Power system for turbine engine

Abstract

The present disclosure relates to a power system (4) for a gas turbine engine, the power system comprising: a bus (40); a first converter (410); a second converter (420); and a monitoring device (412, 422, 4000).

Description

Technical Field

[0001] The present application relates to the field of gas turbine engines, in particular aircraft engines. More specifically, the present application relates to the management of the supply of electrical consumers to an engine and / or an aircraft. Background Art

[0002] The aircraft may include at least one engine, and each of the engine and the aircraft may include electrical consumers and / or power supply sources. The power system may connect the electrical consumers, power supply and engine together to enable power exchange between these different elements. Both during startup and in flight, the electrical consumers may be supplied by mechanical collection from the engine, and the engine may be assisted by power collection from the power supply. During the operation of the engine, the supply requirements of the electrical consumers may change, sometimes suddenly. On the other hand, the mechanical collection from the engine must comply with a certain number of constraints to ensure optimization of the operation of the engine. For example, at takeoff, it is preferred to limit the collection from the low-pressure body of the engine, which is subject to a great load to provide thrust, and which in this respect cannot withstand the thrust oscillations associated with the variable mechanical collection from the power system. Summary of the invention

[0003] It is an object of the present invention to enable an aircraft engine to respond to variable loads on electrical consumers.

[0004] To this end, according to one aspect of the present disclosure, a power system for a gas turbine engine is proposed, the power system comprising:

[0005] a power supply bus designed to be connected to at least one electrical consumer and configured to provide power to the electrical consumer in the form of a continuous signal;

[0006] a first converter designed to be connected to a first alternator of the gas turbine engine, the first converter being connected to the bus and configured to regulate the voltage of the bus in dependence on the power provided by the first alternator;

[0007] a second converter designed to be connected to a second alternator of the gas turbine engine, the second converter being connected to the bus and configured to regulate the voltage of the bus as a function of the power provided by the second alternator; and

[0008] A monitoring device, the monitoring device being connected to the first converter and the second converter, the monitoring device being configured to:

[0009] receiving a monitoring signal indicative of a correction associated with a difference between a measured value of a voltage of the bus and a reference value, the difference indicative of a change in the voltage of the bus;

[0010] performing frequency filtering on the monitoring signal to determine at least one low frequency component and at least one high frequency component;

[0011] piloting the first converter to compensate for a change in the voltage of the bus, the piloting being implemented by a first portion of the low frequency component and a first portion of the high frequency component; and

[0012] The second converter is directed to compensate for the change in the voltage of the bus, the directing being performed by a second portion of the low frequency component and a second portion of the high frequency component.

[0013] Advantageously but optionally, the power system may include at least one of the following features, taken alone or in combination:

[0014] - the power system further comprises a third converter, the third converter being designed to be connected to a DC power source, the third converter being connected to the bus and being configured to adjust the voltage of the bus according to the power provided by the DC power source, wherein the monitoring device is also connected to the third converter and is configured to guide the third converter to compensate for the variation of the voltage of the bus, the guidance being implemented by the third part of the low-frequency component and the third part of the high-frequency component;

[0015] - the power system further comprises a DC power source connected to the third converter to provide power to the third converter;

[0016] - each converter comprises a monitoring member configured to guide the converter, the monitoring device also comprising a central member configured to:

[0017] Receiving monitoring signals;

[0018] performing frequency filtering on the monitoring signal; and

[0019] transmitting to each of the monitoring members a control signal for directing the converter, the control signal being generated from the first and second portions of the low frequency component and from the first and second portions of the high frequency component;

[0020] - Each converter comprises a monitoring member configured to:

[0021] Receiving monitoring signals;

[0022] performing frequency filtering on the monitoring signal; and

[0023] directing the converter to compensate for a change in the voltage of the bus, the directing being implemented by a portion of the low frequency component and a portion of the high frequency component;

[0024] -The power system also includes:

[0025] * a first alternator connected to the first converter to provide electrical power to the first converter, the first alternator being designed to be connected to a first rotating body of the gas turbine engine to harvest mechanical power from the first rotating body; and

[0026] * a second alternator connected to the second converter to provide electrical power to the second converter, the second alternator being designed to be connected to a second rotating body of the gas turbine engine to harvest mechanical power from the second rotating body;

[0027] - the monitoring device is configured to guide the converter according to the set value of the acquisition distribution between the rotating bodies; and

[0028] The monitoring device is configured to direct each of the converters according to a maximum acquisition threshold from each of the rotating bodies and / or from the DC power source.

[0029] According to another aspect of the present disclosure, a gas turbine engine assembly is provided, comprising:

[0030] A first rotating body;

[0031] a second rotating body; and

[0032] The electric power system as described above, wherein the first alternator is connected to the first rotating body to collect electric power from the first rotating body, and the second alternator is connected to the second rotating body to collect electric power from the second rotating body.

[0033] According to another aspect of the present disclosure, a method for monitoring the power system as described above is proposed, the method being implemented by a monitoring device and comprising:

[0034] receiving a monitoring signal indicative of a correction associated with a difference between a measured value of a voltage of the bus and a reference value, the difference indicative of a change in the voltage of the bus;

[0035] frequency filtering the monitoring signal to determine at least one low frequency component and one high frequency component;

[0036] directing the first converter to compensate for a change in the voltage of the bus, the directing being implemented by a first portion of the low frequency component and a first portion of the high frequency component; and

[0037] The second converter is directed to compensate for the change in the voltage of the bus, the directing being performed by a second portion of the low frequency component and a second portion of the high frequency component. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Other features, objectives and advantages of the invention will appear from the following description, which is purely illustrative and non-limiting and should be read in conjunction with the accompanying drawings, in which:

[0039] Figure 1 An aircraft is shown schematically.

[0040] Figure 2 The engine is shown schematically.

[0041] Figure 3 A power system according to one aspect of the present disclosure is schematically illustrated.

[0042] Figure 4 is a flow chart illustrating steps of a method for monitoring a power system according to the present disclosure.

[0043] Figure 5 The operation of a portion of a power system according to one aspect of the present disclosure is shown.

[0044] Figure 6 The operation of another portion of the power system according to another aspect of the present disclosure is shown.

[0045] In all the figures, similar elements have the same reference numerals. DETAILED DESCRIPTION

[0046] Aircraft

[0047] Figure 1 An aircraft 100 is shown, which includes at least one propulsion unit 1, in this case two propulsion units 1. The aircraft 100 shown is a civilian or military aircraft, but it can also be any other type of aircraft 100, such as a helicopter. The propulsion units 1 are added and fixed to the aircraft 100, each propulsion unit being located under a wing of the aircraft 100, such as Figure 1 However, this is not restrictive, since at least one propulsion unit 1 can also be mounted on a wing of the aircraft or on the back of the fuselage of the aircraft.

[0048] The aircraft 100 also comprises a plurality of electrical consumers (or receivers) (not shown). Each electrical consumer is a device supplied with electrical energy and which can be configured to convert the electrical energy supplied to the device into another form of energy, such as thermal energy or mechanical energy. Non-limiting examples of electrical consumers of the aircraft 100 are: electric motors, heating and / or air conditioning systems, compressors, etc. These electrical consumers in particular make it possible to ensure a certain number of functions in flight and on the ground, such as pressurization and / or lighting of the cabin of the aircraft 100, operation of the cockpit, etc.

[0049] In order to supply these electrical consumers with electrical energy, the aircraft 100 comprises a plurality of electrical power networks, including at least one DC network. Each power network generally comprises a set of electrical conductors, generally a set of wires or rods and / or an assembly of wires and / or one (or more) printed tracks and / or some means for conducting electricity. The DC network authorizes the circulation of electrical energy only in the form of a continuous signal.

[0050] The electrical energy consumed by the electrical consumers may be generated at least partly by the engine 2 of the propulsion unit 1 (described in more detail below), and more specifically by mechanical harvesting from the BP, HP rotating bodies of the engine 2 .

[0051] Propulsion unit

[0052] Figure 2 A propulsion unit 1 is shown having a longitudinal axis XX and comprising an engine 2 , which is a gas turbine engine, and a nacelle 3 surrounding the engine 2 .

[0053] The propulsion unit 1 is intended, for example, to Figure 1 The manner shown is mounted on an aircraft 100. In this respect, the propulsion assembly 1 may comprise a mast (not shown) intended to connect the propulsion unit 1 to a part of the aircraft 100.

[0054] Figure 2 The engine 2 shown is a twin-shaft turbofan engine that directly drives a fan 20. However, this is not limiting, as the engine 2 may include a different number of shafts and / or flows, and / or the engine 2 may be another type of turbojet engine, such as a turboprop engine or a turbojet engine that drives a fan via a speed reducer. Similarly, what has been described above is applicable to all types of gas turbine engines, i.e., to all types of systems that enable energy to be transferred between rotating components and fluids.

[0055] Unless otherwise stated, the terms "upstream" and "downstream" are used with reference to the overall direction of the air flow through the propulsion assembly 1 during operation. Similarly, the axial direction corresponds to the direction of the longitudinal axis XX and the radial direction is a direction orthogonal to the longitudinal axis XX and intersecting the longitudinal axis XX. Furthermore, an axial plane is a plane containing the longitudinal axis XX and a radial plane is a plane orthogonal to the longitudinal axis XX. The circumference is understood to be a circle belonging to the radial plane and the center of the circle belongs to the longitudinal axis XX. The tangential direction or circumferential direction is a direction tangential to the circumference, which is orthogonal to the longitudinal axis XX but does not pass through the longitudinal axis XX. Finally, the adjectives "inner" (or "inside") and "outer" (or "outside") are used with reference to the radial direction, so that the inner part of an element is closer to the longitudinal axis XX in the radial direction than the outer part of the same element.

[0056] like Figure 2 It can be seen that the engine 2 includes a fan 20, a compression section 22 (including a low-pressure compressor 220 and a high-pressure compressor 222), a combustion chamber 24 and an expansion section 26 (including a high-pressure turbine 262 and a low-pressure turbine 260) from upstream to downstream. Each of the low-pressure compressor 220, the high-pressure compressor 222, the high-pressure turbine 262 and the low-pressure turbine 260 includes a rotor portion and a stator portion, and the rotor portion can be driven to rotate relative to the stator portion around the longitudinal axis XX. The fan 20, the rotor portion of the low-pressure compressor 220 and the rotor portion of the low-pressure turbine 260 are connected to each other by a low-pressure shaft 280 extending along the longitudinal axis XX, thereby forming a low-pressure body (BP body) as a first rotating body. The rotor portion of the high-pressure compressor 222 and the rotor portion of the high-pressure turbine 262 are connected to each other by a high-pressure shaft 282, thereby forming a high-pressure body (HP body) as a second rotating body, and the high-pressure shaft also extends around the low-pressure shaft 280 along the longitudinal axis XX. As shown Figure 2It can be seen that the compression section 22, the combustion chamber 24 and the expansion section 26 are surrounded by the engine housing 23, to which the stator portion of the low-pressure compressor 220, the stator portion of the high-pressure compressor 222, the stator portion of the high-pressure turbine 262 and the stator portion of the low-pressure turbine 260 are connected, and the fan 20 is surrounded by the fan housing 25. The engine housing 23 and the fan housing 25 are connected to each other by a profiled arm 27, which forms a straightener (or "Outlet Guide Vanes (OGV)") distributed circumferentially all around the longitudinal axis XX. At least some of these arms 27 can be designed as structural arms. The longitudinal axis XX defines the rotation axis for the fan 20, the rotor portion of the compression section 22 and the rotor portion of the expansion section 26, in other words, defines the rotation axis for the BP body and the HP body, each of which can be driven to rotate relative to the engine housing 23 and the fan housing 25 around the longitudinal axis XX.

[0057] The nacelle 3 extends radially all around the longitudinal axis XX outside the engine 2 to surround the fan case 25 and the engine case 23 and to define, together with the downstream portion of the engine case 23, a downstream portion of a secondary flow path B, the upstream portion of which is defined by the upstream portion of the engine case 23 and the fan case 25. The upstream portion of the nacelle 3 also defines an air inlet 29 through which the fan 20 sucks the air flow circulating through the propulsion unit 1. The nacelle 3 is fixed to the fan case 25 and is added and fixed to the aircraft 100 by means of a mast.

[0058] The engine 2 may also include at least one accessory gear box (AGB) (not shown), which is usually housed in a cavity arranged in the nacelle 3. The accessory gear box includes a set of gears that enable a plurality of shafts to be driven in rotation about their own axes, on which accessories are mounted to obtain useful mechanical power from their rotation. The gear set itself is typically driven by meshing with at least one of the high-pressure shaft 282 and the low-pressure shaft 280 using a power take-off shaft (or radial drive shaft, RDS), which may connect the accessory gearbox to the high-pressure body 222, 262, 282 and at least one of the low-pressure bodies 20, 220, 260, 280 via a transmission box (not shown). In this regard, the power take-off shaft can extend inside a longitudinal cavity arranged in one of the arms 27. In this way, mechanical power may be collected from at least one of the high-pressure body 222, 262, 282 and the low-pressure body 20, 220, 260, 280 to be delivered to at least one of the accessories via the accessory gearbox.

[0059] The engine 2 may also include multiple electrical consumers (not shown), such as a starter, variable geometry or de-icing system, which also must be supplied with electrical energy. The supply of at least some of these electrical consumers may be in the form of a continuous signal, usually a continuous voltage.

[0060] In operation, the fan 20 sucks in an air flow, a portion of which circulates in a main flow path A, which is continuously compressed in the compression section 22, ignited in the combustion chamber 24, and expanded in the expansion section 26, and then discharged from the engine 2. The main flow path A passes right through the engine case 23. Another portion of the air flow circulates in a secondary flow path B, which takes the shape of an elongated annular ring around the engine case 23, and the air sucked in by the fan 20 is straightened by a straightener and then discharged from the propulsion unit 1. In this way, the propulsion unit 1 generates thrust. This thrust can be used to benefit the aircraft 100, for example, to which the propulsion assembly 1 is added and fixed.

[0061] Power System

[0062] Figure 3 An electrical system 4 distributed between the propulsion unit 1 and the aircraft 100 is shown, which is used to supply electrical energy to the engine 2 and / or electrical consumers 400 of the aircraft 100, usually by means of a DC network. The electrical system 4 in particular enables the provision of an interface between the BP, HP rotating bodies of the engine 2 and the electrical network of the aircraft 100. The electrical system is in particular configured to meet the electrical power needs of the aircraft 100 and / or electrical consumers 400 of the engine 2 by mechanical collection from the engine 2, and to use the electrical power of the aircraft 100 and / or the engine 2 to assist the start-up operation and / or in-flight operation of the engine 2. In other words, the engine 2 is an electric hybrid.

[0063] The electrical system 4 comprises an electrical bus 40 or a power supply bus 40 connected to at least one electrical consumer 400 of the aircraft 100 and / or the engine 2 (preferably a group of a plurality of electrical consumers 400 of the aircraft 100 and / or the engine 2), the bus 40 being configured to supply electrical power to the electrical consumers 400 in the form of a continuous signal, in particular to meet the electrical power demand of the electrical consumers. In other words, the bus 40 is configured to authorize the circulation of electrical energy in the form of a continuous signal. The bus 40 may, for example, comprise a set of electrical conductors, typically a set of wires or rods and / or an assembly of wires and / or one (or more) printed tracks and / or some device for conducting electricity.

[0064] The power system 4 further comprises a plurality of electrical converters 410, 420, 430, each of which is connected to a respective power source 411, 421, 431, that is to say to an element configured to provide electrical power. The power sources 411, 421, 431 may be alternating current generators 411, 421 and / or direct current power sources 431. The alternating current generators 411, 421 and the direct current power sources 431 may belong to the engine 2, that is to say, the alternating current generators 411, 421 and the direct current power sources 431 are guided simultaneously with the engine 2, or even the alternating current generators 411, 421 and the direct current power sources 431 are guided by the engine 2. In this case, the alternating current generators 411, 421 and the direct current power sources 431 are the power sources 411, 421, 431 of the engine 2. Furthermore, the direct current power source 431 is not necessarily located in the engine 2 and may, for example, be housed in a pylon for fixing the engine 2 to the aircraft 100. Alternatively, the DC power source 431 belongs to the aircraft 100, that is, the DC power source 431 is guided simultaneously with the aircraft 100. Figure 3 It can be seen that the power system 4 may include a first converter 410 connected to a first AC generator 411, a second converter 420 connected to a second AC generator 421, and a third converter 430 optionally connected to a DC power source 431. The third converter 430 and the DC power source 431 are optional. In some embodiments, the third converter 430 and the DC power source 431 do not exist, or in other embodiments, the DC power source 431 is not available. On the other hand, as Figure 3 It can be seen that each of the converters 410, 420, 430 is connected to the bus 40. In fact, at least one of the converters 410, 420, 430 (rather than each of the converters 410, 420, 430) is configured to adjust the voltage of the bus 40 according to (i.e., using) the power provided by one or more power sources 411, 421, 431 connected to the converters 410, 420, 430. Of course, the number and type of converters 410, 420, 430 and power sources 411, 421, 431 are not limiting.

[0065] The voltage regulation of the bus 40 is critical. Indeed, during the operation of the power system 4, if the variation of the voltage over time within the bus 40 may occasionally vary around a given nominal value, the variation of the voltage over time within the bus 40 must nevertheless remain within the limits of the meter, which is a guarantee of the correct operation of all the elements connected to the bus 40. Indeed, during the operation of the power system 4, the meter defines upper and lower limits of the voltage excursion as a function of time. The meter may include limits defined for normal and / or abnormal operating conditions, which are symmetrically or asymmetrically around the nominal voltage level of the bus 40. In the diagrams (not shown) providing the variation of the voltage as a function of time, the limits of the meter are generally represented as dashed or solid lines. Preferably, even if the limits do not initially define constant voltage values, in particular during the characteristic time of operating (or starting) the power system 4 or during the time of establishing a steady state in the case of power transients, the limits will generally define constant voltage values ​​to guarantee the operational stability of the bus 40 and, therefore, the operational stability of the power system 4. Such an instrument may, for example, be defined in standards relating to the quality of the electrical system 4 and / or the DC network, but may also be defined by the specifications of the aircraft-type vehicle to which the electrical system 4 is connected, which is typically a requirement of the manufacturer of the aircraft 100 and / or of the engine 2 in which the electrical system 4 is integrated.

[0066] On the other hand, the voltage regulation of the bus 40 makes it possible to meet the power demand of the electrical consumers 400 connected to the bus 40. In general, when the amount of power collected from the bus 40 by at least one electrical consumer 400 is greater than the amount of power injected into the bus 40 by at least one converter 410, 420, 430, the voltage of the bus 40 is significantly reduced. On the contrary, when the amount of power injected into the bus 40 by at least one converter 410, 420, 430 is greater than the amount of power collected from the bus 40 by at least one electrical consumer 400, the voltage of the bus 40 increases. Therefore, in addition to ensuring the safety of the power system 4, regulating the voltage of the bus 40 makes it possible to meet the power demand of the electrical consumers 400. In other words, each of the converters 410, 420, 430 is configured to permanently adapt the power injected into the bus 40 by the converter or the power collected from the bus 40 according to the voltage of the bus 40 to accurately meet the power demand of the electrical consumers 400 connected to the bus 40.

[0067] In particular, the connection of the converters with the power sources 411, 421, 431 allows the power injected into the bus 40 or collected from the bus 40 by the converters 410, 420, 430. In fact, at least one of the alternators 411, 421 (but not each of the alternators 411, 421) is connected to the BP, HP rotating body of the engine 2 so that mechanical power and / or power can be exchanged between the BP, HP rotating body and the alternators 411, 421, so that mechanical power is preferably collected from the BP, HP rotating body and converted into electric power, which is then delivered to the first converter 410 and / or the second converter 420 to be injected onto the bus 40. Since the power provided by the alternators 411, 421 is in the form of an AC signal, each of the first converter 410 and the second converter 420 is configured to convert the AC signal in a reversible manner into a continuous signal suitable for injection onto the bus 40 and then propagating on the bus 40. Similarly, the DC power source 431 can deliver power in the form of a continuous signal to the third converter 430, which will still convert this power in a reversible manner to shape it according to the constraints specific to the bus 40 and then inject it onto the bus 40. Each or at least one of the alternators 411, 421 can be, for example, a wound rotor synchronous machine, which usually includes three stages, known as a variable frequency generator (VFG), which is usually driven by at least one of the high-pressure shaft 282 and the low-pressure shaft 280 of the engine 2 via an accessory gearbox. Other types of electric machines can be envisaged, such as permanent-magnet synchronous machines, preferably known as permanent-magnet synchronous machine drives (PMSM), or asynchronous machines (or induction machines) or variable reluctance machines, which have the advantage of particularly low mass. Preferably, the first alternator 411 is connected to the HP body, while the second alternator 421 is connected to the BP body 280. The DC power source 431 for its part may comprise batteries, supercapacitors, DC generators and / or fuel cells. The DC power source 431 in particular enables the BP, HP rotating bodies to be released or to take over when, for example, the harvesting level required to meet the power demand of the electrical consumer 400 is too high, but also enables some dynamics to be absorbed, such as sudden changes in the performance of the electrical consumer 400.

[0068] Figure 3 The power system 4 is also shown to include a monitoring device 412 , 422 , 432 , 4000 connected to at least one of the converters 410 , 420 , 430 , but not to each of the converters 410 , 420 , 430 .

[0069] Figure 3 The monitoring device 412, 422, 432, 4000 shown includes a central component 4000 and a plurality of monitoring components 412, 422, 432, each of which is connected (or integrated) to one of the converters 410, 420, 430. Alternatively, the monitoring device 412, 422, 432 may only include a plurality of monitoring components 412, 422, 432, each of which is connected (or integrated) to one of the converters 410, 420, 430.

[0070] The monitoring device 412, 422, 432, 4000 is also configured to receive a signal V representing a measured value of the voltage of the bus 40. To this end, the monitoring device 412, 422, 432, 4000 can be connected to the bus 40 or a voltage sensor connected to the bus 40, and receive the signal V from the bus 40 (or from the sensor). The signal V can be received via a physical link or a wireless link. The signal V specifically represents the changing power demand of the electrical consumer 400 connected to the bus 40. Typically, when the electrical consumer 400 suddenly needs to be able to collect a large amount of power from the bus 40, due to the response time of the power system 4 to provide the required power to the bus 40 to compensate for the collected power, the voltage of the bus 40 will suddenly drop, and the drop will be reported to the monitoring device 412, 422, 432, 4000 via the signal V. In the same way, when an electrical consumer 400 suddenly unloads a large amount of power on the bus 40, due to the response time of the power system 4 to extract the required power from the bus 40 to compensate for the unloading, the voltage of the bus 40 will suddenly increase, and this increase will be reported to the monitoring device 412, 422, 432, 4000 via the signal V. Therefore, the signal V is usually a time signal, that is to say providing (or representing) the change in the voltage of the bus 40 as a function of time. Many electrical consumers 400 (especially those referred to as "active" electrical consumers 400) can have this type of dynamic performance, which can also vary during different flight phases.

[0071] The changes in the voltage of the bus 40 are compensated by the action of the converters 410, 420, 430, which therefore follows the voltage changes, whether they are sudden or fluctuating. That is why the actions are coordinated by the monitoring devices 412, 422, 432, 4000 to maintain the voltage of the bus 40 within the meter, thus enabling the power system 4 to operate stably.

[0072] To this end, the monitoring device 412, 422, 432, 4000 is configured to perform frequency filtering on the monitoring current i, which represents the required action of the converter 410, 420, 430 to correct the difference identified between the signal V and a reference value V_ref (the reference value is associated with a meter, for example), as described in more detail below. In fact, the monitoring current i represents (or is associated with) a change in the voltage of the bus 40 identified via the signal V.

[0073] However, the high-frequency components of the voltage variations of the bus 40 require an immediate and rapid response from the power system 4, whereas the low-frequency components of the voltage variations of the bus 40 require a long-term substantial response from the power system 4. Typically, during the operation of the engine 2, the power requested by the electrical consumers 400 varies with slow dynamics (low-frequency components), but sudden and occasional calls for power (high-frequency components) may be experienced from some electrical consumers 400, such as the electric actuators of the flaps of the wings of the aircraft 100. Therefore, it can be proven to be relevant to guide the converters 410, 420, 430 by distinguishing between these different components by means of frequency filtering of the monitoring current i.

[0074] Typically, the low-frequency component of the voltage variation of the bus 40 will determine the operating point of the engine 2, while the high-frequency component will be absorbed by the inertia of the BP, HP rotating bodies. To this end, the monitoring device 412, 422, 432, 4000 is also configured to guide each of the converters 410, 420, 430 to compensate for a portion of the high-frequency component and a portion of the low-frequency component. In other words, each converter 410, 420, 430 bears its share of the response of the converter to the power demand represented by the electrical consumer 400 and embodied by the variation of the voltage of the bus 40. More specifically, each of the converters 410, 420, 430 receives a setpoint specific to the converter from the monitoring device 412, 422, 432, 4000, and the converter 410, 420, 430 adjusts the voltage of the bus 40 according to the setpoint. Therefore, the combination of the voltage regulation of each converter 410, 420, 430 makes it possible to optimize the operating point of the engine by permanently following the power demand of the electrical consumer 400. Thus, advantageously, the BP, HP rotating body most sensitive to rapid fluctuations in mechanical power harvesting at some operating points can be unloaded in favor of another BP, HP rotating body or the DC power source 431 , making it possible to optimize the operating point of the engine 2 .

[0075] exist Figure 3 In the power system 4 shown, the central component 4000 is configured to receive and process a signal V, such as Figure 5In addition, the central component 4000 is configured to transmit a control signal CTRL_1, CTRL_2, CTRL_3 to each of the monitoring components 412, 422, 432, which control signal may generally take the form of a control current for directing the converters 410, 420, 430. Figure 3 In the power system 4 shown, monitoring is performed in a centralized manner. Alternatively, when the monitoring devices 412, 422, 432 only include monitoring components 412, 422, 432, each of the monitoring components 412, 422, 432 is configured to receive and process the signal V and then guide the converters 410, 420, 430 accordingly, as shown in FIG. Figure 6 In other words, monitoring is performed in a decentralized manner.

[0076] Figure 3The presence of a general controller 7 is also shown, which may be, for example, all or part of the system forming an interface between the cockpit of the aircraft 100 and the engine 2 (or Full Authority Digital Engine Control (FADEC)), typically a control unit (or Electronic Control Unit (ECU)) of the engine 2 integrated into the Full Authority Digital Engine Control (FADEC). The general controller 7 is connected to the monitoring devices 412, 422, 432, 4000, in which case the general controller 7 is connected to the central component 4000, but when the central component 4000 is not present, the general controller 7 may instead be directly connected to each of the monitoring components 412, 422, 432. In this case, the functions performed by the central component 4000 are performed locally in the monitoring components 412, 422, 432 or by the general controller 7. The general controller 7 determines the additional constraints to be observed by the power system 4 in order to meet the power requirements of the electrical consumers 400. In particular, the universal controller 7 may transmit to the monitoring devices 412, 422, 432, 4000 a set value Cons for the collection distribution between the BP, the HP rotating body and the DC source 431, and / or a threshold value Se1, Se2, Se3 for the maximum collection on at least one (but not each) of the BP, the HP rotating body and the DC source 431, the threshold values ​​Se1, Se2, Se3 being specific to each BP, the HP rotating body and the DC source 431 where appropriate. More specifically, the distribution set value Cons indicates to the monitoring devices 412, 422, 432, 4000 how the total power to be collected from the engine 2 to meet the needs of the electrical consumers 400 must be distributed between the BP, the HP rotating body and the DC source 431, and the distribution set value Cons may generally take the form of a percentage. The collection thresholds Se1, Se2, Se3 provide for themselves and for each of the power sources 411, 421, 431 the maximum value of the power that the monitoring device 412, 422, 432, 4000 is authorized to collect through its corresponding converter 410, 420, 430; that is, the collection thresholds Se1, Se2, Se3 provide for themselves and for each of the power sources 411, 421, 431 the first maximum power value that can be collected from the engine 2 by the first converter 410 via the first alternator 411, the second maximum power value that can be collected from the engine 2 by the second converter 420 via the second alternator 421, and the third maximum power value that can be collected from the DC power source 431 by the third converter 430. If the DC power source 431 is a battery, the threshold Se3 associated with the DC power source 431 can generally take the form of a current collection limit for charging or discharging.The monitoring device 412, 422, 432, 4000 is then configured to guide the converter 410, 420, 430 according to the distribution set value Cons and / or these threshold values ​​Se1, Se2, Se3. More precisely, the distribution set value Cons and / or the threshold values ​​Se1, Se2, Se3 are used to determine a portion of the high-frequency component and a portion of the low-frequency component compensated by the converter 410, 420, 430.

[0077] The distribution setpoints Cons and / or the collection thresholds Se1, Se2, Se3 transmitted by the universal controller 7 can vary over time and can in particular ensure that each of the BP, HP rotating bodies and the DC power supply 431 supplies the required power to the electrical consumers by optimizing the operating point of the engine 2. For example, during take-off (take-off is a flight phase in which high thrust is loaded from the fan 20), that is to say, during a phase during which a large amount of power is transmitted from the BP body to the fan 20, the high-frequency part of the power will be preferentially or even completely collected from the HP body, and the low-frequency part of the power will be preferentially or even completely collected from the BP body, in order to avoid thrust oscillations on the BP body. On the contrary, during some flight phases where the operability limits of the HP body are reached, it is preferred to collect more power from the BP body. In any case, this distribution setpoint Cons and / or these collection thresholds Se1, Se2, Se3 can also prove to be necessary, since mechanical collection has different results depending on the BP, HP rotating body from which the power is collected.

[0078] Monitoring methods

[0079] Figure 4 More specifically, a monitoring method E is shown, which can be implemented by the monitoring device 412 , 422 , 432 , 4000 to enable the power demand of the electrical consumer 400 to be met in real time, regardless of the operating phase of the engine 2 . Figure 5 The monitoring method is shown as being implemented in the central component 4000, and Figure 6 The monitoring method implemented in a monitoring member (usually a first monitoring member 412) is shown. The monitoring method E enables the power system 4 to correct the difference (or error) between the identified reference value V_ref, which depends on the voltage meter of the bus 40 and indicates that the bus 40 should be in a normal operating state, and the measured value represents the actual situation of the demand of the electrical consumer 400 expressed by injecting or collecting power on the bus 40. In other words, the monitoring method E ensures that the power demand of the electrical consumer 400 is met by the power regulation of the bus 40 by correcting the difference between the reference value V_ref and the measured value of the voltage V of the bus 40.

[0080] More specifically, if Figure 5 and Figure 6 As can be seen, a signal V representing a measured value of the voltage of the bus 40 is received. This signal V can then be compared with a reference value V_ref. If there is no difference between the reference value V_ref and the measured signal V, the voltage of the bus 40 does not need to be regulated. On the other hand, if a difference is observed, i.e., the voltage of the bus 40 has changed, the voltage of the bus 40 needs to be regulated. To this end, the power supplies 411, 421, 431 need to be guided to perform the voltage regulation. The guidance (or command) can, for example, consist of the transmission of a set value current, a set value power, or even a set value torque. These set values ​​will set the way in which the power system 4 (more specifically, the power supplies 411, 421, 431) must adjust its operation to successfully perform the voltage regulation. In this case, advantageously, a setpoint monitoring current i can be generated that is more easily manipulated by the monitoring device 412, 422, 432, 4000 (whether the monitoring device is the central component 4000 or the monitoring component 412, 422, 432, 4000), which can then be processed according to the error identified in the signal V relative to the reference value V_ref. Advantageously, this processing can be implemented by a proportional-integral type corrector. The monitoring current i thus represents the correction performed by the power system 4 to reduce or even eliminate the difference between the reference value V_ref and the measured signal V and thus compensate for the variations in the voltage of the bus 40. However, this monitoring current i only sets a general setpoint adopted by the power system 4, without distinguishing the role that each of the components of the power system 4 (more specifically, the power sources 411, 421, 431) will have to play in voltage regulation.

[0081] In this respect, the monitoring current i is received E1 by filtering means which subject it to a frequency filtering E2 in order to determine at least one low-frequency component i_BF and one high-frequency component i_HF, in fact, these components i_BF, i_HF represent respectively a low-frequency component and a high-frequency component of the voltage variation on the bus 40. In fact, the variation of the monitoring current i represents the variation of the voltage of the bus 40 through the measured signal V. To this end, the monitoring current i is for example duplicated and then each of the two monitoring currents i is subjected to a frequency filtering, one of low frequency and the other of high frequency. High frequency is understood to be a frequency greater than or equal to 1 Hz and less than or equal to 1000 Hz, while low frequency refers to a frequency less than 1 Hz.

[0082] According to the distribution setpoint Cons received from the general controller 7, a portion dedicated to each converter 410, 420, 430 is determined for each of the low-frequency component i_BF and the high-frequency component i_HF. This distribution setpoint Cons can be divided into two setpoints: the distribution setpoint Cons_HP / BP that applies the acquisition distribution between the HP body and the BP body and the distribution setpoint Cons_power / engine between the engine 2 and the DC power supply 431. The distribution setpoint Cons_power / engine between the engine 2 and the DC power supply 431 can be used in particular to release the BP, HP rotating body, or take over when the acquisition level required to meet the power demand of the electrical consumer 400 is too high, for example, or to make it possible to absorb some dynamics, such as sudden changes in the behavior of the electrical consumer 400. In addition, the distribution setpoint Cons_HP / BP that applies the acquisition distribution between the HP body and the BP body and the distribution setpoint Cons_power / engine between the engine 2 and the DC power supply 431 can each be specific to the low-frequency component and the high-frequency component of the voltage variation on the bus 40. Typically, therefore, each of the two filtered monitoring currents is modified i_1_BF, i_2_BF, i_3_BF, i_1_HF, i_2_HF, i_3_HF as a function of the profile setpoint Cons. Figure 5 It can be seen that when the central body 4000 is responsible for monitoring, this results in as many monitoring current pairs i_1_BF / i_1_HF, i_2_BF / i_2_HF, i_3_HF / i_3_BF as there are converters 410, 420, 430 in the power system 4. Figure 6 It can be seen that when each monitoring member 412 , 422 , 432 is responsible for monitoring, this results in only one pair of monitoring currents i_1_BF / i_1_HF dedicated to the converter 410 to which the monitoring member 412 is connected.

[0083] The pairs thus determined are combined for transmission to the corresponding converters 410, 420, 430, and the pairs thus determined may be subjected to processing based on the acquisition thresholds Se1, Se2, Se3 for each power source 411, 421, 431 received by the universal controller 7 before such transmission. Typically, each pair of monitoring currents i_1_BF / i_1_HF, i_2_BF / i_2_HF, i_3_HF / i_3_BF of the monitoring currents is added i_1, i_2, i_3, and then processed using the acquisition thresholds Se1, Se2, Se3 as required to provide the final monitoring currents i_1*, i_2*, which may be subjected to final processing to correspond to the constraints specific to the converters 410, 420, 430, and ready to route CTRL_1, CTRL_2, CTRL_3 to the converters 410, 420, 430 to ensure the guidance of the converters.

[0084] Each converter 410 , 420 , 430 conducts E3 , for example using the final monitoring current CTRL_1 , CTRL_2 , CTRL_3 , to compensate for a portion of the low-frequency component and a portion of the high-frequency component of the voltage variation of the bus 40 .

Claims

1. An electrical power system (4) for a gas turbine engine (2), the electrical power system comprising: A power supply bus (40) designed to be connected to at least one electrical consumer (400) and configured to provide power to the electrical consumer (400) in the form of a continuous signal; a first converter (410) designed to be connected to a first alternator (411) of a gas turbine engine, the first converter (410) being connected to the bus (40) and configured to regulate the voltage of the bus (40) according to the power provided by the first alternator (411); a second converter (420) designed to be connected to a second alternator (421) of the gas turbine engine, the second converter (420) being connected to the bus (40) and configured to regulate the voltage of the bus (40) according to the power provided by the second alternator (421); as well as A monitoring device (412, 422, 4000), the monitoring device being connected to the first converter (410) and the second converter (420), the monitoring device (412, 422, 4000) being configured to: receiving a monitoring signal (i) representing a correction associated with a difference between a measured value (V) and a reference value (V_ref) of a voltage of the bus (40), the difference representing a change in the voltage of the bus (40); performing frequency filtering on the monitoring signal (i) to determine at least one low frequency component (i_BF) and at least one high frequency component (i_HF); directing the first converter (410) to compensate for variations in the voltage of the bus (40), the directing being implemented by a first portion of the low frequency component (i_BF) and a first portion of the high frequency component (i_HF); as well as The second converter (420) is directed to compensate for variations in the voltage of the bus (40), the directing being implemented by a second portion of the low frequency component (i_BF) and a second portion of the high frequency component (i_HF).

2. The power system (4) according to claim 1, further comprising a third converter (430), the third converter being designed to be connected to a DC power source (431), the third converter (430) being connected to the bus (40) and being configured to adjust the voltage of the bus (40) according to the power provided by the DC power source (431), wherein: The monitoring device (412, 422, 432, 4000) is also connected to the third converter (430) and is configured to guide the third converter (430) to compensate for changes in the voltage of the bus (40), the guidance being implemented by a third part of the low-frequency component (i_BF) and a third part of the high-frequency component (i_HF).

3. The power system (4) according to claim 2, further comprising a DC power source (431), which is connected to the third converter (430) to provide power to the third converter (430).

4. The power system (4) according to any one of claims 1 to 3, wherein: Each converter (410, 420, 430) comprises a monitoring member (412, 422, 432) configured to guide the converter (410, 420, 430), the monitoring device (412, 422, 432, 4000) further comprising a central member (4000) configured to: Receiving the monitoring signal (i); performing the frequency filtering on the monitoring signal (i); as well as A control signal (CTRL_1, CTRL_2, CTRL_3) for directing the converter (410, 420, 430) is transmitted to each of the monitoring members, the control signal CTRL_1, CTRL_2, CTRL_3) being generated from the first and second parts of the low frequency component (i_BF) and from the first and second parts of the high frequency component (i_HF).

5. The power system (4) according to any one of claims 1 to 3, wherein: Each converter (410, 420, 430) comprises a monitoring component (412, 422, 432) configured to: Receiving the monitoring signal (i); performing the frequency filtering on the monitoring signal (i); as well as The converter (410, 420, 430) is directed to compensate for variations in the voltage of the bus (40), the directing being implemented by a portion of the low-frequency component (i_BF) and a portion of the high-frequency component (i_HF).

6. The power system (4) according to any one of claims 1 to 5, further comprising: a first alternator (411) connected to the first converter (410) to provide electric power to the first converter (410), the first alternator (411) being designed to be connected to a first rotating body (HP, BP) of a gas turbine engine (2) to harvest mechanical power from the first rotating body (HP, BP); as well as A second AC generator (421), which is connected to the second converter (420) to provide electric power to the second converter (420), and the second AC generator (421) is designed to be connected to a second rotating body (HP, BP) of the gas turbine engine (2) to collect mechanical power from the second rotating body (HP, BP).

7. The power system (4) according to claim 6, wherein: The monitoring device (412, 422, 432, 4000) is configured to guide the converter (410, 420) according to a set value (Cons) of the acquisition distribution between the rotating bodies (HP, BP).

8. The power system (4) according to claim 6 or 7, wherein: The monitoring device (412, 422, 432, 4000) is configured to guide each of the converters (410, 420, 430) according to a maximum acquisition threshold (Se1, Se2, Se3) from each of the rotating bodies (HP, BP) and / or from the DC power source (431).

9. A gas turbine engine assembly (2), comprising: A first rotating body (HP, BP); A second rotating body (HP, BP); as well as An electric power system (4) according to any one of claims 5 to 8, wherein the first AC generator (411) is connected to the first rotating body (HP, BP) to collect electricity from the first rotating body (HP, BP), and the second AC generator (421) is connected to the second rotating body (HP, BP) to collect electricity from the second rotating body (HP, BP).

10. A method (E) for monitoring an electric power system (4) according to any one of claims 1 to 8, the method (E) being implemented by the monitoring device (412, 422, 4000) and comprising: receiving (E1) a monitoring signal (i) representing a correction associated with a difference between a measured value (V) and a reference value (V_ref) of the voltage of the bus (40), the difference representing a variation of the voltage of the bus (40); frequency filtering (E2) the monitoring signal (i) to determine at least one low-frequency component (i_BF) and one high-frequency component (i_HF); directing (E3) the first converter (410) to compensate for variations in the voltage of the bus (40), the directing being implemented by a first portion of the low-frequency component (i_BF) and a first portion of the high-frequency component (i_HF); as well as The second converter (420) is directed (E3) to compensate for variations in the voltage of the bus (40), the directing being implemented by a second portion of the low-frequency component (i_BF) and a second portion of the high-frequency component (i_HF).

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