Power generation system and method for supplying power to at least one electrical network of aircraft

Abstract

The invention relates to a power generation method for powering at least one electrical grid of an aircraft using a power generation system, the aircraft comprising two power supply paths, each power supply path comprising an electrical converter and a generator, the power system comprising two regulation units (21a) respectively associated with each power supply path, each regulation unit (21a) comprising a correction module (5), the correction module comprises an integral corrector (CI), the method comprising the following steps performed for the correction module (5): determining a power setpoint (PBP *) from a distribution voltage setpoint (VDC *) and a measurement of the distribution voltage (VDC); determining a divergence indicator (M3) from the gradient (GPBP *) of the power setpoint (PBP *); and resetting the integral corrector (CI) of the adjustment unit (21a) of the power supply path according to the divergence indicator (M3).

Description

Technical Field

[0001] This invention relates to a power generation system for aircraft.

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. Countries have already implemented, are implementing, or are about to implement various restrictions on carbon emissions. Specifically, a stringent standard applies to both new and existing aircraft, requiring technological solutions to comply with current regulations. For many years, the civil aviation sector has been committed to addressing climate change.

[0003] Technological research has led to significant improvements in the environmental performance of aircraft. The applicant has considered all influencing factors at every stage of design and development to obtain aviation components and products that are more energy-efficient, environmentally friendly, and have a smaller environmental impact in integration and use within the civil aviation sector, aiming to improve the energy efficiency of aircraft.

[0004] This ongoing research and development effort focuses particularly on next-generation hybrid thermoelectric aircraft engines. The applicant's goal is to develop aircraft with integrated high-power power generation systems. This will allow for an increased proportion of onboard electrical equipment, thereby reducing fuel consumption.

[0005] In fact, in conventional aircraft turbines, integrated generators are known to draw mechanical energy from a single shaft of the aircraft turbine to generate electrical energy that is distributed to the power distribution unit.

[0006] To increase the generation of electrical energy, see [ Figure 1 A power generation system 100 is proposed, configured to draw mechanical energy from both the low-pressure shaft BP and the high-pressure shaft HP of the aircraft turbine T, in order to supply power to the electrical grid of the aircraft REA via a calibrated distribution voltage. In other words, the power generation system 100 includes at least two power supply paths, in this case, the BP path and the HP path. The power generation system 100 can also be connected to a power supply BAT or an electrical load LOAD.

[0007] In fact, the power generation system 100 is configured to receive the power generation setpoint P from the calculator ECU of the turbine T. ECU The power generation setpoint P ECU Used to determine, for example, the amount of electricity to be generated, the machinery drawing power from each shaft, etc. In other words, the power generation setpoint P. ECU Used to determine the selected hybrid power strategy.

[0008] See [ Figure 2The power generation system 100 includes two generators G1 and G2 connected to the low-pressure shaft BP and high-pressure shaft HP of the turbine T, respectively. The power generation system 100 also includes two converters C1 and C2 associated with the two generators G1 and G2, respectively, specifically inverters. Each generator G1 and G2 generates alternating current, which is then rectified by its converters C1 and C2 to provide a distribution voltage V to the distribution unit EDU. DC The power distribution unit (EDU) is electrically connected to the power grid, power supply (BAT), or electrical load (LOAD) of the aircraft's REA.

[0009] This example illustrates an application related to power generation, but the invention is more broadly applicable to the field of hybrid power, where the motor functions as both a generator (drawing mechanical power from the low-voltage shaft BP or the high-voltage shaft HP) and an engine (injecting mechanical power into the low-voltage shaft BP or the high-voltage shaft HP). For the engine function, each converter C1, C2 can also convert DC voltage V. DC Alternating current is supplied to the two motors G1 and G2 respectively to inject power.

[0010] For clarity and brevity, only the power generation function is described. For the engine function, the calculator ECU provides the injection setpoint P. ECU This is to determine, for example, the injection of mechanical power onto each shaft. The hybrid power system is bidirectional, capable of both generating electricity and injecting mechanical power.

[0011] In a known manner, each converter C1, C2 includes multiple switches, particularly power transistors, which allow modification of the power generated and drawn by each generator G1, G2 from each shaft BP, HP. The power generation system 100 includes a control device 200 for adjusting the power generation setpoint P. ECU Send parameterized setpoint P to each converter C1, C2 CONS1 P CONS2 In order to obtain a suitable distribution voltage V for the power distribution unit (EDU). DC .

[0012] In practice, converters C1 and C2 must be connected in parallel using appropriate control laws to ensure grid quality and power sharing control. Various voltage control strategies can be applied. Specifically, a centralized control strategy is known, in which various electrical devices are controlled by a single voltage control loop. However, this strategy does not allow for independent control of each converter C1 and C2.

[0013] A distributed control strategy is known, in which the voltage of each electrical device is controlled by a different control loop. To implement this distributed strategy, a "drooping" control, known to those skilled in the art, is known, allowing the control loops to operate independently. However, a drawback of this type of control is the introduction of static errors in the output command. When a disturbance is detected, each control loop attempts to compensate for it. These compensations can cause command divergence, leading to instability in the power generation system. It is known to correct this static error by using communication between control loops, but this eliminates the independence of each control loop and increases complexity.

[0014] Therefore, the present invention aims to eliminate at least some of these disadvantages in order to obtain independent commands for multiple power supply paths. Summary of the Invention

[0015] This invention relates to a power generation method for supplying power to at least one electrical grid to an aircraft using a power generation system. The aircraft includes at least one aircraft turbine, and the power system includes two power supply paths, each including an electric converter and a generator driven by the aircraft turbine. The power system includes two regulation units associated with each power supply path, each regulation unit including a correction module, the correction module including an integral corrector. The method includes the following steps performed on the correction modules:

[0016] • Determine the power setpoint based on the distribution voltage setpoint and the measured value of the distribution voltage;

[0017] • Determine the divergence index based on the gradient of the power setpoint;

[0018] • The integral corrector of the regulating unit of the power supply path is reset according to the divergence index.

[0019] Resetting the integral corrector during divergence eliminates any risk of temporary instability, thus ensuring optimal power generation for the aircraft. Advantageously, the invention prevents divergence of the regulating unit in the absence of communication between power supply paths, and therefore allows for stable and statically error-free independent command of each power supply path.

[0020] According to one aspect, the divergence index is determined by comparing the gradient of the power setpoint with a predetermined gradient threshold. This gradient threshold is used to set the sensitivity of the reset.

[0021] According to one aspect, a time variation limit is applied to the power setpoint based on a predetermined gradient threshold to determine a threshold. A divergence index is determined based on a comparison between the power setpoint and the threshold. The divergence index activates the reset of the integral corrector. The predetermined gradient threshold is used to adjust the sensitivity of the reset.

[0022] In one aspect, the adjustment unit includes a proportional corrector.

[0023] In one aspect, the adjustment unit includes a differential corrector.

[0024] In one aspect, the integral corrector and the proportional corrector are cascaded. In another aspect, the integral corrector and the proportional corrector are connected in series. The adjustment units can be freely determined. This means they can be adapted as needed.

[0025] The present invention also relates to a power generation system for supplying power to at least one electrical grid to an aircraft, the aircraft including at least one aircraft turbine, the power system including two power supply paths, each power supply path including an electric converter and a generator driven by the aircraft turbine, the power system including a control device including two regulating units respectively associated with each power supply path, each regulating unit including a correction module including an integral corrector, each regulating unit being configured to:

[0026] • Determine the power setpoint based on the distribution voltage setpoint and the measured value of the distribution voltage;

[0027] • Determine the divergence index based on the gradient of the power setpoint;

[0028] • The integral corrector of the regulating unit of the power supply path is reset according to the divergence index.

[0029] The present invention also relates to an electric hybrid power turbine, which includes a power generation system as described above.

[0030] The present invention also relates to an aircraft comprising at least one turbine as described above.

[0031] The present invention also relates to a computer program type product comprising at least one instruction sequence stored by and readable by a processor, and which, once read by the processor, causes the execution of the steps of the method given above.

[0032] The present invention also relates to a computer-readable medium comprising computer program type products as given above. Attached Figure Description

[0033] The invention can be better understood by reading the following description given by way of example and by referring to the following drawings given by way of non-limiting example, wherein the same reference numerals denote similar objects.

[0034] Figure 1 This is a schematic diagram of a power generation system that draws mechanical energy from an aircraft turbine.

[0035] Figure 2 It is a schematic diagram of a power generation system that includes a generator, converter, power distribution unit and control device.

[0036] Figure 3 This is a schematic diagram of the power generation system according to the present invention.

[0037] Figure 4 This is a schematic diagram of the control device according to the present invention.

[0038] Figure 5 This is a schematic diagram of a first embodiment of an adjustment unit according to the present invention, the adjustment unit having a controller connected in series.

[0039] Figure 6 This is a schematic diagram of a second embodiment of the regulating unit according to the present invention, which has a controller connected in parallel.

[0040] Figure 7 This is a schematic diagram of a first embodiment of the divergence determination module according to the present invention.

[0041] Figure 8 This is a schematic diagram of a second embodiment of the divergence determination module according to the present invention.

[0042] It should be noted that the accompanying drawings illustrate the invention in detail in order to implement the invention, and of course, the drawings can be used to better define the invention if necessary. Detailed Implementation

[0043] See Figure 3 The diagram illustrates a power generation system 1 for an aircraft. The aircraft includes a turbine T comprising a low-pressure BP shaft and a high-pressure HP shaft. In this example, the turbine T includes a low-pressure compressor 71 and a low-pressure turbine 74 connected via the low-pressure shaft BP, and a high-pressure compressor 72 and a high-pressure turbine 73 connected via the high-pressure shaft HP.

[0044] The power generation system 1 is configured to draw mechanical energy from both the low-voltage shaft BP and the high-voltage shaft HP to supply power to the electrical grid of the aircraft REA via a calibrated voltage. The power generation system 1 can also be connected to a power supply BAT or electrical equipment LOAD to be powered.

[0045] In fact, as will be given later, the power generation system 1 more generally allows for hybrid electric power generation, thereby enabling the extraction of power from or injection of power into the turbine T.

[0046] The power generation system 1 is configured to receive the power generation setpoint P from the calculator ECU of the turbine T. ECU The P ECUThe power generation setpoint is used to determine, for example, the amount of electricity to be generated, the machinery drawing power from each shaft, etc. In other words, P ECU The generator setpoint is used to determine the selected hybrid power strategy. In fact, the generator setpoint P... ECU It adopts a power setpoint called "PS setpoint" or a power sharing setpoint called "PS mode".

[0047] See Figure 3 The power generation system 1 includes two generators G1 and G2, respectively connected to the low-pressure shaft BP and high-pressure shaft HP of the turbine T. The power generation system 1 includes a first power supply path V1 and a second power supply path V2, which are independent in this example.

[0048] The first power supply path V1 includes:

[0049] • A first generator G1, configured to generate alternating current by drawing mechanical energy from the low-voltage shaft BP; and

[0050] • A first converter C1, associated with a first generator G1, is used to convert the generated alternating current into a first distribution current according to its parameterization. The first converter C1 generates a first power P. BP The first power is the distribution voltage V. DC The function.

[0051] The second power supply path V2 includes:

[0052] • A second generator G2, configured to generate alternating current by drawing mechanical energy from the high-voltage shaft HP; and

[0053] • A second converter C2, associated with a second generator G2, is used to convert the generated alternating current into a second distribution current according to its parameterization. This second converter C2 generates a second power P. HP The second power is the distribution voltage V. DC The function.

[0054] In this example, the first power supply path V1 is associated with power drawn from the low-voltage shaft BP, while the second power supply path V2 is associated with power drawn from the high-voltage shaft HP. The reverse is also true.

[0055] In this example, generators G1 and G2 are preferably motors capable of operating in generator or engine mode. In a known manner, each motor includes a rotor fixed to a rotating shaft (in this case, the BP or HP shaft) and a stator comprising coils to generate three-phase alternating current. Preferably, the speed and angular position of each generator G1 and G2 are available. The construction and operation of such motors are well known and will not be discussed in detail further.

[0056] See Figure 3 The power generation system 1 includes a power distribution unit (EDU) that is electrically connected to the power grid, power supply (BAT), or electrical load (LOAD) of the aircraft REA.

[0057] Each converter C1 and C2 provides distribution voltage V to the power distribution unit EDU. DC Preferably, the power distribution unit (EDU) includes a voltage bus.

[0058] In a known manner, each converter C1, C2 includes multiple switches, in particular transistors, which allow modification of the electrical power generated and the mechanical power drawn from each axis BP, HP in order to adapt the distribution current as needed.

[0059] According to the present invention, see Figure 3 The power generation system 1 includes a control device 2, which is configured to determine a first parameterized setpoint P of the first converter C1. CONS1 The second parameterization setpoint P of the second converter C2 CONS2 .

[0060] Preferably, each parameterized setpoint P CONS1 P CONS2 The signal is in the form of pulse width modulation (PWM). The parameterized setpoint P... CONS1 P CONS2 The switching of transistors used to control converters C1 and C2.

[0061] See Figure 4 The control device 2 includes a first processing unit 22a, which is configured to adjust the power according to a first power setpoint P. BP* Determine the first parameterization setpoint P of the first converter C1 CONS1 Furthermore, the control device 2 includes a first adjustment unit 21a, which is configured to adjust according to the power distribution voltage setpoint V. DC* and distribution voltage V DC The measured values ​​are used to determine the first power setpoint P. BP* The first regulating unit 21a is also configured to receive the power generation setpoint P. ECU And based on the latter, the first power setpoint P is determined. BP*Since this last aspect is known to those skilled in the art, it will not be described further below.

[0062] The control device 2 further includes a second processing unit 22b, which is configured to adjust the power according to the second power setpoint P. HP* Determine the second parameterization setpoint P of the second converter C2 CONS2 Furthermore, the control device 2 includes a second adjustment unit 21b, which is configured to adjust according to the power distribution voltage setpoint V. DC* and distribution voltage V DC The measured value is used to determine the second power setpoint P. HP* The second regulating unit 21b is also configured to receive the power generation setpoint P. ECU And based on the latter, the second power setpoint P is determined. HP* Since this last aspect is known to those skilled in the art, it will not be described further below.

[0063] According to another embodiment, the power generation system 1 does not include the control device 2, and the first regulating unit 21a and the first processing unit 22a are combined in the first converter C1, while the second regulating unit 21b and the second processing unit 22b are combined in the second converter C2.

[0064] See Figure 5 In one embodiment, a method for determining a first power setpoint P is shown. BP* The first adjustment unit 21a is described. The second adjustment unit 21b has a similar architecture and will not be described in detail here. For clarity and brevity, only the first adjustment unit 21a will be shown.

[0065] The first regulating unit 21a includes a comparator 4, which is configured to determine the distribution voltage setpoint V. DC* With the measured value of distribution voltage V DC The deviation A between them. Preferably, the first adjustment unit 21a considers the power generation setpoint P. ECU Determine the first power setpoint P BP* For the sake of clarity and brevity, the generator setpoint P will not be described in detail here. ECU .

[0066] In this example, the first adjustment unit 21a also includes a correction module 5, which comprises a proportional corrector CP with a proportional gain Kp and an integral corrector CI with an integral gain Ki. This type of corrector can be used to adjust the first power setpoint P by reducing the deviation ∆. BP* The output of the proportional-integral corrector is known to those skilled in the art and will not be described further here. Advantageously, it eliminates static errors.

[0067] In a known manner, the integral corrector CI is configured to determine a correction parameter between an initial time t0 and a current time tx. As correction occurs, the correction parameter includes an increasing static error. In this example, the integral corrector CI includes a reset module RAZ configured to reset the integral corrector CI. Specifically, the reset module RAZ is configured to determine the correction relative to a new initial time t0', which corresponds to the current time tx determined when the reset is activated. This allows the integral effect of the corrector CI to be stopped under certain circumstances in order to control the dynamics of integration, limit overvoltage and undervoltage of the distribution voltage Vdc, and eliminate instability between converters C1 and C2.

[0068] exist Figure 5 In this embodiment, the proportional corrector CP and the integral corrector CI are connected in series. In another embodiment, as... Figure 6 As shown, the proportional corrector CP and the integral corrector CI are connected in parallel. This alternative embodiment will be described later.

[0069] It goes without saying that the correction module 5 may also include other correctors, especially differential correctors. In one embodiment, the correction module 5 includes only an integral corrector CI, that is, the correction module 5 does not have a proportional corrector CP.

[0070] See still Figure 5 The first adjustment unit 21a further includes a divergence determination module 3, which is configured to determine the first power setpoint P from the correction module 5. BP* To determine the divergence index M3, especially the Boolean value.

[0071] The divergence determination module 3 is connected to the reset module RAZ. The reset module RAZ is configured to activate based on the divergence metric M3. Figure 5 As illustrated, the divergence determination module 3 is configured to determine the power based on the first power setpoint P. BP* gradient GP BP* To determine the divergence index M3. First power setpoint P. BP* gradient G PBP* Indicates the first power setpoint P BP* The changes indicate the degree of correction and the risk of divergence.

[0072] See Figure 5 The divergence determination module 3 is configured to determine the first power setpoint P. BP* gradient G PBP* It is then compared with a predetermined gradient threshold S3.

[0073] See Figure 7 According to the first embodiment, the divergence determination module 3 includes a saturation block 30 and a comparison block 31.

[0074] In this first embodiment, the saturation block 30 limits the first power setpoint P. BP* The threshold vS is determined relative to its previous value, based on the first power setpoint, as a function of a predetermined gradient threshold S3. Then, comparison block 31 compares this threshold vS with the first power setpoint P. BP* The two values ​​are compared; if they differ, the divergence index M3 is set to positive. If the power setpoint value P... BP* If it is constrained by saturation block 30, this means it has begun to diverge and there is a risk of instability. In this example, the divergence index M3 is equal to 1 when divergence occurs and equal to 0 when divergence does not occur.

[0075] In another embodiment, such as Figure 8 As shown, the divergence determination module 3 includes a control block 33 and a gradient determination block 32.

[0076] The gradient determination block 32 determines the first power setpoint P explicitly through calculation. BP* gradient GP BP* If the first power setpoint P BP* gradient GP BP* If the absolute value of M3 is greater than the absolute value of the predetermined gradient threshold S3, then control block 33 determines that the divergence index M3 is positive.

[0077] In this way, the divergence index M3 provides the power setpoint P. BP* A rapid and practical indication that modifications are too quick and could lead to instability risks. The predetermined gradient threshold S3 is determined in advance through calculation, statistics, or feedback.

[0078] Figure 5 A first embodiment of a first adjustment unit 21a is shown, which has a correction module 5 having a cascaded architecture. In this example, divergence is detected at divergence time t3. First power setpoint P BP* Then it follows the mathematical laws of the following form:

[0079]

[0080] in:

[0081]

[0082] The initial time t0 corresponds to the initialization time of adjustment units 21a and 21b, and the divergence time t3 corresponds to the time when the divergence index M3 has indicated divergence to the reset module RAZ. This advantageously allows the integral corrector CI to restart operation without considering what happens between the initial time t0 and the divergence time t3. In other words, the integral effect of the corrector CI is stopped immediately to stop the divergence as quickly as possible.

[0083] Figure 6 A second embodiment of the first adjustment unit 21a is shown, which includes a correction module 5 having a parallel architecture. First power setpoint P. BP* Then it follows the mathematical laws of the following form:

[0084]

[0085] in:

[0086]

[0087] This invention allows the two converters C1 and C2 to be controlled independently and in a distributed manner without the need to establish a communication link. Reinitializing the correction module 5, especially its integral corrector CI, during divergence eliminates any risk of temporary instability, ensuring optimal energy generation for the aircraft.

[0088] In existing technology, the correction modules of two correctors compete with each other. In this case, the correction modules of both correctors can be reset simultaneously without communicating with each other. The correction modules will maintain a stable value, or in some cases, an equal value, thus sharing control. This prevents instability. By forcing the integral of the integral corrector CI to return to zero when the change is too large, voltage spikes are also reduced. This ensures that the integral does not overshoot before it must change direction. This reduces the time required to reach the desired correction.

Claims

1. A power generation method for supplying power to at least one power grid of an aircraft (REA) using a power generation system, the aircraft including at least one aircraft turbine (T), the power system including two power supply paths (V1, V2), each power supply path (V1, V2) including an electric converter (C1, C2) and a generator (G1, G2) driven by the aircraft turbine (T), the power system including two regulating units (21a, 21b) respectively associated with each power supply path (V1, V2), each regulating unit (21a, 21b) including a correction module (5), the correction module including an integral corrector (CI), the method including the following steps performed on the correction module (5): • Based on the power distribution voltage setpoint (V) DC* The distribution voltage (V) of the power distribution unit (EDU) electrically connected to the power grid of the aircraft (REA) and the distribution voltage of the power distribution unit (EDU) are also mentioned. DC The measured value is used to determine the power setpoint (P). BP* , P HP* ); • Based on the power setpoint (P) BP* , P HP* gradient of GP BP* To determine the divergence index (M3); and • The integral corrector (CI) of the regulating unit (21a, 21b) of the power supply path (V1, V2) is reset according to the divergence index (M3).

2. The method of claim 1, wherein the gradient (GP) based on the power setpoint (PBP*, PHP*) BP* The divergence index (M3) is determined by comparing it with a predetermined gradient threshold (S3).

3. The method according to claim 1, wherein the power setpoint (P) is adjusted according to a predetermined gradient threshold (S3). BP* , P HP* Apply time variation limits to determine the threshold (vs), and wherein the power setpoint (P) is used as a reference. BP* ,P HP* The divergence index (M3) is determined by comparing it with the threshold (vS).

4. The control method according to any one of claims 1 to 3, wherein the adjustment unit (21a, 21b) includes a differential corrector.

5. The control method according to any one of claims 1 to 4, wherein the adjustment unit (21a, 21b) includes a proportional corrector (CP).

6. The control method according to claim 5, wherein the integral corrector (CI) and the proportional corrector (CP) are cascaded.

7. The control method according to claim 5, wherein the integral corrector (CI) and the proportional corrector (CP) are connected in series.

8. A power generation system (1) for supplying power to at least one electrical grid of an aircraft (REA), the aircraft including at least one aircraft turbine (T), the power system including two power supply paths (V1, V2), each power supply path (V1, V2) including an electric converter (C1, C2) and a generator (G1, G2) driven by the aircraft turbine (T), the power system including a control device (2), the control device (2) including two regulating units (21a, 21b) respectively associated with each power supply path (V1, V2), each regulating unit (21a, 21b) including a correction module (5), the correction module including an integral corrector (CI), each regulating unit (21a, 21b) being configured to: • Based on the power distribution voltage setpoint (V) DC* The distribution voltage (V) of the power distribution unit (EDU) electrically connected to the power grid of the aircraft (REA) and the distribution voltage of the power distribution unit (EDU) are also mentioned. DC The measured value is used to determine the power setpoint (P). BP* , P HP* ); • Based on the power setpoint (P) BP* , P HP* gradient of GP BP* To determine the divergence index (M3); • The integral corrector (CI) of the regulating unit (21a, 21b) of the power supply path (V1, V2) is reset according to the divergence index (M3).

9. An electric hybrid power turbine, the electric hybrid power turbine comprising the power generation system (1) according to claim 8.

10. An aircraft comprising at least one turbine as claimed in claim 9.

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