Improved method for controlling electrical system of hybrid aircraft, control device and hybrid aircraft

Abstract

The invention relates to an aircraft, a computer program product, a storage medium, an electrical system for controlling a hybrid aircraft and a method for controlling an electrical system of a hybrid aircraft, the electrical system comprising at least two busbars configured to transfer electrical energy between a plurality of subsystems of the aircraft, the electrical system includes at least one centralized regulation control device, the method including regulation of the voltage level performed by the controller from one or more variable regulation points, the one or more variable adjustment points are determined from a plurality of predetermined adjustment points according to a property of power transmission to be performed and each variable adjustment point is located in any one of the busbars.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for controlling electrical regulation in an electrical system of an aircraft, hereinafter hybrid aircraft, wherein the hybrid electric propulsion type aircraft architecture comprises one or more energy sources and one or more power converters respectively associated with these sources. More particularly, the present invention relates to controlling an electrical reference point for regulating the operation of voltage converters operating at different points in the hybrid aircraft. BACKGROUND

[0002] Hybrid aircraft generally use thermal engines, such as turbojet engines or even ducted fan engines, and electric motors that can or can not be coupled to the thermal engines. The thermal engines, whose main function is to propel the aircraft, generally comprise a generator capable of producing electrical energy from the rotation of at least one mechanical shaft. In addition, batteries assist thermal propulsion by supplying the one or more thermal engines with the residual energy for operations requiring high power, such as start-up, or for example acceleration of an auxiliary thermal engine. These batteries can be charged during certain flight phases. Given this new hybrid architecture, the diversity of configurations or reconfigurations required leads to a diversity of possible combinations of power transmission flows in the electrical system of such hybrid aircraft. In addition, power transmission can occur at points far from each other. For example, when assisting an engine, power can need to be transmitted from one engine shaft to another via a busbar located in the nacelle. In another case, for example in the case of engine assistance, power transmission using a battery can require transmitting energy via a busbar located in the fuselage at a considerable distance from the nacelle. Therefore, performing voltage or current regulation in the various circuits of the electrical system of a hybrid aircraft becomes difficult, if applicable, while it is necessary to maintain the electrical stability of the system, which can be improved. SUMMARY

[0003] The aim of the present invention is to simultaneously and dynamically control the regulation of a plurality of bidirectional power sources of one or more batteries reversibly (in both directions) used in a hybrid electric propulsion type aircraft architecture coupled to one or more power sources (engines or generators).

[0004] To this end, a method is proposed for controlling an electrical system of a hybrid aircraft, the electrical system comprising at least two busbars configured to transmit electrical energy inside or between a plurality of subsystems of the electrical system of the aircraft, the method comprising at least one regulation of voltage level from a variable regulation reference point determined from a plurality of predetermined regulation reference points under the control of a centralized regulation control device as a function of the operating conditions of the hybrid aircraft, and each variable regulation reference point being located in any one of the busbars.

[0005] According to one embodiment, the regulation of the voltage level is performed sequentially from one to the other of two predetermined regulation points, one of the two predetermined regulation points being defined in a first busbar comprised in an engine nacelle of the aircraft and the other of the two predetermined regulation points being defined in a second busbar comprised in a fuselage of the aircraft.

[0006] According to one embodiment, the regulation of the voltage level performed sequentially comprises the steps of:

[0007] - obtaining information representative of said operating conditions of the aircraft;

[0008] - determining, on the basis of the obtained information, a regulation reference point to be used; then

[0009] - configuring one or more power converters to regulate the voltage or the current from said determined regulation point.

[0010] According to one embodiment, determining, on the basis of said obtained information, a regulation point to be used comprises reading an information table associating, on the one hand, a plurality of combinations of operating conditions of the aircraft with, on the other hand, at least one regulation reference point to be used for each of said combinations, wherein said table is stored in an information memory of the hybrid aircraft.

[0011] Another object of the application is an electrical system of a hybrid aircraft, comprising at least two busbars configured to transport electrical energy inside or between a plurality of subsystems of the electrical system of the aircraft, the electrical system comprising electronic circuitry configured to regulate voltage levels from variable regulation points determined from a plurality of predetermined regulation reference points as a function of operating conditions of the hybrid aircraft, and each variable regulation point being located in any one of said busbars, under the control of a centralized regulation control device.

[0012] According to one embodiment, the system is configured to allow the regulation of the voltage level to be performed sequentially from one to the other of two predetermined regulation points, one of the two predetermined regulation points being defined in a first busbar comprised in an engine nacelle of the aircraft and the other of the two predetermined regulation points being defined in a second busbar comprised in a fuselage of the aircraft.

[0013] According to one embodiment, the electrical system of the aircraft further comprises electronic circuitry configured to:

[0014] - obtain information representative of said operating conditions of the aircraft;

[0015] - determine, on the basis of the obtained information, a regulation reference point to be used; then

[0016] - configuring one or more power converters to adjust the voltage or the current from the determined regulation point.

[0017] According to one embodiment, the electrical system of the aircraft further comprises electronic circuitry configured to determine the regulation reference point to use based on the obtained information by reading an information table associating, on the one hand, a plurality of combinations of operating conditions of the aircraft with, on the other hand, at least one regulation reference point to use for each of said combinations, wherein said table is stored in an information memory of the hybrid aircraft.

[0018] Another object of the application is an aircraft comprising at least one centralized regulation control device operating in the electrical system of the aircraft as described above.

[0019] Another object of the application is a computer program product comprising program code instructions for executing the steps of the method as described above when this program is executed by a processor of a centralized regulation control device in the electrical system of a hybrid aircraft, and a storage medium comprising such a computer program product. BRIEF DESCRIPTION OF DRAWINGS

[0020] [ Figure 1 ] illustrates schematically an electrical circuit of a hybrid aircraft according to the prior art;

[0021] [ Figure 2 ] illustrates schematically an electrical circuit of a hybrid aircraft according to one embodiment of the application;

[0022] [ Figure 3 ] is a flowchart illustrating the steps of a regulation method according to one embodiment of the application;

[0023] [ Figure 4 ] illustrates a hybrid aircraft comprising a centralized regulation control device according to one embodiment; and

[0024] [ Figure 5 ] illustrates schematically an example of the internal architecture of a centralized regulation control device for an electrical circuit of a hybrid aircraft according to one embodiment. DETAILED DESCRIPTION

[0025] Figure 1An electrical system 10 of a hybrid aircraft according to the prior art is schematically illustrated, comprising at least one electrical subsystem 10a and one electrical subsystem 10b. The electrical subsystem 10a comprises a first energy source 10c and a second energy source 10e connected to a busbar 10g respectively, for the transmission of electrical power via a first power converter 10d and via a second power converter 10f. Each power converter is controlled by a local power converter control device associated therewith. Thus, the power converter 10d is controlled by a local power converter control device 10d' and the power converter 10f is controlled by a local power converter control device 10f'. According to the example of electrical system described, the first energy source 10c is a "high power" power module configured to operate with high power components of the hybrid aircraft engine and the second energy source 10e is a "low power" power module configured to operate with low power components of the engine of the hybrid aircraft. The term "energy source" used herein refers to a machine, a component, an element or a module of the aircraft capable of operating in a propulsion engine mode using an electrical current or a voltage or in an electrical current or voltage generator mode using a mechanical torque, as well as to a device for storing an electrical current, such as a battery, a supercapacitor or equivalent, or even a combination of the same or different types of sources capable of converting an electrical current into the level of charge of a charge accumulator, and vice versa. The term "power converter" used herein refers to a machine, a component, an element or a module of the aircraft capable of adjusting an alternating or direct voltage or current from an alternating or direct voltage or current source. According to the example described, the first energy source 10c is capable of generating electrical energy delivered in the form of alternating current from a first rotating mechanical shaft in a generator operating mode and is also capable of generating a rotating torque on this first mechanical shaft by electrical energy in the form of alternating current in an engine operating mode. Thus, the first electrical energy source 10c is a reversible power converter. The generator or engine operating configuration of the first energy source depends on the operating conditions or controlled (piloted) operating mode of the aircraft on which it is installed. The same applies to the second energy source 10e. Thus, the second energy source 10e is capable of generating electrical energy delivered in the form of alternating current from a second rotating mechanical shaft in a generator operating mode and is also capable of generating a rotating torque on this second mechanical shaft by electrical energy in the form of alternating current in an engine operating mode according to the operating conditions or controlled operating mode of the aircraft on which it is installed. Thus, the second electrical energy source is also a reversible power converter.

[0026] The electrical energy thus supplied or generated in the first subsystem 10a can be converted into electrical energy in the form of direct current, to transmit the electrical energy via the busbar 10g and / or to store it in one or more batteries of the electrical system 10 of the aircraft. Each of the power converters 10d and 10f is thus configured to convert the electrical energy available in the form of alternating current into electrical energy available in the form of direct current, according to the operating conditions or controlled operating modes of the aircraft, and vice versa. These power conversions require implementing electrical regulation mechanisms, to ensure that the characteristics of the current and voltage present in the various electrical lines and in the various components and modules of the subsystem 10a of the electrical system 10 of the aircraft remain within operating value ranges that meet the integrity and safety conditions of the system and the predefined normal operating conditions. The power converters 10d and 10f thus each perform a regulation operation using a first electrical regulation reference point P1, which is used for voltage control and is determined as a point on the electrical line of the busbar 10g of the electrical subsystem 10a.

[0027] The electrical subsystem 10b of the electrical system 10 of the aircraft thus uses the same electrical power transmission busbar 10g, to which the main battery 10m is connected via a power converter 10o controlled by a local control device 10’o, and to which the electrical energy distribution busbar 10q is also connected via a fourth power converter 10r controlled by a local control device 10’r associated therewith. The busbar 10q is configured and used to distribute electrical energy to many devices on board the aircraft, such as cabin devices. In addition, the electrical subsystem 10b comprises a device 10p for connecting to an external electrical energy source available in the form of direct current. The various electrical devices and circuits in the aircraft can then be supplied with electrical energy from the external electrical energy source via the connection device 10p and / or the main battery 10m when the aircraft is parked on the ground. In addition, the main battery 10m can be charged from the external electrical source via the connection device 10p. The power converters 10r and 10o perform current or voltage regulation from the electrical reference point P1.

[0028] In addition, the electrical subsystems 10a and 10b transmit electrical energy between them via at least one electrical connection 10x, for example when the main battery supply configures one or more of the energy sources 10c and 10e in engine mode, or when one or more of these energy sources supply electrical energy to the electrical subsystem 10b in generator operating mode. As already indicated, similar to the electrical regulation mechanisms implemented in the subsystem 10a, electrical regulation mechanisms are used in the electrical subsystem 10b to perform electrical regulation aimed at ensuring that the characteristics of the electrical current and voltage present in the various electrical lines of the electrical subsystem 10b of the electrical circuit 10 of the aircraft 100, as well as in the various components and modules, remain within the operating value ranges that satisfy the system's integrity and safety conditions, as well as the normal predetermined operating conditions. To this end, the power converters 10r and 10o each perform a regulation operation using an electrical regulation reference point P1 for controlling the voltage or current, and determined as a point on the electrical line that is the busbar 10g of the electrical subsystem 10a. In the specific context of a hybrid aircraft, there can be many configurations or operating modes, since the energy sources can operate in engine mode at one time and in generator mode at another time. This multiplicity of operating combinations of the various energy sources and the various power converters can result in a plurality of combinations of electrical energy transmission flows in the electrical system 10 of the aircraft, which can complicate the electrical regulation operations required at various locations in the electrical system 10. In fact, the significant electrical energy transmission and long cable lengths between the busbar 10g (for example, in the cabin) and the components of the subsystem 10b (in the fuselage) can disrupt the electrical regulation mechanisms and operations performed in the electrical subsystems 10a and 10b, respectively.

[0029] For example, the power converters 10d, 10f and 10r can be configured to convert electrical power from alternating current to direct current in both directions, and vice versa, and the power converter 10o is configured to convert electrical power from direct current to direct current in both directions. In the implementation described hereinafter, reference is made to an architecture of the direct type, called "HVDC" (High Voltage Direct Current). The principle is the same in the case of an architecture called "HVAC" (High Voltage Alternating Current), i.e. alternating current, then in this case the converters can also be generators.

[0030] Figure 2 The electrical system 10' of the hybrid aircraft is schematically shown, comprising a centralized regulation control device CTRL 1 configured to centrally monitor and control all or some of the local controllers 10d', 10f', 10o', 10r' of the power converters 10d, 10f, 10o, 10r used in the electrical system 10' of the aircraft. Cleverly and advantageously, and according to Figure 2In the embodiment schematically illustrated, the centralized regulation control device CTRL 1 is connected to each of the controllers 10d', 10f', 10o', 10r' of the power converters 10d, 10f, 10o and 10r via a dedicated control bus of the electrical system 10 of the hybrid aircraft. The electrical system 10' thus comprises an electrical system 10 according to the prior art in which the centralized regulation control device CTRL 1 is inserted, as well as means for communicating between this controller CTRL 1 and all or some of the local controllers of the power converters 10d, 10f, 10o and 10r used. The electrical system 10' also comprises at least two busbars 10g and 10n. This combination of elements forms an electronic circuit configured to perform one or more voltage regulations according to the described embodiments. The addition of busbars allows them to be arranged as close as possible to the source groups located in the same environment or closer to each other. In the configuration illustrated, the first busbar 10g is arranged close to the sources 10c and 10e located in the engine environment, and the second busbar 10n is arranged close to the sources 10m and 10q located in the fuselage of the aircraft. The term "close" means that the busbar is located closer to one energy source or group of energy sources than to another energy source or group of energy sources; in this case, the busbar 10g is closer to the energy sources 10c and 10e than to the energy sources 10m and 10q. It should be noted that in this case the term "centralized" in relation to the centralized regulation control device refers to a centralized regulation control in the functional sense of the term: the control device can be physically centralized, but also distributed over several entities at different locations in the aircraft.

[0031] According to the described example, the controller 10d' of the power converter 10d is configured to operate under the control of the centralized regulation control device CTRL 1 by means of commands or information sent via the communication bus 10h; the controller 10f' of the power converter 10f is configured to operate under the control of the centralized regulation control device CTRL 1 by means of commands or information sent via the communication bus 10i; the controller 10'r of the power converter 10r is configured to operate under the control of the centralized regulation control device CTRL 1 by means of commands or information sent via the communication bus 10s; and the controller 10o' of the power converter 10o is configured to operate under the control of the centralized regulation control device CTRL 1 by means of commands or information sent via the communication bus 10t. According to one embodiment, the commands sent by the centralized regulation control device CTRL 1 to the various power converters to which it is connected via the corresponding local controllers comply with a predetermined protocol which at least comprises information indicating the electrical regulation reference to be used from among the electrical regulation references P1 and P2 to regulate the voltage of one or more of its outputs.

[0032] According to one embodiment, the communication buses 10h, 10i, 10s and 10t are bidirectional and the centralized regulation control device CTRL 1 can read information available in the internal information fields of the controllers of the power converter devices, such as, for example, information indicative of the regulation performance capability established with respect to the target values of the regulation performance capability.

[0033] The centralized regulation control device CTRL 1 is connected to measurement devices, such as sensors, to be able to determine, depending on the operating configuration or operating conditions of the aircraft in which the centralized regulation control device CTRL 1 operates, which of the electric regulation reference points P1 and P2 is used at a given instant for each of the power converters. According to Figure 2 According to one embodiment, the measurement devices or modules 10j and 10k are used and configured to make measurements at the reference points P1 and P2, respectively. The measurement devices or modules 10j and 10k each comprise electronic circuitry and at least one voltage sensor connected to the busbar associated therewith. The device or module 10j is also connected to the centralized regulation controller CTRL 1 via a bidirectional communication bus 10j’ and the device or module 10k is also connected to the centralized regulation controller CTRL 1 via a bidirectional communication bus 10k’.

[0034] Figure 3 is a diagram showing the steps of an electric regulation method in an electric system of an aircraft. According to the described embodiment, the method is carried out by referring to Figure 4The centralized regulation control device CTRL 1 of the hybrid aircraft 100 illustrated performs. The method comprises an initial step SO at the end of which all the electrical circuits and systems of the hybrid aircraft 100 are activated and correctly operating to perform operations in stand, taxi or flight (for example, take-off, climb, cruise, descent, approach and landing). During a step SI, the centralized regulation control device CTRL 1 obtains, via the communication bus lb, information representative of the overall configuration of the hybrid aircraft 100, which depends on the flight phase and therefore on the controlled operating conditions of the hybrid aircraft 100. This information is provided to the centralized regulation control device CTRL 1 by one or more avionics modules of the hybrid aircraft 100. This information can be sent by the one or more avionics modules to the control device CTRL 1 or the centralized regulation control device CTRL 1 can even read this information from (in) the one or more avionics modules. For example, a hybrid aircraft 100 operating in the climb phase shortly after take-off is configured to implement the main propulsion from the thermal engine and to implement the secondary propulsion from the electric motor powered by one or more main batteries. According to another example, during the descent phase, the thermal engine operates as a current generator (source of energy) to power the electric motors of the aircraft, thus allowing to regulate the flight conditions according to a continuous descent profile. These examples are obviously not limiting. During a step S2, the centralized regulation control device CTRL 1 determines the optimal electrical regulation configuration based on the configuration of the electrical systems of the hybrid aircraft 100, which depends on the piloted flight operation, or in other words, on the piloted operating conditions of the hybrid aircraft 100. Therefore, depending on the operating mode of each of the energy sources operating as loads (motor mode) or as generators (injecting current into the electrical system of the aircraft), the centralized regulation control device CTRL 1 commands, during a step S3, all or some of the power converter controllers by informing each of them of the electrical regulation reference point that should be used to achieve the electrical regulation in terms of current or voltage. According to one embodiment, in order to obtain the desired electrical regulation reference points according to the operating conditions, the centralized regulation control device CTRL 1 determines the current configuration based on the measurements made by the measuring devices. According to one embodiment, the centralized regulation control device comprises a memory storing a table matching the electrical regulation reference points to a given configuration. Using this table, the centralized regulation control device CTRL 1 determines the regulation reference points to be considered and configures the power converters accordingly via the local power converter controllers. According to a first alternative embodiment, the centralized regulation control device CTRL 1 determines the regulation reference points to be used based on the regulation performance measurements obtained in the current configuration of the regulation system, in particular by means of voltage sensors, and configures the one or more power converters accordingly.According to a second alternative embodiment, the centralized regulation control device CTRL 1 determines the regulation reference point to use based on readings from a stored table and the level of regulation performance capability in the current configuration of the regulation system, this level being determined by using the measurements of the voltage level sensors. This method then returns to step S1 to be performed iteratively, which advantageously allows performing a dynamic electrical regulation according to the various steps (or phases) of the parking, taxiing and flight of the flight constituting the hybrid aircraft 100. Advantageously, it is possible to sequentially regulate the voltage level from a first electrical regulation reference point and then from a second electrical regulation reference point. For example, it can be worthwhile to regulate the voltage level by means of the power converter using the reference point on the bus closest to this power converter. According to one example, when the main power source is a battery, the power converter regulating the voltage downstream of the battery will use the bus closest to the battery on the "fuselage side", whereas at another time, in the case of a main power source established on a heat engine for example, the voltage regulation will be performed by the associated converter by means of the reference point of the bus located on the "nacelle side" close to this engine. For the power converter, it is possible to perform a sequential electrical regulation with the point P1 as electrical reference point, then the point P2, then again the point P2, then again the point P1, etc. This example is obviously not limiting.

[0035] Figure 5 is a schematic view of an example of the internal architecture of the centralized regulation control device CTRL 1 installed in the hybrid aircraft 100. According to Figure 5 The example of hardware architecture shown, the centralized regulation control device CTRL 1 then comprises, connected by a communication bus 19: a processor or CPU (Central Processing Unit) 11 ; a RAM (Random Access Memory) 12; a ROM (Read-Only Memory) 13; a storage unit, for example a hard disk (or a storage medium reader, such as an SD (Secure Digital) card reader 14); a communication interface module 15 allowing the centralized regulation control device CTRL 1 to communicate with remote devices, for example other systems on the hybrid aircraft 100, in particular via the communication bus 1 b.

[0036] The processor 11 of the centralized regulation control device CTRL 1 is able to execute instructions loaded into the RAM 12 from the ROM 13, from an external memory (not shown), from a storage medium such as an SD card or from a communication network. When the centralized regulation control device CTRL 1 is powered on, the processor 11 is able to read instructions from the RAM 12 and execute these instructions. These instructions form a computer program such that the processor 11 of the centralized regulation control device CTRL 1 implements the electrical regulation method described with reference to Figure 3 all or part of the described alternative embodiments of this method.

[0037] with reference to Figure 3All or part of the described method or of the described alternative embodiments of the method can be implemented in software form by execution of a set of instructions using a programmable machine, such as a DSP (Digital Signal Processor) or a microcontroller, or in hardware form by a dedicated machine or component, such as an FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit). Typically, the centralized regulation control device CTRL 1 comprises electronic circuitry configured to implement the described method with reference to itself. Obviously, the centralized regulation control device CTRL 1 also comprises all the elements typically present in a system comprising a control unit and its peripherals, such as power supply circuitry, power supply monitoring circuitry, one or more clock circuits, reset circuitry, input / output ports, interrupt inputs, bus drivers, where this list is not limiting.

[0038] The present application is not limited only to the described examples and embodiments, but more generally relates to any dynamic allocation of one or more electrical regulation reference points of the electrical system of a hybrid aircraft under the control of a dedicated and centralized control device, to regulate the current or the voltage of the power converter circuit according to the controlled operating conditions of the hybrid aircraft.

Claims

1. A method for controlling an electrical system (10') of a hybrid aircraft (100), the electrical system (10') comprising at least two busbars (10g, 10n) configured to transport electrical energy inside or between a plurality of subsystems (10a, 10b) of the electrical system (10') of the aircraft, the method being characterized in that it comprises at least one regulation of voltage level from a variable regulation reference point (PI, P2) determined from a plurality of predetermined regulation reference points (PI, P2) as a function of operating conditions of the hybrid aircraft (100) under the control of a centralized regulation control device and each variable regulation reference point (PI, P2) being located in any one of the busbars (10g, 10n).

2. The control method according to claim 1, wherein The regulation of voltage level is performed sequentially one after the other from two predetermined regulation points (PI, P2), one of the two predetermined regulation points (PI, P2) being defined in a first busbar comprised in an engine nacelle of the aircraft and the other of the two predetermined regulation points (PI, P2) being defined in a second busbar comprised in a fuselage of the aircraft.

3. The control method according to claim 2, wherein The sequentially performed regulation of voltage level comprises the following steps: - obtaining (SI) information representative of the operating conditions of the aircraft; - determining (S2) the regulation reference point to use based on the obtained information; then - configuring (S3) one or more power converters to regulate voltage or current from the determined regulation point.

4. The control method according to claim 3, wherein Determining the regulation point to use based on the obtained information comprises reading an information table associating on the one hand a plurality of combinations of operating conditions of the aircraft with on the other hand at least one regulation reference point to use for each of the combinations, wherein the table is stored in an information memory of the hybrid aircraft.

5. An electrical system (10') of a hybrid aircraft, the electrical system (10') comprising at least two busbars (10g, 10n) configured to transport electrical energy inside or between a plurality of subsystems (10a, 10b) of the electrical system (10') of the aircraft, the electrical system (10') being characterized in that it comprises electronic circuitry comprising a centralized regulation control device (CTRL 1) and configured to regulate voltage level from a variable regulation point (PI, P2) determined from a plurality of predetermined regulation reference points (PI, P2) as a function of operating conditions of the hybrid aircraft (100) under the control of the centralized regulation control device (CTRL 1) and each variable regulation reference point (PI, P2) being located in any one of the busbars (10g, 10n).

6. The electrical system of an aircraft according to claim 5, further comprising electronic circuitry configured to allow the adjustment of the voltage level to be performed sequentially from two predetermined adjustment points (PI, P2) one after the other, one (PI) of the two predetermined adjustment points (PI, P2) being defined in a first busbar (10g) comprised in an engine nacelle of the aircraft (100) and the other (P2) of the two predetermined adjustment points (PI, P2) being defined in a second busbar comprised in a fuselage of the aircraft (100).

7. The electrical system of an aircraft according to claim 6, further comprising electronic circuitry configured to: - obtain (SI) information representative of the operating conditions of the aircraft; - determine (S2) an adjustment reference point to be used based on the obtained information; then - configure (S3) one or more power converters to adjust voltage or current from the determined adjustment point.

8. The electrical system of the aircraft according to claim 7, further comprising electronic circuitry configured to determine, based on the obtained information, an adjustment reference point to use by reading an information table associating, on the one hand, a plurality of combinations of operating conditions of the aircraft, with, on the other hand, at least one adjustment reference point to use for each of said combinations, wherein, said table being stored in an information memory of the hybrid aircraft.

9. An aircraft (100) comprising at least one electrical system of an aircraft according to any one of claims 5 to 8.

10. A computer program product comprising program code instructions for executing the steps of the method according to any one of claims 1 to 4 when this program is executed by a processor of a device for controlling an aircraft (100).

11. A storage medium comprising the computer program product according to claim 10.

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