a first aircraft propulsion system SPa, - a second SClb fuel conditioning control system from one or more second cryogenic fuel tanks 16b, -a second SC2b control system of a second aircraft propulsion system SPb.

[0051] Each of the first and second systems SCla, SClb (resp. SC2a, SC2b) is identical to the SCI system (resp. SC2) of [Fig. 1] and will therefore not be described again here. The components of the systems are not identified with the exception of the intermediate storage tanks 22a and 22b of the first systems SCla, SClb, for the reasons set out below.

[0052] The SCla, SC2a, SClb, and SC2b control systems interact functionally with a main aircraft control system SCO' (analogous to the SCO system in [Fig. 1]) which performs the aircraft's main flight functions, using a main control module 10, based on the controls 10 operated by the pilot, including the throttle, and on the flight conditions 14 (altitude, temperature, etc.). The SCO' system here controls the two, or more than two, tanks 16a and 16b and interacts with each of the aforementioned systems via dedicated communication lines.

[0053] The architecture of [Fig.2] however has a particularity in its operation: it includes a functional (and physical) link, noted CF (“cross-feed” in Anglo-Saxon terminology to designate a cross-feed), between the intermediate storage tanks 22a and 22b, and which is controlled by the SCO' system and in particular module 10.

[0054] This functional (and physical) link allows, upon command from module 10, the first intermediate storage tank(s) 22a and the second intermediate storage tank(s) 22b to be fluidly connected by connecting pipes equipped with valves, thus allowing the selective (cross-feeding) supply of one or both of the first and second tanks. aircraft propulsion systems SPa, SPb from fuel from the first intermediate storage tank(s) 16a and / or the second intermediate storage tank(s) 16b.

[0055] This configuration allows adaptation to the following scenarios: -in case of failure of the SC la system, the SC2a and SC2b control systems can remain supplied with fuel by opening the valve(s) of the CF link and closing the shut-off valve(s) of the SC la system (corresponds to the valve of block 19 of the [Fig.l]); -in case of imbalance in fuel consumption drawn from each of the tanks 16a and 16b, the occasional and / or regulated opening of the valve(s) of the CF connection allows this imbalance to be corrected; -in case of failure of the SC1 system and the SC2b control system, the functional CF link allows an operational channel (SC1b SC2a) to be maintained to operate the architecture.

[0056] It should be noted that the functions ensured by this functional link CF and the fuel conditioning control functions of the SC la, SClb systems can be intelligently controlled to ensure this balancing.

[0057] For example, it is possible to: - measure the filling states of the tanks and compare them to a target filling state; -open the CF functional link; -strengthen the instruction sent on one side and lower the instruction on the other side.

[0058] It should be noted that the cryogenic fuel conditioning circuit mentioned above (in relation to the fuel conditioning control systems) is positioned in an aircraft reference frame (REF-A), namely that it is a perimeter which is the responsibility of the aircraft manufacturer, while the aircraft propulsion system(s) are positioned in a turbomachine reference frame (REF-M), namely that it is a perimeter which is the responsibility of the engine manufacturer.

[0059] Although the present invention has been described with reference to specific embodiments, it is evident that modifications and changes can be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than a restrictive sense.

[0060] It is also evident that all the characteristics described with reference to a method are transposable, alone or in combination, to a device, and vice versa, all the characteristics described with reference to a device are transposable, alone or in combination, to a process.

Claims

Demands

1. A propulsion chain control architecture, said control architecture being intended for an aircraft and comprising: i) at least one fuel conditioning control system (SCI; SCla, SClb) from one or more cryogenic fuel tanks (16; 16a, 16b), said at least one conditioning control system being configured to control the functions of: -pressurizing (18) the fuel from one or more cryogenic fuel tanks, -heating (20) the pressurized fuel, -intermediate storage (22) in one or more intermediate storage tanks of the fuel thus pressurized and heated, ii) at least one control system (SC2; SC2a, SC2b) of an aircraft propulsion system (SP; SPa, SPb) which is separate from the fuel conditioning control system (SCI;SCla, SClb) and which is configured to ensure the control of the functions: -supplying (24) fuel from the fuel stored in the intermediate storage tank(s) (22), -metering (26) of the fuel to be supplied to the aircraft propulsion system, said at least one fuel conditioning control system (SCI; SCla, SClb) and said at least one aircraft propulsion system control system (SC2; SC2a, SC2b) being capable of ensuring the control of their respective functions independently of each other, except for the fuel supply function which depends on the intermediate storage function (22).

2. Control architecture according to claim 1, characterized in that said at least one aircraft propulsion system control system (SC2; SC2a, SC2b) is also configured to provide an additional heating function (28) of the metered fuel before its supply to the aircraft propulsion system.

3. Control architecture according to claim 1 or 2, characterized in that said at least one fuel conditioning control system (SCI; SCla, SClb) is configured to ensure control of the intermediate storage function (22) of the fuel pressurized and heated under temperature and pressure conditions distinct from those of the fuel to be supplied to the aircraft propulsion system.

4. Control architecture according to any one of the preceding claims, characterized in that each of said at least one fuel conditioning control system (SCI; SC1a, SC1b) and said at least one aircraft propulsion system control system (SC2; SC2a, SC2b) is configured to ensure control of its respective functions from information received from an aircraft operational control system (SCO).

5. Control architecture according to any one of the preceding claims, characterized in that said at least one fuel conditioning control system (SCI; SC1a, SC1b) and said at least one aircraft propulsion system control system (SC2; SC2a, SC2b) are also configured to communicate information to each other.

6. Control architecture according to any one of the preceding claims, characterized in that it comprises: a first fuel conditioning control system (SCla) from one or more first cryogenic fuel tanks (16a), a first control system (SC2a) of a first aircraft propulsion system (SPa), a second fuel conditioning control system (SC2a) from one or more second cryogenic fuel tanks (16b), a second control system (SC2b) of a second aircraft propulsion system (SPb).

7. Control architecture according to the preceding claim, characterized in that the first intermediate storage tank(s) (22a) and the second intermediate storage tank(s) (22b) are fluidly connected to each other by connecting pipes (CF) which are equipped with valves allowing to selectively supply one and / or the other of the first (SPa) and second (SPb) aircraft propulsion systems from the fuel from the first intermediate storage tank(s) (22a) and / or the second intermediate storage tank(s) (22b).

8. Control architecture according to any one of the preceding claims, characterized in that it comprises: at least one cryogenic fuel conditioning circuit which includes: -one or more pressurizing devices (18) for the cryogenic fuel, -one or more heating devices (20) for the pressurized cryogenic fuel, -one or more intermediate storage tanks (22) for the cryogenic fuel thus pressurized and heated, at least one aircraft propulsion system supply system which includes: -one or more fuel supply valves (24), -one or more fuel metering devices (26) for supplying it to the aircraft propulsion system.

9. Control architecture according to the preceding claim, characterized in that said at least one cryogenic fuel conditioning circuit is positioned in an aircraft reference frame (REF-A), while said at least one aircraft propulsion system supply system is positioned in a turbomachine reference frame (REF-M).

10. Control architecture according to any one of the preceding claims, characterized in that the cryogenic fuel is selected from LH2, CH4, NH4.

11. Assembly comprising: -an aircraft propulsion system, -a control architecture according to one of the preceding claims.

12. Aircraft comprising: -a system for controlling the operational functioning of the aircraft, -one or more cryogenic fuel tanks (16; 16a, 16b), -a control architecture according to any one of claims 1 to 10.

13. A method for controlling a propulsion system for controlling a propulsion system of an aircraft, the method comprising: i) controlling the conditioning of a fuel (SCI; SC1a, SC1b) from one or more cryogenic fuel tanks (16; 16a, 16b), the conditioning control comprising controlling the functions: -pressurization (18) of fuel from one or more cryogenic fuel tanks, -heating (22) of the pressurized fuel, -intermediate storage (22) in one or more intermediate storage tanks for the fuel thus pressurized and heated, ii) the control (SC2; SC2a, SC2b) of an aircraft propulsion system (SP; SPa, SPb) that is independent of the fuel conditioning control (SCI; SCla, SClb), the control (SC2; SC2a, SC2b) of the aircraft propulsion system including the control of the functions: -fuel supply (24) from the fuel stored in the intermediate storage tank(s) (22), -dosing (26) of the fuel to be supplied to the aircraft's propulsion system, the control of the fuel conditioning functions (SCI; SCla, SClb) and the control of the aircraft propulsion system functions (SC2; SC2a, SC2b) being carried out independently of each other, except for the fuel supply function which depends on the intermediate storage function (22).

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