Power distribution system for aircraft and related method

Abstract

The invention relates to a power distribution system (1) configured to supply power to at least one first electric motor (M1) and second electric motor (M2) by at least one first power supply (B1) and second power supply (B2), the power distribution system (1) comprising at least one first commutator (C1) and second commutator (C2), each commutator (C1, C2) comprising at least one first power supply bus (BUS1A, BUS1B) and second power supply bus (BUS2A, BUS2B); at least one reset wire (LR1) connecting the first commutator (C1) to the second commutator (C2), the reset wire (LR1) comprising at least one reset switch (II) configured to switch to a closed position when one of the power sources (B1, B2) fails.

Description

Technical Field

[0001] The present invention relates to a power distribution system configured to supply power to a plurality of propulsion motors of an aircraft through a plurality of power sources, and in particular to an isolated power distribution system, so that the propulsion of the aircraft is ensured when one of the power sources fails. Background Art

[0002] Climate change is a major concern for many legislative and regulatory members around the world. Various countries have already, are currently or will soon adopt various carbon emission restrictions. Specifically, an ambitious standard applies to both new aircraft and aircraft already in operation, while requiring the implementation of technical solutions to make them compatible with existing regulations. Civil aviation has been working on addressing climate change for many years.

[0003] Technological research efforts have led to significant improvements in the environmental performance of aircraft. Applicants have incorporated important factors into all stages of design and development to obtain aviation components and products that consume less energy, are more environmentally friendly, and have less impact on the environment when integrated and used in civil aviation, in order to improve the energy efficiency of aircraft.

[0004] The Applicant therefore continuously strives to reduce the negative impact on the climate by adopting benign approaches and using development and manufacturing methods that minimize greenhouse gas emissions as much as possible, in order to reduce the environmental footprint of its operations.

[0005] This ongoing research and development work covers the next generation of aircraft engines and the use of electric propulsion technology.

[0006] As we all know, reference Figure 1 , the aircraft comprises four electric motors M11-M14 for its propulsion, powered by two batteries B11, B12 via a power distribution system 100. In this example, the power distribution system 100 comprises a first electric commutator C11 connected on the one hand to the first battery B11 and on the other hand to the two propulsion motors M11, M12. The power distribution system 100 also comprises a second electric commutator C12 connected on the one hand to the second battery B12 and on the other hand to the other two propulsion motors M13, M14.

[0007] As is known, each battery B11, B12 has a large power to supply the motors M11-M14. This requires the use of specific expensive cables between the batteries B11, B12 and the commutators C11, C12 connected thereto, which is economically disadvantageous. In addition, at high voltages, the risk of electrical faults (arcs, etc.) is greater.

[0008] Furthermore, in order to ensure that power is supplied to the motors M11–M14 in the event of a local fault, it has been proposed to use a power distribution system 100 having a so-called “isolation” structure, that is, by isolating one or more wires in the power distribution system 100 so that the batteries B11 and B12 can take over each other in the event of a fault. The first commutator C11 is connected to the second battery B12 via a first reset wire R1. Similarly, the second commutator C12 is connected to the first battery B11 via a second reset wire R2. The reset wires R1 and R2 are preferably unidirectional and allow current to flow in only one direction to avoid concurrent faults. These reset wires R1 and R2 still require the use of expensive dedicated cables, which is also a disadvantage. Summary of the invention

[0009] The present invention aims to at least partially eliminate these disadvantages.

[0010] The present invention relates to a power distribution system, the power distribution system being configured to supply power to at least one first electric motor and a second electric motor through at least one first power supply and a second power supply, each electric motor being a propulsion motor of an aircraft, each electric motor comprising at least one first electric star element and a second electric star element configured to be independently powered, each power supply having a defined nominal power, each power supply comprising at least one first power supply output terminal and a second power supply output terminal having a defined basic power lower than the defined nominal power, the power distribution system comprising:

[0011] - at least one first commutator and a second commutator, each commutator being connected to a power source and an electric motor,

[0012] each commutator comprises at least one first and second power supply bus configured to supply power respectively to said first and second electrical star-pieces of the electric motor connected to said commutator,

[0013] - the first power supply bus and the second power supply bus of each inverter are configured to be powered by the first power supply output terminal and the second power supply output terminal of a power source connected to the inverter, respectively, and the power supply bus is independently powered by the basic power;

[0014] at least one reset wire connecting the first commutator to the second commutator, the reset wire comprising at least one reset switch configured to close when one of the power sources fails

[0015] Thanks to the invention, the nominal power of the power supply can advantageously be distributed to several supply buses, thus supplying several electrical star elements of the electric motor in an isolated manner. This increases the redundancy of the power distribution system. Furthermore, the supply buses are connected by conventional electrical wires, so that no special wires dedicated to high power are required, which are expensive and prone to electrical faults.

[0016] Each power supply has a defined nominal power, and each power supply comprises at least a first power supply output terminal and a second power supply output terminal with a defined basic power lower than the defined nominal power. In other words, each output terminal is not suitable for transmitting the entire nominal power via a single output terminal, and the single output terminal is limited to the basic power.

[0017] Preferably, the power distribution system comprises at least one parking power line connected to the reset power line, the parking power line being configured to enable the power source to be recharged via the inverter connected to the reset power line. Advantageously, the power source can be conveniently recharged by utilizing the reset power line so that the power source is recharged together.

[0018] Preferably, the reset wire comprises at least two reset switches, and the parking power line is connected between the two reset switches. Control of the reset switch enables recharging of one of the power sources or both power sources at the same time.

[0019] Preferably, each power supply bus is configured to be powered by a power supply output via a power line. In one aspect, each power line comprises at least one power switch to isolate the power supply output.

[0020] On the other hand, each power line does not contain a power switch. The power supply bus is directly connected, thereby reducing the number of switches. Electrical isolation is directly provided by the power supply bus, and the power supply bus can be disabled.

[0021] Preferably, each power supply bus is configured to supply power to the electrical star via a power line. Each power line comprises at least one electrical management device configured to enable power to be supplied to the electrical star via the connected power supply bus on the one hand and to enable power to be supplied to the power supply bus via the connected electrical star on the other hand.

[0022] Preferably, the electrical management device comprises at least two pairs of switches that can be controlled in coordination, wherein at least one of the controllable switches is configured to limit the current consumption during commutation.

[0023] Preferably, the power distribution system comprises a converter installed between the commutator and the electric motor connected thereto. This enables the electric star of the electric motor to be supplied with alternating current via a DC power source.

[0024] Preferably, the power supply buses of the same inverter are isolated from each other. This makes it possible to reduce the number of switches by isolating the switches within the same inverter.

[0025] Preferably, each converter of the power distribution system comprises only two power supply buses.

[0026] The present invention also relates to an electrical structure for an aircraft, the electrical structure comprising at least one first electric motor and a second electric motor, a first power supply and a second power supply, each electric motor being a propulsion motor of the aircraft, each electric motor comprising at least one first electric star element and a second electric star element configured to be independently powered, each power supply having a limited nominal power, each power supply comprising at least one first power supply output terminal and a second power supply output terminal having a limited basic power less than the limited nominal power, the electrical structure comprising at least one power distribution system as described above, the power distribution system supplying power to the electric motor through the power supply.

[0027] Preferably, the sum of the base powers of the supply outputs of the power supply is greater than the nominal power of the power supply. This means that if a supply output and / or a supply bus fails, more than 50% of the power can be transmitted via the supply output (in the case of two supply outputs). This enables the use of conventional electrical wires while supplying several electrical star elements. Preferably, the nominal power is at least 400 kW. Preferably, the base power is less than 300 kW, preferably greater than 200 kW.

[0028] Preferably, the electrical structure comprises only two power supplies.

[0029] The present invention relates to a method for supplying power to at least one first electric motor and a second electric motor through at least one first power supply and a second power supply via a power distribution system as described above, each electric motor being an aircraft propulsion motor, each electric motor comprising at least one first electric star and a second electric star configured to be independently powered, each power supply having a defined nominal power, each power supply comprising at least one first power supply output and a second power supply output having a defined basic power lower than the defined nominal power, the power supplies being in an operating state, the reset switch being disconnected so as to electrically isolate the commutator, the power supply method comprising the following steps:

[0030] - for each commutator, supplying power to the first power supply bus and the second power supply bus respectively via the first power supply output terminal and the second power supply output terminal of a power source connected to the commutator;

[0031] - for each commutator, supplying power respectively to the first electrical star and the second electrical star of the electric motor connected to the commutator through the first electrical power supply bus and the second electrical power supply bus connected to the commutator;

[0032] - When one of the power sources fails, closing the reset switch to electrically connect the commutator.

[0033] The present invention also applies to a method for recharging the power source by the electric motor via the power distribution system, the charging method comprising the following steps:

[0034] - for each commutator, supplying the first and second electrical supply buses respectively via the first and second electrical star-pieces of the electric motor connected to the commutator;

[0035] For each inverter, the first power supply output terminal and the second power supply output terminal of a power source connected to the inverter are respectively supplied with power via the first power supply bus and the second power supply bus connected to the inverter. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The invention will be better understood on reading the following description, given by way of example, and with reference to the following drawings, given by way of non-limiting example, in which like references refer to similar objects.

[0037] Figure 1 Schematic diagram of a power distribution system with an isolation structure in the prior art.

[0038] Figure 2 FIG. 1 is a schematic diagram of a power distribution system with an isolation structure according to a first embodiment of the present invention.

[0039] Figure 3 Schematic diagram of a power distribution system with an isolation structure according to a second embodiment of the present invention.

[0040] Figure 4 FIG. 4 is a schematic diagram of a power distribution system with an isolation structure according to a third embodiment of the present invention.

[0041] It should be noted that the drawings illustrate the invention in detail in order to implement the invention and, if necessary, said drawings can of course be used to better define the invention. DETAILED DESCRIPTION

[0042] An aircraft will now be presented comprising an electrical structure to ensure propulsion of the aircraft.

[0043] refer to Figure 2, shows an electrical structure comprising a first electric motor M1 and a second electric motor M2 for propelling an aircraft. However, the present invention is applicable to more than two electric motors M1, M2, in particular four or six electric motors. Each electric motor M1, M2 comprises at least one first electric star M1A, M2A and a second electric star M1B, M2B configured to be independently powered. The electric star members together form the stator of the electric motors M1, M2. Preferably, the first electric motor M1 comprises only the first electric star M1A and the second electric star M1B. Preferably, the first electric motor M1 comprises only the first electric star M1A and the second electric star M1B. Similarly, the second electric motor M2 comprises only the first electric star M2A and the second electric star M2B. In this example, the electric star members of the electric motors M1, M2 are used to generate independent magnetic fields in order to drive the rotors of the electric motors M1, M2. As will be described later, the use of such electric motors M1, M2 advantageously enables operation in a degraded mode.

[0044] In order to supply power to the motors M1 and M2, refer to Figure 2 The electrical structure comprises a first power supply B1 and a second power supply B2. Preferably, only two power supplies B1, B2 are used, but the present invention is also applicable to more than two power supplies B1, B2, in particular four power supplies.

[0045] Each power source B1 , B2 has a defined nominal power Pnom. Preferably, each power source B1 , B2 is a battery or a fuel cell with a high voltage, in particular about 800 Vdc. Preferably, the nominal power Pnom is about 400 kW.

[0046] Still refer to Figure 2 , each power source B1, B2 comprises a first power supply output terminal B1A, B2A and a second power supply output terminal B1B, B2B with a defined basic power Pele, which is less than a defined nominal power Pnom. Preferably, only two power supply output terminals are used for each power source B1, B2, but the invention is still applicable to more than two power supply output terminals. The use of several power supply output terminals makes it possible to distribute the nominal power Pnom of the power sources B1, B2 and thus transmit a basic power Pele that is lower in power and easier to transmit with traditional wires.

[0047] Preferably, the sum of the basic powers Pele of the power sources B1, B2 is greater than the nominal powers Pnom of said power sources B1, B2 (Pele>Pnom). This means that if one power supply output fails, the other power supply output or the other power supply outputs can be used to supply a large amount of power to the motors M1, M2. Therefore, the propulsion in the degraded mode is still satisfactory. In this example, the basic power Pele is greater than 200kW, preferably less than 300kW, and even more preferably equal to 250kW. This makes it possible to transmit more than half of the nominal power Pnom by only a single power supply output while using conventional electric wires.

[0048] Preferably, each electric motor M1 , M2 is configured to be powered with a nominal power Pnom, in this example 400 kW.

[0049] According to the invention, the electrical architecture comprises a power distribution system 1 configured to transmit power between power sources B1, B2 and electric motors M1, M2. This energy transmission is preferably bidirectional so that the power sources B1, B2 can be recharged via the electric motors M1, M2 (generator mode).

[0050] refer to Figure 2 The power distribution system 1 includes a first commutator C1 and a second commutator C2, each commutator C1, C2 is connected to a power source B1, B2 and a motor M1, M2. Specifically, the first commutator C1 is connected to the first power source B1 and the first motor M1. The second commutator C2 is connected to the second power source B2 and the second motor M2. The number of commutators should preferably be the same as the number of batteries.

[0051] In this example, a converter CONV1, CONV2 is installed between each commutator C1, C2 and the motor M1, M2 connected thereto. Each converter CONV1, CONV2 is preferably of the continuous alternating type. Figure 2 Each converter CONV1, CONV2 is independent of the motor M1, M2 and is located outside the power distribution system 1. Each converter CONV1, CONV2 can be directly integrated into the motor M1, M2. In addition, each converter CONV1, CONV2 can directly belong to the power distribution system 1.

[0052] In this example, each commutator C1, C2 comprises a first power supply bus BUS1A, BUS1B and a second power supply bus BUS2A, BUS2B, which are configured to supply power to a first electrical star M1A, M2A and a second electrical star M1B, M2B of the motor M1, M2 connected to the commutator C1, C2, respectively. Preferably, two power supply buses are used per commutator, but the invention is still applicable 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 power source B1, B2 and the number of electrical star of the associated motor M1, M2, so as to maximize the distributed power.

[0053] The first power supply bus BUS1A, BUS1B and the second power supply bus BUS2A, BUS2B of each commutator C1, C2 are configured to be powered by the first power supply output terminal B1A, B2A and the second power supply output terminal B1B, B2B of the power source B1, B2 connected to the commutator C1, C2, respectively. This means that the power supply buses BUS1A, BUS1B, BUS2A, BUS2B are independently powered. The power supply buses BUS1A, BUS1B, BUS2A, BUS2B are powered with a basic power Pele.

[0054] refer to Figure 2 , each power supply bus BUS1A, BUS1B, BUS2A, BUS2B is configured to supply power to the electric star elements M1A, M1B, M2A, M2B via the power line LC. In this example, in order to achieve bidirectional energy transmission, each power line LC includes at least one electrical management device DG, which is configured to enable power supply to the electric star elements M1A, M1B, M2A, M2B through the connected power supply buses BUS1A, BUS1B, BUS2A, BUS2B on the one hand, and to enable power supply to the power supply buses BUS1A, BUS1B, BUS2A, BUS2B through the connected electric star elements M1A, M1B, M2A, M2B on the other hand. Preferably, each electrical management device DG includes at least two pairs of switches that can be controlled cooperatively. The size of each power line LC is set to transmit a basic power Pele. This enables the use of traditional electrical wires.

[0055] Similarly, refer to Figure 2 Each power supply bus BUS1A, BUS1B, BUS2A, BUS2B is configured to supply power through power supply output terminals B1A, B2A, B1B, B2B via a power supply line LS. The size of each power supply line LS is set to transmit a basic power Pele. This enables the use of conventional electrical wires.

[0056] In this example, each power supply bus BUS1A, BUS1B, BUS2A, BUS2B is connected to a monitoring isolation module K1A, K1B, K2A, K2B, so that the power supply bus BUS1A, BUS1B, BUS2A, BUS2B can be isolated when a fault occurs.

[0057] refer to Figure 2 , the power distribution system 1 comprises a reset wire LR1 connecting the first commutator C1 to the second commutator C2. In this example, Figure 2 As shown, the reset wire LR1 is connected to the power supply buses BUS1B and BUS2A.

[0058] The reset line LR1 comprises at least one reset switch I1 configured to close when one of the power sources B1, B2 fails. This makes it advantageous to separate the commutators C1, C2, for example when recharging the power sources B1, B2. This also makes it possible to connect the commutators C1, C2 together so as to form an integral commutator for sharing the received power with each motor M1, M2.

[0059] When the power distribution system 1 comprises more than two commutators C1 , C2 , several reset wires are provided to enable power to be transmitted between said commutators C1 , C2 .

[0060] Still refer to Figure 2 , the power distribution system 1 comprises a parking power line LAP connected to the reset line LR1, which is configured to be able to recharge the power sources B1, B2 via the commutators C1, C2 connected to the reset line LR1. Therefore, the two power sources B1, B2 can be recharged simultaneously by closing the reset switch I1. This is particularly advantageous when the power sources B1, B2 are batteries. The parking power line LAP is configured to be connected to the airport power supply device, in particular the power supply grid EP.

[0061] An example of implementation of a method of supplying electric motors M1 , M2 with power through the power distribution system 1 will now be presented.

[0062] In this example, the reset switch I1 is initially open in order to electrically isolate the commutators C1, C2. The power supply method comprises the following steps:

[0063] - for each commutator C1, C2, supply power to the first power supply bus BUS1A, BUS1B and the second power supply bus BUS2A, BUS2B respectively via the first power supply output terminal B1A, B2A and the second power supply output terminal B1B, B2B of the power source B1, B2 connected to the commutator C1, C2;

[0064] - for each commutator C1, C2, supplying power to the first electrical star element M1A, M2A and the second electrical star element M1B, M2B of the motor M1, M2 connected to the commutator C1, C2 via the first electrical power supply bus BUS1A, BUS1B and the second electrical power supply bus BUS2A, BUS2B connected to the commutator C1, C2, respectively;

[0065] - When one of the power sources B1, B2 fails, the reset switch I1 is closed to electrically connect the commutators C1, C2.

[0066] Thus, thanks to the method described in the present invention, the power distribution system 1 can provide a degraded operating mode in which the power supply B1, B2 makes it possible to supply power to the two commutators C1, C2 and thus to the two motors M1, M2. The use of motors M1, M2 with several star pieces makes it possible to use the motors M1, M2 in degraded mode. This makes it possible for each motor M1, M2 to participate in the propulsion in the event of a failure of the power supply B1, B2. The use of several power supply buses, several electrical star pieces and several power supply outputs makes it possible to use power supplies B1, B2 with high nominal power Pnom while using traditional electrical wires that are not prone to electrical failures and have lower costs.

[0067] The invention has been presented for supplying power to the electric motors M1 , M2 , but the invention can also be applied to use the electric motors M1 , M2 as current generators to recharge the power sources B1 , B2 .

[0068] exist Figure 2 In the first embodiment shown, each power line LS includes at least one power switch IS. Preferably, each power switch IS is controllable and can be used to disconnect / turn off the power line LS. Therefore, when a power supply output terminal connected to the power line LS fails, the power line LS can be disconnected.

[0069] Still refer to Figure 1 The power supply buses BUS1A, BUS1B, BUS2A, BUS2B of the same converters C1, C2 are connected by electrical connecting lines including connecting switches Z1, Z2, so that these power supply buses can be electrically connected together in a controllable manner. Such switches can be controlled by monitoring devices to isolate one or more wires and thus isolate faults, such as short circuits.

[0070] In this first embodiment, a large number of switches may be reset to isolate the electrical fault and enable operation in a degraded mode.

[0071] Figure 3 Shows Figure 2 A second embodiment of the power distribution system 1 is shown. For the sake of clarity and brevity, the power distribution system 1 will not be shown again. Only the differences from the first embodiment are presented.

[0072] exist Figure 3 In the second embodiment shown, each power line LS has no power switch. In other words, the power line LS is uncontrollable and directly provides power. This advantageously enables the number of switches to be reduced, thereby reducing the cost and overall size of the power distribution system 1. This significantly reduces the mass and the possibility of reconfiguration, since the probability of a fault on the power line LS is low.

[0073] Still refer to Figure 3 The reset line LR1 includes at least two reset switches I1 and I2. The parking power line LAP is connected between the two reset switches I1 and I2. This enables the parking power line LAP to advantageously recharge the power sources B1 and B2 alternately or simultaneously according to the power levels of the power sources B1 and B2, making recharging more flexible.

[0074] Figure 4 Shows Figure 2 A third embodiment of the power distribution system 1 is shown. For the sake of clarity and brevity, the power distribution system 1 will not be presented again. Only the differences from the second embodiment are presented.

[0075] refer to Figure 4 , the power supply buses of the same commutator C1, C2 are isolated from each other so as to reduce the number of switches, thereby reducing the cost and overall size of the power distribution system 1. This means that the reset wire only connects two power supply buses BUS1B, BUS2A with different commutators C1, C2. Recharging via the docking power line LAP is only possible through the two power supply buses BUS1B, BUS2A. This structure is optimal because it is possible to efficiently distribute electrical energy using traditional wires with low operating costs. In addition, the number of switches is significantly reduced, which is advantageous in terms of weight, overall size, reliability and maintenance.

Claims

1. A power distribution system (1), configured to supply power to at least one first electric motor (M1) and a second electric motor (M2) through at least one first power supply (B1) and a second power supply (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 a second electric star (M1B, M2B) configured to be independently powered, each power supply (B1, B2) having a defined nominal power (Pnom), each power supply (B1, B2) comprising at least one first power supply output terminal (B1A, B2A) and a second power supply output terminal (B1B, B2B) having a defined basic power (Pele) lower than the defined nominal power (Pnom), characterized in that: The power distribution system (1) comprises: - at least one first commutator (C1) and a second commutator (C2), each commutator (C1, C2) being connected to a power source (B1, B2) and an electric motor (M1, M2), - each commutator (C1, C2) comprises at least one first power supply bus (BUS1A, BUS2A) and a second power supply bus (BUS1B, BUS2B), the first power supply bus (BUS1A, BUS2A) and the second power supply bus (BUS1B, BUS2B) being configured to supply power to the first electrical star element (M1A, M2A) and the second electrical star element (M1B, M2B), respectively, of the electric motor (M, M2) connected to the commutator (C1, C2), - the first power supply bus (BUS1A, BUS2A) and the second power supply bus (BUS1B, BUS2B) of each commutator (C1, C2) are configured to be powered by the first power supply output terminal (B1A, B2A) and the second power supply output terminal (B1B, B2B) of the power source (B1, B2) connected to the commutator (C1, C2), respectively, and the power supply bus (BUS1A, BUS2A) is independently powered by the basic power (Pele); - at least one reset line (LR1) connecting the first commutator (C1) to the second commutator (C2), the reset line (LR1) comprising at least one reset switch (I1), the reset switch (I1) being configured to close when one of the power sources (B1, B2) fails.

2. The power distribution system (1) according to claim 1, characterized in that: At least one parking power line (LAP) connected to the reset line (LR1) is included, and the parking power line (LAP) is configured to enable the power source (B1, B2) to be recharged via a commutator (C1, C2) connected to the reset line (LR1).

3. The power distribution system (1) according to claim 2, characterized in that: The reset line (LR1) includes at least two reset switches (I1, I2), and the parking power line (LAP) is connected between the two reset switches (I1, I2).

4. The power distribution system (1) according to any one of claims 1 to 3, characterized in that: Each power supply bus (BUS1A, BUS1B, BUS2A, BUS2B) is configured to be powered by a power supply output terminal (B1A, B2A, B1B, B2B) via a power line (LS), and each power line (LS) includes at least one power switch (IS).

5. The power distribution system (1) according to any one of claims 1 to 4, characterized in that: Each power supply bus (BUS1A, BUS1B, BUS2A, BUS2B) is configured to supply power to the electrical star elements (M1A, M1B, M2A, M2B) via a power line (LC), and each power line (LC) includes at least one electrical management device (DG), and the electrical management device (DG) is configured to, on the one hand, enable power to be supplied to the electrical star elements (M1A, M1B, M2A, M2B) through the connected power supply buses (BUS1A, BUS1B, BUS2A, BUS2B), and on the other hand, enable power to be supplied to the power supply buses (BUS1A, BUS1B, BUS2A, BUS2B) through the connected electrical star elements (M1A, M1B, M2B).

6. The power distribution system (1) according to claim 5, characterized in that The electrical management device (DG) includes at least two pairs of switches that can be controlled in coordination.

7. The power distribution system (1) according to any one of claims 1 to 6, characterized in that: The invention comprises a converter (CONV1, CONV2) installed between a commutator (C1, C2) and a motor (M1, M2) connected thereto.

8. The power distribution system (1) according to any one of claims 1 to 7, characterized in that: The power supply buses (BUS1A, BUS1B, BUS2A, BUS2B) of the same commutator (C1, C2) are isolated from each other.

9. An electrical structure for an aircraft, comprising at least a first electric motor (M1) and a second electric motor (M2), a first power supply (B1) and a second power supply (B2), each electric motor (M1, M2) being a propulsion motor of the aircraft, each electric motor (M1, M2) comprising at least one first electric star (M1A, M2A) and a second electric star (M1B, M2B) configured to be independently powered, each power supply (B1, B2) having a defined nominal power (Pnom), each power supply (B1, B2) comprising at least one first power supply output terminal (B1A, B2A) and a second power supply output terminal (B1B, B2B) having a defined basic power (Pele) less than the defined nominal power (Pnom), characterized in that: The electrical structure comprises at least one power distribution system (1) according to any one of claims 1 to 8, in order to supply power to the electric motors (M1, M2) via the power sources (B1, B2).

10. The electrical structure according to claim 9, characterized in that: The sum of the basic powers (Pele) of the power supply output terminals (B1A, B1B, B2A, B2B) of the power supplies (B1, B2) is greater than the nominal powers (Pnom) of the power supplies (B1, B2).

11. A method for supplying power to at least one first motor (M1) and a second motor (M2) via a power distribution system (1) according to any one of claims 1 to 8 through at least one first power source (B1) and a second power source (B2), characterized in that: Each electric motor (M1, M2) is an aircraft propulsion motor, each electric motor (M1, M2) comprises at least one first electric star (M1A, M2A) and a second electric star (M1B, M2B) configured to be independently powered, each power supply (B1, B2) has a defined nominal power (Pnom), each power supply (B1, B2) comprises at least one first power supply output terminal (B1A, B2A) and a second power supply output terminal (B1B, B2B) having a defined basic power (Pele) lower than the defined nominal power (Pnom), the power supply (B1, B2) is in an operating state, the reset switch (I1) is disconnected so as to electrically isolate the commutator (C1, C2), and the power supply method comprises the following steps: - for each commutator (C1, C2), supplying power to the first power supply bus (BUS1A, BUS2A) and the second power supply bus (BUS1B, BUS2B) respectively via the first power supply output terminal (B1A, B2A) and the second power supply output terminal (B1B, B2B) of a power source (B1, B2) connected to the commutator (C1, C2); - for each commutator (C1, C2), supplying power to the first electrical star element (M1A, M2A) and the second electrical star element (M1B, M2B) of the motor (M1, M2) connected to the commutator (C1, C2) through the first power supply bus (BUS1A, BUS2A) and the second power supply bus (BUS1B, BUS2B) connected to the commutator (C1, C2); -When one of the power sources (B1, B2) fails, the reset switch (I1) is closed to electrically connect the commutators (C1, C2).

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