Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D37/00—Arrangements in connection with fuel supply for power plant
  • B64D37/34—Conditioning fuel, e.g. heating
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D37/00—Arrangements in connection with fuel supply for power plant
  • B64D37/30—Fuel systems for specific fuels
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
  • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
  • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
  • F02C7/22—Fuel supply systems
  • F02C7/224—Heating fuel before feeding to the burner
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
  • F02C9/26—Control of fuel supply
  • F02C9/40—Control of fuel supply specially adapted to the use of a special fuel or a plurality of fuels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D41/00—Power installations for auxiliary purposes
  • B64D2041/005—Fuel cells
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
  • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
  • F02C3/20—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products
  • F02C3/22—Gas-turbine plants characterised by the use of combustion products as the working fluid using a special fuel, oxidant, or dilution fluid to generate the combustion products the fuel or oxidant being gaseous at standard temperature and pressure
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2220/00—Application
  • F05D2220/30—Application in turbines
  • F05D2220/32—Application in turbines in gas turbines
  • F05D2220/323—Application in turbines in gas turbines for aircraft propulsion, e.g. jet engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2220/00—Application
  • F05D2220/70—Application in combination with
  • F05D2220/75—Application in combination with equipment using fuel having a low calorific value, e.g. low BTU fuel, waste end, syngas, biomass fuel or flare gas
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2260/00—Function
  • F05D2260/20—Heat transfer, e.g. cooling
  • F05D2260/213—Heat transfer, e.g. cooling by the provision of a heat exchanger within the cooling circuit
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

• the present invention relates to the field of aircraft comprising turbomachines powered by fuel stored in a cryogenic tank.
• the fuel In order to be able to be injected into the combustion chamber of a turbomachine, the fuel must be conditioned, that is to say pressurized and heated, in order to allow optimal combustion. Conditioning is for example necessary to reduce the risk of icing of the water vapor contained in the air which circulates in the turbomachine, in particular at the level of the fuel injectors of the turbomachine.
• a conditioning system according to the prior art comprising a fuel circuit 100 connected at the inlet to a cryogenic tank R1 and at the outlet to the combustion chamber CC of a turbomachine T.
• a flow of fuel Q circulating from upstream downstream in the fuel circuit 100 successively passes through a mechanical pump 101 drawing off the fuel in the liquid phase and a heating module 102.
• a heating module 102 requires the use of energy to operate, which lowers the efficiency of the conditioning system. It has been proposed in the prior art to use a heating module 102 which takes calories from the turbomachine T. In practice, the calories generated by the turbomachine T are not sufficient to heat the fuel flow Q without penalizing its yield. In addition, the calories generated depend on the speed of the turbomachine T.
• the invention aims to eliminate at least some of these disadvantages by proposing a new fuel conditioning system allowing heating with better efficiency and great operability.
• the present invention makes it possible to take advantage of a fuel cell to condition fuel stored in a cryogenic tank.
• a fuel cell makes it possible, from fuel, to generate electrical energy that can be used by the turbine engine and/or the aircraft.
• the fuel cell has an efficiency of around 50% and also generates a large quantity of calories which are traditionally dissipated by an external air flow. Thanks to the invention, the calories generated are advantageously used for conditioning the cryogenic fuel used for the aircraft turbine engine in order to be able to be consumed in an optimal manner.
• a fuel cell has a high efficiency at constant speed and thus makes it possible to generate calories for heating independently at the speed of the aircraft turbine engine.
• the coolant of a fuel cell was cooled by a flow of air outside the aircraft via a large radiator which induced significant drag for the aircraft.
• the radiator can be eliminated or its dimensions reduced. Interactions with the outside air flow are reduced and drag is reduced.
• the conditioning system comprises a heat transfer fluid circuit in which a heat transfer fluid for cooling the fuel cell circulates, the first heat exchanger belonging to the heat transfer fluid circuit.
• the heat transfer fluid circuit makes it possible to directly transmit the calories from the fuel cell to the fuel, which increases the compactness and reduces the mass.
• the conditioning system comprises a bypass pipe making it possible to supply fuel to the second heat exchanger without supplying the first heat exchanger.
• a bypass pipe making it possible to supply fuel to the second heat exchanger without supplying the first heat exchanger.
• the bypass pipe comprises a bypass valve which makes it possible to regulate the quantity of fuel which is supplied directly to the first heat exchanger and directly to the second exchanger.
• the bypass valve is preferably controlled according to the fuel flow and/or the temperature of the fuel at the outlet of the first exchanger.
• the fuel cell is supplied by the fuel circuit, in particular by a fraction of the flow of fuel previously heated by the first exchanger.
• the use of a fuel cell also has the advantage of using the fuel directly from the cryogenic tank, which makes the fuel cell autonomous and simplifies the conditioning system.
• the heat transfer fluid circuit comprises a load shedding branch, hereinafter referred to as “primary load shedding branch”, comprising a heat exchanger, hereinafter designated “primary load shedding exchanger”, which makes it possible to decrease the calorie input supplied to the first heat exchanger.
• primary load shedding branch comprising a heat exchanger, hereinafter designated “primary load shedding exchanger” which makes it possible to decrease the calorie input supplied to the first heat exchanger.
• the primary load shedding branch further comprises a primary load shedding valve which makes it possible to regulate the quantity of heat transfer fluid which is supplied to the first heat exchanger and to the primary load shedding exchanger.
• the conditioning system comprises a heating circuit in which circulates a coolant from the turbine engine, for example, an air flow taken downstream of a compression phase, a burnt gas flow taken downstream from a turbine, or a lubricating fluid.
• a coolant from the turbine engine for example, an air flow taken downstream of a compression phase, a burnt gas flow taken downstream from a turbine, or a lubricating fluid.
• the secondary heating is thus carried out as close as possible to the turbomachine.
• the heating circuit comprises a load shedding branch, hereinafter referred to as “secondary load shedding branch”, comprising a heat exchanger, hereinafter designated “secondary load shedding exchanger”, which makes it possible to regulate the caloric supply to the second heat exchanger.
• secondary load shedding branch comprising a heat exchanger, hereinafter designated “secondary load shedding exchanger” which makes it possible to regulate the caloric supply to the second heat exchanger.
• the conditioning system comprises an air supply line which connects the turbomachine to the fuel cell in order to supply the fuel cell with a flow of pressurized air coming from the turbomachine.
• the air supply line has an auxiliary branch which includes an auxiliary heat exchanger to regulate the temperature of the air flow supplied to the fuel cell. This improves the efficiency of the fuel cell.
• the fuel circuit includes an auxiliary branch which makes it possible to exchange calories with the auxiliary branch of the air supply pipe via the auxiliary exchanger.
• the temperature regulation is carried out as close as possible to the turbomachine in synergy with the other equipment of the conditioning system.
• the turbomachine is mechanically connected to a propulsion member.
• the conditioning system comprises a propulsion member and a drive system for said propulsion member, the drive system being configured to be powered by the turbomachine and by the fuel cell.
• the fuel is dihydrogen. This is particularly advantageous for a hydrogen fuel cell.
• the invention also relates to a set of a turbomachine and a conditioning system as presented above.
• the invention also relates to an aircraft comprising a turbomachine and a conditioning system as presented above.
• FIG. 1 There is a schematic representation of a fuel conditioning system according to a third embodiment of the invention with a fuel cell air supply line.
• a fuel conditioning system SC configured to supply an aircraft turbomachine, called turbomachine T, from fuel Q coming from a cryogenic tank R1.
• the turbomachine T is configured to ensure the propulsion of the aircraft, in particular, by driving at least one propulsion member (not represented on the ).
• the fuel is liquid hydrogen but the invention applies to other types of fuel, for example, liquid methane or liquefied natural gas.
• the conditioning system SC includes a fuel circuit CQ (solid line on the ) connected at the inlet to the cryogenic tank R1 and at the outlet to the turbomachine T.
• the conditioning system SC also comprises a pump 1, preferably high pressure, configured to circulate a flow of fuel Q from upstream (inlet) to downstream ( outlet) in the CQ fuel system.
• the pump 1 is sized to deliver sufficient pressure to supply the turbomachine T taking into account the pressure drops of the fuel circuit CQ.
• Such heating is advantageous given that it takes advantage of the heat generated by the fuel cell P and the turbomachine T.
• the fuel cell P is configured to generate, on the one hand, electrical energy ELEC and, on the other hand, calories which are collected in the fuel cell P by a heat transfer fluid circuit H1 .
• the ELEC electrical energy is intended for the electrical network of the aircraft.
• the fuel cell P is a PEM cell, that is to say, having a proton-emitting membrane.
• the heat transfer fluid circuit H1 makes it possible to transmit the calories from the fuel cell P to the fuel circuit CQ via the first heat exchanger 31.
• the fuel cell P has an efficiency of the order of 50% and generates a significant amount of calories which make it possible to efficiently heat the fuel Q of the fuel circuit CQ.
• the transfer of calories within the first heat exchanger 31 makes it possible to cool the heat transfer fluid of the fuel cell P which can thus again collect the calories within the fuel cell P.
• the heat transfer fluid of a P fuel cell was cooled by a flow of air outside the aircraft via a large radiator which induced significant drag for the aircraft.
• the radiator can be eliminated or its dimensions reduced. Interactions with the outside air flow are reduced and drag is reduced.
• the fuel cell P is directly supplied by the fuel circuit CQ and is thus autonomous, which simplifies the conditioning system SC.
• the fuel cell P is supplied with a fraction of the flow of fuel Q previously heated by the first exchanger 31, in particular, hydrogen.
• the conditioning system SC comprises a pressure regulator 2, in particular a pressure reducer, configured to supply the fuel cell P with a flow of fuel Q at constant pressure and flow rate.
• the fuel cell P is supplied optimally with fuel Q.
• the fuel cell P is supplied with oxygen taken from the ambient air.
• the fuel cell P operates at a constant (stationary) regime. Its mode is preferably determined to provide a quantity of electrical energy with the best efficiency.
• the calories of the fuel cell P do not depend on the speed of the turbomachine T.
• the fuel cell P is dimensioned only to supply the non-propulsive energies and not from a thermal point of view .
• the conditioning conditioning system S remains operational.
• the second heat exchanger 32 is supplied with calories from the turbomachine T, in particular, by a heating circuit F1 in which circulates a heat transfer fluid from the turbomachine T, for example, an exhaust air flow from of a compression phase or a lubricating fluid.
• the number of calories thus depends on the speed of the turbomachine T.
• the fuel Q is thus heated, on the one hand, by the first exchanger 31 and, on the other hand, by the second exchanger 32.
• the conditioning system SC further comprises a bypass pipe W1 making it possible to supply the second heat exchanger 32 without supplying the first heat exchanger 31.
• the bypass pipe W1 comprises an upstream end connected to the circuit of fuel CQ upstream of the first heat exchanger 31 and a second downstream end connected downstream of the first heat exchanger 31, in particular, upstream of the second heat exchanger 32.
• the bypass pipe W1 further comprises a bypass valve V1 which makes it possible to regulate the quantity of fuel Q which is supplied directly to the first heat exchanger 31 and directly to the second exchanger 32.
• the bypass valve V1 is controlled by a computer 3 in order to determine the quantity of fuel Q which circulates in the first heat exchanger 31, this makes it possible to regulate the temperature of the fuel Q supplied to the fuel cell P to allow optimal operation independently of the fuel requirements of the turbomachine T.
• the control of the bypass valve V1 is a function at least of the speed of the turbomachine T and of the fuel requirements Q. At nominal speed of the turbomachine T, the bypass valve V1 is closed. When the speed of the turbomachine T is higher than its nominal speed, the bypass valve V1 is opened and a fraction of the fuel Q is conveyed to the second heat exchanger 32, the speed of the fuel cell P remaining constant.
• the fuel cell P is fed by fuel taken upstream of the pump 1. This makes it possible to avoid expanding the fuel Q again either with a turbine which adds complexity, or with a valve whose thermodynamic efficiency is weak.
• the conditioning system S comprises an additional heat exchanger 33 which belongs to the heat transfer fluid circuit H1 to heat the fuel Q.
• the first exchanger 31 and the additional heat exchanger 33 are mounted in series in the circuit of heat transfer fluid H1.
• the additional heat exchanger 33 is mounted upstream of the fuel cell P and downstream of the first exchanger 31 in order to optimally heat the fuel Q dedicated to the fuel cell P.
• the first heat exchanger 31 is configured to heat the fuel Q from the calories from the fuel cell P.
• the number of calories generated by a fuel cell P intended to supply an electrical network of an aircraft, may be greater than the heating requirements of the fuel Q.
• the heat transfer fluid circuit H1 comprises a load shedding branch H1d, subsequently designated “primary load shedding branch H1d”, comprising a heat exchanger 41, hereinafter referred to as “primary load shedding exchanger 41", which makes it possible to reduce the calorie input to the first heat exchanger 31.
• the primary load shedding branch H1d comprises an upstream end connected to the heat transfer fluid circuit H1 upstream of the first heat exchanger 31 and a second downstream end located downstream of the first heat exchanger 31.
• the primary load shedding branch H1d further comprises a load shedding valve V2, subsequently designated “primary load shedding valve V2", which makes it possible to regulate the quantity of heat transfer fluid which is supplied to the first heat exchanger 31 and to the primary load shedding exchanger 41.
• the primary load shedding valve V2 is controlled by the computer 3 in order to determine the quantity of coolant which circulates in the first heat exchanger 31, this makes it possible to regulate the temperature of the fuel Q supplied to the second exchanger 32.
• the piloting of the primary load shedding valve V2 is a function at least of the speed of the turbomachine T so as to supply the turbomachine T with a fuel Q heated in an optimal manner.
• the primary load shedding exchanger 41 is crossed by an outside air flow Fext to take the calories circulating in the primary load shedding branch H1d. It goes without saying that the primary unloading exchanger 41 could be cooled in a different way.
• the heating circuit F1 comprises a load shedding branch F1d, hereinafter designated “secondary load shedding branch F1d”, comprising a heat exchanger 42, hereinafter designated “secondary load shedding exchanger 42”, which makes it possible to reduce the caloric input to the second heat exchanger 32.
• the secondary load shedding branch F1d comprises an upstream end connected to the heating circuit F1 upstream of the second heat exchanger 32 and a second downstream end positioned downstream of the second heat exchanger 32.
• the secondary load shedding branch F1d comprises in addition, a load shedding valve V3, subsequently designated “secondary load shedding valve V3", which makes it possible to regulate the quantity of heat transfer fluid which is supplied to the second heat exchanger 32 and to the secondary load shedding exchanger 42.
• the secondary load shedding valve V3 is controlled by the computer 3 in order to determine the quantity of coolant which circulates in the second heat exchanger 32. This makes it possible to regulate the temperature of the fuel Q supplied to the turbomachine T.
• the piloting of the secondary load shedding valve V3 is a function of at least the speed of the turbomachine T so as to supply the turbomachine T with fuel Q heated in an optimal manner.
• the secondary load shedding exchanger 42 is crossed by an external air flow Fext to take the calories circulating in the secondary load shedding branch H1d. It goes without saying that the secondary load shedding exchanger 42 could be cooled in a different way.
• the fuel cell P can be supplied with oxygen by taking air from its ambient environment.
• an auxiliary compressor dedicated to the fuel cell P, to supply a pressurized air flow to the fuel cell P.
• Such a compressor is bulky and heavy.
• the fuel cell P in order to improve the performance of the fuel cell P, the fuel cell P is supplied with oxygen by a flow of air coming from the turbomachine T, in particular, from a low pressure stage of a compressor of the turbomachine T.
• the conditioning system SC comprises an air supply line A1 which connects the turbomachine T to the fuel cell P in order to supply the fuel cell P with a pressurized air flow, for example, at a pressure of one bar (0.1 MPa).
• the integration of a compressor dedicated to the fuel cell P is no longer necessary.
• the air supply line A1 comprises a pressure regulator 4, in particular a pressure reducer, configured to supply the fuel cell P with an air flow at constant pressure and flow rate
• the conditioning system SC makes it possible to transmit calories from the air flow, intended for the fuel cell P, to the flow of fuel Q intended for the turbomachine T in order to control the temperature of the air flow supplied to the fuel cell P.
• the air supply line A1 comprises an auxiliary branch A1a which comprises a heat exchanger 43, hereinafter referred to as “auxiliary exchanger 43”.
• the fuel circuit CQ comprises an auxiliary branch Cqa which makes it possible to exchange calories with the auxiliary branch A1a of the air supply line A1 via the auxiliary exchanger 43.
• the fuel cell P is supplied with air by an electric compressor, in particular, belonging to the air supply line A1 in order to allow the fuel cell P to be placed as close as possible to the tank R1 and to shorten the line length.
• an electric compressor in particular, belonging to the air supply line A1 in order to allow the fuel cell P to be placed as close as possible to the tank R1 and to shorten the line length.
• the fuel cell P has its own air supply, or the fuel cell P is powered by the electric compressor.
• the second exchanger 32 is connected to the turbomachine T, on the one hand, by a main branch Cqp devoid of heat exchanger and, on the other hand, by the auxiliary branch CQa comprising the auxiliary exchanger 43.
• An auxiliary valve of fuel Vq makes it possible to regulate the quantity of fuel which is supplied to the auxiliary exchanger 43.
• the auxiliary fuel valve Vq makes it possible to control the quantity of fuel Q in the main branch CQp and the auxiliary branch CQa.
• the turbomachine T is connected to the fuel cell P, on the one hand, by a main branch A1p devoid of heat exchanger and, on the other hand, by the auxiliary branch A1a comprising the auxiliary exchanger 43
• An auxiliary air valve Va makes it possible to regulate the quantity of air which is supplied to the auxiliary exchanger 43.
• the auxiliary air valve Va makes it possible to control the quantity of air in the main branch A1p and the auxiliary branch A1a.
• one or more auxiliary valves Va, Vq are controlled by the computer 3 so as to regulate the temperature of the fuel Q supplied to the turbomachine T and the temperature of the air supplied to the fuel cell P. It goes from a single auxiliary valve Va, Vq could be used.
• the turbomachine T is connected to a propulsion member OP which it drives, for example, a propeller or a fan.
• the fuel conditioning system SC comprises a propulsion member OP and a drive system 9 of said propulsion member OP.
• the drive system 9 is configured to be powered by the turbomachine T and by the fuel cell P.
• the fuel cell P is connected to an electrical network 90 and makes it possible to supply it with electrical energy ELEC.
• the electrical network 90 makes it possible to supply several electrical components 91, for example, non-propelling loads such as wing anti-icing or cabin pressurization, or propelling loads as described below.
• at least one electric battery 94 is provided to make it possible to store the excess electric energy or to provide additional electric power during the phases of change of speed of the turbomachine T.
• the drive system 9 comprises at least one electric motor 92, powered by the electrical network 90, in order to convert the electrical power into a mechanical torque.
• the drive system 9 further comprises a transmission box 93 configured to supply an overall mechanical torque to the propulsion member OP from the mechanical torques of the electric motor 92 and of the turbomachine T.
• the transmission box 93 can supply mechanical energy to other non-propulsive mechanical consumers 95, for example, a lubricating oil pump or a hydraulic fluid pump for actuating flight controls.
• the fuel cell P can be positioned as close as possible to the cryogenic tank R1, so that the portion of the fuel circuit, located between the heat exchangers 31, 32, remains permanently at a temperature that does not require heating. complex cold, which is advantageous in the case of a turbojet.
• the fuel cell P can be mounted in a nacelle of the turbomachine T, so that the load shedding exchangers 41, 42 can benefit from the flow of outside air delivered by the propeller (propeller or fan) or by a low pressure compressor stage, with a view to making it more compact and more efficient over a wide range of operating conditions.
• the fuel cell P operates at a predetermined constant rate of high efficiency to supply electrical energy ELEC to the electrical network of the aircraft 90.
• the method for supplying fuel to the turbomachine T comprises steps consisting in circulating a flow of fuel Q from upstream to downstream in the fuel circuit CQ by means of the pump 1 to supply the turbomachine T and to supply fuel. electricity to the electrical network 90 of the aircraft by means of the fuel cell P.
• the fuel cell P is fed by a fraction of fuel heated by the first exchanger 31 and by an accelerated air flow coming from the turbomachine T via the air supply line A1.
• the temperature of the fuel and the air are regulated by the various heat exchangers 31, 41, 32, 43 as presented above so that the fuel cell P is supplied under optimal conditions in all phases of flight.
• the method comprises steps consisting in transmitting calories, coming from the fuel cell P, to the flow of fuel Q in order to heat it by means of the first exchanger 31, then in transmitting calories, coming from the turbomachine T, to the flow of fuel Q in order to heat it by means of the second heat exchanger 32.
• the calories of the fuel cell P are used in an optimal manner in order to condition the fuel for the turbomachine T, the second heat exchanger 32 making it possible to carry out a final heating closer to the turbomachine T.
• the mechanical energy provided by the turbomachine T is used mainly for the propulsion of the aircraft while the electrical energy provided by the fuel cell P is used to supply the electrical network 90 of the aircraft but can also participate in the propulsion.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Chemical & Material Sciences (AREA)
• Fuel Cell (AREA)

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• 2021
  • 2021-10-25 FR FR2111281A patent/FR3128488B1/fr active Active
• 2022
  • 2022-10-13 EP EP22802096.2A patent/EP4423375A1/de active Pending
  • 2022-10-13 CN CN202280070649.3A patent/CN118140043A/zh active Pending
  • 2022-10-13 WO PCT/EP2022/078543 patent/WO2023072614A1/fr not_active Ceased
  • 2022-10-13 US US18/703,042 patent/US12479591B2/en active Active

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