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CN-122003367-A - Electrical architecture for an aircraft comprising two engine/generators connected by a mechanical interconnection, and aircraft comprising such an architecture

CN122003367ACN 122003367 ACN122003367 ACN 122003367ACN-122003367-A

Abstract

The invention relates to an electrical architecture for a vehicle, comprising at least one non-propelling electrical network comprising at least one battery (50) and a first generator/motor (23L, 23R) connected to the battery, and at least one propelling electrical network (10L, 10R) comprising at least one fuel cell (30L, 30R) and a second generator/motor (1L, 1R) electrically connected to the fuel cell. The first generator/motor is mechanically connected to a motion transmission line (40L, 40R) comprising a speed increasing member mechanically connected to the second generator/motor (1L, 1R). The architecture comprises at least one electronic control unit connected to said generator/motors (23L, 23R, 1L, 1R) and designed to selectively control them in a start mode and a nominal mode. The invention also relates to an aircraft comprising such an architecture.

Inventors

  • V. Baoweite
  • MOORE CAROLYN
  • Y. Feynman
  • A. RENAULT

Assignees

  • 赛峰集团

Dates

Publication Date
20260508
Application Date
20241004
Priority Date
20231009

Claims (10)

  1. 1. An electrical architecture for a vehicle, comprising at least one non-propulsion electrical network (20) and at least one propulsion electrical network (10L, 10R), the non-propulsion electrical network comprising at least one battery (50) and at least one first generator/motor (23L, 23R) connected to the battery, the propulsion electrical network comprising at least one fuel cell (30L, 30R) and a second propulsion generator/motor (1L, 1R) electrically connected to the fuel cell, the first generator/motor being mechanically connected to a motion transmission line (40L, 40R) comprising a speed increasing member mechanically connected to the second generator/motor (1L, 1R), the architecture comprising at least one electronic control unit connected to the generator/motor (23L, 23R, 1L, 1R) designed to selectively control them in a start-up mode in which the first generator/motor (23L, 23R) drives the second generator/motor (23L, 1R) to power the first generator/motor (23L, 1R) in a nominal mode in which the first generator/motor (23L, 1R) is not powered by the first generator/motor (1L, 1R).
  2. 2. The electrical architecture of claim 1, characterized in that the propulsion electrical network comprises at least two fuel cells (30L, 30R) electrically connected to the second generator/motor (1L, 1R).
  3. 3. The electrical architecture of any one of the preceding claims, characterized in that the fuel cell (30L, 30R) comprises at least one fluid circulation member (321L, 321R; 3418L, 341R) arranged in a fluid circuit of the fuel cell and mechanically connected to an auxiliary electric motor (322L, 322R, 342L, 342R) connected to an internal interconnection (35L, 35R), to which the second generator/motor (1L, 1R) is also connected, such that the auxiliary electric motor can be powered by it when the second generator/motor is in a start-up mode.
  4. 4. The electrical architecture of any one of the preceding claims, characterized in that the fuel cell (30L, 30R) comprises a cooling management member (341L, 341R) mechanically connected to an auxiliary electric motor (342L, 342R) connected to an internal interconnection bar (35L, 35R), to which the second generator/motor (1L, 1R) is also connected, such that the auxiliary electric motor can be powered by the second generator/motor when it is in a start-up mode.
  5. 5. The electrical architecture of any of the preceding claims, wherein the non-propelled electrical network (20) comprises an external power outlet (26).
  6. 6. An air-craft having the function of a vehicle, the aircraft comprising an electrical architecture according to any one of the preceding claims.
  7. 7. The aircraft according to claim 6, characterized in that the electrical architecture comprises two propulsion electrical networks (10L, 10R), a first propulsion electrical network (10L) and a second propulsion electrical network (10R), the at least one electronic control unit being designed to control the first generator/motor (23L, 23R) and the second generator/motor of the first propulsion electrical network (10L) in a first sequence of the start-up modes, in which first sequence the first generator/motor (23L, 23R) drives the second generator/motor of the first propulsion electrical network (10L) in order to supply the fuel cells of the first propulsion electrical network (10L) with power, and then to control the second generator/motor of the second propulsion electrical network (10R) in a second sequence of the start-up modes.
  8. 8. The aircraft according to claim 7, characterized in that during the second sequence of the start-up mode, the electronic control unit is designed to control a second generator/motor of the first propulsion electrical network (10L) to drive a second generator/motor of the second propulsion electrical network (10R) to supply the fuel cells of the second propulsion electrical network (10R).
  9. 9. The aircraft according to claim 7, characterized in that during the second sequence of the start-up mode, the electronic control unit is designed to control the first generator/motor (23L, 23R) to drive a second generator/motor of the second propulsion electrical network (10R) to supply the fuel cells of the second propulsion electrical network (10R).
  10. 10. The aircraft according to any one of claims 7 to 9, characterized in that the electrical architecture comprises two first generator/motors and two motion transmission lines (40L, 40R) for mechanically connecting the first generator/motors to a second generator/motor of the first propulsion electrical network (10L) and to a second generator/motor of the second propulsion electrical network (10R), respectively.

Description

Electrical architecture for an aircraft comprising two engine/generators connected by a mechanical interconnection, and aircraft comprising such an architecture Technical Field The present invention relates to the field of electrical architecture including fuel cells in the transportation field, in particular in the aeronautical field. Background Climate change is a major concern for many legislation and regulatory authorities worldwide. In particular, various carbon emission limits have been, are being or are about to be adopted by various countries. In particular, a strict standard applies both to new aircraft and to in-service aircraft, requiring implementation of technical solutions in order to make them compliant with current regulations. The civil aviation industry has been mobilizing for many years to make contributions to the management of climate change. Technological research effort has led to very significant improvements in aircraft environmental performance. In order to increase the energy efficiency of an aircraft, the applicant considers various factors that affect all stages of design and development in order to obtain lower energy consumption, more environmentally friendly aeronautical components and products, and whose integration and use in civil aviation have modest environmental impact. Accordingly, applicants are continually striving to reduce their negative impact on climate by employing benign development and manufacturing methods and processes that minimize greenhouse gas emissions and thus reduce the impact of their activities on the environment. This continuous research and development relates to the lightening of new generation aircraft engines, devices, in particular by lightening the materials used and the equipment onboard, and by the development of propulsion using electrical technology. For this purpose, it has been considered to replace the propulsion heat engine in an aircraft with a propulsion electric motor connected to a fuel cell fed by dihydro. It is recalled that a fuel cell comprises at least one electrochemical generator, first means for supplying dihydro to the electrochemical generator, second means for supplying dioxygen to the electrochemical generator, and means for removing water and heat generated from the electrochemical generator. The electrochemical generator comprises two electrodes, an anode, on which the oxidation of the dihydro as a reducing fuel takes place, and a cathode, on which the reduction of the dioxygen as an oxidizing agent takes place, so that a charge transfer takes place between the two electrodes. Generally comprises: a first electrical network, called propulsion network, dedicated to the propulsion of the aircraft and comprising a fuel cell, and A second electrical network, called non-propulsion network, dedicated to non-propulsion on-board electrical equipment (computers and other computing devices, flight control actuators, communication devices, etc.). In flight, the fuel cell powers the electric propulsion motor, fuel cell auxiliary components (air compressor, hydrogen recirculation, battery cooling) necessary for fuel cell operation, and non-propulsion on-board equipment. However, it is also necessary to supply power to the non-propulsion on-board equipment and to supply fuel to the auxiliary components of the battery to enable start-up prior to starting up the fuel cell. To this end, the non-propulsion electrical network comprises a battery, which is charged by the fuel cell after the fuel cell has started. One disadvantage of such a system is that the non-propulsion electrical network is typically a low voltage electrical network, typically 28V, while the fuel cell has power components that require higher voltages. Therefore, a voltage converter that is relatively heavy and is only used for starting must be provided. Furthermore, the electrical connection between the non-propelled electrical network and the power supply portion of the propelled electrical network may create a significant risk of fault propagation between the two electrical networks. It must also be ensured that the two networks do not interfere with each other. Object of the Invention It is a particular object of the present invention to provide an electrical architecture for a vehicle comprising a fuel cell that at least partially overcomes the above drawbacks. Disclosure of Invention To this end, the invention provides an electrical architecture for a vehicle comprising at least one non-propelled electrical network and at least one propelled electrical network. The non-propulsion electrical network includes at least one battery and a first generator/motor connected to the battery. The propulsion electrical network includes at least one fuel cell and a second propulsion generator/motor electrically connected to the fuel cell, the first generator/motor mechanically connected to a motion transmission line including a speed increasing member mechanically connected