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CN-122029106-A - Electrical architecture with fuel cell for aircraft, engine/generator comprising two mechanical connections, and aircraft comprising such architecture

CN122029106ACN 122029106 ACN122029106 ACN 122029106ACN-122029106-A

Abstract

The invention relates to an electrical architecture for a vehicle, comprising a propulsion electrical network (10L, 10R) comprising at least one fuel cell (30L, 30R) and a propulsion motor (1L, 1R) connected to the fuel cell, and a non-propulsion electrical network (2200) comprising a battery (50) and a first generator/motor (23L, 23R) connected to the battery. The fuel cell includes at least one motion transmission chain including at least one second generator/motor (332L, 332R) mechanically connected to the first fluid circulation member (331L, 331R). The first generator/motor is mechanically connected to the motion transmission chain by a motion transmission line (40L, 40R). The architecture comprises at least one electronic control unit connected to said generator/engine, which is arranged to selectively actuate them in a start mode and a nominal mode. The invention also relates to an aircraft comprising such an architecture.

Inventors

  • V. Baoweite
  • Y. Feynman
  • MOORE CAROLYN

Assignees

  • 赛峰集团

Dates

Publication Date
20260512
Application Date
20241004
Priority Date
20231009

Claims (10)

  1. 1. An electrical architecture for a vehicle comprising a propulsion electrical network (10L, 10R) and a non-propulsion electrical network (20), the propulsion electrical network comprising at least one fuel cell (30L, 30R) and a propulsion electrical network (1L, 1R) connected to the fuel cell, the non-propulsion electrical network comprising a battery (50) and a first generator/motor (23L, 23R) connected to the battery, the fuel cell comprising at least one motion transmission chain comprising at least one second generator/motor (332L, 332R) mechanically connected to a first fluid circulation member (331L, 331R), the first generator/motor being mechanically connected to the motion transmission chain by a motion transmission line (40L, 40R), the architecture comprising at least one electronic control unit connected to the generator/motor (23L, 23R, 332R) and arranged to selectively control them in a start-up mode and a power supply mode, the first generator/motor (23L, 332R) in a first power supply mode, the first generator/motor (23L, 332R) and the first generator/motor (332R) in a rated power supply mode.
  2. 2. The electrical architecture according to claim 1, characterized in that the electronic control unit (60) is arranged to control, in a start-up mode, the power supply to the interconnection bars (13L, 13R) of the propulsion electrical network (10L, 10R) via the non-propulsion electrical network (20).
  3. 3. The electrical architecture according to claim 1 or 2, characterized in that the at least one electronic control unit is arranged to control the stopping of the propulsion electrical network (1L, 1R) in a start mode, followed by controlling its power supply in a nominal mode.
  4. 4. The electrical architecture of any one of the preceding claims, wherein the motion transmission chain comprises a gearbox (334L, 334R), and the motion transmission line (40L, 40R) mechanically connects the first generator/motor (23L, 23R) to the gearbox.
  5. 5. The electrical architecture of any one of the preceding claims, wherein the first fluid circulation member (331L, 331R) is a compressor arranged in an air circuit of the fuel cell (30L, 30R).
  6. 6. The electrical architecture of claim 5, characterized in that the fuel cell (30L, 30R) comprises at least one fluid circulation member (321L, 321R; 3418L, 341R) arranged in the fuel circuit of the fuel cell and mechanically connected to an auxiliary motor (322L, 322R, 342L, 342R) connected to an internal interconnection bar (35L, 35R), to which the second generator/motor (332L, 332R) is also connected, such that the auxiliary motor can be powered by the second generator/motor when it is in start-up mode.
  7. 7. The electrical architecture of any of the preceding claims, characterized in that the fuel cell (30L, 30R) comprises a cooling management member (341L, 341R) mechanically connected to an auxiliary motor (342L, 342R) connected to an internal interconnection bar (35L, 35R) to which the second generator/motor (332L, 332R) is also connected, such that the auxiliary motor can be powered by the second generator/motor when it is in start-up mode.
  8. 8. The electrical architecture of any one of the preceding claims, characterized in that the fuel cell (30L, 30R) comprises an interconnection bar (13L, 13R) connected to the non-propulsion electrical network (20) at least when the generator/motor (23L, 23R, 332L, 332R) is in start-up mode.
  9. 9. The electrical architecture of any one of the preceding claims, wherein the non-propelled electrical network (20) comprises an external power outlet (26).
  10. 10. An aircraft comprising an electrical architecture according to any preceding claim.

Description

Electrical architecture with fuel cell for aircraft, engine/generator comprising two mechanical connections, and aircraft comprising such architecture Technical Field The present invention relates to the field of electrical architecture with 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. Specifically, various restrictions on carbon emissions have been, are being or will 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 efforts have brought about very significant improvements in aircraft environmental performance. In order to increase the energy efficiency of an aircraft, the applicant considers factors influencing all stages of design and development in order to obtain lower energy consumption, more environmentally friendly aeronautical components and products, and the integration and use of these components and products in civil aviation have modest environmental impact. Accordingly, applicants are continually striving to reduce their negative impact on climate by employing methods and utilizing responsible development and manufacturing processes that minimize greenhouse gas emissions and thereby reduce their active environmental footprint. 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 a dihydro. It should be 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 the generated water and heat 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. The device is generally provided with: a first electrical network, called propulsion network, dedicated to the propulsion of the aircraft and comprising fuel cell batteries, 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, cell 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 supply fuel to the auxiliary components of the unit cells to enable start-up prior to starting up the fuel unit cells. To this end, the non-propulsion electrical network includes a battery that is charged by the fuel cell after the fuel cell is started. One disadvantage of such a system is that the non-propulsion electrical network is typically a low voltage power 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. Disclosure of Invention It is a particular object of the present invention to provide an electrical architecture for a fuel cell vehicle that at least partially overcomes the above-mentioned drawbacks. To this end, the present invention provides an electrical architecture for a vehicle that includes a propelled electrical network and a non-propelled electrical network. The propulsion electrical network comprises at least one fuel cell, and a propulsion electrical network or propulsion motor (moteur e lectrique de propulsion) connected to the fuel cell. The non-propulsion electrical network includes a battery and a first generator/motor connected to the battery. The fuel cell includes at least one motion transmission chain including at least one second generator/motor mechanically connected to the first fluid circulation member. T