Power distribution system for aircraft and related method

Abstract

A power distribution system (1) for an aircraft comprises a first power distribution module (HV1) for supplying power from at least one first power source (B1) to at least two electrical loads (M1-1, M1-2), and a second power distribution module (HV2) for supplying power from at least one second power source (B2) to at least two electrical loads (M2-1, M2-2), each power distribution module (HV1, HV2) comprising a first path (HV1-, HV2-) and a second path (HV1 +, HV2 +), the power distribution modules (HV1, HV2 +) being arranged in parallel to the first path (HV1-, HV2-) and the second path (HV1 +, HV2 +). Each of the second paths (HV1 +, HV2 +) of the first paths (HV1, HV2) is connected to the same equalization bus (2) through a second conversion line (LT1 +, LT2 +, LTi +) comprising conversion contactors (GT1, GT2, GTi).

Description

Technical Field

[0001] The present invention relates to a power distribution system configured to supply power from a plurality of power sources to a plurality of electric propulsion loads of an aircraft, and more particularly to a power distribution system for ensuring propulsion of an aircraft when one of the power sources fails. Background Art

[0002] Climate change is a major concern for many members of legislative and regulatory bodies worldwide. Various countries have already adopted, are currently adopting, or will soon adopt various restrictions on carbon emissions. In particular, ambitious standards apply to both new and existing aircraft, requiring technical solutions to comply with existing regulations. The civil aviation industry has been grappling with climate change for years.

[0003] Technical research has significantly improved the environmental performance of aircraft. Applicants have considered influencing factors at all stages of design and development to achieve aviation components and products with lower energy consumption, greater environmental impact, and moderate environmental impact when integrated and used in civil aviation, thereby improving the energy efficiency of aircraft.

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

[0005] This ongoing research and development work involves both a new generation of aircraft engines and the use of electric propulsion technology.

[0006] Known, reference Figure 1 The aircraft includes four electrical loads M1-1, M1-2, M2-1, and M2-2 (electric motors in this example) to achieve propulsion of the aircraft. These electrical loads are powered by two power sources B1 and B2 (such as batteries) through a power distribution system 100.

[0007] In this example, the power distribution system 100 includes a first power distribution module HV1 including a first negative path HV1- and a second positive path HV1+, and a second power distribution module HV2 including a first negative path HV2- and a second positive path HV2+.

[0008] Still refer to Figure 1 For a given power distribution module HV1, HV2, each first path HV1-, HV2- is connected to the power supply B1, B2 of the power distribution module HV1, HV2 through the first power supply line LB1-, LB2-, and each second path HV1+, HV2+ is connected to the power supply B1, B2 of the power distribution module HV1, HV2 through the second power supply line LB1+, LB2+.

[0009] In this example, reference Figure 1 Each power distribution module HV1 and HV2 includes power contactors AGB1 and AGB2 installed on its power supply lines LB1-, LB1+, LB2-, and LB2+. When power contactors AGB1 and AGB2 are disconnected, the power supplies B1 and B2 of the power distribution modules HV1 and HV2 are isolated and can no longer supply power to the power distribution system 100.

[0010] Still refer to Figure 1 For a given HV1, HV2 power distribution module, each first path HV1-, HV2- is connected to each electrical load M1-1, M1-2, M2-1, M2-2 of the power distribution module HV1, HV2 through a first load line LM11-, LM21-, LM12-, LM22-, and each second path HV1+, HV2+ is connected to each electrical load M1-1, M1-2, M2-1, M2-2 of the power distribution module HV1, HV2 through a second load line LM11+, LM21+, LM12+, LM22+.

[0011] Each power distribution module HV1, HV2 includes a load contactor AGM1-1, AGM2-1, AGM1-2, AGM2-2 installed on its load supply line to isolate each electrical load M1-1, M1-2, M2-1, M2-2. As is known, the electrical loads M1-1, M1-2, M2-1, M2-2 are isolated in the event of a fault.

[0012] To ensure the power supply to electrical loads M1-1, M1-2, M2-1, and M2-2 in the event of a local fault, a power distribution system 100 has been proposed. This system is capable of isolating one or more lines of distribution system 100 in the event of a fault, allowing power sources B1 and B2 to take over from each other. Therefore, the first negative paths HV1- and HV2- and the second positive paths HV1+ and HV2+ of distribution modules HV1 and HV2 are connected together via a transfer contactor AGT1 to open or close the power supply circuit between the two distribution modules HV1 and HV2.

[0013] In a fault-free situation (nominal configuration), the power contactors AGB1, AGB2 and the load contactors AGM1-1, AGM2-1, AGM1-2, AGM2-2 are closed, while the transfer contactor AGT1 is open. Each power distribution module HV1, HV2 supplies its electrical loads with power from its power supply B1, B2.

[0014] refer to Figure 2If the first power source B1 is unavailable, the power contactor AGB1 is opened to isolate the first power source B1. The power contactor AGB2, load contactors AGM1-1, AGM2-1, AGM1-2, AGM2-2, and transfer contactor AGT1 are closed to supply power to all electrical loads M1-1, M1-2, M2-1, and M2-2 via the second power source B2 (degraded configuration).

[0015] In practice, during reconfiguration, i.e., when switching from one configuration to another, the continuity of the power distribution is interrupted when the mains contactor AGB1 opens and the transfer contactor AGT1 closes. This interruption in power distribution is related to the time required for the electrical network monitoring system to process the information, the response time when the mains contactor AGB1 opens, and the response time when the transfer contactor AGT1 closes.

[0016] Therefore, the electrical loads M1 - 1 , M1 - 2 , M2 - 1 , and M2 - 2 may experience discontinuous power supply during the reconstruction period, which may affect their performance and service life.

[0017] refer to Figure 3 When the power distribution system 100 includes n power distribution modules HV1-HVn, it is expected that when the first power source B1 is unavailable, all power sources B2-Bn can supply energy to the electrical loads M1-1 and M1-2.

[0018] Therefore, during reconstruction, it is expected that all switching contactors AGT1 and AGT2 are closed. Therefore, the unavailability of the first power source B1 will result in a loss equivalent to 1 / n of the total capacity of the batteries B1-Bn. In practice, the switching contactors AGT1 and AGT2 are not perfect and will cause losses and voltage drops. In practice, it is difficult to ensure that each power source makes the same contribution to the energy supply of the loads that have lost their power source (the electrical loads M1-1, M-2 in the case of the loss of the first power source B1). For example, to convert energy from power source n, the impedance of the conversion line connecting the various distribution modules must be taken into account, because due to the length of the conversion line, this impedance is quite large. The losses associated with the n switching contactors AGT1 and AGT2 are also quite large.

[0019] Patent documents US2022069614A1, US20160359324A1 and US20110210606A1 teach the use of a balancing bus when a fault occurs in a power distribution system. Summary of the Invention

[0020] The present invention aims to at least partially obviate the above-mentioned disadvantages.

[0021] The present invention relates to a power distribution system for an aircraft, the power distribution system comprising at least:

[0022] A first power distribution module, configured to supply power from at least one first power source to at least two electrical loads;

[0023] A second power distribution module, configured to supply power from at least one second power source to at least two electrical loads;

[0024] wherein each power distribution module comprises a first path and a second path, the first path and the second path being configured to be connected to each electrical load of the power distribution module and each power source of the power distribution module;

[0025] Each first path of a power distribution module is connected to at least one other first path of another power distribution module via a first conversion line,

[0026] Each second path of the power distribution module is connected to the same balancing busbar via a second switching line comprising a switching contactor.

[0027] In the power distribution system of the present invention, a single balancing busbar can supply power to each distribution module, allowing for supplemental power to be supplied to the loads when necessary or in parallel. Advantageously, the balancing busbar eliminates limitations on the length of transfer lines and the distance between a failed distribution module and other distribution modules with which it is permitted to share its energy. This also applies when a distribution module's load fails and power can be used to supplement other distribution modules. The use of a balancing busbar enables parallel configuration, resulting in optimal reconfiguration with minimal energy loss and avoiding the need for a series of transfer contactors.

[0028] According to one aspect, the power distribution system includes a monitoring device configured to close a transfer contactor when the power sources have a balanced voltage, thereby enabling parallel power supply to the distribution modules. Thus, the monitoring device ensures balance by unifying the balanced power sources, guaranteeing optimal power supply and limiting switching time. This is particularly important for parallel power sources that provide relay power supply.

[0029] According to one aspect, for a given power distribution module, each first path is connected to the power supply of the distribution module via a first power supply line, and each second path is connected to the power supply of the distribution module via a second power supply line. At least one of the power supply lines includes a power contactor for isolating the power supply, thereby isolating the power supply in the event of a fault. Preferably, the monitoring device is configured to control the power contactor to clear the fault.

[0030] According to one aspect, for a given power distribution module, each first path is connected to each electrical load of the power distribution module via a first load line including a load contactor, each second path is connected to a power supply of the power distribution module via a second load line, and at least one load line includes a load contactor for isolating the electrical load. Preferably, the monitoring device is configured to control the load contactor to clear a fault.

[0031] According to one aspect, the changeover contactor comprises a transistor. Semiconductors, in particular transistors, can be easily integrated with the balancing busbar and have a very short response time, thereby enabling reactive fault correction.

[0032] According to one aspect, the changeover contactor comprises an operational amplifier configured to close the transistor. This has the advantage of allowing physical control of the changeover contactor, thereby further improving responsiveness.

[0033] According to one aspect, the operational amplifier is configured to close the transistor when the voltage of the second path is less than a set voltage.

[0034] The present invention also relates to an electrical architecture for an aircraft, comprising a plurality of power sources which supply power to a plurality of electrical loads via a power distribution system as described above.

[0035] The present invention also relates to a method for supplying power to a plurality of electrical loads by means of a power distribution system as described above, wherein the power distribution system is supplied by a plurality of power sources, the method comprising the following steps:

[0036] In normal operating mode, the transfer contactor is opened so that the electrical load is supplied with power via the power supply of the power distribution module associated with the electrical load.

[0037] When a power failure is detected, the transfer contactor is closed to supply power to the electrical loads via the balancing bus.

[0038] The present invention also relates to a method for supplying power to a plurality of electrical loads by means of a power distribution system as described above, wherein the power distribution system is supplied by a plurality of power sources, the method comprising the following steps:

[0039] In normal operating mode, the transfer contactor is closed to pass the power supply and supply the electrical loads in parallel via the balancing busbar;

[0040] When a power failure is detected, the faulty power supply is isolated so that the loads of the power distribution modules corresponding to the faulty power supply are supplied only by the balancing bus. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The invention will be better understood on reading the following description, given by way of example, and with reference to the accompanying drawings, given by way of non-limiting example, in which like references indicate similar objects.

[0042] Figure 1 is a schematic diagram of a power distribution system having a conventional technical architecture.

[0043] Figure 2 This is a schematic diagram of a power distribution system in the prior art when a first power source fails.

[0044] Figure 3 Schematic diagram of a power distribution system with multiple power distribution modules in the prior art.

[0045] Figure 4 Schematic diagram of a power distribution system with multiple power distribution modules according to the present invention.

[0046] Figure 5 FIG. 1 is a schematic diagram of an embodiment of a power distribution module having a single-pole changeover contactor.

[0047] Figure 6 is a schematic diagram of a first embodiment of a power distribution system in a nominal configuration.

[0048] Figure 7 is a schematic diagram of a first embodiment of a power distribution system in a degraded configuration.

[0049] Figure 8 is a schematic diagram of a second embodiment of a power distribution system in a nominal configuration.

[0050] Figure 9 is a schematic diagram of a second embodiment of a power distribution system in a degraded configuration.

[0051] Figure 10 Schematic diagram of a variant of a power distribution module with a double-pole changeover contactor.

[0052] Figure 11 FIG. 1 is a schematic diagram of a variant of a power distribution module having a changeover contactor including transistors.

[0053] Figure 12 FIG. 1 is a schematic diagram of a variant of a power distribution module having a changeover contactor including a transistor and an operational amplifier.

[0054] It should be noted that the accompanying drawings illustrate the invention in detail in order to implement the invention and, if necessary, said drawings can of course be used to better define the invention. DETAILED DESCRIPTION

[0055] Figure 4 An aircraft power distribution system 1 is shown, comprising a plurality of power distribution modules HV1 , HV2 , HVi, HVn.

[0056] In this example, each power distribution module HVi is configured to supply power to two electrical loads Mi-1, Mi-2 from a single power source Bi. It goes without saying that the power distribution module HVi can be connected to a different number of electrical loads and a different number of power sources.

[0057] In this example, each electric load Mi-1, Mi-2 is in the form of a propulsion motor, but it goes without saying that it can also be in other forms, such as an actuator. Preferably, each electric load Mi-1, Mi-2 is an electric machine that can also operate as a generator.

[0058] In this example, each power source Bi is in the form of a battery, but it goes without saying that it can also be in other forms, such as a fuel cell or an electric motor capable of operating as a generator. Preferably, each power source Bi is a high voltage power source, in particular a power source of about 800 Vdc.

[0059] According to one aspect of the invention, the power distribution system 1 further comprises a converter (not shown) associated with the electrical load and / or power source.

[0060] like Figure 4 As shown, the power distribution system 1 includes n power distribution modules HVi, where i is the index of the power distribution module and its value varies between 1 and n. These power distribution modules HVi are interconnected so that the power source Bi can be centralized to supply power to all electrical loads Mi-1 and Mi2.

[0061] In this example, two power distribution modules HV1 and HV2 and their relationship will be described in detail. Figure 5 An overall introduction to the given power distribution module HVi is also given.

[0062] Therefore, the power distribution system 1 comprises:

[0063] A first power distribution module HV1 for supplying power from a first power source B1 to two electrical loads M1 - 1 and M1 - 2 ; and

[0064] The second power distribution module HV2 is used to supply power from the second power source B2 to the two electrical loads M2-1 and M2-2.

[0065] like Figure 4 and Figure 5 As shown, each power distribution module HV1, HV2, HVi includes a first path HV1-, HV2-, HVi- and a second path HV1+, HV2+, HVi+, and the first path and the second path are configured to be connected to each electrical load M1-1, M1-2, M2-1, M2-2, Mi-1, Mi-2 of the power distribution modules HV1, HV2, HVi and each power supply B1, B2, Bi of the power distribution modules HV1, HV2, HVi.

[0066] In this example, each path HV1-, HV2-, HVi-, HV1+, HV2+, and HVi+ takes the form of a voltage bus. Specifically, each first path HV1-, HV2-, and HVi- is a negative path (negative voltage of the voltage bus), while each second path HV1+, HV2+, and HVi+ is a positive path (positive voltage of the voltage bus). Of course, the reverse is also possible.

[0067] refer to Figure 5For a given power distribution module HVi, each first path HVi- is connected to the power supply Bi of the power distribution module HVi through a first power supply line LBi-, and each second path HVi+ is connected to the power supply Bi of the power distribution module HVi through a second power supply line LBi+.

[0068] In this example, reference Figure 5 , only the first power supply line LBi- includes a power contactor GBi. However, it goes without saying that each power supply line LBi- and LBi+ may include a power contactor GBi. In particular, the power contactor GBi may be a bipolar contactor, which simultaneously disconnects both power supply lines LBi- and LBi+. When the power contactor GBi is disconnected, the power supply Bi of the power distribution module HVi is isolated and can no longer supply power to the power distribution system 1. In a known manner, the power supply Bi is isolated in the event of a fault.

[0069] Still refer to Figure 5 For a given distribution module HVi, each first path HVi- is connected to each electrical load Mi-1, Mi-2 of the distribution module HVi through a first load line LMi1-, LMi2-, and each second path HVi+ is connected to each electrical load Mi-1, Mi-2 of the distribution module HVi through a second load line LMi1+, LMi2+.

[0070] In this example, reference Figure 5 , only the second load lines LMi1+, LMi2+ include load contactors GMi1, GMi2. However, it goes without saying that each load line LMi1-, LMi2-, LMi1+, LMi2+ may include a load contactor GMi1, GMi2. In particular, the load contactors GMi1, GMi2 may be bipolar, disconnecting both load lines LMi1-, LMi2-, LMi1+, LMi2+ simultaneously. When the load contactors GMi1, GMi2 are disconnected, the electrical loads Mi-1, Mi-2 corresponding to the load contactors GMi1, GMi2 are isolated. In a known manner, the electrical loads Mi-1, Mi-2 are isolated in the event of a fault.

[0071] Preferably, when the load contactors GMi1, GMi2 and the power contactor GBi are single-pole, they are connected to different paths HVi- and HVi+ to achieve galvanic isolation of the two paths, thereby reducing weight and complexity, especially when switching to a safe mode for maintenance operations. In this example, the power contactor GBi is located on the first path HVi-, and the load contactors GMi1 and GMi2 are located on the second path HVi+.

[0072] Still refer to Figure 4In this example, each first path HV1-, HV2-, HVi- of the distribution modules HV1, HV2, HVi is connected to at least one first path HV1-, HV2, HVi- of another distribution module HV1, HV2, HVi through a first conversion line LT1-, LT2-, LTi-, and each second path HV1+, HV2+, HVi+ of the distribution modules HV1, HV2, HVi is connected to the same balancing bus 2 through a second conversion line LT1+, LT2+, LTi+, and each second conversion line includes a conversion contactor GT1, GT2, GTi.

[0073] In this example, the first paths HV1-, HV2-, and HVi- are interconnected to achieve energy conversion. Each of the second paths HV1+, HV2+, and HVi+ is connected to the balancing bus 2, allowing the power from different power sources B1, B2, and Bi to be shared. The provision of a transfer contactor GT1, GT2, or GTi on each of the second conversion lines LT1+, LT2+, and LTi+ advantageously enables connection and disconnection to the balancing bus 2, allowing for power supply during degraded operation.

[0074] refer to Figure 4 , the power distribution system 1 comprises a monitoring device 3 , which is configured to close / open the switching contactors GT1 , GT2 , GTi.

[0075] Preferably, monitoring device 3 is configured to close transfer contactors GT1, GT2, and GTi when power sources B1, B2, and Bi have balanced voltages, thereby enabling parallel power supply to distribution modules HV1, HV2, or HVi. Therefore, when multiple power sources B1, B2, and Bi have the same voltage, they can be connected together to the balancing bus 2. In practice, voltage balance is considered achieved when the current flowing in transfer line LTi+, which connects the balancing bus 2 to the distribution modules, is within the fusing capacity of transfer line LTi+.

[0076] Therefore, if one of the power sources B1, B2, or Bi connected to the balancing bus 2 fails, the faulty power source can be isolated without interrupting power to the balancing bus 2. This allows the electrical loads connected to the failed power distribution module to continue to be powered without interruption or power outage. Preferably, the maximum voltage difference between the paths connected to the balancing bus 2 should be less than 20%, preferably less than 10%. Preferably, as described below, fuses enable automatic resolution of degraded configuration issues.

[0077] Conversely, the monitoring device 3 is configured to disconnect the transfer contactors GT1, GT2, and GTi when the voltages of the power sources B1, B2, and Bi are unbalanced or when isolation of the power distribution module HVi is required. Preferably, the monitoring device 3 is in the form of an electronic computer. Preferably, the monitoring device 3 is configured to monitor the voltages of the power sources B1, B2, and Bi using voltage sensors.

[0078] The monitoring device 3 is configured to detect a fault in one or more power sources or one or more electrical loads.

[0079] Preferably, the monitoring device 3 is configured to provide comprehensive monitoring of the various contactors (i.e., the transfer contactors GTi, the power contactors GBi, and the load contactors GMi). Such a monitoring device 3 advantageously enables control of the reconfiguration of the power distribution system 1 in order to isolate one or more power sources Bi and / or isolate one or more electrical loads Mi-1, Mi-2. For example, when a fault occurs in the second path HV2+ of the power distribution module HV2, the transfer contactor GT2 can be disconnected to prevent overload or thermal runaway. Advantageously, the failure of the second power distribution module HV2 does not hinder the power supply in the event of a power failure, because the balancing bus 2 advantageously provides a centralized connection between the various power distribution modules.

[0080] The first example is Figure 6 and Figure 7 In this example, refer to Figure 6 In normal operation mode, the transfer contactors GT1 and GT2 are in the disconnected state by default. In this way, all electrical loads are powered by their own power supplies B1 and B2.

[0081] refer to Figure 7 When power supply B1 of the first power distribution module HV1 fails, monitoring device 3 initiates a reconfiguration, which causes power contactor GB1 to open and transfer contactors GT1 and GT2 to close. Advantageously, loads M1-1 and M1-2 of the first power distribution module HV1 are powered by balancing bus 2, which itself is powered by an operational power source. This avoids significant load losses, as occurs in the prior art. Even if power supply B1 of the first power distribution module HV1 fails, loads M1-1 and M1-2 can still receive optimal power. The distance between the faulty distribution module and the emergency power source has no effect.

[0082] The second example is Figure 8 and Figure 9 In this example, refer to Figure 8In normal operating mode, power sources B1 and B2 are balanced, and changeover contactors GT1 and GT2 are closed. In this way, all electrical loads are supplied by their power sources B1 and B2, on the one hand, and by the balancing bus 2, on the other. Monitoring device 3 is used to monitor the balancing of power sources B1 and B2 and connect only those power sources B1 and B2 that are balanced with the balancing bus 2.

[0083] refer to Figure 9 When power supply B1 of the first power distribution module HV1 fails, monitoring device 3 initiates reconfiguration and disconnects power contactor GB1. Advantageously, loads M1-1 and M1-2 of the first power distribution module HV1 are continuously powered by balancing bus 2 without interruption. This is particularly advantageous when loads M1-1 and M1-2 are propulsion motors, ensuring uninterrupted propulsion.

[0084] Figure 5 A power distribution module HVi is schematically shown, and its second switching circuit LTi+ includes at least one switching fuse FTi. The switching fuse FTi is preferably mounted between the second path HVi+ and the switching contactor GTi. The switching fuse FTi has a breaking capacity that defines the maximum current allowed to flow before the circuit is opened.

[0085] In this example, at least one load line LMi1-, LMi2- includes at least one load fuse FMi1, FMi2 whose fusing capacity is smaller than that of the change-over fuse FTi. In this example, load fuses FMi1, FMi2 are provided only on one load line LMi1-, LMi2-, LMi1+, LMi2+ of the electrical loads Mi-1, Mi-2. According to one aspect, for the same electrical loads Mi-1, Mi-2, one load line LMi1+, LMi2+ includes a load contactor GMi1, GMi2, while the other load line LMi1-, LMi2- includes a load fuse FMi1, FMi2.

[0086] Advantageously, due to the different fusing capacities of the transfer fuse FTi and the load fuses FMi1 , FMi2 , the electrical loads Mi- 1 , Mi- 2 are reactively protected in the event of a short circuit.

[0087] In this example, at least one power supply line LBi- or LBi+ includes at least one power supply fuse FBi having a greater breaking capacity than the switching fuse FTi. In this example, the power supply fuse FBi is provided only on one power supply line LBi+ of the power source Bi. According to one aspect, for the same electrical load Bi, one power supply line LBi+ includes a power contactor GBi, while the other power supply line LBi+ includes a power supply fuse FBi.

[0088] Advantageously, because the transfer fuse FTi and the supply fuse FBi have different breaking capacities, the supply fuse FBi allows for a greater current to pass before breaking the circuit. If loads Mi-1 and Mi-2 short-circuit, load fuses FMi1 and FMi2 will clear the fault before the transfer fuse FTi. Finally, the supply fuse FBi clears the fault.

[0089] refer to Figure 5 , the switching contactor GTi is in the form of a single-pole contactor, that is, it only acts on one pole, for example Figure 4 It is shown that it only acts on the second path. It goes without saying that the switching contactor GTi can be bipolar and act on the first switching line LTi- and the second switching line LTi+ at the same time, such as Figure 10 shown, but this would add weight and bulk.

[0090] Figure 5 and Figure 10 A changeover contactor GTi is shown in the form of an electromechanical device Di, which is controlled by a monitoring device 3. The advantage of this electromechanical device Di is that the voltage drop is small and therefore the electrical power dissipated in the closed position is small. The electrical energy losses are reduced.

[0091] According to a variant, reference Figure 11 The switching contactor GTi' comprises a semiconductor, in particular a transistor Ti. Compared to the electromechanical device Di, the transistor Ti has a faster response time and is easier to integrate into the power distribution system 1. It is also less expensive.

[0092] A disadvantage of semiconductors is that they dissipate energy due to the voltage drop generated during switching. For IGBT-type transistors Ti, this voltage drop is approximately 2V, while for electromechanical devices Di, it is approximately 100mV. This disadvantage is negligible compared to the significant advantage in response time. Transistors Ti are only used in transient, degraded mode. Therefore, the energy loss is very limited in time.

[0093] In the default open mode of implementation of the transfer contactor GTi', in the nominal configuration, no current flows in the transistor Ti of the transfer contactor GTi'. When the power supply Bi fails, the monitoring device 3 will command the transistor Ti to close, ensuring electrical continuity within a response time of the order of microseconds.

[0094] According to a variant, reference Figure 12The change-over contactor GTi" includes a semiconductor, specifically a transistor Ti, and an operational amplifier AOi for controlling the transistor Ti. The operational amplifier AOi is configured to compare the voltage of the second path HVi+ with a set voltage Vcons in order to determine a voltage drop (corresponding to a power failure) in the second path HVi+ with high responsiveness. In fact, unlike the monitoring device 3 in which the switch is controlled by software, the operational amplifier AOi enables hardware-controlled closing with a response time in the microsecond range. This improves responsiveness. The operational amplifier AOi can be easily integrated, just like the transistor Ti. Temporary dissipation of electrical energy is acceptable.

Claims

1. A power distribution system (1) for an aircraft, characterized in that At least: A first power distribution module (HV1) for supplying power from at least one first power source (B1) to at least two electrical loads (M1-1, M1-2); A second power distribution module (HV2), configured to supply power from at least one second power source (B2) to at least two electrical loads (M2-1, M2-2); wherein each power distribution module (HV1, HV2, HVi) comprises a first path (HV1-, HV2-, HVi-) and a second path (HV1+, HV2+, HVi+), each of the first path and the second path being configured to be connected to each electrical load (M1-1, M1-2, M2-1, M2-2, Mi-1, Mi-2) of the power distribution module (HV1, HV2, HVi) and each power source (B1, B2, Bi) of the power distribution module (HV1, HV2, HVi); Each first path (HV1-, HV2-, HVi-) of a power distribution module (HV1, HV2, HVi) is connected to at least one first path (HV1-, HV2-, HVi-) of another power distribution module (HV1, HV2, HVi) via a first conversion line (LT1-, LT2-, LTi-); Each second path (HV1+, HV2+, HVi+) of the power distribution modules (HV1, HV2, HVi) is connected to the same balancing busbar (2) via a second conversion line (LT1+, LT2+, LTi+), the second conversion line comprising a conversion contactor (GT1, GT2, GTi, GTi', GTi"); and A monitoring device (3) configured to: - in normal operation mode, if the voltage of the power sources (B1, B2, Bi) is balanced, close the switching contactors (GT1, GT2, GTi, GTi', GTi'') so that the power distribution modules (HV1, HV2, HVi) are powered in parallel via the power sources (Bi) and the balancing bus (2). When a power failure is detected, the faulty power supply is isolated so that the electric load of the power distribution module corresponding to the faulty power supply is only supplied by the balancing bus (2).

2. The power distribution system (1) according to claim 1, characterized in that For a given power distribution module (HVi), each first path (HVi-) is connected to the power supply (Bi) of the power distribution module (HVi) through a first power supply line (LBi), and each second path (HVi+) is connected to the power supply (Bi) of the power distribution module (HVi) through a second power supply line (LBi+), and at least one power supply line includes a power contactor (GBi) for isolating the power supply (Bi).

3. The power distribution system (1) according to claim 1 or 2, characterized in that For a given power distribution module (HVi), each first path (HVi-) is connected to each electrical load (Mi-1, Mi-2) of the power distribution module (HVi) through a first load line (LMi1-, LMi2-) including a load contactor (GMi1, GMi2), and each second path (HV1+, HV2+) is connected to the power supply (Bi) of the power distribution module (HVi) through a second load line (LMi1+, LMi2+), and at least one load line (LMi1+, LMi2+) includes a load contactor (GMi1, GMi2) for isolating the electrical load (Mi-1, Mi-2).

4. The power distribution system (1) according to claim 2 or 3, characterized in that For the power distribution module (HVi), the load contactors (GMi1, GMi2) and the power contactor (GBi) are both single-pole contactors and are respectively connected to different paths (HV1+, HV2+).

5. The power distribution system (1) according to any one of claims 1 to 4, characterized in that The changeover contactor (GTi', GTi") comprises a transistor (Ti).

6. The power distribution system (1) according to claim 5, characterized in that The changeover contactor (GTi”) comprises an operational amplifier (OAi) configured to close the transistor (Ti).

7. The power distribution system (1) according to claim 6, characterized in that The operational amplifier (OAi) is configured to close the transistor (Ti) if the voltage of the second path (HVi+) is less than a set voltage (Vcons).

8. An electrical architecture for an aircraft, characterized in that: The invention comprises a plurality of power sources (Bi) which supply power to a plurality of electric loads (Mi-1, Mi-2) via a power distribution system (1) according to any one of claims 1 to 7.

9. A method for supplying power to a plurality of electrical loads (Mi-1, Mi-2) by means of a power distribution system (1) according to one of claims 1 to 7, the power distribution system (1) being supplied by a plurality of power sources (Bi), characterized in that The method comprises the following steps: In normal operating mode, closing the switching contactors (GTi, GTi', GTi") to supply power to the electrical loads (Mi-1, Mi-2) in parallel via the power source (Bi) and the balancing bus (2); When a power failure is detected, the faulty power supply is isolated so that the electric load of the power distribution module corresponding to the faulty power supply is supplied only by the balancing bus (2).

Images