Hybrid power system for powering aircraft electrical equipment from a turbine engine

Abstract

The invention relates to a hybrid power system (8) for powering electrical equipment of an aircraft from a turbomachine (1) comprising a HP shaft (7) and a LP shaft (3), the system (8) comprising a control unit (20), two permanent magnet machines (9, 10) and two power distribution monitoring units (12) connected at the output to a high voltage direct current electrical network (16) and to an electrical charge (14), the permanent magnet machines each comprising two windings, wherein one machine (9) is connected to the HP shaft (7) and the other machine (10) is connected to the LP shaft (3). Furthermore, for each control unit (12), a first direct current-alternating current converter (13) is connected between the windings of the first machine (9) and the control unit (12) and a second bidirectional direct current-alternating current converter (15) is connected between the windings of the second machine (10) and the control unit (12). For each control unit (12), the system further comprises a high voltage direct current battery (17) and a third bidirectional direct current-direct current converter (18) connected between the battery (17) and the control unit (12), wherein the control unit (20) controls the three converters (13, 15, 18) to maintain the voltage quality of the electrical network (16) within a voltage table range.

Description

Technical Field

[0001] The present invention relates to internal hybridization of turbines for electric aircraft, and more particularly, to a hybrid power system for supplying power from turbines to the electrical equipment of the aircraft. Background Technology

[0002] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, countries have already implemented, are implementing, or will implement various carbon emission control measures. In particular, an ambitious standard applies to both new and currently operating aircraft, requiring the implementation of technological solutions to comply with existing regulations. For several years, civil aviation has been actively contributing to addressing climate change.

[0003] Technological research has resulted in significant improvements to the environmental performance of aircraft. The applicant has considered influencing factors at all design and development stages to obtain energy-intensity, more environmentally friendly aviation components and products whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving the energy efficiency of aircraft.

[0004] Therefore, the applicant has been working to reduce its negative impact on the climate by using benign development and manufacturing methods and operations that limit greenhouse gas emissions to a minimum in order to reduce the environmental footprint of its activities.

[0005] These ongoing research and development efforts focus on next-generation aircraft engines, weight reduction of machinery, particularly through the use of materials and lighter airborne equipment, the development of electrical technologies to ensure propulsion, and aviation biofuels as an important complement to technological advancements.

[0006] In the context of aircraft propulsion, turbine integration is achieved through an electrical system connecting the turbine's mechanical shaft and the aircraft's electrical network. This electrical system must ensure the following functions: power generation, turbine assistance, turbine startup, and reconfiguration in case of failure.

[0007] Such an electrical system must allow for the supply of power to the aircraft's electrical network, ensuring network quality and stability by drawing power from the low- and high-voltage sections of the turbine (generation). It must also allow for the injection or extraction of power into high- and / or low-voltage components based on the setpoints received by the turbine computer (turbine auxiliary). During turbine startup, it must also provide sufficient mechanical power to the high-voltage shaft, which may come from an external source (turbine start-up). Finally, the system must allow for reconfiguration in the event of internal or external failures.

[0008] The power distribution architecture within this invention corresponds to an internal turbine hybrid mode based on parallel-connected DC power channels (DC channels). These DC channels include motors (typically permanent magnet synchronous motors) associated with controlled power electronic converters supplying a DC bus (one channel for the high-voltage shaft and one channel for the low-voltage shaft). This makes the power converters the interface between the motors and the network or DC bus. External power sources, such as auxiliary power units (APUs) or batteries, can also be connected to this DC bus.

[0009] More specifically, this internal DC power bus hybrid system typically includes a first permanent magnet (PMG) synchronous motor consisting of two independent stator windings on the turbine's high-pressure shaft, a first DC / AC converter connected to each stator winding of the first motor, a second permanent magnet (PMG) synchronous motor consisting of two independent stator windings on the turbine's low-pressure shaft, a second bidirectional DC / AC converter connected to each stator winding of the second motor, and two distribution units (PDMUs) connected in parallel on the same DC power bus to the first and second converters, allowing high-voltage direct current (HVDC) power to be distributed to the charge within the aircraft and turbine. The phrase "bidirectional DC / AC converter per stator winding" encompasses both a single bidirectional converter unit and two unidirectional converter units (in two opposite directions).

[0010] One of the main functions of an electrical system is to generate electricity, that is, to provide a DC grid, while ensuring the quality of the aircraft's power distribution network by drawing power from low-voltage or high-voltage components.

[0011] Therefore, the hybridization of turbines often creates an HVDC network with permanent magnet motors and power converters, enabling the injection and extraction of power on both low- and high-voltage shafts, whereas current commercial aircraft can only generate power from the high-voltage shaft.

[0012] However, to ensure network quality in DC power generation systems that include permanent magnet motors and power electronic converters, it is necessary to extract mechanical power at high dynamics (between 200 Hz and 2 kHz). However, for generators in current commercial aircraft, which have different topologies (wound rotors) and provide AC networks, the slower mechanical extraction speed (<20 Hz) is acceptable in terms of network quality.

[0013] Constant speed generators, due to their design, have natural mechanical damping. Variable frequency generators (VFGs) have encountered mechanical problems in some applications, which have been resolved by adding mechanical damping to the generator VFG.

[0014] Furthermore, the high-pressure and low-pressure mechanical shafts on existing and developing turbines are highly flexible and have resonant frequency modes in the range of [10-100Hz].

[0015] A "flexible shaft" refers to a shaft with low stiffness and low damping; in other words, a "flexible" shaft. If we use a linear (rather than rotor) displacement analogy, this is equivalent to having a spring in a mechanical chain. Today, this is a known problem in turbines where the generator's mechanical shaft relative to the turbine is rigid, causing torque pulsations on the turbine's mechanical shaft when the generator extracts torque.

[0016] The difficulty in implementing high-frequency mechanical extraction stems from the frequency modes of high-pressure and low-pressure shafts, which can be excited to cause shaft oscillations, potentially leading to shaft failure if there is no damping on the mechanical shaft chain.

[0017] This may make it infeasible to implement such an electric hybrid system using a motor on a flexible shaft. Summary of the Invention

[0018] This invention is particularly advantageous for reducing the environmental impact of aircraft. Its purpose is to provide a hybrid electric system for powering the electrical equipment of an aircraft from a turbine that performs hybrid power functions, while limiting or even eliminating the risk of failure of both high-voltage and low-voltage shafts, even flexible shafts, and by maintaining sufficient voltage quality on the high-voltage network of the aircraft.

[0019] In a first objective of this invention, a hybrid power supply system is proposed to power the electrical equipment of an aircraft from a turbine comprising a high-voltage shaft and a low-voltage shaft. The power supply system includes at least one control unit, two permanent magnet motors (each comprising two stator windings), and two power distribution monitoring units, one motor being mechanically connected to the high-voltage shaft of the turbine, and the other motor being mechanically connected to the low-voltage shaft of the turbine. The power distribution monitoring units are used to connect at their output terminals to the aircraft's high-voltage DC power grid and the turbine's charge. The system also includes, for each power distribution monitoring unit, a first bidirectional DC-AC converter connected between the stator winding of the first motor and the power distribution monitoring unit, and a converter connected between the stator winding of the second motor and the power distribution monitoring unit.

[0020] According to a general feature of the invention, for each power distribution monitoring unit, the system further includes a high-voltage DC battery and a third bidirectional DC-DC converter connected between the battery and the power distribution monitoring unit. Furthermore, according to another general feature of the invention, the at least one control unit of the system is connected to the first, second, and third converters and configured to control the first, second, and third converters to maintain the voltage quality in the high-voltage DC grid within a given voltmeter range, which can be defined by a minimum voltage threshold and a maximum voltage threshold.

[0021] The hybrid power supply system according to the invention allows for monitoring of the voltage of a hybrid power grid from two permanent magnet synchronous motors connected to the high-voltage and low-voltage shafts of the turbine and battery, respectively. This is achieved while ensuring network quality and adhering to the mechanical constraints and limitations of the turbine's low-voltage and high-voltage shafts.

[0022] Therefore, this architecture allows for the execution of hybrid turbine functions, namely power generation, turbine assistance, and turbine startup, while taking into account the mechanical constraints of the turbine's low-pressure and high-pressure shafts to prevent any risk of failure, and maintaining sufficient grid voltage quality.

[0023] This architecture does indeed allow for power generation, meaning that it provides a DC grid while ensuring the quality of the aircraft's power distribution network by extracting power from the low-voltage and / or high-voltage shafts and / or batteries provided by the architecture, based on optimized battery charging or turbine fuel consumption. The batteries manage voltage quality in the network at high frequencies, or frequencies that motors cannot reach due to mechanical limitations.

[0024] In terms of turbine assistance, the architecture allows for the injection or extraction of power on the high-pressure and low-pressure shafts based on the settings received by the system control unit.

[0025] During turbine startup, this architecture allows the network to supply power on the high-pressure and / or low-pressure shafts. This power can come from an external source or directly from the battery.

[0026] In a first aspect of the system, each of the first converter, the second converter, and the third converter may include an internal control board comprising a regulation stage and a control stage. The regulation stage is configured to receive a power setpoint or voltage setpoint generated by a control unit and convert the power setpoint or voltage setpoint into a current setpoint. The control stage is configured to convert the current setpoint of the regulation stage into a control setpoint of the converter. The power setpoint is configured to control the extraction or injection of power from at least one shaft of the turbine or a battery. The voltage setpoint is configured to control maintaining the voltage quality in the high-voltage DC grid within a given voltmeter range (minimum and maximum thresholds).

[0027] In the second aspect of the system, both the regulation stage and the control stage include at least one monitoring loop of the proportional, proportional-integral, or proportional-integral-derivative type.

[0028] In a third aspect of the system, the regulation stage of the internal control board of the first converter and the regulation stage of the internal controller of the second converter may each include an electronic limiting circuit configured to adjust the current setting point based on the torque setting point to be transmitted, which depends on the mechanical limiting of the turbine shaft associated with the converter via the motor, in order to eliminate the risk of oscillation, intrinsic mode excitation and mechanical failure.

[0029] The electronic limiting circuit that allows adjustment of the current setpoint based on the torque setpoint can be a torque slope limiter, a low-pass filter, a band-stop filter centered on the intrinsic mode of the mechanical axis, or any other algorithm that allows for prevention of mechanical failure.

[0030] Electronic limiting circuits can be analog electronic circuits or digital circuits made of logic modules.

[0031] Adding an algorithm to transform the torque setpoint, thereby creating a current setpoint, to accommodate the mechanical limitations of the shaft limits the performance of the voltage and power regulation loops and cannot achieve the required network quality on its own. This problem can be solved by supplying a battery with a third converter and monitoring the converter, as the group formed by the battery and the third converter can monitor the current without dynamic limitations.

[0032] According to another aspect of the invention, an aircraft turbine comprising a high-pressure shaft and a low-pressure shaft is proposed, as well as a system for supplying power to the aircraft's electrical equipment as described above.

[0033] According to another aspect of the invention, an aircraft comprising at least one turbine as described above is proposed.

[0034] According to another aspect of the present invention, a method for controlling the hybrid power supply system as described above is provided. The method includes:

[0035] The voltage setpoint is received by at least one of the first, second, and third converters.

[0036] The power setpoint is received by at least one of the first, second, and third converters.

[0037] - Generate a current setpoint for the first converter, a current setpoint for the second converter, and a current setpoint for the third converter, each current setpoint being generated based on a received voltage setpoint or power setpoint.

[0038] - Convert each current setpoint to the corresponding converter's control setpoint.

[0039] The at least one received power setpoint is configured to control the extraction or injection of power on at least one shaft of the turbine or on a battery, and the at least one received voltage setpoint is configured to control the voltage quality in the high-voltage DC grid to remain within a given voltmeter range.

[0040] In a first implementation mode of the control method, the current setpoint of the third converter generated from the at least one received voltage setpoint can be configured to operate the third converter at a high frequency to utilize battery management transients, and the setpoints of the first converter and the second converter generated from the at least one power setpoint can be configured to operate the first converter at a low frequency to optimize turbine operation.

[0041] Therefore, the battery can use proportional-integral correction to monitor the DC voltage of the network with the desired network quality without limitation, and the motor can follow the received power setpoint. This ensures the network quality of the converter because the battery manages all network transients (charge demand or charge release) to maintain the DC voltage, and the low-frequency power setpoint allows the first and second converters to control the first and second motors to optimize the turbine's operating point, thereby optimizing the turbine's fuel consumption, while also allowing the battery's charge to be optimized by requiring the motors to generate energy for the network when needed.

[0042] Furthermore, the generation of the current setpoint and the conversion from the current setpoint to the converter control setpoint can both include proportional, proportional-integral, or proportional-integral-derivative adjustment.

[0043] In a second implementation of the method, generating the current setpoint of the first converter may include limiting the setpoint based on a mechanical limit of the low-voltage shaft, and generating the current setpoint of the second converter may include limiting the setpoint based on a mechanical limit of the high-voltage shaft.

[0044] In a third implementation of the method, the current setpoint generated by the first converter and the voltage setpoint generated by the second converter are configured to manage low-frequency transients by controlling the first and second motors, thereby helping the third converter maintain the voltage quality in the high-voltage DC grid within a given voltmeter range.

[0045] Therefore, one motor controls the DC voltage of the network at a low frequency (bandwidth lower than that of a low-voltage shaft in mechanical mode with a low-frequency proportional-integral corrector), the battery uses a proportional-derivative corrector to regulate the rest to ensure the required network quality, and the other motor follows the received power setting value.

[0046] This ensures the network quality of the battery converter and guarantees the main network generation for low-frequency machines to limit the battery current, thereby optimizing its charging.

[0047] The battery manages all high-frequency network transients (charge demand or charge release), while one motor manages all low-frequency network transients (charge demand or charge release) to maintain DC voltage. Attached Figure Description

[0048] The invention will be better understood by referring to the accompanying drawings, in which:

[0049] Figure 1 An aircraft turbine equipped with a system for supplying power to the aircraft's electrical equipment is schematically shown according to a first embodiment of the present invention.

[0050] Figure 2 schematically shown Figure 1 The control board of one of the first or second converters in the power supply system.

[0051] Figure 3 schematically shown Figure 1 The control board of one of the first or second converters in the power supply system.

[0052] Figure 4 A schematic illustration shows a control according to an embodiment of the present invention. Figure 1 A flowchart of a method for power supply system. Detailed Implementation

[0053] Figure 1 An aircraft turbine equipped with a system for supplying power to the aircraft's electrical equipment is illustrated schematically according to an embodiment of the present invention.

[0054] Turbine 1 includes a fan 2 coupled to a low-pressure shaft 3, which functions as a low-pressure compressor. The low-pressure shaft 3 is also coupled to a low-pressure turbine 4. Turbine 1 also includes a high-pressure compressor 5 and a high-pressure turbine 6 coupled to a high-pressure shaft 7.

[0055] The turbine 1 also includes an electrical power supply system 8, which is a hybrid power system for supplying power to electrical equipment. The power supply system 8 includes a first motor 9 and a second motor 10, both of which are permanent magnet synchronous motors, and two power distribution monitoring units (PDMUs) 12.

[0056] The first motor 9 is mechanically connected to the high-pressure shaft 7 of the turbine 1 and includes two independent first stator windings. The second motor 10 is mechanically connected to the low-pressure shaft 3 of the turbine 1 and includes two independent second stator windings.

[0057] For each first stator winding of the first motor 9, the power supply system 8 includes a first bidirectional DC-AC power converter 13 electrically connected between the first stator winding and the power distribution monitoring unit 12. Each first power converter 13 is connected to a different power distribution monitoring unit 12.

[0058] For each second stator winding of the second motor 10, the power supply system 8 includes a second bidirectional DC-AC power converter 15 electrically connected between the second motor 10 and the corresponding power distribution monitoring unit 12. Each second power converter 15 is connected to a different power distribution monitoring unit 12.

[0059] Each power distribution monitoring unit 12 is connected to the main DC power grid 16 (HVDC) of the aircraft at its output end, and to the charge 14 of the turbine 1 at the other end.

[0060] Therefore, this architecture allows local household charge 14 to be supplied to turbine 1 via power distribution monitoring unit 12, and provides the possibility of extracting or injecting power on high-voltage shaft 7 via network HVDC 16.

[0061] For each power distribution monitoring unit 12, the power supply system 8 also includes a battery 17 and a third power converter 18 electrically coupled between the battery 17 and the input of the power distribution monitoring unit 12. The third power converter 18 is a bidirectional DC-DC power converter. Each group consisting of the battery 17 and the third power converter 18 is therefore configured to provide DC power to the power distribution monitoring unit 12 coupled thereto.

[0062] The power supply system 8 also includes an electronic control unit 20 electrically connected to each of the first converter 13, the second converter 15, and the third converter 18, as shown by the control dashed line. The control unit 20 is configured to transmit power and / or voltage setpoints to the different converters 13, 15, and 18.

[0063] Figure 2 The control panel of either the first converter 13 or the second converter 15 is shown schematically.

[0064] Both the first converter 13 and the second converter 15 include an internal control board 30, which includes a regulation stage 31 and a control stage 32. The regulation stage 31 is configured to receive a power setpoint or voltage setpoint C generated by the control unit 20. P / T And convert the power setpoint or voltage setpoint to the current setpoint C. current Control stage 32 is configured to convert the current setpoint of regulation stage 31 to the control setpoint C for the converter of first converter 13 or second converter 15. convert .

[0065] The power setpoint of control unit 20 is configured to control the extraction or injection of power on at least one of the low-pressure shaft 3 and high-pressure shaft 7 of turbine 1. The voltage setpoint of control unit 20 is configured to control the maintenance of voltage quality in the high-voltage DC grid 16 within a given voltmeter range defined by a minimum voltage threshold and a maximum voltage threshold.

[0066] The control stage 32 of the internal control board 30 includes a proportional, proportional-integral, or proportional-integral-derivative type current monitoring loop 320, which is configured to transmit the current setpoint C from the regulating stage 31. current Convert to converter control setpoint C convert .

[0067] The regulation stage 31 includes a first electronic conversion circuit 310, an electronic limiting circuit 312, and a second electronic conversion circuit 314.

[0068] The first electronic conversion circuit 310 is configured to set the power or voltage of the control unit 20 to point C. P / T Converted to the torque setpoint C of the motor 9 or 10 associated with the first converter 13 or the second converter 15. torque The first electronic conversion circuit 310 includes a power or voltage monitoring circuit of the proportional, proportional-integral, or proportional-integral-derivative type.

[0069] The electronic limiting circuit 312 is configured to set the torque setting point C of the first electronic conversion circuit 310. torque Convert to torque setpoint C adapted The torque setpoint is adapted to the mechanical dimensions of the turbine shaft associated with motor 9 or 10 to eliminate the risk of oscillation, intrinsic mode excitation, and mechanical failure. Electronic limiting circuit 312 includes a torque slope limiter centered on the intrinsic mode of the mechanical shaft, a low-pass filter, or a band-stop filter to prevent mechanical failure.

[0070] The second electronic conversion circuit 314 is configured to use the electromagnetic parameters of the motor associated with the first converter 13 or the second converter 15 to transmit the adaptive torque setpoint C from the electronic limiting circuit 312. adapted Convert to current setpoint.

[0071] Figure 3 The control panel of one of the third converters 18 is shown schematically.

[0072] The third converter 18 includes an internal control board 40, which includes a regulation stage 41 and a control stage 42. The regulation stage 41 is configured to receive a power setpoint or voltage setpoint C generated by the control unit 20. P / T And convert the power setpoint or voltage setpoint to the current setpoint C. currentControl stage 42 is configured to convert the current setpoint of regulation stage 41 to the control setpoint C of the converter of third converter 18. convert .

[0073] The power setpoint of control unit 20 is configured to control the extraction or injection of power from battery 17. The voltage setpoint of control unit 20 is configured to control the voltage quality in the high-voltage DC grid 16 to remain within a given voltmeter range.

[0074] The control stage 42 of the internal control board 40 includes a proportional, proportional-integral, or proportional-integral-derivative type current monitoring loop 420, which is configured to transmit the current setpoint C from the regulating stage 41. current Convert to converter control setpoint C convert .

[0075] Regulation stage 41 includes a proportional, proportional-integral, or proportional-integral-derivative type power or voltage monitoring loop 410, which is configured to transmit the power or pressure setpoint C from control unit 20. P / T Convert to current set point C current .

[0076] Figure 4 The diagram illustrates a control method according to one embodiment of the present invention. Figure 1 A flowchart of a method for power supply system.

[0077] Figure 1 The method for controlling a hybrid power supply system 8 includes a step 400 whereby at least one of a first converter 13, a second converter 15, and a third converter 18 receives a voltage setpoint, and a step 410 where at least one of the first converter 13, the second converter 15, and the third converter 18 simultaneously receives a power setpoint. In other words, the control unit 20 sends a voltage setpoint to at least one of the three converters 13, 15, and 18, and the control unit sends a power setpoint to at least one of the three converters 13, 15, and 18. Typically, the control unit 20 sends a power setpoint to two of the three converters and a voltage setpoint to the other converter.

[0078] The converter can receive a power setpoint and a voltage setpoint. Then, the control method includes step 420, namely, generating current setpoints for the first converter 13, the second converter 15, and the third converter 18 using proportional, proportional-integral, or proportional-integral-derivative regulation.

[0079] Step 420 of generating the current setpoint includes limiting the current setpoint based on a mechanical constraint on the high-voltage shaft for the current setpoint of the first converter 13, and limiting the setpoint based on a mechanical constraint on the low-voltage shaft for the setpoint of the second converter 15.

[0080] Therefore, even if battery 17 is used together with third converter 18 for power regulation, it will still prioritize maintaining network quality by autonomously and instantaneously activating its voltage monitoring if first converter 13 or second converter 15, which monitors voltage, is unable to guarantee network quality on its own due to setpoint limiters that ensure the integrity of the mechanism.

[0081] The control method then includes step 430, which uses proportional, proportional-integral, or proportional-integral-derivative adjustment to convert each current setpoint to the control setpoint of the corresponding converter.

[0082] Finally, the control method includes step 440, which controls the three converters 13, 15, and 18.

[0083] This invention is particularly advantageous in reducing the environmental impact of aircraft, and thus provides a hybrid electric system for powering the electrical equipment of an aircraft from a turbine, enabling it to perform hybrid functions while limiting or even eliminating the risk of failure of high-voltage and low-voltage shafts (even flexible shafts), and maintaining sufficient voltage quality on the high-voltage network of the aircraft.

[0084] The battery provided in the architecture of the hybrid electric power supply system specifically allows for unrestricted monitoring of the DC voltage of the network with the required network quality, thereby ensuring network quality through the converters, as the battery manages all transients to maintain the DC voltage. The lower frequency power setpoint is designed to allow the first and second converters to control the first and second motors to optimize the turbine's operating point, thereby optimizing the turbine's fuel consumption, while also allowing for optimized battery charging by requiring the motors to generate energy for the network when needed.

Claims

1. A hybrid power supply system (8) for supplying power from a turbine (1) of an aircraft comprising a high-voltage shaft (7) and a low-voltage shaft (3) to the electrical equipment of the aircraft, the power supply system (8) comprising at least one control unit (20), two permanent magnet motors (9, 10) and two power distribution monitoring units (12), each of the permanent magnet motors comprising two stator windings, one of the motors (9) being mechanically connected to the high-voltage shaft (7) of the turbine (1), and the other motor (10) being mechanically connected to the low-voltage shaft (3) of the turbine (1), the power distribution monitoring unit (12) being configured to connect at its output end to the high-voltage DC grid (16) of the aircraft and the charge (14) of the turbine (1), the system (8) further comprising: For each power distribution monitoring unit (12), there is a first bidirectional DC-AC converter (13) connected between the stator winding of the first motor (9) and the power distribution monitoring unit (12), and a second bidirectional DC-AC converter (15) connected between the stator winding of the second motor (10) and the power distribution monitoring unit (12). The system (8) is characterized in that, for each power distribution monitoring unit (12), the system (8) further includes a high-voltage DC battery (17) and a third bidirectional DC-DC converter (18) connected between the battery (17) and the power distribution monitoring unit (12), and at least one control unit (20) of the system (8) is connected to the first converter (13), the second converter (15) and the third converter (18) and configured to control the first, second and third converters (13, 15, 18) to maintain the voltage quality in the high-voltage DC grid (16) within the voltmeter range.

2. The system (8) according to claim 1, wherein, The first converter (13), the second converter (15), and the third converter (18) each include an internal control board (30, 40), the internal control board including a regulating stage (31, 41) and a control stage (32, 42), the regulating stage (31, 41) being configured to receive a power setpoint or voltage setpoint generated by the control unit (20) and convert the power setpoint or voltage setpoint into a current setpoint, and the control stage (32, 42) being configured to convert the current setpoint of the regulating stage into a control setpoint of the converter (13, 15, 18), the power setpoint being configured to control power extraction or injection on at least one shaft (3, 7) of the turbine (1) or the battery (17), and the voltage setpoint being configured to control voltage quality in the high voltage DC grid (16) to be maintained within the voltmeter range.

3. The system (8) according to claim 2, wherein, Both the regulation stage (31, 41) and the control stage (32, 42) include at least one monitoring loop of the proportional, proportional-integral, or proportional-integral-derivative type.

4. The system according to any one of claims 2 or 3, wherein, The regulating stage (31) of the internal control board (30) of the first converter (13) and the regulating stage (31) of the internal controller (30) of the second converter (15) each further include an electronic limiting circuit (312) configured to adjust a current setting point based on a torque setting point to be transmitted, the torque setting point value depending on the mechanical limitation of the turbine (1) shaft (3, 7), the converter (13, 15) being associated with the turbine shaft (3, 7) via the motor (9, 10).

5. An aircraft turbine (1) comprising a high-pressure shaft (7) and a low-pressure shaft (3), and a system (8) for supplying power to the electrical equipment of the aircraft according to any one of claims 1 to 4.

6. An aircraft comprising at least one turbine (1) according to claim 5.

7. A method for controlling a hybrid power supply system (8) according to any one of claims 1 to 4, the method comprising: - (400) The voltage set point is received by at least one of the converters (13, 15, 18) among the first converter (13), the second converter (15), and the third converter (18). - (410) The power setpoint is received by at least one of the converters (13, 15, 18) among the first converter (13), the second converter (15), and the third converter (18). - (420) Generate a current setpoint for the first converter (13), a current setpoint for the second converter (15), and a current setpoint for the third converter (18), each current setpoint being generated based on a received voltage setpoint or power setpoint. - (430) Convert each current set point to the control set point of the corresponding converter. The at least one received power setpoint is configured to control power extraction or injection on at least one shaft (3, 7) of the turbine (1) or the battery (17), and the at least one received voltage setpoint is configured to control the voltage quality in the high voltage DC grid (16) to be maintained within a given voltmeter range.

8. The control method according to claim 7, wherein, The current setting point of the third converter (18) generated from the at least one received voltage setting point is configured to operate the third converter (18) at a high frequency to manage high-frequency transients using the battery (17), and the first converter (13) and the second converter (15) generated from the at least one power setting point are configured to operate the first converter (13) and the second converter (15) at a low frequency to optimize the operation of the turbine (1).

9. The control method according to any one of claims 7 or 8, wherein, Generating a current setpoint for the first converter (13) includes limiting the setpoint based on the mechanical limitations of the high-voltage shaft (7), and generating a current setpoint for the second converter (15) includes limiting the setpoint based on the mechanical limitations of the low-voltage shaft (3).

10. The control method according to any one of claims 7 to 9, wherein, The current setpoint generated by the first converter (13) and the current setpoint generated by the second converter (15) are configured to help the third converter (18) maintain the voltage quality in the high-voltage DC grid (16) within the voltmeter range by controlling the first and second motors (9, 10) to manage low-frequency transients.

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