Electrical distribution system for aircraft and associated method

Abstract

The invention relates to an electrical distribution system (1) configured to supply power to at least a first electric motor (M1) and a second electric motor (M2) from at least a first electrical source (B1) and a second electrical source (B2), comprising at least a first switch (C1) and a second switch (C2), each switch (C1, C2) comprising at least a first power supply bus (BUS1A, BUS1B) and a second power supply bus (BUS2A, BUS2B), at least one electrical reconfiguration line (LR1) connecting the first switch (C1) to the second switch (C2), the electrical reconfiguration line (LR1) including at least one reconfiguration switch (II) configured to be switched into the closed position in the event of a fault in one of the electrical sources (B1, B2).

Description

Electrical distribution system for aircraft and associated method

[0001] The present invention relates to an electrical distribution system configured to power a plurality of electric propulsion motors for an aircraft from a plurality of electrical sources. The present invention particularly relates to a segregated electrical distribution system making it possible to ensure propulsion of the aircraft in the event of a failure of one of the electrical sources.

[0002] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various carbon emission restrictions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new aircraft types and those already in operation, requiring the implementation of technological solutions to ensure their compliance with current regulations. Civil aviation has been mobilizing 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 consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products 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 and minimizing greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This ongoing research and development work focuses on both new generations of aircraft engines and the use of electric technologies to provide propulsion.

[0006] In a known manner, with reference to the, an aircraft comprises four electric motors M11-M14 to enable its propulsion which are powered by two electric batteries B11, B12 via an electrical distribution system 100. In this example, the electrical distribution system 100 comprises a first electrical switch C11 connected on the one hand to the first electric battery B11 and, on the other hand, to two propulsion motors M11, M12. The electrical distribution system 100 further comprises a second electrical switch C12 connected, on the one hand, to the second electric battery B12 and, on the other hand, to two other propulsion motors M13, M14.

[0007] As is known, each electric battery B11, B12 has a high power to supply the M11-M14 motors. This requires the use of expensive specific cables between an electric battery B11, B12 and its associated switch C11, C12, which is economically disadvantageous. In addition, for high electrical voltages, the risk of an electrical fault occurring is greater (electric arc, etc.).

[0008] Furthermore, in order to ensure the power supply of the electric motors M11-M14 in the event of a localized fault, it has been proposed to use an electrical distribution system 100 having a so-called "segregated" architecture, that is to say, allowing the electric batteries B11, B12 to take over from one another in the event of a fault by isolating one or more electrical lines from the electrical distribution system 100. Thus, the first switch C11 is connected to the second electric battery B12 by a first electrical reconfiguration line R1. Similarly, the second switch C12 is connected to the first electric battery B11 by a second electrical reconfiguration line R2. The electrical reconfiguration lines R1, R2 are preferably unidirectional and only allow current to flow in one direction in order to avoid the occurrence of simultaneous failures.These R1, R2 reconfiguration lines also require the use of expensive specific cables, which also has a disadvantage.

[0009] The invention thus aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0010] The invention relates to an electrical distribution system configured to power at least a first electric motor and a second electric motor from at least a first electrical source and a second electrical source, each electric motor being a propulsion engine of an aircraft, each electric motor comprising at least a first electric star and a second electric star configured to be powered independently, each electrical source having a defined nominal power, each electrical source comprising at least a first power supply output and a second power supply output having a defined elementary power lower than the defined nominal power, the electrical distribution system comprising:At least a first switch and a second switch, each switch being associated with an electrical source and an electric motor,Each switch comprising at least a first power supply bus and a second power supply bus configured to respectively power the first electrical star and the second electrical star of the electric motor associated with the switch,The first power supply bus and the second power supply bus of each switch being configured to be powered respectively by the first power supply output and by the second power supply output of the electrical source associated with the switch, the power supply buses being powered independently at the elementary power,At least one electrical reconfiguration line connecting the first switch to the second switch, the electrical reconfiguration line comprising at least one reconfiguration switch configured to be activated in the closed position in the event of a fault in one of the electrical sources.,

[0011] Thanks to the invention, the nominal power of an electrical source can advantageously be distributed over several power supply buses in order to supply several electric stars of an electric motor in a segregated manner. The redundancy of the distribution system is thus improved. In addition, the power supply buses are connected by traditional power lines and it is not necessary to provide specific power lines dedicated to high power which are expensive and subject to electrical faults.

[0012] Each electrical source having a defined nominal power, each electrical source comprises at least a first power output and a second power output having a defined elementary power lower than the defined nominal power. In other words, each output is not adapted to pass the entire nominal power via a single output which is limited to an elementary power.

[0013] Preferably, the electrical distribution system comprises at least one parking supply line, connected to a reconfiguration power line, configured to allow recharging of the electrical sources via the switches connected to the reconfiguration power line. Advantageously, the electrical sources can be conveniently recharged by taking advantage of the reconfiguration line to allow common recharging of the electrical sources.

[0014] Preferably, the reconfiguration power line comprises at least two reconfiguration switches, the parking power line being connected between the two reconfiguration switches. Thus, the control of the configuration switches makes it possible to recharge one or the other of the electrical sources or both simultaneously.

[0015] Preferably, each power bus is configured to be powered by a power output via a source power line. In one aspect, each source power line includes at least one source switch to enable the power output to be isolated.

[0016] In another aspect, each source line is free of a source switch. The power bus is connected directly, which reduces the number of switches. Electrical isolation is achieved directly by the power bus, which can be inactivated.

[0017] Preferably, each power supply bus is configured to supply an electrical star via a load electrical line. Each load electrical line comprises at least one electrical management device configured to allow, on the one hand, an electrical supply of the electrical star by the associated power supply bus and, on the other hand, an electrical supply of the power supply bus by the associated electrical star.

[0018] Preferably, the electrical management device comprises at least two pairs of switches that can be controlled in a coordinated manner. At least one of the controllable switches is configured to limit current draws during switching.

[0019] Preferably, the distribution system comprises a converter mounted between a switch and its associated electric motor. This allows supply with alternating current to the electric stars of the electric motor via a direct current electrical source.

[0020] Preferably, the power buses of a single switch are isolated from each other. This advantageously makes it possible to limit the number of switches by favoring segregation within a single switch.

[0021] Preferably, the distribution system includes only two power buses per switch.

[0022] The invention also relates to an electrical architecture for an aircraft comprising at least a first electric motor and a second electric motor, at least a first electrical source and a second electrical source, each electric motor being a propulsion engine of an aircraft, each electric motor comprising at least a first electric star and a second electric star configured to be powered independently, each electrical source having a defined nominal power, each electrical source comprising at least a first power output and a second power output having a defined elementary power lower than the defined nominal power, the architecture comprising at least one electrical distribution system, as presented previously, powering the electric motors from the electrical sources.

[0023] Preferably, the sum of the elementary powers of the power supply outputs of an electrical source is greater than the nominal power of said electrical source. Thus, in the event of a fault in a power supply output and / or a power supply bus, more than 50% of the power can pass through one power supply output (in the case of two power supply outputs). This makes it possible to supply several electrical stars while retaining traditional power lines. Preferably, the nominal power is at least 400 kW. Preferably, the elementary power is less than 300 kW, preferably greater than 200 kW.

[0024] Preferably, the architecture includes only two electrical sources.

[0025] The invention relates to a method for powering at least a first electric motor and a second electric motor from at least a first electrical source and a second electrical source via an electrical distribution system as presented previously, each electric motor being a propulsion engine of an aircraft, each electric motor comprising at least a first electric star and a second electric star configured to be powered independently, each electrical source having a defined nominal power, each electrical source comprising at least a first power supply output and a second power supply output having a defined elementary power lower than the defined nominal power, the electrical sources being operational, the reconfiguration switch being open so as to electrically isolate the switches,the power supply method comprising steps consisting of:For each switch, respectively supplying the first power supply bus and the second power supply bus by the first power supply output and by the second power supply output of the electrical source associated with the switch,For each switch, respectively supplying the first electrical star and the second electrical star of the electric motor associated with the switch by the first power supply bus and the second power supply bus associated with the switch,In the event of a fault in one of the electrical sources, closing the reconfiguration switch to electrically connect the switches.,

[0026] The invention also applies to a method for recharging electrical sources by the motors via the distribution system, the recharging method comprising steps consisting of:For each switch, respectively supplying the first power supply bus and the second power supply bus by the first electrical star and the second electrical star of the electric motor associated with the switch,For each switch, respectively supplying the first power supply output and the second power supply output of the electrical source associated with the switch by the first power supply bus and the second power supply bus associated with the switch. PRESENTATION OF FIGURES

[0027] 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.

[0028] This is a schematic representation of an electrical distribution system with a segregated architecture according to the prior art.

[0029] This is a schematic representation of an electrical distribution system with a segregated architecture according to a first embodiment of the invention.

[0030] This is a schematic representation of an electrical distribution system with a segregated architecture according to a second embodiment of the invention.

[0031] This is a schematic representation of an electrical distribution system with a segregated architecture according to a third embodiment of the invention.

[0032] It should be noted that the figures set out the invention in detail to implement the invention, said figures can of course be used to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0033] An aircraft will now be presented which includes an electrical architecture to ensure the aircraft's propulsion.

[0034] With reference to the, there is shown an electrical architecture comprising a first electric motor M1 and a second electric motor M2 for the propulsion of the aircraft. The invention nevertheless applies to more than two electric motors M1, M2, in particular four or six. Each electric motor M1, M2 comprises at least a first electric star M1A, M2A and a second electric star M1B, M2B configured to be powered independently. The electric stars together form a stator of an electric motor M1, M2. Preferably, the first electric motor M1 comprises only a first electric star M1A and a second electric star M1B. Similarly, the second electric motor M2 comprises only a first electric star M2A and a second electric star M2B.In this example, the electric stars of an electric motor M1, M2 make it possible to generate independent magnetic fields so as to drive a rotor of an electric motor M1, M2. The use of an electric motor M1, M2 comprising several electric stars makes it possible to increase the reconfiguration by allowing a rotor of an electric motor M1, M2 to be driven by one or more magnetic fields generated by different electric stars. The use of such electric motors M1, M2 advantageously allows operation in a degraded mode as will be presented later.

[0035] In order to power the electric motors M1, M2, still with reference to the, the electrical architecture comprises a first electrical source B1 and a second electrical source B2. It is preferred to use only two electrical sources B1, B2 but the invention nevertheless applies to more than two electrical sources B1, B2, in particular four.

[0036] Each electrical source B1, B2 has a defined nominal power Pnom. Preferably, each electrical source B1, B2 is an electric battery or a fuel cell having a high voltage, in particular, of the order of 800Vdc. Preferably, the nominal power Pnom is of the order of 400 kW.

[0037] Still with reference to the, each electrical source B1, B2 comprises a first power output B1A, B2A and a second power output B1B, B2B having a defined elementary power Pele which is lower than the defined nominal power Pnom. It is preferred to use only two power outputs per electrical source B1, B2 but the invention nevertheless applies to more than two power outputs. The use of several power outputs makes it possible to distribute the nominal power Pnom of the electrical source B1, B2 and thus to transmit elementary powers Pele which are lower and simpler to transmit with traditional power lines.

[0038] Preferably, the sum of the elementary powers Pele of an electrical source B1, B2 is greater than the nominal power Pnom of said electrical source B1, B2 (Pele>Pnom). Thus, in the event of a fault in one power supply output, the other power supply output(s) can conduct a significant amount of power to power the electric motors M1, M2. Propulsion thus remains satisfactory in a degraded mode. In this example, the elementary power Pele is greater than 200 kW, preferably less than 300 kW, more preferably equal to 250 kW. This makes it possible to transmit more than half of the nominal power Pnom via a single power supply output while using traditional power lines.

[0039] Preferably, each electric motor M1, M2 is configured to be supplied at the nominal power Pnom, in this example, 400 kW.

[0040] According to the invention, the electrical architecture comprises an electrical distribution system 1 configured to ensure the transfer of electrical power between the electrical sources B1, B2 and the electric motors M1, M2. This energy transfer is preferably bidirectional to allow the recharging of the electrical sources B1, B2 via the electric motors M1, M2 (generator operation).

[0041] With reference to the, the electrical distribution system 1 comprises a first switch C1 and a second switch C2, each switch C1, C2 being associated with an electrical source B1, B2 and an electric motor M1, M2. In particular, the first switch C1 is associated with the first electrical source B1 and the first electric motor M1. The second switch C2 is associated with the second electrical source B2 and the second electric motor M2. There are preferably as many switches as there are electric batteries.

[0042] In this example, a converter CONV1, CONV2 is mounted between each switch C1, C2 and its associated electric motor M1, M2. Each converter CONV1, CONV2 is preferably of the direct-alternating type. With reference to the, each converter CONV1, CONV2 is independent of the electric motor M1, M2 and external to the electrical distribution system 1. Each converter CONV1, CONV2 could be directly integrated into said electric motor M1, M2. Furthermore, each converter CONV1, CONV2 could belong directly to the electrical distribution system 1.

[0043] In this example, each switch C1, C2 comprises a first power supply bus BUS1A, BUS1B and a second power supply bus BUS2A, BUS2B configured to respectively supply the first electrical star M1A, M2A and the second electrical star M1B, M2B of the electric motor M1, M2 associated with the switch C1, C2. It is preferred to use two power supply buses per switch but the invention nevertheless applies to more than two power supply buses. The number of power supply buses is preferably the same as the number of power supply outputs of the associated electrical source B1, B2 and the number of electrical stars of the associated electric motor M1, M2 so as to maximize the distributed power.

[0044] The first power bus BUS1A, BUS1B and the second power bus BUS2A, BUS2B of each switch C1, C2 are configured to be powered respectively by the first power output B1A, B2A and by the second power output B1B, B2B of the electrical source B1, B2 associated with the switch C1, C2. Thus, the power buses BUS1A, BUS1B, BUS2A, BUS2B are powered independently. The power buses BUS1A, BUS1B, BUS2A, BUS2B are powered at the elementary power Pele.

[0045] With reference to the, each power supply bus BUS1A, BUS1B, BUS2A, BUS2B is configured to supply an electrical star M1A, M1B, M2A, M2B via a load electrical line LC. In this example, in order to allow a bidirectional energy transfer, each load electrical line LC comprises at least one electrical management device DG configured to allow, on the one hand, an electrical supply of the electrical star M1A, M1B, M2A, M2B by the associated power supply bus BUS1A, BUS1B, BUS2A, BUS2B and, on the other hand, an electrical supply of the power supply bus BUS1A, BUS1B, BUS2A, BUS2B by the associated electrical star M1A, M1B, M2A, M2B. Preferably, each electrical management device DG comprises at least two pairs of switches that can be controlled in a coordinated manner. Each LC charging power line is sized to transmit the Pele elementary power. This advantageously allows the use of traditional power lines.

[0046] Similarly, still with reference to the, each power bus BUS1A, BUS1B, BUS2A, BUS2B is configured to be powered by a power output B1A, B2A, B1B, B2B via a source power line LS. Each source power line LS is sized to transmit the elementary power Pele. This advantageously allows the use of traditional power lines.

[0047] In this example, each power bus BUS1A, BUS1B, BUS2A, BUS2B is associated with a monitoring and isolation module K1A, K1B, K2A, K2B in order to isolate a power bus BUS1A, BUS1B, BUS2A, BUS2B in the event of a fault.

[0048] Referring to the, the electrical distribution system 1 comprises a reconfiguration power line LR1 connecting the first switch C1 to the second switch C2. In this example, the reconfiguration power line LR1 connects the power buses BUS1B, BUS2A as shown in the.

[0049] The reconfiguration power line LR1 comprises at least one reconfiguration switch I1 configured to be activated in the closed position in the event of a fault in one of the electrical sources B1, B2. This advantageously makes it possible to make the switches C1, C2 independent, for example, during the recharging operations of the electrical sources B1, B2. This also makes it possible to connect the switches C1, C2 together in order to form a global switch for sharing the power received with the different electric motors M1, M2.

[0050] When the electrical distribution system 1 comprises more than two switches C1, C2, several reconfiguration power lines are provided to allow a transfer of power between said switches C1, C2.

[0051] Still with reference to the, the electrical distribution system 1 comprises a parking supply line LAP, connected to a reconfiguration power line LR1, which is configured to allow the recharging of the electrical sources B1, B2 via the switches C1, C2 connected to the reconfiguration power line LR1. Thus, the reconfiguration switch I1 can be closed to allow the simultaneous recharging of the two electrical sources B1, B2. This is particularly advantageous when the electrical sources B1, B2 are electric batteries. The parking supply line LAP is configured to be connected to an electrical supply device of an airport, in particular, an electrical supply network EP.

[0052] An example of the implementation of a method for supplying electric motors M1, M2 via the electrical distribution system 1 will now be presented.

[0053] In this example, the reconfiguration switch I1 is initially open to electrically isolate switches C1, C2. The power supply method comprises steps consisting of:For each switch C1, C2, respectively supplying the first power supply bus BUS1A, BUS1B and the second power supply bus BUS2A, BUS2B by the first power supply output B1A, B2A and by the second power supply output B1B, B2B of the electrical source B1, B2 associated with the switch C1, C2,For each switch C1, C2, respectively supplying the first electrical star M1A, M2A and the second electrical star M1B, M2B of the electric motor M1, M2 associated with the switch C1, C2 by the first power supply bus BUS1A, BUS1B and the second power supply bus BUS2A, BUS2B associated with the switch C1, C2,In the event of a fault in one of the electrical sources B1, B2, closing the reconfiguration switch I1 to electrically connect the switches C1, C2.

[0054] Thus, thanks to the method according to the invention, the electrical distribution system 1 makes it possible to ensure a degraded operating mode in which an electrical source B1, B2 makes it possible to supply the two switches C1, C2 to supply the two electric motors M1, M2. The use of electric motors M1, M2 having several stars makes it possible to use an electric motor M1, M2 in a degraded mode. This allows each electric motor M1, M2 to participate in the propulsion in the event of a fault in an electrical source B1, B2. The use of several power supply buses, several electrical stars and several power supply outputs makes it possible to use electrical sources B1, B2 having nominal powers Pnom which are high while using traditional electrical lines which are less subject to electrical faults and less expensive.

[0055] The invention was presented to ensure the power supply of the electric motors M1, M2 but the invention also applies to the use of the electric motors M1, M2 as current generators to recharge the electrical sources B1, B2.

[0056] In the first embodiment of the, each source power line LS comprises at least one source switch IS. Preferably, each source switch IS is controllable and allows the source power line LS to be opened / closed. An LS source switch can thus be opened in the event of a fault in the power supply output connected to the source power line LS.

[0057] Still with reference to the, the power supply buses BUS1A, BUS1B, BUS2A, BUS2B, of the same switch C1, C2 are connected by an electrical connection line comprising a connection switch Z1, Z2 so as to allow them to be electrically connected together in a controllable manner. Such switches can be controlled by a monitoring device so as to isolate one or more electrical lines in order to isolate a fault, for example, a short circuit.

[0058] Such a first embodiment comprises numerous switches allowing numerous reconfiguration possibilities in order to isolate an electrical fault to allow operation in degraded mode.

[0059] A second embodiment of the electrical distribution system 1 of the is shown. For the sake of clarity and conciseness, the electrical distribution system 1 will not be shown again. Only the differences from the first embodiment will be presented.

[0060] In the second embodiment of the, each source power line LS is free of a source switch. In other words, the source power line LS is not controllable and provides a direct power supply. This advantageously makes it possible to reduce the number of switches, which reduces the cost and size of the electrical distribution system 1. The mass is significantly reduced by limiting the possibilities of reconfiguration because the occurrence of faults on a source power line LS is low.

[0061] Still with reference to the, the reconfiguration power line LR1 comprises at least two reconfiguration switches I1, I2. The parking supply line LAP is connected between the two reconfiguration switches I1, I2. This allows the parking supply line LAP to recharge the electrical sources B1, B2 alternatively or simultaneously, which is advantageous depending on the charge level of said electrical sources B1, B2. Charging is thus more flexible.

[0062] A third embodiment of the electrical distribution system 1 of the is shown. For the sake of clarity and conciseness, the electrical distribution system 1 will not be shown again. Only the differences from the second embodiment will be presented.

[0063] With reference to the, the power supply buses of the same switch C1, C2 are isolated from each other so as to limit the number of switches, which reduces the cost and space requirement of the power distribution system 1. Thus, the reconfiguration power line only allows two power supply buses BUS1B, BUS2A of different switches C1, C2 to be connected. Charging via the parking power supply line LAP is only possible via the two power supply buses BUS1B, BUS2A. Such an architecture is optimized since it allows for efficient distribution of electrical energy using traditional power lines which are inexpensive. Furthermore, the number of switches is significantly reduced, which is advantageous in terms of mass, space requirement, reliability and maintenance.

Claims

Electrical distribution system (1) configured to supply at least one first electric motor (M1) and one second electric motor (M2) from at least one first electrical source (B1) and one second electrical source (B2), each electric motor (M1, M2) being an aircraft propulsion motor, each electric motor (M1, M2) comprising at least one first electric star (M1A, M2A) and one second electric star (M1B, M2B) configured to be supplied independently, each electrical source (B1, B2) having a defined rated power (Pnom), each electrical source (B1, B2) comprising at least one first power output (B1A, B2A) and one second power output (B1B, B2B) having a defined elementary power (Pele) less than the defined rated power (Pnom), the electrical distribution system (1) comprising: At least one first switch (C1) and one second switch (C2), each switch (C1,C2) being associated with a power source (B1, B2) and an electric motor (M1, M2), Each switch (C1, C2) comprising at least a first power bus (BUS1A, BUS2A) and a second power bus (BUS1B, BUS2B) configured to power respectively the first electric star (M1A, M2A) and the second electric star (M1B, M2B) of the electric motor (M1, M2) associated with the switch (C1, C2), The first power bus (BUS1A, BUS2A) and the second power bus (BUS1B, BUS2B) of each switch (C1, C2) being configured to be powered respectively by the first power output (B1A, B2A) and by the second power output (B1B, B2B) of the power source (B1, B2) associated with the switch (C1, C2), the power buses (BUS1A, BUS2A) being independently powered at the elementary power (Pele), At least one reconfiguration power line (LR1) connecting the first switch (C1) to the second switch (C2),the reconfiguration power line (LR1) comprising at least one reconfiguration switch (I1) configured to be activated in the closed position in the event of a fault in one of the power sources (B1, B2). Electrical distribution system (1) according to claim 1, comprising at least one parking power line (LAP), connected to the reconfiguration power line (LR1), configured to allow the recharging of the power sources (B1, B2) via the switches (C1, C2) connected to the reconfiguration power line (LR1). Electrical distribution system (1) according to claim 2, wherein the reconfiguration power line (LR1) has at least two reconfiguration switches (I1, I2), the parking power line (LAP) being connected between the two reconfiguration switches (I1, I2). Electrical distribution system (1) according to any one of claims 1 to 3, wherein each power bus (BUS1A, BUS1B, BUS2A, BUS2B) is configured to be powered by a power output (B1A, B2A, B1B, B2B) via a power source line (LS), each power source line (LS) includes at least one source switch (IS). Electrical distribution system (1) according to any one of claims 1 to 4, wherein each power bus (BUS1A, BUS1B, BUS2A, BUS2B) is configured to supply an electrical star (M1A, M1B, M2A, M2B) via a power line (LC), each power line (LC) has at least one electrical management device (DG) configured to allow, on the one hand, power supply to the electrical star (M1A, M1B, M2A, M2B) by the associated power bus (BUS1A, BUS1B, BUS2A, BUS2B) and, on the other hand, power supply to the power bus (BUS1A, BUS1B, BUS2A, BUS2B) by the associated electrical star (M1A, M1B, M2A, M2B). Electrical distribution system (1) according to claim 5, wherein the electrical management device (DG) comprises at least two pairs of switches that can be controlled in a coordinated manner. Electrical distribution system (1) according to any one of claims 1 to 6, comprising a converter (CONV1, CONV2) mounted between a switch (C1, C2) and its associated electric motor (M1, M2). Electrical distribution system (1) according to any one of claims 1 to 7, wherein the power buses (BUS1A, BUS1B, BUS2A, BUS2B) of the same switch (C1, C2) are isolated from each other. An aircraft electrical architecture comprising at least one first electric motor (M1) and one second electric motor (M2), at least one first power source (B1) and one second power source (B2), each electric motor (M1, M2) being a propulsion motor of an aircraft, each electric motor (M1, M2) comprising at least one first electric star (M1A, M2A) and one second electric star (M1B, M2B) configured to be independently powered, each power source (B1, B2) having a defined rated power (Pnom), each power source (B1, B2) comprising at least one first power output (B1A, B2A) and one second power output (B1B, B2B) having a defined elementary power (Pele) less than the defined rated power (Pnom), the architecture comprising at least one power distribution system (1) according to any one of claims 1 to 8 supplying the electric motors (M1,M2) from electrical sources (B1, B2). Architecture according to claim 9 wherein the sum of the elementary powers (Pele) of the power supply outputs (B1A, B1B, B2A, B2B) of an electrical source (B1, B2) is greater than the nominal power (Pnom) of said electrical source (B1, B2). Method of supplying at least one first electric motor (M1) and a second electric motor (M2) from at least one first electrical source (B1) and a second electrical source (B2) via an electrical distribution system (1) according to any one of claims 1 to 8, each electric motor (M1, M2) being an aircraft propulsion motor, each electric motor (M1, M2) comprising at least one first electric star (M1A, M2A) and one second electric star (M1B, M2B) configured to be supplied independently, each electrical source (B1, B2) having a defined rated power (Pnom), each electrical source (B1, B2) comprising at least one first power output (B1A, B2A) and one second power output (B1B, B2B) having a defined elementary power (Pele) less than the defined rated power (Pnom), the electrical sources (B1, B2) being operational,With the reconfiguration switch (I1) open to electrically isolate the switches (C1, C2), the power supply process comprises the following steps: For each switch (C1, C2), supplying the first power bus (BUS1A, BUS2A) and the second power bus (BUS1B, BUS2B) respectively from the first power output (B1A, B2A) and the second power output (B1B, B2B) of the power source (B1, B2) associated with the switch (C1, C2); For each switch (C1, C2), supplying the first star connection (M1A, M2A) and the second star connection (M1B, M2B) of the electric motor (M1, M2) associated with the switch (C1, C2) respectively from the first power bus (BUS1A, BUS2A) and the second power bus (BUS1B, BUS2B) associated with the switch (C1, C2); In case of a fault in one of the electrical sources (B1, B2), close the reconfiguration switch (I1) to electrically connect the switches (C1, C2).

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