Method and system for managing electrical energy sources in a hybrid propulsion architecture
Patent Information
- Application Number
- CN202610554050.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2025-04-28
- Filing Date
- 2026-04-24
- Publication Date
- 2026-10-30
Smart Images
Figure CN123002174A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to methods and systems for managing electrical energy, such as that from batteries, in aircraft with an electric hybrid propulsion architecture. Background Technology
[0002] This invention applies to aircraft with an electric hybrid propulsion architecture comprising at least one thermal engine that uses fuel combustion and electrical energy configured to electrically assist the thermal engine. In other words, this is an architecture for supplying mechanical power through a hybrid energy source derived both from fuel (in the thermal engine) and from an energy source that provides electrical assistance to the thermal engine.
[0003] Therefore, electrical energy (e.g., batteries) makes it possible to provide surplus energy to the thermal engine for operations requiring high power (e.g., starting, takeoff or landing, engine acceleration, climbing / descending altitude, shutting down the engine, etc.) and avoids the thermal engine being too large for short operating phases or emergency situations.
[0004] In this specification, "electric energy" is a general term used to refer to any type of battery, supercapacitor or other source of electrical energy storage, as well as any combination of sources of the same or different types (among those mentioned above).
[0005] This electric hybrid propulsion architecture results in reduced fuel consumption and a lower carbon footprint.
[0006] The purpose of this invention is to optimize the use of electrical energy (e.g., batteries) and avoid fully discharging them before the end of a task or discharging them to a proportion that eliminates the need to ensure a safe power supply from the electrical energy source. Summary of the Invention
[0007] A method for managing the energy of electrical energy in an aircraft, the aircraft including a system for managing the energy of said electrical energy in an electric hybrid propulsion architecture, the electric hybrid propulsion architecture including at least one thermal engine using fuel combustion and electrical energy, the energy management system including an electronic circuit system, the method being implemented by the energy management system and, for a given mission of the aircraft, including:
[0008] During the parking phase at the boarding point, control is used to fully charge the electrical power supply, wherein a certain amount of energy is distributed in a defined manner and throughout the entire duration of the given mission among the following energy reserves:
[0009] The first reserve is a design safety margin designed to prevent electrical energy from exceeding its defined operating limits.
[0010] The second reserve ensures continuous power supply to the aircraft's critical systems in the event that at least one engine is shut down.
[0011] The third reserve ensures that at least one engine can be restarted in flight; and
[0012] The fourth reserve is provided for a hybrid power function that, under normal operation, provides electric assistance to the at least one engine via power injection.
[0013] During at least one of the following phases, authorization is granted to use the fourth reserve to perform at least one of the hybrid functions: pre-takeoff taxiing and takeoff; and
[0014] During the cruise phase, control is applied to recharge the electrical energy, wherein a sufficient amount of energy is at least partially replenished to the fourth reserve and enables at least one of the hybrid power functions to be performed during at least one of the following phases: descent, landing, and post-landing taxiing.
[0015] Therefore, for a given mission of the aircraft, the proposed solution enables the optimization of electric assist usage while ensuring the execution of safety functions until the mission ends. It should be noted that at the start of the mission, during the parking phase at the boarding point, the electrical energy is fully charged, with a certain amount of energy distributed in a defined manner among various energy reserves throughout the entire duration of the given mission. Therefore, compared to conventional solutions for energy management by mission segment (including solutions that divide the mission into mission segments, each with a predefined energy budget within the electrical energy), the proposed solution represents a fundamental change, employing a more global strategy (global energy management across the entire mission) to maximize the efficiency of electric assist. The conventional solutions mentioned above require a large number and variety of energy-intensive functions, which is justifiable. The proposed solution is applicable to the novel (electric hybrid propulsion) architecture described below, which features a reduced functional area and optimized size of the electrical energy source (e.g., batteries).
[0016] According to one particular implementation, the method includes: for a given task and if the duration of the pre-takeoff taxiing phase is greater than a predetermined duration, then: during the pre-takeoff taxiing phase, controlling the recharging of electrical energy, wherein a sufficient amount of energy is at least partially replenished to the fourth reserve and enables at least one of the hybrid power functions to be performed during the takeoff phase.
[0017] According to one particular implementation, the method includes:
[0018] During at least one of the pre-takeoff taxiing phase and the takeoff phase, authorization is granted to use at least one of the second and third reserves to perform at least one of the hybrid power functions; and
[0019] During the climb phase, the electrical energy is recharged, with sufficient energy replenished to the second and third reserves before the cruise phase.
[0020] According to one particular implementation, during the climb phase, the recharging of electrical energy is configured to be gradual, and each of the second and third reserves is always replenished at a ratio at least equal to a first determined threshold, which is variable and increases as the altitude of the aircraft increases.
[0021] According to one particular implementation, the method includes:
[0022] During at least one of the descent phase, the landing phase, and the post-landing taxiing phase, the use of at least one of the second and third reserves is authorized to perform at least one of the hybrid power functions.
[0023] According to one particular implementation, the authorization to use at least one of a second reserve and a third reserve to perform at least one of the hybrid power functions during at least one of the descent phase, the landing phase, and the post-landing taxiing phase is configured to be gradual, and each of the second and third reserves still contains energy at least equal to a proportion of a second determined threshold, which is variable and decreases as the aircraft's altitude decreases.
[0024] According to one particular implementation, recharging of electrical energy is limited during the cruise phase, and the use of at least one of a second reserve and a third reserve is authorized during at least one of the descent phase, the landing phase, and the post-landing taxiing phase to perform at least one of the hybrid power functions.
[0025] According to one particular implementation, the recharging of the electrical energy during the cruise phase is complete, such that at the end of the complete recharging, the fourth reserve is fully replenished, and all hybrid power functions that must be performed during the descent phase, landing phase, and post-landing taxiing phase are authorized.
[0026] A computer program product is also proposed, which includes instructions that, when executed by a processor, cause the processor to perform the method described in any one of its embodiments.
[0027] A storage medium is also proposed that stores instructions such that, when read from and executed by a processor, the instructions cause the processor to perform the method described in any one of its embodiments.
[0028] A system for managing the energy of an electric hybrid propulsion architecture in an aircraft comprising at least one thermal engine using fuel combustion and the electric energy is also proposed. The energy management system is located on the aircraft and includes an electronic circuitry system configured to perform a given mission for the aircraft.
[0029] During the parking phase at the boarding point, control is maintained to fully charge the electrical energy, wherein a certain amount of energy is distributed in a defined manner and throughout the entire duration of the given mission among the following energy reserves:
[0030] The first reserve is a design safety margin designed to prevent electrical energy from exceeding its defined operating limits.
[0031] The second reserve ensures continuous power supply to the aircraft's critical systems in the event that at least one engine is shut down.
[0032] The third reserve ensures that at least one engine can be restarted in flight; and
[0033] The fourth reserve is provided for a hybrid power function that, under normal operation, provides electric assistance to the at least one engine via power injection.
[0034] During at least one of the following phases, authorization is granted to use the fourth reserve to perform at least one of the hybrid functions: pre-takeoff taxiing and takeoff; and
[0035] During the cruise phase, control is applied to recharge the electrical energy, wherein a sufficient amount of energy is at least partially replenished to the fourth reserve and enables at least one of the hybrid power functions to be performed during at least one of the following phases: descent, landing, and post-landing taxiing.
[0036] More specifically, an energy management system is proposed, which is configured to perform the method described in any one of its embodiments.
[0037] An aircraft was also proposed, which includes the energy management system described above. Attached Figure Description
[0038] The above-described features and other features of the present invention will become more apparent upon reading the following description of at least one example of an embodiment, which is given with reference to the accompanying drawings, in which:
[0039] Figure 1 This is a simplified top view of an aircraft equipped with the energy management system according to the present invention;
[0040] Figure 2 A block diagram illustrates an energy management system configured in a specific embodiment of the invention. Figure 1 Aircraft;
[0041] Figure 3 schematically shown Figure 1 An example of the hardware architecture of an energy management system;
[0042] Figure 4 The diagram schematically illustrates the distribution of the battery's initial charge across four energy reserves;
[0043] Figure 5 The first embodiment is schematically shown by Figure 1 The energy management algorithm executed by the energy management system;
[0044] Figure 6 The illustration shows when execution Figure 5 The algorithm considers the various charging states of the battery during each stage of a given task.
[0045] Figure 7 The second embodiment is schematically illustrated by Figure 1 The energy management algorithm executed by the energy management system;
[0046] Figure 8 The illustration shows when execution Figure 7 The algorithm considers the various charging states of the battery during each stage of a given task; and
[0047] Figure 9 The third embodiment is illustrated schematically by Figure 1 The energy management system executes the energy management algorithm. Detailed Implementation
[0048] like Figure 1 As shown, the present invention relates to an aircraft 2 equipped with an electric hybrid propulsion architecture, i.e., as described above, one or more thermal engines of the aircraft 2 can be electrically assisted. In such an architecture, electrical energy can also be used to meet the needs of the aircraft, such as the needs of aircraft equipment, and more specifically, the needs of an environmental control system (ECS). The aircraft includes at least two thermal engines 4, 6 (in... Figure 2 Also marked as ENG) and electrical energy (e.g., batteries, in Figure 2(Illegible text is denoted as BATT 8). Each thermal engine 4, 6 can be, for example, a turbojet engine type (e.g., a turbofan) or a high-speed bypass engine type. Each engine 4, 6 includes an engine computer 10 (in...). Figure 2 Also marked as EC) and activation module (in Figure 2 (These are labeled 11 and FA). Activation module 11 (FA) can be integrated into engine computer 10 (EC) or standalone, such as... Figure 2 As shown. The engine computers 10 of the two engines 4 and 6 are connected to the avionics system 12 (also known as the avionics core) via a communication network 14. The communication network 14 also links the avionics system 12 to the aircraft component 20, which transmits aircraft parameters to it. Component 20 contains all the elements, equipment, and other parts required to perform functions easily used by the engines 4 and 6, and makes it possible to assist with functions by the battery 8 (examples of functions: assisted engine start (actuating the starter), assisted engine acceleration (when the aircraft wishes to accelerate on the ground or in flight), assisted engine shutdown, idling function, engine cooling, etc.). Figure 1 One of the components shown as an example of component 20 of aircraft 2 is the pitot tube 24 (also labeled PIT), which enables the measurement of the aircraft's speed parameters.
[0049] like Figure 2 As shown schematically and in a simplified manner, aircraft 2 comprises, on one hand, the entire aircraft section 26 (excluding engines 4 and 6), and on the other hand, engines 4 and 6. Aircraft section 26 (also labeled A / C) enables control of the aircraft to perform its flight and is connected to engines 4 and 6 (ENG), which enable propulsion of the aircraft. All systems shown in aircraft section 26 (A / C) can be located in various possible positions within the aircraft: this is not shown in… Figure 1 The reasons for their existence are explained below. Avionics system 12 is typically located in the cockpit (in...). Figure 1 Marked as 28) in and / or near the cockpit (such as Figure 1 (as illustrated in the diagram), but there may be other cases for at least a part of the system.
[0050] As mentioned above, the general term "electrical energy source" is used to refer to any type of battery, supercapacitor, or other energy storage source, as well as any combination of sources of the same or different types (among those mentioned above). In the illustrated embodiment, and as described above, the source is battery 8 and, for example, a lithium battery, and more specifically, a lithium-ion battery, or, according to another example, an LFP (lithium iron phosphate) battery. Throughout the remainder of the specification, reference will be made to the charging of battery 8, but if the electrical energy source is of a type other than a battery, charging corresponds to the amount of remaining electrical energy readily available from that source.
[0051] Aircraft section 26 (A / C) includes modules of many known types, such as flight management system 32 (FMS). The avionics system 12 of cockpit 28 is connected to component 20 via network 14 and to engines 4 and 6 (ENG).
[0052] exist Figure 1 and Figure 2 The aircraft 2 shown in the embodiment, and more specifically the avionics system 12, includes a system 40 for managing the battery 8 (also referred to as "the system for managing electrical energy"). The system 40 for managing the battery 8 is connected to the engines 4 and 6. In one embodiment, it includes an energy management module EM connected to a control module MC, which itself is connected to the engines 4 and 6. Modules EM and MC ( Figure 2 (not shown in the image) can be a single computer (see [reference]). Figure 3 The system 40 for managing the battery 8 is linked to the battery 8 and to the communication network 14, enabling it to connect to the aforementioned collection of components 20 of the aircraft.
[0053] Figure 3 An example of the hardware architecture of a system 40 for managing battery 8 is schematically shown. The system 40 for managing battery 8 includes the following connected via a communication bus 310: a central processing unit or CPU 301; random access memory (RAM) 302; read-only memory (ROM) 303, such as flash memory; a data storage device such as a hard disk drive (HDD) or a storage medium reader such as an SD (Secure Digital) card reader 304; and at least one communication interface 305, enabling the system 40 for managing battery 8 to interact with the avionics of an aircraft.
[0054] Processor 301 is capable of executing instructions that form a computer program and are loaded into RAM 302 from ROM 303, external memory (not shown), another storage medium (e.g., an SD card), or a communication network (not shown). When system 40 for managing battery 8 is powered on, processor 301 is capable of reading and executing the aforementioned instructions from RAM 302. When these instructions (forming a computer program) are read and executed by processor 301 (from RAM 302 or a storage medium), the instructions cause processor 301 to perform the behaviors, steps, and algorithms described herein.
[0055] Therefore, all or some of the behaviors, steps, and algorithms described herein can be implemented in software by means of a programmable machine such as a DSP (Digital Signal Processor) or microcontroller executing a set of instructions, or in hardware by means of a machine or a dedicated chip or chipset such as an FPGA (Field Programmable Gate Area) or ASIC (Application-Specific Integrated Circuit). Generally, the system 40 for managing the battery includes an electronic circuitry system arranged and configured to implement the behaviors, steps, and algorithms described herein.
[0056] Figure 5 The diagram schematically illustrates an energy management algorithm for a given task of the aircraft 2, executed by the system 40 for managing the battery 8 in a first embodiment, including steps 501 to 505. (Combined with...) Figure 6 Describe it. Figure 6 The illustration shows when execution Figure 5 The algorithm describes the various charging states of battery 8 during each stage of a given task.
[0057] In step 501, the parking phase at the boarding point (in Figure 6 During step 501 (marked 601 and referred to as "boarding"), system 40 controls the full charging of battery 8, wherein a certain amount of energy is distributed among four energy reserves in a determined manner and throughout the entire duration of a given task. At the end of step 501, the state of charge of battery 8 is... Figure 6 It is marked as 610-a.
[0058] Figure 4 The diagram schematically illustrates this distribution of the initial charge (i.e., state of charge 610-a) of battery 8 across the following four energy reserves:
[0059] The first reserve, marked 401a and 401b (and referred to, for example, as “design safety margin reserve”), is a design safety margin designed to prevent the battery 8 from exceeding its defined operating limits;
[0060] The second reserve, marked 402 (and referred to as, for example, the “TEFO reserve”), ensures continuous power supply to the aircraft’s critical systems in the event that engines 4 and 6 are shut down (or TEFO stands for “complete engine shutdown”).
[0061] The third reserve, marked 403 (and referred to, for example, as the "safety reserve"), guarantees that engines 4 and 6 can be restarted in flight (or "in-flight engine restart"); and
[0062] The fourth reserve, designated 404 (and referred to, for example, as the "hybrid power function reserve"), is configured for the hybrid power function, which, under normal operation, provides electric assistance to engines 4 and 6 via power injection.
[0063] Figure 4 The right side is a grayscale illustration 610-a' of the aforementioned charge state 610-a. Thus, four energy reserves 401a / 401b, 402, 403, and 404 are shown therein.
[0064] Return to Figure 5 In step 502, during the pre-takeoff taxiing phase (in Figure 6 During the period marked 602 and referred to as "skidout") and / or during the takeoff phase (in Figure 6 During takeoff (marked 603), system 40 authorizes the use of fourth reserve 404 ("hybrid power function reserve") to perform one or more hybrid power functions. Figure 6 Two consecutive states of the charging state of battery 8 during step 502 are shown, labeled 610-b and 610-c. The use of the fourth reserve 404 to perform one or more hybrid functions is indicated by arrows labeled 611 and 612 in the two consecutive states.
[0065] In step 503 (optional), if the duration of the pre-takeoff taxiing phase 602 is longer than a predetermined duration, the system 40 controls the recharging of the battery 8 during the pre-takeoff taxiing phase 602, wherein a sufficient amount of energy is at least partially replenished to the fourth reserve 404 and enables one or more hybrid power functions to be performed during the takeoff phase 603.
[0066] During the ascent phase (in) Figure 6 During the climb (marked 604), the remaining energy (i.e., the second reserve 402 (“TEFO reserve”), the third reserve 403 (“safety reserve”), and a portion of the first reserve marked 401a) is reserved for safety-critical scenarios, such as the complete shutdown (“TEFO”) of engines 4 and 6 and the in-flight restart of engines 4 and 6. This remaining energy appears... Figure 6The battery 8, marked 610-d, is in a charging state. During this climb phase 604, charging the battery 8 is optional (feasible but not mandatory).
[0067] In step 504, during the cruise phase (in Figure 6 During (marked 605 and referred to as "cruise"), system 40 controls the recharging of the battery, wherein a sufficient amount of energy is at least partially replenished to the fourth reserve 404 to perform step 505. Figure 6 The diagram shows three consecutive states of the battery 8's charging state during step 504, labeled 610-e, 610-f, and 610-g. State 610-e is the same as state 610-d (therefore, this is the case where the battery 8 has not yet been recharged during the climb phase 604). Recharging of the battery occurs in state 610-f, indicated by the arrow labeled 613. State 610-g shows a fully charged battery (as in the initial state 610-a).
[0068] In step 505, during the descent phase (in Figure 6 During the descent (marked as 606 and referred to as "descent") and / or during the landing phase (in Figure 6 During the approach phase (marked 607 and referred to as "approach") and / or during the post-landing taxiing phase (in Figure 6 During the period marked 608 and referred to as “slide in”, system 40 authorizes the use of fourth reserve 404 to perform one or more of the hybrid functions. Figure 6 The charging state of battery 8 during step 505 is shown in two consecutive states, labeled 610-h and 610-i. The use of a fourth reserve 404 to perform one or more hybrid functions in these two consecutive states is indicated by arrows labeled 614 and 615. Figure 6 In the example shown, at the end of the post-landing taxiing phase 608 (and therefore at the start of the next phase, which begins at the boarding point) Figure 6 The state of charge of battery 8 is marked as 609 and referred to as "complete" (the state of charge of battery 8 is marked as 610-j and it is shown that the fourth reserve 404 has been consumed).
[0069] Figure 7 The energy management algorithm, including steps 701 to 706, in the second embodiment is schematically illustrated and executed by the system 40 for managing the battery 8 for a given mission of the aircraft 2. (Combined with...) Figure 8 Describe it. Figure 8 The illustration shows when execution Figure 7 The algorithm considers the various charging states of battery 8 during each stage of a given task. Figure 8 In the process, the stages of the task and Figure 6The stages shown are the same and are labeled 601 to 609 in the same way.
[0070] Step 701 and Figure 5 Step 501 is the same (during phase 601, when the vehicle is parked at the boarding point, system 40 controls the full charging of battery 8). The state of charge of battery 8 at the end of step 701 is... Figure 8 It is marked as 810-a.
[0071] In step 702, during the pre-takeoff taxiing phase 602 and / or during the takeoff phase 603, system 40 authorizes the use of the fourth reserve 404 (as in...). Figure 5 In step 502, at least one of the second reserve 402 (“TEFO reserve”) and the third reserve 403 (“safety reserve”) is also used to perform one or more hybrid power functions. Therefore, by taking advantage of the fact that the second reserve 402 and the third reserve 403 are not required during ground operation (stages 602 and 603), the amount of electrical energy available for performing hybrid power functions during ground operation is increased. Figure 8 Two consecutive states of the charging state of battery 8 during step 702 are shown, labeled 810-b and 810-c. The use of at least one of the fourth reserve 404 and the second reserve 402 and the third reserve 403 to perform one or more hybrid functions is indicated by arrows labeled 813 and 814. Therefore, and as shown in the (virtual and temporary) charging state labeled 810-a', during step 702, in addition to the fourth reserve 404 (“Hybrid Function Reserve”), authorizing the use of at least one of the second reserve 402 (“TEFO Reserve”) and the third reserve 403 (“Safety Reserve”) virtually (and temporarily) corresponds to decreasing the size of the second reserve 402 and / or the third reserve 403, and increasing the size of the fourth reserve 404 (indicated by arrows labeled 812 and 811, respectively).
[0072] Step 703 and Figure 5 Step 503 is the same. As a reminder, this is an optional step in which, if the duration of the pre-takeoff taxiing phase 602 is longer than a predetermined duration, the system 40 controls the recharging of the battery 8 during phase 602, wherein a sufficient amount of energy is at least partially replenished for the fourth reserve 404 and enables one or more of the hybrid power functions to be performed during takeoff phase 603.
[0073] In step 704 (which is in Figure 5In the algorithm (where no corresponding step exists), during the climb phase 604, the system 40 controls the recharging of the battery, wherein sufficient energy is fully replenished to the second reserve 402 and the third reserve 403 before the cruise phase 605. This recharging is indicated by an arrow labeled 815 at the state of charge of battery 8, labeled 810-d.
[0074] In a specific embodiment of step 704, during the climb phase 604, the recharging of battery 8 is configured to be gradual, such that each of the second reserve 402 and the third reserve 403 is always replenished at a ratio at least equal to a first predetermined threshold (which may be different for each of the second and third reserves), which is variable and increases with the altitude of the aircraft. Therefore, the recharging of battery 8 is further optimized. For example, for the third reserve 403 (which ensures that engines 4 and 6 are reignited in flight), the first threshold S1 corresponds to: one attempt (for a determined number of seconds) at an altitude less than or equal to a first value V1; two attempts at an altitude greater than the first value V1 and less than or equal to a second value V2, where V2 > V1; and three attempts at an altitude greater than the second value V2 and less than or equal to a third value V3 (cruise altitude), where V3 > V2. Similarly, for the second reserve 402 (which ensures continuous power supply to the critical systems of the aircraft when engines 4 and 6 are shut down), the first threshold S1' is equivalent to, for example, the first duration D1 of continuous power supply to the critical systems of the aircraft at altitudes less than or equal to the first value V1; the second duration D2 of continuous power supply to the critical systems at altitudes greater than the first value V1 and less than or equal to the second value V2 (where D2>D1), where V2>V1; and the third duration D3 of continuous power supply to the critical systems at altitudes greater than the second value V2 and less than or equal to the third value V3 (cruising altitude) (where D3>D2), where V3>V2.
[0075] In step 705, during cruise phase 605, system 40 controls a partial recharge of the battery, wherein a limited amount of energy is partially replenished to the fourth reserve 404 and such that step 706 is performed in combination with the second reserve 402 and / or the third reserve 403 (the sum of the reserves). In other words, recharging of battery 8 is limited during cruise phase 605, and takes into account that at least one of the second reserve 402 and the third reserve 403 is authorized for use during at least one of the following phases in the next step 706: descent phase 606, landing phase 607, and post-landing taxiing phase 608, to perform at least one of the hybrid power functions. The fact that recharging of battery 8 is limited during cruise phase 605 makes it possible to reduce recharging operations during flight. In this case, a subsequent full recharge on the ground upon arrival is preferable. Figure 8Three consecutive states of the battery 8's charging state during step 705 are shown, labeled 810-e, 810-f, and 810-g. State 810-e is the same as state 810-d (battery 8 is partially recharged during the climb phase 604). Recharging of the battery during the cruise phase 605 occurs in state 810-f, indicated by an arrow labeled 816. State 810-g shows a partially charged battery (instead of a fully charged battery as in the initial state 810-a) because, as explained above, at least one of the fourth reserve 404 and the second and third reserves 402 can be used during step 706.
[0076] In step 706, during descent phase 606 and / or during landing phase 607 and / or during post-landing taxiing phase 608, system 40 authorizes the use of at least one of the fourth reserve 404 and the second reserve 402 and the third reserve 403 to perform one or more hybrid power functions. Therefore, by utilizing the fact that not all of the second reserve 402 and the third reserve 403 are required during phases 606 and 608, the amount of electrical energy available for performing hybrid power functions during these phases is increased. Figure 8 Two consecutive states of the charging state of battery 8 during step 706 are shown, labeled 810-h and 810-j. The use of at least one of the fourth reserve 404 and the second reserve 402 and the third reserve 403 to perform one or more hybrid functions in these two consecutive states is indicated by arrows labeled 817 and 820. Between these two states 810-h and 810-j, a (virtual) charging state 810-i is shown, which demonstrates the fact that during step 706, in addition to the fourth reserve 404, the authorized use of at least one of the second reserve 402 and the third reserve 403 virtually (and temporarily) corresponds to a decrease in the size of the second reserve 402 and / or the third reserve 403, and an increase in the size of the fourth reserve 404 (indicated by arrows labeled 819 and 818, respectively). Figure 8 In the example shown, at the end of the post-landing taxiing phase 608 (and thus at the start of the next phase 609, where the vehicle is parked at the boarding point), the state of charge of battery 8 is marked as 810-k, and it is shown that a portion of the sum of the second reserve 402, the third reserve 403, and the fourth reserve 404 has been consumed (as indicated by the arrow marked 821).
[0077] In a particular embodiment of step 706, the authorization for the use of at least one of the second reserve 402 and the third reserve 403 is configured to be progressive, such that each of the second reserve 402 and the third reserve 403 still contains an energy proportion at least equal to a second determined threshold (which may be different for each of the second and third reserves), which is variable and decreases as the altitude of the aircraft decreases. Therefore, the use of battery 8 is further optimized. For example, for the third reserve 403, the second threshold is the same as the first threshold S1 defined above (for a particular implementation of step 704); and for the second reserve 402, the second threshold is, for example, the same as the first threshold S1' (also defined above for a particular implementation of step 704).
[0078] Figure 9 The energy management algorithm, including steps 901 to 906, is schematically illustrated and executed by the system for managing the battery 8.
[0079] Steps 901 to 904 and Figure 5 Steps 701 to 704 are the same.
[0080] Step 905 and Figure 5 The difference in step 705 is that during cruise phase 605, system 40 controls the full (rather than partial) recharging of battery 8. Therefore, at the end of this full recharging, the fourth reserve 404 is fully replenished, and in the next step 906, all hybrid-powered functions that must be performed during descent phase 606, landing phase 607, and post-landing taxiing phase 608 are authorized. The fact that the recharging of battery 8 during cruise phase 605 is full makes it possible to reduce recharging operations on the ground upon arrival, and thus also reduce the aircraft's turnaround time (or TAT). Step 906 is... Figure 5 The difference in step 706 is that, during descent phase 606 and / or during landing phase 607 and / or during post-landing coasting phase 608, system 40 authorizes only the use of fourth reserve 404 (and not at least one of second reserve 402 and third reserve 403) to perform one or more hybrid functions. In fact, at least one of second reserve 402 and third reserve 403 is not required here because battery 8 (and therefore fourth reserve 404) has already been fully recharged during cruise phase 605.
Claims
1. A method for managing the energy of an electric power source (8) in an aircraft (2), the aircraft (2) including an energy management system (40) for managing the energy of the electric power source in an electric hybrid propulsion architecture, the electric hybrid propulsion architecture including at least one thermal engine (4, 6) using fuel combustion and the electric power source (8), the energy management system including an electronic circuit system, the method being implemented by the energy management system and comprising, for a given task of the aircraft: During the parking phase (601) at the boarding point, control is made to fully charge the electrical energy (501, 701, 901), wherein a certain amount of energy is distributed in a defined manner and throughout the entire duration of the given task among the following energy reserves: The first reserve (401a, 401b) is a design safety margin designed to prevent the electrical energy from exceeding its defined operating limits; The second reserve (402) ensures continuous power supply to the critical systems of the aircraft in the event that at least one engine is shut down; The third reserve (403) ensures that at least one engine can be re-ignited in flight; as well as A fourth reserve (404) is provided for a hybrid power function that, under normal operation, provides electric assistance to the at least one engine via power injection; During at least one of the following phases, authorization (502, 702, 902) is granted to use the fourth reserve (404) to perform at least one of the hybrid power functions: pre-takeoff taxiing (602) and takeoff (603); and During the cruise phase (605), the electric energy is recharged (504, 705, 905), wherein a sufficient amount of energy is at least partially replenished to the fourth reserve (404) and enables at least one of the hybrid power functions (505, 706, 906) to be performed during at least one of the following phases: descent (606), landing (607), and post-landing taxiing (608).
2. The method according to claim 1, comprising: For the given task and if the duration of the pre-takeoff taxiing phase (602) exceeds the predetermined duration, then: During the pre-takeoff taxiing phase (602), the electrical energy is recharged (503, 703, 903), wherein a sufficient amount of energy is at least partially replenished to the fourth reserve (404) and enables at least one of the hybrid power functions to be performed during the takeoff phase (603).
3. The method according to any one of claims 1 and 2, comprising: During at least one of the pre-takeoff taxiing phase (602) and the takeoff phase (603), authorization (702, 902) is granted to use at least one of the second reserve and the third reserve (402, 403) to perform at least one of the hybrid power functions; as well as During the climb phase (604), the electrical energy is recharged (704, 904), wherein sufficient energy is fully replenished to the second and third reserves (402, 403) before the cruise phase (605).
4. The method according to claim 3, wherein, During the climb phase, the recharging of the electrical energy is configured to be gradual, such that each of the second and third reserves is always replenished at a ratio at least equal to a first determined threshold, which is variable and increases as the altitude of the aircraft increases.
5. The method according to any one of claims 1 to 4, comprising: Authorization (706) to use at least one of the second and third reserves (402, 403) to perform at least one of the hybrid power functions during at least one of the descent phase (606), the landing phase (607), and the post-landing taxiing phase (608).
6. The method according to claim 5, wherein, The authorization (706) to perform the hybrid power function using at least one of the second and third reserves (402, 403) during at least one of the descent phase (606), the landing phase (607), and the post-landing taxiing phase (608) is configured to be performed gradually, and each of the second and third reserves still contains energy in proportion at least equal to a second determined threshold, which is variable and decreases as the altitude of the aircraft decreases.
7. The method according to any one of claims 4 to 6, wherein, The recharging (705) of the electrical energy is limited during the cruise phase (605), and the use of at least one of the second and third reserves (402, 403) is authorized to perform at least one of the hybrid power functions during at least one of the descent phase (606), the landing phase (607), and the post-landing taxiing phase (608).
8. The method according to claim 3, wherein, The recharging (905) of the electrical energy during the cruise phase (605) is complete, such that at the end of the complete recharging, the fourth reserve (404) is fully replenished, and all hybrid power functions that must be performed during the descent phase (606), the landing phase (607), and the post-landing taxiing phase (608) are authorized.
9. A computer program product comprising instructions that, when executed by a processor (301), cause the processor to perform the method according to any one of claims 1 to 8.
10. A storage medium storing a computer program comprising instructions that, when read from and executed by a processor (301) from the storage medium, cause the processor to perform the method according to any one of claims 1 to 8.
11. An energy management system for managing the energy of an electric power source (8) in an aircraft, the aircraft including an electric hybrid propulsion architecture including at least one thermal engine (4, 6) using fuel combustion and the electric power source (8), the energy management system being located on the aircraft and including an electronic circuit system, the energy management system being configured to perform a given task of the aircraft: During the parking phase (601) at the boarding point, control is made to fully charge the electrical energy (501, 701, 901), wherein a certain amount of energy is distributed in a defined manner and throughout the entire duration of the given task among the following energy reserves: The first reserve (401a, 401b) is a design safety margin designed to prevent the electrical energy from exceeding its defined operating limits; The second reserve (402) ensures continuous power supply to the critical systems of the aircraft in the event that at least one engine is shut down; The third reserve (403) ensures that at least one engine can be re-ignited in flight; as well as A fourth reserve (404) is provided for a hybrid power function that, under normal operation, provides electric assistance to the at least one engine via power injection; During at least one of the following phases, authorization (502, 702, 902) is granted to use the fourth reserve (404) to perform at least one of the hybrid power functions: pre-takeoff taxiing (602) and takeoff (603); and During the cruise phase (605), the electric energy is recharged (504, 705, 905), wherein a sufficient amount of energy is at least partially replenished to the fourth reserve (404) and enables at least one of the hybrid power functions to be performed during at least one of the following phases: descent (606), landing (607), and post-landing taxiing (608).
12. An aircraft (2) comprising an energy management system (40) according to claim 11.