Power transfer between high-pressure and low-pressure bodies of aircraft turbine engine

Abstract

The invention relates to a device for transferring power (P) between a high-voltage body and a low-voltage body of an aircraft turbine engine, comprising:-an electrical network (PDS) designed to have a DC voltage; -a first electromechanical system (104) connected to the electrical network (PDS) and coupled with the high voltage body; and-a second electromechanical system (106) connected to the electrical network (PDS) and coupled with the low voltage body. The device further comprises a control system (108) designed to control at least one of the first and second electromechanical systems (104, 106) to control the transmitted power, and to control at least the other of the first and second electromechanical systems (104, 106) to regulate the DC voltage.

Description

Technical Field

[0001] The invention relates to power transmission between a high-pressure body and a low-pressure body of an aircraft turbine engine, an aircraft comprising such a device and a corresponding power transmission method. Background Art

[0002] Climate change is a major concern for many legislative and regulatory bodies around the world. Countries have already adopted, are currently adopting, or will soon adopt various limits on carbon emissions. In particular, high standards apply to both new and existing aircraft, necessitating the implementation of technical solutions to comply with existing regulations. In recent years, civil aviation has continued to address climate change.

[0003] Technological research has led to significant improvements in the environmental performance of aircraft. Applicants have considered influencing factors throughout all design and development stages to achieve lower energy consumption and more environmentally friendly aviation components and products. The integration and use of these aviation components and products in civil aviation have a moderate impact on the environment, with the goal of improving the energy efficiency of aircraft.

[0004] Therefore, the Applicant continuously strives to reduce its impact on the climate by adopting benign development and manufacturing methods and processes that minimize greenhouse gas emissions, in order to reduce the environmental footprint of its activities.

[0005] This ongoing research and development work involves new generation aircraft engines, lightweighting of aircraft (particularly through the materials used and lighter onboard equipment), the development of electrical technologies for propulsion, and, as an important complement to technological progress, the development of aviation biofuels.

[0006] It is known to use a device for transmitting power between the high-pressure body and the low-pressure body of an aircraft turbine engine, comprising:

[0007] - an electrical network designed to present a direct current (DC) voltage;

[0008] - a first electromechanical system connected to the electrical grid and coupled to the high voltage body; and

[0009] A second electromechanical system connected to the electrical network and coupled to the low-voltage body.

[0010] Power can be selectively transferred bidirectionally within the power transfer device via an electrical grid known as the power transfer network. Alternatively, the power transfer network can be used to supply power to the aircraft's non-propulsion grid. In this case, the power transfer device provides the electrical power requested by the non-propulsion grid, and the power transfer is unidirectional.

[0011] It is therefore important to avoid fault conditions corresponding to insufficient power transmission or to an imbalance between the electrical power generated by the power transmission network and the power consumed by the non-propulsion loads of the aircraft, as this could lead to instability of the power grid to the point of causing the aircraft to "dip". The higher the power transmitted between the two electromechanical systems or the higher the power transmitted to the non-propulsion loads of the aircraft, the faster the rate of instability of the power transmission network.

[0012] To avoid such instabilities in the power transmission network, it can be connected to batteries that can supply or take power from the grid when there is an imbalance between the power supplied by the generator and the power consumed by the load. This leads to the problem of integrating such batteries into the engine environment, which inevitably increases weight.

[0013] European patents EP 3 830 399 B1 and EP 3 873 810 B1 and French patent application FR 3 103 647 A1 each describe two electromechanical systems connected to an electrical network and coupled respectively to the high-pressure body and the low-pressure body of a turbine engine.

[0014] It would therefore be desirable to provide a power transfer device that avoids at least some of the problems and limitations described above. Summary of the Invention

[0015] To this end, the present invention is the result of technical research aimed at significantly improving the performance of aircraft and, in this sense, contributing to reducing the environmental impact of aircraft. To this end, a device for transmitting power between the high-pressure body and the low-pressure body of an aircraft turbine engine is proposed, comprising:

[0016] - a power grid designed to have a direct current (DC) voltage;

[0017] - a first electromechanical system connected to the electrical grid and coupled to the high voltage body; and

[0018] a second electromechanical system connected to the grid and coupled to the low-voltage body;

[0019] Characterized in that the device further comprises:

[0020] A control system designed to control at least one of the first and second electromechanical systems to regulate the transmitted power and to control at least another of the first and second electromechanical systems to regulate the DC voltage.

[0021] Thus, thanks to the invention, the DC voltage of the grid is regulated to remain within the operating limits of the electromechanical system, without requiring large-capacity batteries and while ensuring the transmission of the required power.

[0022] The invention may also include one or more of the following optional features in any technically possible combination.

[0023] Optionally, the control system is designed, on the one hand, to control only the first electromechanical system to adjust the transmitted power, and only the second electromechanical system to adjust the DC voltage when power is transmitted from the high-voltage body to the low-voltage body; and on the other hand, the control system is designed, on the other hand, to control only the second electromechanical system to adjust the transmitted power, and only the first electromechanical system to adjust the DC voltage when power is transmitted from the low-voltage body to the high-voltage body.

[0024] Also optionally, the control system is designed to: when power is transmitted from the high-voltage body to the low-voltage body, and when power is transmitted from the low-voltage body to the high-voltage body, only one of the first electromechanical system and the second electromechanical system is controlled to adjust the transmitted power, and only the other of the first electromechanical system and the second electromechanical system is controlled to adjust the DC voltage.

[0025] Also optionally, the control system is designed to control only the first electromechanical system to adjust the transmitted power and only the second electromechanical system to adjust the DC voltage when power is transmitted from the high voltage body to the low voltage body and when power is transmitted from the low voltage body to the high voltage body.

[0026] Also optionally, the control system is designed to control the first and second electromechanical systems to regulate the transmitted power, or to control the first and second electromechanical systems to regulate the DC network voltage.

[0027] Also optionally, the first electromechanical system includes: a first direct current (DC) / alternating current (AC) converter connected to the DC grid, and a first motor connected to the first converter and coupled to a high voltage body, the control system includes a first control module, and the first control module is designed to control the first DC / AC converter based on a current set point of the first motor, wherein the second electromechanical system includes: a second DC / AC converter connected to the DC grid, and a second motor connected to the second converter and coupled to a low voltage body, and the control system includes a second control module, and the second control module is designed to control the second DC / AC converter based on a current set point of the second motor.

[0028] Also optionally, the control system comprises: - a first set point module, which is designed to calculate a first partial set point and a second partial set point for regulating the DC network voltage; - a second set point module, which is designed to calculate a first partial set point and a second partial set point for regulating the transmitted power; - a first addition module, which is designed to add the two first partial set points to provide a current set point for the first control module; and - a second addition module, which is designed to add the two second partial set points to provide a current set point for the second control module.

[0029] Also optionally, the first setpoint module is designed to receive a first coefficient for calculating a first partial setpoint and a second partial setpoint for regulating the DC network voltage, and the second setpoint module is designed to receive a second coefficient for calculating a first partial setpoint and a second partial setpoint for regulating the transmitted power, the first coefficient and the second coefficient being capable of varying over time.

[0030] An aircraft is also proposed, comprising:

[0031] a turbine engine comprising a high-pressure body and a low-pressure body; and

[0032] - A device according to the invention for transmitting power between a high-voltage body and a low-voltage body.

[0033] A method for transmitting power between a high-pressure body and a low-pressure body of a turbine engine of an aircraft is also proposed, the method comprising:

[0034] - transmitting power through a first electromechanical system and a second electromechanical system coupled to the high-voltage body and the low-voltage body, respectively, and a power grid designed to have a DC voltage and connected to the first and second electromechanical systems;

[0035] The method further comprises: during the power transmission period,

[0036] - controlling at least one of the first electromechanical system and the second electromechanical system to regulate the transmitted power; and

[0037] - controlling at least one other of the first and second electromechanical systems to regulate the DC voltage. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The invention will be better understood from the following description given by way of example only and with reference to the accompanying drawings, in which:

[0039] - Figure 1is a functional view of an aircraft comprising a turbine engine and a device according to the invention for transmitting power between a high-pressure body and a low-pressure body of the turbine engine;

[0040] - Figure 2 is a functional diagram of a control system according to a first embodiment of the present invention, the control system being used to control two electromechanical systems coupled to a high-voltage body and a low-voltage body, respectively;

[0041] - Figure 3 is a functional diagram of a control system according to a second embodiment of the present invention, the control system being used to control two electromechanical systems coupled to a high-voltage body and a low-voltage body, respectively;

[0042] - Figure 4 is a functional diagram of a control system according to a third embodiment of the present invention, the control system being used to control two electromechanical systems coupled to a high-voltage body and a low-voltage body, respectively; and

[0043] - Figure 5 is a block diagram of steps in a method according to the present invention. DETAILED DESCRIPTION

[0044] Reference Figure 1 , an example of an aircraft turbine engine 100 embodying the present invention will now be described.

[0045] The turbine engine 100 includes a high-pressure HP body (hereinafter referred to as the HP body) and a low-pressure BP body (hereinafter referred to as the BP body). The HP body may be a compressor-turbine body, and the BP body may be a turbine body that drives a so-called free turbine (when the turbine engine is a turboshaft engine) or a turbine body that drives a fan (when the turbine engine is a turbofan engine).

[0046] Turbine engine 100 also includes a device 102 for transferring power P between the HP body and the BP body. Power P can be selectively transferred from the HP body to the BP body, and vice versa. For example, the sign of power P can indicate the direction of transfer. The body from which power is drawn is hereinafter referred to as the "source body," and the body to which power is transferred is hereinafter referred to as the "destination body."

[0047] For example, this power transmission can be used to increase the useful life of a turbine engine, by delaying the time at which maintenance is required. Turbine engines typically experience low-cycle fatigue, which is primarily dependent on variations in speed N1, and / or creep fatigue, which is primarily dependent on temperature T45 and speed N1. These two fatigue characteristics are measured by two counters, generally designated DDV1 and DDV2. When one of these counters reaches a predetermined threshold, the useful life of the turbine engine is exhausted, and maintenance must be performed.

[0048] In this way, the power transmission can be used to limit the amplitude of the variation of the speed N1, or to limit the amplitude of the variation of the maximum temperature T45 and the speed N1, thereby slowing down the counter that is likely to reach its end-of-life threshold first.

[0049] Device 102 includes a device designed to have a DC voltage V DC Grid PDS. DC voltage V DC For example, it is a high voltage, for example, greater than 100V, for example 270V.

[0050] Aircraft 100 may include: an electrical load (not shown) connected to a power grid PDS for power supply by the power grid PDS; and a battery connected to the power grid PDS for supplying electrical energy to the power grid PDS or for recharging. For example, a high-voltage battery BAT_HT directly connected to the power grid PDS and / or a low-voltage battery connected to the power grid PDS via a DC / DC converter DCDC of aircraft 100 may be provided, the low-voltage battery having a voltage of, for example, less than 100V (e.g., 28V).

[0051] Device 102 further includes an electromechanical system 104 connected to a power grid PDS and coupled to a HP body. More specifically, electromechanical system 104 includes a DC / AC power converter ACDC1 (hereinafter referred to as converter ACDC1) connected to power grid PDS, and a motor MG1 (hereinafter referred to as motor MG1) connected to converter ACDC1 and coupled to the HP body.

[0052] Device 102 also includes an electromechanical system 106 connected to a power grid (PDS) and coupled to a power grid (BP). More specifically, electromechanical system 106 includes a DC / AC power converter ACDC2 (hereinafter referred to as converter ACDC2) connected to power grid (PDS), and a motor MG2 (hereinafter referred to as motor MG2) connected to converter ACDC2 and coupled to the BP.

[0053] Each of the motors MG1 and MG2 can be, for example, a DC motor (in which case it is powered by a DC power regulator rather than an AC / DC converter ACDC1 or ACDC2), a synchronous motor with permanent magnets or with separate excitation (wound or solid rotor), or an induction (asynchronous) motor. The motors MG1 and MG2 can have different characteristics. For example, their nominal rotational speeds can differ, as the HP and BP bodies typically have different speeds. They can also differ in weight and / or volume. They can even use different technologies (e.g., one synchronous and the other asynchronous).

[0054] To transfer power P, the electromechanical systems 104 and 106 associated with the source entity are controlled so that their motors MG1 and MG2 operate as generators and their converters ACDC1 and ACDC2 operate as rectifiers. Then, the other electromechanical systems 104 and 106 associated with the destination entity are controlled so that their motors MG1 and MG2 operate as motors and their converters ACDC1 and ACDC2 operate as converters. Thus, power P is transferred from the source entity to the destination entity via the power grid PDS.

[0055] The device 102 further includes a control system 108 for controlling the first electromechanical system 104 and the second electromechanical system 106 to comply with the DC voltage V DC The set point V DCref and a set point P* for the power to be transmitted P. For example, the DC voltage V DC The set point V DCref To promote the charging of the battery BAT_HT. Usually, the voltage setting point V DCref It can be fixed or vary with time, for example to control the charging or discharging of the battery BAT_HT.

[0056] To comply with these set points V DCref , P*, the control system 108 is designed to control at least one of the first electromechanical system and the second electromechanical system to adjust the power P to the set point P*, and control at least another of the first electromechanical system and the second electromechanical system to adjust the DC voltage V DC Adjust to the set point V DCref .

[0057] More specifically, the control system 108 is designed to control the converters ACDC1 , ACDC2 , for example by providing variable pulse width signals PWM1 , PWM2 to the converters ACDC1 , ACDC2 .

[0058] As will be described in greater detail below, the control system 108 comprises a plurality of modules which may be implemented, for example, in a control unit of a turbine engine EECU (Engine Electronic Control Unit), also known as an ECU (Engine Control Unit) or a FADEC (Full Authority Digital Engine Control), and / or in the control units MGCU1, MGCU2 (MGCU stands for Motor / Generator Control Unit) of the DC / AC converters ACDC1, ACDC2. However, this organization is purely indicative and other arrangements are conceivable.

[0059] Reference Figure 2In a first embodiment of the present invention, the control system 108 is first designed to control only the electromechanical systems 104, 106 associated with the source body ("only" means "without controlling other electromechanical systems"), so that:

[0060] - on the one hand, the electric machines MG1 , MG2 of the electromechanical system are operated as generators; and

[0061] - On the other hand, the DC voltage V DC Adjust to the set point V DCref .

[0062] The control system 108 is also designed to control only the other electromechanical system 104, 106 associated with the destination body ("only" means "without controlling the first electromechanical system") so that:

[0063] - on the one hand, the electric machines MG1 , MG2 of the other mechatronic system are operated as electric motors; and

[0064] On the other hand, the transmitted power P is regulated to a set point P*.

[0065] Therefore, when the power transmission direction changes, each electromechanical system 104, 106 adjusts the DC voltage V DC and adjust the power P.

[0066] To implement this switching, the control system 108 comprises, for example, a setpoint module 202 designed to convert the power setpoint P* into a current setpoint for the electromechanical systems 104, 106 associated with the destination body. This setpoint is, for example, a quadrature current setpoint for the motors MG1, MG2 associated with the destination body. In this case, the current setpoint is a quadrature current setpoint, denoted by Iq P The concept of quadrature currents is well known and is described, for example, in the Wikipedia article related to vector control of electric motors (https: / / en.wikipedia.org / wiki / Vector_control_(motor)).

[0067] For example, the current setpoint is determined based on the characteristics of the motors MG1 and MG2 associated with the destination entity and / or the rotor speed. In this way, the current setpoint changes when the power transfer destination changes. The rotor speed can be measured directly or indirectly, or can be assumed to be constant.

[0068] The control system 108 further includes a set point module 204, which is designed to set the DC voltage V DC The set point V DCref and the measured value V DCmesTo calculate the current set point for the current of the electromechanical system 104, 106 associated with the source body, the DC voltage V DC The current setpoint varies according to the current. For example, the current is the quadrature current of the motors MG1 and MG2 of the electromechanical systems 104 and 106. In this case, the current setpoint is the quadrature current setpoint, denoted as Iq V To perform voltage measurements, the device 102 comprises, for example, a measuring device 206 on the power grid PDS.

[0069] For example, the control system 108 further comprises a selection module 208 designed to select the setpoint Iq when the motor MG1 is to operate as a generator. V , and select the set point Iq when the motor MG1 is to be operated as a motor P Therefore, the current set point Iq provided by the selection module 208 is cmd1 Equal to the selected set point (i.e. set point Iq V or set point Iq P ).

[0070] The control system 108 also comprises a limiter 210 designed to limit the current set point Iq cmd1 , for example, when measuring a DC voltage V DC The measured value V DCmes Then and / or by the measuring device 212 a measured value I of the current exchanged between the power grid PDS and the converter ACDC1 is measured. DC1mes After that, the current set point I'q is provided cmd1 .

[0071] The control system 108 further comprises a control module CTRL1 designed to control the converter ACDC1 so that the quadrature current of the motor MG1 follows the input setpoint I'q cmd1 , i.e. the set point Iq selected by the selection module 208 without the limitation of the limiter 210 V 、Iq P .

[0072] To perform the regulation, the control module CTRL1 uses, for example, the measurement value I measured by the measuring device 214 of the current exchanged between the converter ACDC1 and the electric machine MG1. abc1 (Current I abc1 A plurality of actual currents can be combined, for example phase currents (where there are three phase currents for the three-phase motor MG1 ).

[0073] In a similar manner, the control system 108 also comprises, for example, a selection module 216 designed to select the setpoint Iq when the electric machine MG2 is to operate as a generator. V, and select the set point Iq when the motor MG2 will operate as a motor P Therefore, the current set point Iq provided by the selection module 216 is cmd2 Equal to the selected set point (i.e. set point Iq V or set point Iq P ).

[0074] For the converter ACDC1 , the control system 108 also comprises a limiter 218 (associated with a measuring device 219 ) and a control module CTRL2 designed to control the converter ACDC2 so that the quadrature current of the motor MG2 follows the input setpoint I′q cmd2 , i.e. the set point Iq selected by the selection module 210 without the limitation of the limiter 218 V 、Iq P .

[0075] To perform the regulation, the control module CTRL2 uses, for example, the measurement value I measured by the measuring device 220 of the current exchanged between the converter ACDC2 and the electric machine MG2. abc2 (Current I abc2 A plurality of actual currents can be combined, for example phase currents, whereby there are three phase currents for the three-phase motor MG2 ).

[0076] Reference Figure 3 In a second embodiment of the present invention, the control system 108 is designed to control one of the electromechanical systems 104 and 106 independently of the direction of power transmission, thereby converting the DC voltage V DC Adjust to set point V DCref , and controls the other electromechanical system 104 , 106 so as to regulate the power P to the set point P*.

[0077] In other words, there is no regulated switching between the two electromechanical systems. In this case, the control system 108 is designed so that the current set point Iq P As the set point Iq cmd1 Directly applied to the input of the limiter 210 for controlling the motor MG1; and the current set point Iq V As the set point Iq cmd2 Directly applied to the input of the limiter 218 for controlling the motor MG2. In order to improve the DC voltage V DC The control system 108 can also be configured to generate a current set point Iq by the set point module 204. V The power set point P* is taken into account.

[0078] Therefore, regardless of the direction of power transfer, one of the electromechanical systems 104, 106 regulates the DC voltage V DC , while the other electromechanical system 104 , 106 regulates the power P.

[0079] Preferably, if Figure 3 As shown, the electromechanical system 104 associated with the HP body is dedicated to regulating the power P, while the electromechanical system 106 associated with the BP body is dedicated to regulating the DC voltage V DC .

[0080] No regulation switching provides the following two advantages.

[0081] First, since the control modules CTRL1 and CTRL2 typically have integrators, the integrators can remain permanently active and no longer need to be managed for reinitialization when the motors MG1 and MG2 change operating modes. This greatly simplifies the management of the regulator states and eliminates control discontinuities that can lead to undesirable transient behavior.

[0082] Furthermore, in addition to power transfer between the HP and BP bodies, the control architecture is designed to accommodate the entire operating range of the electrical system, with or without external consumers. This static operation is more robust than managing discrete state switching when faced with operating points or abnormal events not anticipated during the design phase.

[0083] Reference Figure 4 In the third embodiment of the present invention, the control system 108 is designed to control the two electromechanical systems 104 and 106 to convert the DC voltage V DC Adjust to set point V DCref , and / or control the two electromechanical systems 104 , 106 to regulate the power P to a set point P*.

[0084] For example, the set point module 204 is designed to set the set point Iq V Split into two complementary parts set point Iq V1 、Iq V2 , so that: Iq V =Iq V1 +Iq V2 , these two complementary parts set point Iq V1 、Iq V2 Used to control modules CTRL1 and CTRL2 respectively.

[0085] Similarly, the set point module 202 is designed to set the set point Iq P Split into two complementary parts set point Iq P1 、Iq P2 , so that: Iq P =IqP1 +Iq P2 , these two complementary parts set point Iq P1 、Iq P2 Used to control modules CTRL1 and CTRL2 respectively.

[0086] Then, the control system 108 may further include a summing module 402 designed to sum the partial set points Iq V1 andIq P1 Sum to provide the input set point to the control module CTRL1: Iq cmd1 =Iq V1 +Iq P1 .

[0087] In a similar manner, the control system 108 may also include a summing module 404 designed to sum the partial set points Iq V2 andIq P2 Sum to provide the input set point to the control module CTRL1: Iq cmd2 =Iq V2 +Iq P2 .

[0088] Preferably, the setpoint module 204 is designed to receive a division factor K V , and based on the division coefficient K V Divide by the set point Iq V For example, the partial set point Iq v1 、Iq v2 Given by: Iq V1 =K V *Iq V andIq V2 =(1-K V )*Iq V , where K V Between 0 and 1, for example expressed as a percentage.

[0089] Similarly, the setpoint module 202 is preferably designed to receive a division factor K P , and based on the division coefficient K P Divide by the set point Iq P For example, the partial set point Iq P1 、Iq P2 Given by: Iq P1 =K P *Iq P andIq P2 =(1-K P )*Iq P , where K P Between 0 and 1, for example expressed as a percentage.

[0090] In this way, the coefficient K can be modified over time V , K P , for example as a function of the flight phase of the aircraft 100 and / or as a function of the power transmission direction. V , K P It can also be modified according to the operating point of the turbine engine (e.g. defined by the supplied power, the speed N1 and the temperature T45), the operating state of the electric machines MG1 and MG2 and their converters, or the power setpoint P*, for example according to the static sharing law. More generally, the coefficient K V and K P It can be used to select between several control laws for the electric machine. The choice of these laws may depend on the faults encountered, and / or the flight conditions, and / or the operating point of the turbine engine (e.g., idling, operating at near maximum power, or operating under parameters such as temperature or speed).

[0091] For example, the control system 108 comprises an allocation module 406 designed to calculate the coefficient K according to parameters allowing identification of the flight phase and / or according to the power transmission direction. V , K P .

[0092] Calculate the coefficient K according to the power transmission direction V , K P In the case of V and K P Can be set from 0% to 100% and from 100% to 0% to reproduce Figure 2 The controls shown in .

[0093] Preferably, the allocation module 406 is designed so that the coefficient K V , K P Evolving at a rate that is not too high, for example less than 100% per second. In this way, transient effects associated with too fast an evolution can be avoided. In particular, when the coefficient K V , K P When switching between 0% and 100% in the opposite direction depending on the transport direction, in order to reproduce Figure 2 In the control shown in , the switching can be gradual and continuous so as not to cause undesirable transient effects.

[0094] Reference Figure 5 , an example of a power transmission method 500 that may be implemented by the device 102 according to any of the aforementioned embodiments will now be described.

[0095] During a step 502 , the device 102 transmits power P via the first and second electromechanical systems 104 , 106 and the power grid PDS.

[0096] During this power transfer, in step 504, the control system 108 controls at least one of the first and second electromechanical systems 104, 106 to regulate the transferred power (P), and controls at least another of the first and second electromechanical systems 104, 106 to regulate the DC voltage V DC .

[0097] In summary, it should be noted that the present invention is not limited to the above-described embodiments. In fact, it will be apparent to those skilled in the art that various modifications can be made to the above-described embodiments based on the teachings just disclosed.

[0098] For example, in a first possible embodiment, the turbine engine's regulation unit (EECU) can be used to calculate and supply the power setpoint P* to be transmitted between the HP shaft and the BP shaft. This functionality is straightforward, as it utilizes the classic control parameters for regulating turbine engines (N1, N2, T45, etc.). Furthermore, the control system 108 can be implemented in a dedicated device, such as a control unit for each converter, such as an MGCU (Motor Generator Control Unit).

[0099] Furthermore, the electric machines MG1 , MG2 may for example integrate their own power electronics (ie converters ACDC1 , ACDC2 , respectively) and / or may integrate a power supply for measuring the current I abc1 , I abc2 corresponding devices 214, 220.

[0100] In a second possible embodiment, the regulating unit of the turbine engine generates the control system 108 providing the set point I'q cmd1 、I'q cmd2 Furthermore, two control units are provided, each of which provides two control modules CTRL1 , CTRL2 and, for example, two converters ACDC1 , ACDC2 .

[0101] In the detailed description of the invention given above, the terms used should not be interpreted as limiting the invention to the embodiments set forth in this specification, but should be interpreted as including all equivalents that a person skilled in the art could anticipate by applying their common sense to the implementation of the teachings just disclosed.

Claims

1. A device (102) for transmitting power (P) between a high-pressure body (HP) and a low-pressure body (BP) of a turbine engine of an aircraft, comprising: - a power grid designed to have a direct current DC voltage (PDS); a first electromechanical system (104) connected to the power grid (PDS) and coupled to the high voltage body (HP); and - a second electromechanical system (106) connected to the power grid (PDS) and coupled to the low-voltage body (BP); Characterized in that the device further comprises: - a control system (108) designed to control at least one of the first and second electromechanical systems (104, 106) to regulate the transmitted power (P), and to control at least another of the first and second electromechanical systems (104, 106) to regulate the DC voltage.

2. The device (102) according to claim 1, wherein The control system (108) is designed, on the one hand, to control only the first electromechanical system (104) to adjust the transmitted power (P) and only the second electromechanical system (106) to adjust the DC voltage when power is transmitted from the high-voltage body (HP) to the low-voltage body (BP); and on the other hand, to control only the second electromechanical system (106) to adjust the transmitted power (P) and only the first electromechanical system (104) to adjust the DC voltage when power is transmitted from the low-voltage body (BP) to the high-voltage body (HP).

3. The apparatus (102) of claim 1, wherein: The control system (108) is designed to control only one of the first and second electromechanical systems (104, 106) to adjust the transmitted power (P) when power (P) is transmitted from the high-voltage body (HP) to the low-voltage body (BP), and to control only the other of the first and second electromechanical systems (104, 106) to adjust the DC voltage when power (P) is transmitted from the low-voltage body (BP) to the high-voltage body (HP).

4. The device (102) according to claim 3, wherein The control system (108) is designed to control only the first electromechanical system (104) to adjust the transmitted power (P) when power (P) is transmitted from the high-voltage body (HP) to the low-voltage body (BP), and to control only the second electromechanical system (106) to adjust the DC voltage when power (P) is transmitted from the low-voltage body (BP) to the high-voltage body (HP).

5. The apparatus (102) of claim 1, wherein The control system (108) is designed to control the first and second electromechanical systems (104, 106) to regulate the transmitted power, or to control the first and second electromechanical systems (104, 106) to regulate the DC network voltage.

6. The device (102) according to any one of claims 1 to 5, wherein The first electromechanical system (104) comprises a first DC / AC power converter (ACDC1) connected to a DC grid (PDS), and a first electric machine (MG1) connected to the first power converter (ACDC1) and coupled to the high voltage body (HP), wherein the control system (108) comprises a first control module (CTRL1) designed to control the current set point (I'q) of the first electric machine (MG1) based on the current set point (I'q) of the first electric machine (MG1). cmd1 ) to control the first DC / AC power converter (ACDC1), wherein the second electromechanical system (106) comprises: a second DC / AC power converter (ACDC2) connected to the DC grid (PDS), and a second motor (MG2) connected to the second power converter (ACDC2) and coupled to the low voltage body (BP), and wherein the control system (108) comprises a second control module (CTRL2) designed to control the current set point (I'q) of the second motor (MG2) based on the current set point (I'q) of the second motor (MG2). cmd2 ) to control the second DC / AC converter (ACDC2).

7. The device (102) according to claim 5 and 6, wherein The control system (108) includes: - a first setpoint module (204) designed to calculate a first partial setpoint and a second partial setpoint (Iq v1 , Iq v2 ); - a second setpoint module (202) designed to calculate a first partial setpoint and a second partial setpoint (Iq P1 , Iq P2 ); - a first summing module (402) designed to sum the two first partial set points (Iq V1 , Iq P1 ) are added to provide a current set point (Iq) for the first control module (CTRL1) cmd1 );and - a second summing module (404) designed to sum the two second partial set points (Iq V2 , Iq P2 ) are added to provide a current set point (Iq) for the second control module (CTRL2) cmd2 ).

8. The apparatus (102) according to claim 7, wherein The first setpoint module (202) is designed to receive a first coefficient (K V ) for calculating the first and second partial set points (Iq V1 , Iq V2 ), and wherein the second setpoint module (204) is designed to receive a second coefficient (K P ) for calculating said first and second partial set points (Iq) for regulating the transmitted power (P) P1 , Iq P2 ), the first coefficient and the second coefficient (K V , K P ) can change over time.

9. An aircraft comprising: a turbine engine comprising a high-pressure body (HP) and a low-pressure body (BP); as well as - Device (102) for transmitting power (P) between the high-pressure body (HP) and the low-pressure body (BP) according to any one of claims 1 to 8.

10. A method (500) for transmitting power (P) between a high-pressure body (HP) and a low-pressure body (BP) of a turbine engine of an aircraft, the method comprising: - transmitting (502) the power (P) via a first electromechanical system and a second electromechanical system (104, 106) coupled to the high voltage body (HP) and the low voltage body (BP), respectively, and a power grid (PDS) designed to have a DC voltage and connected to the first electromechanical system and the second electromechanical system (104, 106); The method further comprises: during the transmission power (P), - controlling (504) at least one of the first and second electromechanical systems (104, 106) to regulate the transmitted power (P); and - controlling (504) at least one other of the first and second electromechanical systems (104, 106) to regulate the DC voltage.

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