Assembly for electric hybrid turbine engine

Abstract

The present disclosure relates to an assembly for a turbine engine, the assembly comprising a first rotating body (222, 262, 282), a second rotating body (20, 220, 260, 280) and an electrical system (4) comprising a bus (40), a first generator (411), a second generator (421), a first converter (410), a second converter (420) and a control device (412, 422, 432, 4400).

Description

Technical Field

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

[0002] The aircraft may include at least one engine, and each of the engine and the aircraft may include an electrical load and / or a power source. The electrical system may connect the load, the source, and the engine to each other so that electrical exchange can be performed between these different components. At takeoff or in flight, the load may be supplied by the mechanical output from the engine, and the engine may be assisted by the electrical output from the source. When the engine is running, the energy demand of the load may change, sometimes suddenly. On the other hand, the mechanical output from the engine must comply with a certain number of restrictions to ensure optimization of the operation of the engine. For example, preferably, at takeoff, the output from the low-pressure body of the engine is limited, and the low-pressure body is greatly used to provide thrust, and in this regard is not allowed to undergo thrust oscillations associated with the variable mechanical output from the electrical system. Summary of the invention

[0003] One object of the invention is to enable an aircraft engine to meet the energy requirements of an electrical load while respecting the operating limitations of the aircraft engine itself.

[0004] In this regard, according to one aspect of the present disclosure, there is provided an assembly for an electric hybrid gas turbine engine, the assembly comprising:

[0005] a first rotating body, the first rotating body forming a first source of mechanical energy;

[0006] a second rotating body, the second rotating body forming a second source of mechanical energy; and

[0007] Electrical system, the electrical system includes:

[0008] a power bus arranged to be connected to at least one electrical load and configured to supply electrical energy to the load in the form of a DC signal;

[0009] A plurality of power supplies are configured to transmit power to the bus, and the plurality of power supplies include:

[0010] a first AC generator connected to the first rotating body to output mechanical energy from the first rotating body and convert the mechanical energy into electrical energy that can be transmitted to a bus;

[0011] a second AC generator connected to the second rotating body to output mechanical energy from the second rotating body and convert the mechanical energy into electrical energy that can be transmitted to the bus;

[0012] A plurality of converters are connected to the plurality of power sources and a bus, the converters are configured to regulate the voltage of the bus based on the power supplied by the power sources, and the plurality of converters include:

[0013] a first converter connected to the first AC generator, the first converter connected to the bus and configured to regulate a voltage of the bus based on electrical energy supplied by the first AC generator;

[0014] a second converter connected to the second AC generator, the second converter connected to the bus and configured to regulate the voltage of the bus based on the electrical energy supplied by the second AC generator; and

[0015] A control device is connected to the converter and is configured to drive the converter according to the determined output sequence to compensate for a change in the voltage of the bus by using the power supplies sequentially.

[0016] Advantageously but optionally, the assembly may include at least one of the following features, taken alone or in combination:

[0017] -In this component:

[0018] Multiple power sources including DC sources;

[0019] the plurality of converters includes a third converter connected to the DC source and the bus, the third converter configured to regulate a voltage of the bus based on energy supplied by the DC source; and

[0020] The control device is connected to the third converter;

[0021] - Each converter comprises a control member configured to drive the converter, the control device further comprising a central member configured to:

[0022] receiving a setting value (consigne) related to the output sequence; and

[0023] sending a command signal for driving the converter to each of the control components, the command signal having been generated by the set value;

[0024] - the control device is further configured to drive the converter according to an output threshold specific to each of the power supplies;

[0025] - The control device is further configured to:

[0026] receiving a control 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; and

[0027] Performing frequency filtering on the control signal to determine at least one low-frequency component and at least one high-frequency component, and performing driving of the converter based on at least one of the low-frequency component and the high-frequency component;

[0028] - the control device is configured to drive the converter based on the low frequency component;

[0029] - the control device is configured to drive the converter based on the high frequency component; and

[0030] - the control device is further configured to drive the converter according to the output distribution setpoint between the power sources;

[0031] According to another aspect of the present disclosure, there is provided a method for controlling the component as described above, the method being performed by a control device and including driving the converter according to a predetermined output sequence to compensate for a change in voltage of a bus by sequentially using power supplies.

[0032] Advantageously but optionally, in the control method as described above, driving according to a predetermined output sequence includes using a preferred power supply among multiple power supplies until the output limit of the preferred power supply is reached, and other power supplies are not used, and then other power supplies are used successively once the output limit is exceeded.

[0033] Alternatively, in the control method as described above, driving according to a predetermined output order includes using a preferred power supply among multiple power supplies until the output limit of the preferred power supply is reached, and further, using other power supplies at a minimum energy threshold, and then successively using other power supplies once the output limit is exceeded. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Other characteristics, objectives and advantages of the invention will become apparent from the following description, which is purely illustrative and non-limiting and must be read with reference to the accompanying drawings, in which:

[0035] Figure 1 An aircraft is shown schematically.

[0036] Figure 2 The engine is shown schematically.

[0037] Figure 3 An electrical system according to one aspect of the present disclosure is schematically illustrated.

[0038] Figure 4 is a flow chart showing steps of a method for controlling an electrical system according to the present disclosure.

[0039] Figure 5 The operation of a portion of an electrical system according to one aspect of the present disclosure is shown.

[0040] Figure 6 The operation of another portion of an electrical system according to another aspect of the present disclosure is shown.

[0041] Similar elements are denoted by the same reference numerals throughout the drawings. DETAILED DESCRIPTION

[0042] Aircraft

[0043] Figure 1 An aircraft 100 is shown that includes at least one propulsion assembly 1, in this case two propulsion assemblies 1. The aircraft 100 shown is a civilian or military aircraft, but may be any other type of aircraft 100, such as a helicopter. The propulsion assemblies 1 are added and attached to the aircraft 100, each being located under one wing of the aircraft 100, as in Figure 1 However, this is non-limiting, since at least one propulsion assembly 1 may also be mounted on a wing of the aircraft or at the rear of the fuselage of the aircraft.

[0044] The aircraft 100 also comprises a plurality of electrical loads (or receiving parts) (not shown). Each electrical load is a device supplied with electrical energy and which can be configured to convert the electrical energy supplied thereto into another form of energy, such as thermal energy or mechanical energy. Non-limiting examples of electrical loads of the aircraft 100 are: electric motors, heating and / or climate control systems, compressors, etc. These electrical loads make it possible in particular 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.

[0045] In order to supply electrical energy to these electrical loads, the aircraft 100 has a plurality of electrical networks including at least one DC network. Each electrical network generally comprises a group of electrical conductors, which are generally a group of one or more wires or a group of one or more rods and / or a combination of one or more wires or a combination of one or more printed circuit boards and / or any means for conducting electricity. The DC network allows the flow of electrical energy only in the form of DC signals.

[0046] The electrical energy consumed by the electrical loads may be generated at least in part by an engine 2 of the propulsion assembly 1 , as will be described in more detail below, and more precisely by the mechanical output from the rotating bodies BP, HP of the engine 2 .

[0047] Propulsion components

[0048] Figure 2A propulsion assembly 1 with a longitudinal axis XX is shown, comprising an engine 2 , which is a gas turbine engine, and a nacelle 3 surrounding the engine 2 .

[0049] The propulsion assembly 1 is intended to be installed on an aircraft 100, for example Figure 1 In this regard, the propulsion assembly 1 may include a pylon (not shown) intended to connect the propulsion assembly 1 to a portion of the aircraft 100 .

[0050] Figure 2 The engine 2 shown is a twin-body ducted turbojet with a directly driven fan 20. However, this is non-limiting, since the engine 2 may include a different number of bodies and / or flows, and / or be another type of turbojet, such as a turbojet or turboprop with a fan driven via a speed reducer. Similarly, what is described applies to all types of gas turbine engines, i.e. systems that enable energy transfer between rotating parts and a fluid.

[0051] Unless otherwise stated, the terms "upstream" and "downstream" are used with reference to the general direction of the air flow through the propulsion assembly 1 in operation. Similarly, the axial direction corresponds to the direction of the longitudinal axis XX, and the radial direction is a direction that is orthogonal to the longitudinal axis XX and intersects the longitudinal axis XX. Furthermore, an axial plane is a plane that contains the longitudinal axis XX and a radial plane is a plane that is orthogonal to the longitudinal axis XX. The circumference should be understood to mean a circle that belongs to the radial plane and whose center belongs to the longitudinal axis XX. A tangential direction or a circumferential direction is a direction that is tangential to the circumference: a tangential direction or a circumferential direction 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 a radial direction, so that an inner part of an element is closer to the longitudinal axis XX in a radial direction than an outer part of the same element.

[0052] As in Figure 2As seen in , the engine 2 includes, from upstream to downstream, 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. 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 (body BP) that is 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 that also extends along the longitudinal axis XX around the low-pressure shaft 280, thereby forming a high-pressure body (body HP) that is a second rotating body. As shown in Figure 2 As can be seen in FIG. 2 , 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 the profile arm 27, which forms an outlet guide vane (Outlet Guide Vane, OGV) distributed circumferentially around the longitudinal axis XX. At least some of these arms 27 can be structural components. The longitudinal axis XX defines the rotation axis of 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 of the main body BP and the main body HP, and the main body BP and the main body HP can each be driven to rotate around the longitudinal axis XX relative to the engine housing 23 and the fan housing 25.

[0053] The nacelle 3 extends radially outside the engine 2 around the longitudinal axis XX to surround both the engine case 25 and the engine case 23 and defines, together with the downstream portion of the engine case 23, a downstream portion of a secondary air path B, the upstream portion of which is defined by the fan case 25 and the upstream portion of the engine case 23. The upstream portion of the nacelle 3 also defines an air inlet 29 through which the fan 20 draws in the air flow circulating through the propulsion assembly 1. The nacelle 3 is fixed to the fan case 25 and is added and attached to the aircraft 100 by means of a pylon.

[0054] The engine 2 may also include at least one accessory gearbox (Accessory Gear Box, AGB), which is usually accommodated in a cavity formed in the nacelle 3. The accessory gearbox includes a gear assembly for rotating and driving multiple shafts around their own axes, and accessories are mounted on these shafts to obtain useful mechanical energy from the rotation of the shafts. The gear assembly itself is driven using a radial drive shaft (Radial Drive Shaft, RDS), which optionally connects the accessory gearbox to at least one of the high-pressure body HP and the low-pressure body BP by meshing with at least one of the high-pressure shaft 282 and the low-pressure shaft 280 through a transmission gearbox (not shown). In this regard, the radial drive shaft can extend in a longitudinal cavity formed in one of the arms 27. In this way, mechanical energy can be output from at least one of the high-pressure body HP and the low-pressure body BP to transmit the mechanical energy to at least one of the accessories through the accessory gearbox.

[0055] The engine 2 itself may also include a plurality of electrical loads (not shown), such as a starter, a variable geometry or a de-icing system, which must also be supplied with electrical energy. The energy supply to at least some of these electrical loads may take the form of a DC signal (usually a DC voltage).

[0056] In operation, the fan 20 draws in an air flow, a portion of which circulates in the main air path A is continuously compressed in the compression section 22, ignited in the combustion chamber 24, and expanded in the expansion section 26 before being discharged from the engine 2. The main air path A passes through the engine case 23 from end to end. Another portion of the air flow circulates in the secondary air path B, which has an elongated annular shape around the engine case 23, and the air drawn in by the fan 20 is guided by the outlet guide vanes and then discharged from the propulsion assembly 1. In this way, the propulsion assembly 1 generates thrust. This thrust can be used, for example, by the aircraft 100, to which the propulsion assembly 1 is added and attached.

[0057] Electrical System

[0058] Figure 3 An electrical system 4 is shown distributed between the propulsion assembly 1 and the aircraft 100, the electrical system typically supplying electrical energy to the engine 2 and / or electrical loads 400 of the aircraft 100 via a DC network. The electrical system 4 in particular enables an interface between the rotating bodies BP, HP of the engine 2 and the electrical network of the aircraft 100. The electrical system is in particular configured to meet the electrical energy needs of the engine 2 and / or the loads 400 of the aircraft 100 by means of a mechanical output from the engine 2, and to assist the take-off and / or in-flight operation of the engine 2 using the electrical power of the aircraft 100 and / or the engine 2. In other words, the engine 2 is electric-hybrid.

[0059] The electrical system 4 comprises an electrical bus 40 or power bus 40, which is connected to at least one electrical load 400 of the aircraft 100 and / or the engine 2, preferably to an assembly of a plurality of loads 400 of the aircraft 100 and / or the engine 2, the bus 40 being configured to supply electrical energy to the load 400 in the form of a DC signal, in particular to meet the energy demand of the load. In other words, the bus 40 is configured to enable the circulation of electrical energy in the form of a DC signal. The bus 40 may, for example, comprise a group of electrical conductors, which is typically a group of one or more wires or a group of one or more rods and / or a combination of one or more wires or a combination of one or more printed circuit boards and / or any means for conducting electricity.

[0060] The electrical system 4 also includes a plurality of electrical converters 410, 420, 430, each of which is connected to a respective power source 411, 421, 431, i.e. to an element configured to supply electrical energy. The power sources 411, 421, 431 may be AC ​​generators 411, 421 and / or DC generators 431. The AC generators 411, 421 and the DC source 431 may belong to the engine 2, i.e. be driven simultaneously with the engine 2, or even be driven by the engine 2. In this case, these are the power sources 411, 421, 431 for the engine 2. Therefore, the DC source 431 does not necessarily have to be located in the engine 2 and may, for example, be housed in a pylon which enables the engine 2 to be attached to the aircraft 100. Alternatively, the DC source 431 belongs to the aircraft 100, i.e. it is controlled simultaneously with the aircraft 100. As in Figure 3 As can be seen from the figure, the electrical system 4 can thus include a first converter 410 connected to a first AC generator 411, a second converter 420 connected to a second AC generator 421, and optionally a third converter 430 connected to a DC source 431. The third converter 430 and the DC source 431 are optional, in the sense that in some embodiments, the third converter and the DC source are not present, or in other embodiments, the DC source 431 is not available. In addition, as shown in Figure 3 As can be seen in the figure, each of the converters 410, 420, 430 is connected to the bus 40. Therefore, at least one of the converters 410, 420, 430 (if not each converter) is configured to regulate the voltage of the bus 40 based on (i.e., using) the power supplied by one or more power sources 411, 421, 431 to which the converters 410, 420, 430 are connected. Of course, the number and type of converters 410, 420, 430 and power sources 411, 421, 431 are non-limiting.

[0061] The voltage regulation of the bus 40 is critical. In particular, although the variation of the voltage over time in the bus 40 can vary intermittently around a given nominal value during the operation of the electrical system 4, the variation of the voltage over time in the bus 40 must still be kept within the limits of an envelope (gabarit), which ensures that all components connected to the bus 40 work correctly. The envelope actually defines the upper and lower limits of the voltage deviation according to time during the operation of the electrical system 4. The envelope may include limits defined for normal operating conditions and / or abnormal operating conditions, and these limits symmetrically or otherwise surround the nominal voltage level of the bus 40. In the diagram (not shown) providing the variation of the voltage according to time, the limits of the envelope are usually represented as broken lines or otherwise represented. Preferably, even if the limits do not initially define a constant voltage value, the limits usually subsequently define a constant voltage to ensure the operational stability of the bus 40, and therefore the operational stability of the electrical system 4, especially during the characteristic time taken to turn on (or start) the electrical system 4 or during the time taken to establish a permanent rated value in the case of energy transients, to ensure the operational stability of the bus 40, and therefore the operational stability of the electrical system 4. Such an envelope 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 vehicle of the type of aircraft to which the electrical system 4 is connected (typically the specifications of the manufacturer of the aircraft 100 and / or the engine 2 into which the electrical system 4 is integrated).

[0062] On the other hand, the voltage regulation of the bus 40 enables the energy demand of the load 400 connected to the bus 40 to be met. In general, when the amount of energy output from the bus 40 by at least one load 400 is greater than the amount of energy 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 energy injected into the bus 40 by at least one converter 410, 420, 430 is greater than the amount of energy output from the bus 40 by at least one load 400, the voltage of the bus 40 increases. Therefore, regulating the voltage of the bus 40 enables the energy demand of the load 400 to be met in addition to ensuring the safety of the electrical system 4. In other words, each of the converters 410, 420, 430 is configured to continuously adjust the energy injected into the bus 40 or the energy output from the bus 40 according to the voltage of the bus 40 to accurately meet the energy demand of the load 400 connected to the bus 40.

[0063] In particular, the connection with the power source 411, 421, 431 through the converter enables energy to be injected into or output from the bus 40 through the converter 410, 420, 430. Therefore, at least one of the AC generators 411, 421 (if not each of the AC generators) is connected to the rotating body BP, HP of the engine 2 so as to enable mechanical energy and / or electrical energy to be exchanged between the rotating body BP, HP and the AC generator 411, 421, preferably to output mechanical energy from the rotating body BP, HP and convert the mechanical energy into electrical energy, which is then delivered to the first converter 410 and / or the second converter 420 for injection into the bus 40. Since the electrical energy provided by the AC generators 411, 421 is in the form of an AC signal, each of the first converter 410 and the second converter 420 is configured to reversibly convert the AC signal into a DC signal suitable for being injected into the bus 40 and then flowing through the bus 40. Similarly, the DC source 431 can deliver energy in the form of a DC signal to the third converter 430, which still also reversibly converts the energy to adjust the energy according to the constraints specific to the bus 40 and then injects the energy into the bus 40. Each or at least one of the AC generators 411, 421 can be, for example, a wound rotor synchronous machine (known as a variable frequency generator (VFG)) typically including three stages, which is driven by at least one of the high-pressure shaft 282 and the low-pressure shaft 280 of the engine 2, typically through an accessory gearbox. Other types of electric machines can be envisioned, such as preferably a permanent-magnet synchronous machine drive (PMSM) or an induction machine or a variable reluctance machine, the permanent-magnet synchronous machine drive having the advantage of having a smaller mass in particular. Preferably, the first AC generator 411 is connected to the body HP, while the second AC generator 421 is connected to the body BP 280. At the same time, the DC source 431 can include a battery, a supercapacitor, a DC generator and / or a fuel cell. In particular, the DC source 431 enables the rotating bodies BP, HP to be freed or to take over, for example when the output level required to meet the energy needs of the load 400 is too high, but also enables certain dynamics (for example sudden changes) in the behavior of the load 400 to be absorbed.

[0064] Figure 3 The electrical system 4 is also shown to include a control device 412 , 422 , 432 , 4000 connected to at least one, if not each, of the converters 410 , 420 , 430 .

[0065] Figure 3The control device 412, 422, 432, 4000 shown includes a central component 4000 and a plurality of control components 412, 422, 432, each of which is connected to (or incorporated into) one of the converters 410, 420, 430. Alternatively, the control device 412, 422, 432 may include only a plurality of control components 412, 422, 432, each of which is connected to (or incorporated into) one of the converters 410, 420, 430.

[0066] Furthermore, the control device 412, 422, 432, 4000 is advantageously configured to receive a signal V representing a measured value of the voltage of the bus 40. To this end, the control device 412, 422, 432, 4000 can be connected to the bus 40 or to 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 by a physical connection or a wireless connection. The signal V is in particular representative of a change in the energy demand of the load 400 connected to the bus 40. Typically, when the load 400 suddenly requires a large amount of energy to be output from the bus 40, the voltage of the bus 40 will suddenly drop due to the response time of the electrical system 4 to supply the energy required to compensate for the output energy to the bus 40, and this drop will be escalated to the control device 412, 422, 432, 4000 via the signal V. In the same way, when the load 400 suddenly releases a large amount of energy onto the bus 40, due to the response time of the electrical system 4 to remove the energy required to compensate for the release from the bus 40, the voltage of the bus 40 will suddenly increase, and this increase will be escalated to the control device 412, 422, 432, 4000 through the signal V. Therefore, the signal V is usually a time signal, that is, it provides (or represents) the change of the voltage of the bus 40 according to time. Many loads 400 (especially so-called "active" loads 400) can have this type of dynamic behavior, and in addition, this type of dynamic behavior can change at different flight stages.

[0067] The changes in the voltage of the bus 40 are compensated by the action of the converters 410, 420, 430, which therefore tracks the changes in voltage, no matter how sudden and fluctuating they may be. That is why this action is coordinated by the control devices 412, 422, 432, 4000 to keep the voltage of the bus 40 within an envelope that enables stable operation of the electrical system 4.

[0068] To this end, each of the converters 410, 420, 430 receives its own setpoint from the control device 412, 422, 432, 4000 and the converters 410, 420, 430 regulate the voltage of the bus 40 by means of the setpoint. Thus, the voltage regulation of each converter 410, 420, 430 is combined so that it is possible to continuously keep tracking the energy demand of the load 400.

[0069] Therefore, the control device 412, 422, 432, 4000 can be configured to drive the converters 410, 420, 430 according to the order of output from the rotating bodies BP, HP and, where applicable, according to the order of output from the DC source 431, to compensate for the variation of the voltage of the bus 40. In other words, the compensation of the variation of the voltage of the bus 40 (representing the energy demand of the load 400) is preferably performed by one of the converters 410, 420, 430 until a certain acceptable limit of the output from the corresponding power source 411, 421, 431, and then by one (or more) of the other converters 410, 420, 430 to compensate for the remaining variation that the preferred converter 410, 420, 430 cannot compensate. In other words, the control device 412, 422, 432, 4000 makes a decision to determine which power source 411, 421, 431 will be used first to regulate the voltage of the bus 40, while the other power sources 411, 421, 431 are not used, and then, when the first used power source 411, 421, 431 can no longer respond because it has reached its acceptable energy output limit, the control device 412, 422, 432, 4000 will make a decision to determine which of the other power sources 411, 421, 431 will take over, and so on, as long as the voltage regulation of the bus 40 requires additional energy to be injected into the bus 40 and reaches the acceptable limit of the successive power sources 411, 421, 431. In other words, at this time, the electrical system 4 in place can no longer generate the necessary energy for the load 400. This enables the control device 412, 422, 432, 4000 to favor (rather than prohibit) the output from one or more rotating bodies BP, HP during the operation of the engine 2, so as to optimize the operating point of the engine 2 by managing the impact that the output from the rotating body BP, HP may have on the performance of the rotating body BP, HP according to the specific situation. The optimization may also advantageously include the management of the performance of the DC source 431.

[0070] In an embodiment, the control device 412, 422, 432, 4000 can be configured so that even if the power source 411, 421, 431 is used first according to the output order, the other power sources 411, 421, 431 will not be unused. In other words, in this embodiment, most of the voltage regulation of the bus 40 is performed using the preferred power source 411, 421, 431, and a small part of the regulation is performed by the other power sources 411, 421, 431 until the preferred power source 411, 421, 431 reaches its acceptable energy output limit. Therefore, the non-preferred power sources 411, 421, 431 still receive a minimum amount of usage, and the rated values ​​of the non-preferred power sources oscillate around the minimum power exchanged with their respective converters 410, 420, 430, which avoids oscillations around zero power values, which will easily damage the electrical system 4.

[0071] Furthermore, the control device 412, 422, 432, 4000 may be configured to perform a frequency filtering of the control current i, which represents the action required of the converter 410, 420, 430 to correct the difference recorded between the signal V and a reference value V_ref (e.g. associated with an envelope), as described in more detail below. In practice, the control current i represents (or is associated with) a voltage variation of the bus 40 recorded via the signal V.

[0072] However, the high frequency components of the voltage variations of the bus 40 require an immediate and fast response from the electrical system 4, whereas the low frequency components of the voltage variations of the bus require a background, long-term response from the electrical system 4. Typically, during operation of the engine 2, the energy requested by the load 400 varies with slow dynamics (low frequency components), but sudden and intermittent energy draws (high frequency components) may be experienced from some loads 400, such as the electric actuators of the flaps of the wings of the aircraft 100. Therefore, it may be appropriate to drive the converters 410, 420, 430 by distinguishing these different components by means of frequency filtering of the control current i.

[0073] 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 rotating bodies BP, HP. To this end, the control device 412, 422, 432, 4000 can also be configured to drive 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 responding to the energy demand expressed by the load 400 and manifested as a voltage variation of the bus 40. More precisely, therefore, each of the converters 410, 420, 430 can receive its own setpoint from the control device 412, 422, 432, 4000, and the converter 410, 420, 430 regulates the voltage of the bus 40 by means of the setpoint. In this case, the combination of the voltage regulation of each converter 410, 420, 430 makes it possible to optimize the operating point of the engine by constantly keeping track of the energy demand of the load 400. Therefore, the rotating body BP, HP that is most sensitive to rapid fluctuations in mechanical energy output at some operating points can advantageously be unloaded in favor of another rotating body BP, HP or the DC source 431 , making it possible to optimize the operating point of the engine 2 .

[0074] In this regard, the aforementioned different strategies may be implemented in combination by the control devices 412, 422, 432, 4000, as will be specifically referred to. Figure 6 Described in more detail. Generally, the control devices 412, 422, 432, 4000 can be configured to drive the converters 410, 420, 430 to compensate for low-frequency components according to the order of output from the rotating bodies BP, HP, and to drive the converters to compensate for high-frequency components according to the same output order or another output order. Alternatively or additionally, the control devices 412, 422, 432, 4000 can be configured to drive the converters 410, 420, 430 to compensate for low-frequency components according to an output distribution set value between the rotating bodies BP, HP, and to drive the converters to compensate for high-frequency components according to the same output distribution set value or another output distribution set value.

[0075] exist Figure 3 In the electrical system 4 shown, the central component 4000 is particularly configured to receive and subsequently process a signal V, such as Figure 6 In addition, the central component 4000 is configured to send command signals CTRL_1, CTRL_2, CTRL_3 to each of the control components 412, 422, 432, which can generally be in the form of command currents to drive the converters 410, 420, 430. Figure 3In the electrical system 4 shown, control is performed in a centralized manner. Alternatively, when the control device 412, 422, 432 only includes the control member 412, 422, 432, each of the control members 412, 422, 432 is specifically configured to receive and process the signal V and drive the converter 410, 420, 430. In other words, control is thus provided in a decentralized manner.

[0076] also, Figure 3The presence of a common controller 7 is shown, which may be, for example, all or part of a system (or Full Authority Digital Engine Control, FADEC) providing an interface between the cockpit of the aircraft 100 and the engines 2, and is typically a control unit (or Electronic Control Unit, ECU) of the engines 2 incorporated into the FADEC. The common controller 7 is connected to the control devices 412, 422, 432, 4000, in this case to the central member 4000, but may instead be connected directly to each of the control members 412, 422, 432 when the central member 4000 is absent. In this case, the functions implemented by the central member 4000 are therefore performed locally in the control members 412, 422, 432, i.e. by the common controller 7. The common controller 7 determines not only the output sequence, but also the additional limits to be observed by the electrical system 4 in order to meet the energy requirements of the loads 400. Thus, the universal controller 7 may send to the control devices 412, 422, 432, 4000 a set value Pref related to the output sequence, and a set value Cons for the distribution of the outputs between the rotating bodies BP, HP and the DC source 431, and / or a maximum output threshold Se1, Se2, Se3 from at least one (if not each) of the rotating bodies BP, HP and the DC source 431, the thresholds Se1, Se2, Se3 optionally being specific to each rotating body BP, HP and DC source 431. More precisely, the set value Pref related to the output sequence provides the sequence in which the generators 411, 421 and the DC source 431 must be used, while the distribution set value Cons indicates to the control devices 412, 422, 432, 4000 the manner in which the total energy output from the engine 2 to meet the needs of the load 400 must be distributed between the rotating bodies BP, HP and the DC source 431, and may generally take the form of percentages. Output thresholds Se1, Se2, Se3 are provided simultaneously for each of the power sources 411, 421, 431 so as to allow the control device 412, 422, 432, 4000 to output a maximum value of energy through its respective converter 410, 420, 430; i.e., a first maximum value of energy that can be output from the engine 2 via the first AC generator 411 by the first converter 410, a second maximum value of energy that can be output from the engine 2 via the second AC generator 421 by the second converter 420, and a third maximum value of energy that can be output from the DC source 431 by the third converter 430. If the DC source 431 is a battery, the threshold Se3 associated with the DC source 431 may typically take the form of a charge or discharge current output limit.Therefore, the control device 412, 422, 432, 4000 is configured to drive the converters 410, 420, 430 according to the set value Pref, the distribution set value Cons and / or the threshold values ​​Se1, Se2, Se3 related to the output order. In particular, as will be described in more detail below, the distribution set value Cons and / or the threshold values ​​Se1, Se2, Se3 are used to determine the portion of the high-frequency component and the portion of the low-frequency component compensated by the converter 410, 420, 430.

[0077] The set value Pref, the distribution set value Cons and / or the output threshold values ​​Se1, Se2, Se3 sent by the general controller 7 and related to the output order can be varied over time and make it possible to ensure that each of the rotating body BP, HP and the DC source 431 supplies the necessary energy to the load while optimizing the operating point of the engine 2. For example, during take-off (take-off is a flight phase that requires a lot of thrust from the fan 20, i.e., take-off is a phase in which a lot of energy is delivered to the fan 20 by the body BP), the high-frequency part of the energy will preferably or even completely be output from the body HP, and the low-frequency part of the energy will preferably or even completely be output from the body BP to avoid oscillations of the thrust on the body BP. On the contrary, during some flight phases that reach the operability limit of the high-pressure body HP, more energy is preferably output from the low-pressure body BP. In any case, as long as the mechanical output has different results depending on the rotating body BP, HP that outputs the energy, it can also be proved that this set value Pref, this distribution set value Cons and / or these output threshold values ​​Se1, Se2, Se3 related to the output order are necessary.

[0078] Control Methods

[0079] Figure 4 More specifically, a control method E is shown, which can be executed by a control device 412, 422, 432, 4000 so as to be able to respond in real time to the energy demand of the load 400 regardless of the operating phase of the engine 2, while complying with constraints specific to the engine 2, in particular constraints on the rotating bodies BP, HP of the engine. Figure 5 and Figure 6This control method E is shown executed in the central member 4000, but this is not limiting, since this control method can be implemented in one, if not each, of the control members 412, 422, 432. This control method E enables the electrical system 4 to calibrate the recorded difference (or error) between the measured value of the voltage V of the bus 40 and a reference value V_ref, which depends on the voltage envelope of the bus 40 and represents the state that the bus 40 should be in for normal operation, the measured value of the voltage of the bus itself representing the actual demand of the load 400, since the load expresses the measured value of the voltage of the bus by injecting energy into or outputting energy from the bus 40. In other words, this control method E ensures that the energy demand of the load 400 is met by the voltage regulation of the bus 40 by correcting this difference between the measured value of the voltage V of the bus 40 and the reference value V_ref.

[0080] More precisely, as in Figure 5 and Figure 6 As can be seen in FIG. 1 , 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, this is because the voltage of the bus 40 does not have to be regulated. On the other hand, if a difference is observed, i.e. the voltage of the bus 40 has undergone a change, the voltage of the bus 40 needs to be regulated. To this end, in order to perform this voltage regulation, the power supplies 411, 421, 431 need to be driven. This drive (or command) can, for example, include sending a setpoint current, an energy setpoint or even a torque setpoint. These setpoints will determine the way in which the electrical system 4 (more precisely, the power supplies 411, 421, 431) must adjust its operation to successfully perform this voltage regulation. In this case, advantageously, based on the recorded error of the signal V relative to the reference value V_ref, a setpoint control current i that is easier to be manipulated by the control device 412, 422, 432, 4000 (whether it is the central component 4000 or the control component 412, 422, 432) can be generated and subsequently processed. This process can advantageously be implemented by a proportional-integral type corrector. The control current i thus represents the correction to be performed by the electrical system 4 in order to reduce or even counteract the difference between the reference value V_ref and the measurement signal V and thus compensate for the variations in the voltage of the bus 40. However, this control current i only sets the overall setpoint to be adopted by the electrical system 4, without identifying the role that each of the components of the electrical system 4 (more precisely each of the power supplies 411, 421, 431) will have to play in the voltage regulation.

[0081] In this regard, the control current i is received E1 by a filtering member which itself may be subjected to a frequency filtering E2 in order to determine therein at least one low-frequency component i_BF and one high-frequency component i_HF, the components i_BF, i_HF representing respectively the low-frequency component and the high-frequency component of the voltage variation on the bus 40. Thus, the variation of the control current i represents the variation of the voltage of the bus 40 through the measurement signal V. For this purpose, as Figure 6 As shown, the control current i is for example duplicated, because each of the paired control currents i is subjected to frequency filtering, one at low frequency and the other at high frequency. The term "high frequency" is understood to mean a frequency greater than or equal to 1 Hz and less than or equal to 1000 Hz, while the term "low frequency" means a frequency less than 1 Hz.

[0082] As in Figure 5 and Figure 6 As can be seen above, regardless of whether the control current i undergoes frequency filtering E2 ( Figure 6 ) or without frequency filtering ( Figure 5 ), using the set value Pref associated with the output sequence E3 to determine the preferred power source 411, 421, 431 that Pref_1 is to use to compensate for the voltage variation on the bus 40. The preferred set value Pref_1 can be advantageously combined with the output threshold Se1, Se2, Se3 E5. In addition, the output threshold can optionally adapt the output of the low-frequency component or high-frequency component of the voltage variation of the Se1_BF, Se2_BF bus 40, such as Figure 6In this way, only the preferred power source 411, 421, 431 is used if the amount of energy to be injected into the bus 40 does not exceed its output limit. Alternatively, while the power source 411, 421, 431 is mainly (but not exclusively) used, the other power sources 411, 421, 431 are used to the extent of a minimum threshold value, which can be sent, for example, by the universal controller 7, so that the sum of the energy to be injected into the bus 40 enables the difference recorded between the measured value of the voltage V of the bus 40 and the reference value V_ref to be compensated. However, whatever the implementation method considered (i.e., whether the preferred power source 411, 421, 431 is used alone), if the amount of energy to be injected into the bus 40 to provide this compensation exceeds the output limit of the preferred power source 411, 421, 431, then the preferred power source 411, 421, 431 will have to output energy at its limit and the other power sources 411, 421, 431 must output supplementary energy. Here, first, the set value Pref associated with the output order is used again to determine the non-preferred power source 411, 421, 431 used by Pref_2, and secondly by Pref_3, in this regard, the logic is repeated until the entire variation of the voltage of the bus 40 has been compensated, and each power source 411, 421, 431 used to do so is or is not at the limit of the output that the power source can provide. Generally, as Figure 5 and Figure 6 As shown, this logic can be implemented by modifying the filtered control current (i_BF) or the unfiltered control current (i). Then, the resulting control current i * _pref1,i * _pref2, i * _pref3, i_BF_pref1, i_BF_pref2 are selected to reallocate i * _1, i * _2, i_BF_1, i_BF_2 to each power supply 411, 421, 431, while being able to undergo a final treatment in advance to match the specific limitations of the converters 410, 420, 430.

[0083] Figure 6 It is shown that the preferred output logic is applied to the low-frequency component i_BF, while the high-frequency component i_HF is subject to the output allocation logic. This may prove to be advantageous insofar as the low-frequency component of the voltage variation of the bus 40 tends to affect the operating point of the engine 2, while the high-frequency component of the voltage variation of the bus 40 has a greater influence on the regulation of the bus 40. However, this is not restrictive, as both the low-frequency component i_BF and the high-frequency component i_HF may be subject to the preferred output logic or the output allocation logic, or the high-frequency component i_HF may be subject to the preferred output logic, while the low-frequency component i_BF is subject to the output allocation logic. In addition, Figure 6 Only AC generators 411, 412 are shown, but reference is made to Figure 6 Everything described can of course be extended to the case where a DC source 431 is also present.

[0084] exist Figure 6 , the portion i_HF_1, i_HF_2 dedicated to each converter 410, 420, 430 is determined E4 for the high-frequency component i_HF, based on the distribution setpoint Cons received from the general controller 7. In this case, the distribution setpoint Cons takes the form of a distribution setpoint Cons_HP / BP, which implements an output distribution between the main HP and the main BP. In general, the filtered control current is therefore modified to i_1_HF, i_2_HF according to the distribution setpoint Cons. Figure 6 It is also shown that the control currents i_BF_1, i_BF_2 obtained by the preferred output logic and the control currents i_1_HF, i_2_HF obtained by the distribution logic are added and, where applicable, combined E5 again with the output thresholds Se_1, Se_2 corresponding to each of the generators 411, 421 (the output thresholds are used to ensure that the generators do not exceed their output limits), and are advantageously processed again i*_1, i*_2 to match the specific limitations of the converters 410, 420, 430.

[0085] For example, each converter 410 , 420 , 430 is driven E6 using the final control current CTRL_1 , CTRL_2 , CTRL_3 to compensate for a portion of its voltage variation.

Claims

1. An assembly for an electric hybrid gas turbine engine (2), the assembly comprising: a first rotating body (HP) forming a first source of mechanical energy; a second rotating body (BP) forming a second source of mechanical energy; as well as An electrical system (4), the electrical system comprising: A power bus (40) arranged to be connected to at least one electrical load (400) and configured to supply electrical energy to the load (400) in the form of a DC signal; A plurality of power sources (411, 421, 431) configured to transmit electrical energy to the bus (40), and comprising: a first AC generator (411) connected to the first rotating body (222, 262, 282) to output mechanical energy from the first rotating body (222, 262, 282) and convert the mechanical energy into electrical energy that can be transmitted to the bus (40); a second AC generator (421) connected to the second rotating body (20, 220, 260, 280) to output mechanical energy from the second rotating body (20, 220, 260, 280) and convert the mechanical energy into electrical energy that can be transmitted to the bus (40); A plurality of converters (410, 420, 430) connected to the plurality of power sources (411, 421, 431) and the bus (40), the plurality of converters (410, 420, 430) being configured to adjust the voltage of the bus (40) based on the electric energy supplied by the power sources (411, 421, 431), and the plurality of converters comprising: a first converter (410) connected to the first AC generator (411), the first converter (410) being connected to the bus (40) and configured to adjust the voltage of the bus (40) based on the electric energy supplied by the first AC generator (411); a second converter (420) connected to the second AC generator (421), the second converter (420) being connected to the bus (40) and configured to adjust the voltage of the bus (40) based on the electric energy supplied by the second AC generator (421); and A control device (412, 422, 432, 4000) connected to the converters (410, 420, 430) and configured to drive the converters (410, 420, 430) according to a determined output sequence to compensate for a change in the voltage of the bus (40) by sequentially using the power supplies (411, 421, 431).

2. The assembly according to claim 1, wherein The plurality of power sources (411, 421, 431) include a DC source (431); The plurality of converters (410, 420, 430) include a third converter (432) connected to the DC source (431) and the bus (40), the third converter (432) being configured to adjust the voltage of the bus (40) based on energy supplied by the DC source (431); and The control device (412, 422, 432, 4000) is connected to the third converter (432).

3. The assembly according to claim 1 or 2, wherein: Each converter (410, 420, 430) comprises a control member (412, 422, 432) configured to drive the converter (410, 420, 430), the control device (412, 422, 432, 4000) further comprising a central member (4000) configured to: receiving a setting value (Pref) associated with the output sequence; and A command signal (CTRL_1, CTRL_2, CTRL_3) for driving the converter (410, 420, 430) is sent to each of the control components (412, 422, 432), the command signal (CTRL_1, CTRL_2, CTRL_3) having been generated by the set value (Pref).

4. The assembly according to any one of claims 1 to 3, wherein: The control device (412, 422, 432, 4000) is also configured to drive the converter (410, 420, 430) according to an output threshold (Se1, Se2, Se3) specific to each of the power sources (411, 421, 431).

5. The assembly according to any one of claims 1 to 4, wherein: The control device (412, 422, 432, 4000) is further configured to: receiving a control signal (i) representing a correction associated with a difference between a measured value (V) of the voltage of the bus (40) and a reference value (V_ref), the difference representing a variation of the voltage of the bus (40); as well as Frequency filtering is performed on the control signal (i) to determine at least one low frequency component (i_BF) and at least one high frequency component (i_HF), and driving of the converter (410, 420, 430) is performed based on at least one of the low frequency component (i_BF) and the high frequency component (i_HF).

6. The assembly according to claim 5, wherein: The control device (412, 422, 432, 4000) is configured to drive the converter (410, 420, 430) based on the low-frequency component (i_BF).

7. An assembly according to claim 5 or 6, wherein: The control device (412, 422, 432, 4000) is configured to drive the converter (410, 420, 430) based on the high-frequency component (i_HF).

8. An assembly according to any one of claims 1 to 7, wherein The control device (412, 422, 432, 4000) is also configured to drive the converters (410, 420, 430) according to an output distribution setting value (Cons) between the power sources (411, 421, 431).

9. A method (E) for controlling a component according to any one of claims 1 to 8, the method being performed by the control device (412, 422, 432, 4000) and comprising driving (E6) the converters (410, 420, 430) according to a predetermined output sequence to compensate for variations in the voltage of the bus (40) by using the power supplies (411, 421, 431) successively.

10. The control method (E) according to claim 9, wherein: The driving (E6) according to a predetermined output sequence includes using a preferred power source (411, 421, 431) among the plurality of power sources (411, 421, 431) until an output limit of the preferred power source (411, 421, 431) is reached, other power sources (411, 421, 431) are not used, and then successively using other power sources (411, 421, 431) once the output limit is exceeded.

11. The control method (E) according to claim 9, wherein: The driving (E6) according to a predetermined output sequence includes using a preferred power source (411, 421, 431) among the plurality of power sources (411, 421, 431) until an output limit of the preferred power source (411, 421, 431) is reached, and further, using other power sources (411, 421, 431) at a minimum energy threshold, and then successively using other power sources (411, 421, 431) once the output limit is exceeded.

Images