Electrical supply circuit for a turbine engine, turbine engine and aircraft comprising such a turbine engine

Abstract

The invention relates to an electrical supply circuit of a turbine engine comprising a high-voltage DC circuit powered by a high-voltage DC source, connected to at least one DC / AC converter (3), the at least one DC / AC converter being respectively connected to at least one rotary electrical machine (2), the at least one rotary electrical machine being respectively coupled to at least one propeller of the turbine engine so as to rotate the at least one propeller or to generate electricity by the rotation of the at least one propeller, the circuit comprising at least one voltage step-up stage (3') connected between the high-voltage source and the at least one DC / AC converter (3), the at least one voltage step-up stage being capable of raising the voltage supplied to the at least one rotary electrical machine when the rotary electrical machine rotates the at least one propeller.

Description

[0001] ELECTRICAL POWER SUPPLY CIRCUIT OF A TURBOMACHINE, TURBOMACHINE AND AIRCRAFT COMPRISING SUCH A TURBOMACHINE

[0002] DESCRIPTION

[0003] TECHNICAL FIELD

[0004] The present invention relates to the field of turbomachines and more specifically relates to an electrical power supply circuit for a turbomachine integrating a rotating electrical machine as well as a turbomachine comprising such a circuit and an aircraft comprising such a turbomachine.

[0005] STATE OF THE PRIOR ART

[0006] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various carbon emission restrictions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new aircraft types and those currently in operation, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been mobilizing for several years now to contribute to the fight against climate change.

[0007] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental impacts with the aim of improving the energy efficiency of aircraft.

[0008] Consequently, the Applicant is constantly working to reduce its climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0009] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, and, as an essential complement to technological progress, aeronautical biofuels.

[0010] Document FR 3 116 303, filed in the name of Safran Helicopter Engines, describes the possibility of equipping an aircraft with a turbomachine, such as a turboprop, integrating both a gas turbine in a thermal part and a rotating electrical machine in an electric part. The thermal part and the electric part allow hybrid operation of the turbomachine. The rotating electrical machine makes it possible to offer both an electricity generation function, in generator mode, to supply the aircraft with electricity, and a propulsion function in the context of ground movements of the aircraft, in particular taxiing-type movements.

[0011] There are, however, situations in which a transient increase in power is required, compared to the power limits that the turbomachine can provide. Indeed, the thermal part of the turbomachine may be limited in speed or acceleration and the electrical part also has power limits.

[0012] For example, the FADEC can detect when the gas turbine reaches intrinsic limitations, i.e. a limitation of the power delivered, particularly in high altitude conditions with high temperatures. In such a case, a need for additional power is identified.

[0013] STATEMENT OF THE INVENTION

[0014] The invention aims to solve the above-mentioned problems of the prior art by providing an electrical power supply circuit for a turbomachine comprising a high-voltage direct current circuit supplied by a high-voltage direct current source, connected to at least one direct-to-alternating converter of the electrical power supply circuit, the at least one direct-to-alternating converter being respectively connected to at least one rotating electrical machine, the at least one rotating electrical machine being respectively coupled to at least one propeller of the turbomachine so as to drive the at least one propeller in rotation or to generate electricity under the effect of the rotation of the at least one propeller, the electrical power supply circuit comprising at least one voltage booster stage connected between the high-voltage source and the at least one direct-to-alternating converter,the at least one voltage booster stage being capable of raising the voltage supplied to the at least one rotating electrical machine when said rotating electrical machine drives the at least one propeller in rotation.,

[0015] Thanks to the invention, it is possible to obtain an increase in power in a transient or stabilized manner, compared to the power limits that the turbomachine can provide when necessary.

[0016] This extra power, or "electric boost," can exist across the entire turboprop engine speed range. It creates no wear compared to a situation where extra power would be provided by increasing the gas turbine speed, which would cause wear on the latter.

[0017] The turbomachine electrical circuit according to the invention is particularly suitable for providing a transient or stabilized electrical boost in the event of detection of a power requirement, within a turbomachine with hybrid electric architecture, in particular for an electric taxiing functionality of the aircraft.

[0018] According to alternative preferred features, the at least one voltage boost stage comprises a boost type converter, or an interleaved boost type converter, or a DAB type converter, or a Quasi Z-source type converter.

[0019] According to a preferred feature, the electrical power supply circuit of a turbomachine further comprises a low voltage direct current circuit connected to the high voltage direct current circuit via a converter of the electrical power supply circuit. According to a preferred feature, the electrical power supply circuit of a turbomachine further comprises a contactor connected in parallel with the voltage booster stage.

[0020] The invention also relates to a turbomachine comprising an electrical power supply circuit as previously presented.

[0021] The invention also relates to an aircraft comprising a turbomachine as previously presented.

[0022] The invention also relates to a method for controlling at least one voltage booster stage in an electrical power supply circuit of a turbomachine as previously presented, characterized in that it comprises steps of:

[0023] - detection of a need for power greater than the power that the turbomachine is capable of delivering,

[0024] - controlling the activation of the voltage booster stage so that it delivers a high voltage to the rotating electrical machine during a transient period, when a need for power greater than the power that the turbomachine is capable of delivering is detected, and

[0025] - command of the end of the activation of the voltage booster stage at the end of the transient period.

[0026] The turbomachine, the aircraft and the method have advantages similar to those previously presented.

[0027] In a particular embodiment, the steps of the method according to the invention are implemented by computer program instructions.

[0028] Consequently, the invention also relates to a computer program on an information medium, this program being capable of being implemented in a computer, this program comprising instructions adapted to the implementation of the steps of a method as described above.

[0029] The invention also relates to an information medium readable by a computer, and comprising computer program instructions adapted to the implementation of the steps of a method as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Other characteristics and advantages will appear on reading the following description of a preferred embodiment given by way of non-limiting example, described with reference to the figures in which:

[0031] Figure 1 illustrates a turbomachine, here a turboprop, according to one embodiment of the invention.

[0032] Figure 2 illustrates the electrical architecture of the turbomachine, according to one embodiment of the invention.

[0033] Figure 3 illustrates a portion of a high voltage direct current sub-circuit of the electrical circuit of the turbomachine, according to one embodiment of the invention.

[0034] Figure 4 illustrates a first variant of a voltage booster stage included in the high voltage direct current sub-circuit of the electrical circuit of the turbomachine, according to one embodiment of the invention.

[0035] Figure 5 illustrates a second variant of a voltage booster stage included in the high voltage direct current sub-circuit of the electrical circuit of the turbomachine, according to one embodiment of the invention.

[0036] Figure 6 illustrates a third variant of a voltage booster stage included in the high voltage direct current sub-circuit of the electrical circuit of the turbomachine, according to one embodiment of the invention.

[0037] Figure 7 illustrates a fourth variant of a voltage booster stage included in the high voltage direct current sub-circuit of the electrical circuit of the turbomachine, according to one embodiment of the invention.

[0038] Figure 8 illustrates a method of controlling the voltage booster stage, according to one embodiment of the invention.

[0039] Identical, similar or equivalent parts of different figures bear the same numerical references so as to facilitate the transition from one figure to another. The different parts represented in the figures are not necessarily shown on a uniform scale, to make the figures more readable.

[0040] The different possibilities (variants and embodiments) must be understood as not being mutually exclusive and can be combined with each other.

[0041] DETAILED PRESENTATION OF SPECIFIC EMBODIMENTS

[0042] According to a preferred embodiment shown in Figure 1, a turbomachine, here a turboprop 10, comprises a rotating electrical machine 2 capable of providing a generator function and a propulsion function. The propulsion function can be provided when the gas turbine is operating or stopped.

[0043] When the gas turbine is running, the electric machine is able to provide additional power. When the gas turbine is stopped, the electric machine is able to provide the power needed for taxiing-type movement.

[0044] Alternatively, the architecture can be fully electric instead of being hybrid thermal / electric.

[0045] The turbomachine 10 is a free turbine turboprop. The turboprop 10 comprises a gas turbine 11, a propeller 12, a propeller shaft 13, extending towards the gas turbine 11 and being coupled, as described below, to a free turbine 111 by means of a transmission.

[0046] Thus the gas turbine 11 comprises a high pressure turbine, not referenced, rotating a turbine shaft 14 and a compressor, not referenced, and the free turbine 111 which drives a secondary shaft, not referenced, of the gas turbine, concentric with the turbine shaft 14.

[0047] The free turbine 111 is rotatably mounted around the turbine shaft 14 of the high-pressure turbine. The propeller shaft 13 is surrounded by a protective casing 15. It is supported in the casing 15 by bearings 16 and 17. One of the bearings 16 is close to the propeller 12, and the other of the bearings 17 is adjacent to a toothed wheel 18 for driving the propeller shaft 13, which meshes with the transmission mentioned above. The rotating electrical machine 19 is, in this example of the invention, arranged concentrically around the propeller shaft 13, between the first bearing 16 and the toothed wheel 18, being surrounded by the casing 15.

[0048] Thus, in the present embodiment, the turbomachine is a “conventional” turboprop. Alternatively, the turbomachine may be a tilting rotor turbomachine, better known by the English name “proprotor”, which is intended to equip a vertical take-off aircraft known by the English name “tiltrotor”. The turbomachine may thus be either a turboprop or a turboshaft. Those skilled in the art are of course able to generalize the present teaching described for a “conventional” turboprop to these other types of turbomachines.

[0049] It will be noted that, the gas turbine 11 being of the free turbine type, it offers two means of driving the elements of the turboprop, the high pressure turbine and its turbine shaft 14, and the free turbine 111 and its secondary shaft.

[0050] It will also be noted that, if the rotating electrical machine 2 is a simple rotating electrical machine capable of providing a generator function and an electric propulsion function, the rotating electrical machine 2 may have additional functions, such as those of supplying a de-icing circuit for the propeller blades.

[0051] The rotating electrical machine 2 is preferably a brushless rotating electrical machine, this to limit the risks of wear and maintenance of the turboprop 10, and can thus be either a permanent magnet synchronous rotating electrical machine or a variable reluctance synchronous rotating electrical machine, or even an asynchronous rotating electrical machine.

[0052] The propeller 12 is a single-acting variable-pitch propeller. The propeller is driven by the gas turbine 11 and / or by the rotating electrical machine 2, as described in FR 3 116 303. The gas turbine 11 and the rotating electrical machine 2 are capable of driving an engine oil pump 21 which allows oil circulation which provides, in particular, hydraulic pressure to a propeller control unit. The propeller control unit comprises an additional oil pump which is designed to raise the oil pressure provided by the engine oil pump to enable hydraulic control of the propeller pitch.

[0053] Thus, in the absence of oil pressure when the gas turbine is off and the rotating electrical machine is stopped, the propeller is feathered. When oil pressure is generated by the gas turbine and / or the rotating electrical machine, the propeller pitch decreases, which generates traction.

[0054] We are now more particularly interested in the electrical part of the turbomachine. Figure 2 schematically illustrates the electrical architecture of the turbomachine, according to one embodiment of the invention.

[0055] It should be noted that the invention can be implemented on a plurality of turboprops, for example two as shown in Figure 2.

[0056] Thus, two propellers 12a and 12b are respectively capable of being driven in rotation by two gas turbines and two rotating electrical machines 2a and 2b.

[0057] The turbomachine's electrical circuit includes a first high voltage direct current sub-circuit, called HVDC from the English "High Voltage Direct Current".

[0058] The HVDC sub-circuit comprises an HVDC battery 1 preferably of power type, constituting a voltage source capable of generating power for example between a few tens and a few hundred kilowatts, under a voltage for example of approximately several hundred volts, for a few seconds or several minutes.

[0059] The HVDC battery 1 is connected to a DC-DC converter 4. The input voltage of the converter 4 is set by the state of charge of the battery and its output voltage is an adjustable DC voltage. The converter 4 is optional and can be of the series chopper type (in English "buck") to lower the voltage, or of the parallel chopper type (in English "boost") to raise the voltage, or of the step-down-step-up type (in English "buck-boost") to lower or raise the voltage.

[0060] The DC-DC converter 4 is connected to an HVDC bus 7, itself connected to DC / AC converters 3a and 3b. Each of the DC / AC converters 3a and 3b is respectively connected to the electric machine 2a and 2b. To provide electric propulsion for the aircraft, a direct electric current is supplied via the HVDC bus 7 to the converters 3a and 3b which operate as inverters to convert the direct current into alternating electric current and supply it to the electric machines 2a and 2b so as to rotate the propellers 12a and 12b. Conversely, the converters 3a and 3b operate as rectifiers to convert an alternating electric current supplied by the electric machines 2a and 2b operating as generators into direct electric current supplied to the battery 1 via the HVDC bus 7.

[0061] The structure of converters 3a and 3b is detailed below.

[0062] The electrical circuit of the turbomachine preferably comprises a second low voltage direct current sub-circuit, typically 28 V. The low voltage direct current sub-circuit comprises a direct current generator 5 and a battery capable of supplying electricity to the various equipment of the aircraft.

[0063] The first high voltage direct current sub-circuit and the second low voltage direct current sub-circuit are connected via a converter 6, for example as described in FR 3 116 303.

[0064] Figure 3 schematically illustrates part of the high voltage direct current sub-circuit of the electrical circuit of the turbomachine previously described and details the converter 3 in particular.

[0065] We thus find the HVDC bus 7, the converter 3 and the rotating electrical machine 2, it being understood that the rotating electrical machine 2 and the converter 3 correspond respectively to each of the rotating electrical machines 2a and 2b and to each of the converters 3a and 3b of figure 2.

[0066] The converter 3 comprises a voltage booster stage 3', preferably integrated into the converter 3. Alternatively, the voltage booster stage 3' may be a separate component from the converter 3. The voltage booster stage 3' is of the DC-DC voltage booster type.

[0067] A contactor 8 is preferably connected in parallel with the voltage booster stage 3'.

[0068] The voltage booster stage 3' is capable of stepping up the voltage supplied from the HVDC bus 7 to the rotating electrical machine 2 transiently in order to boost the electrical machine to generate additional transient power.

[0069] Contactor 8 allows the voltage booster stage 3' to be short-circuited when contactor 8 is closed.

[0070] For example, the FADEC can detect when the gas turbine reaches intrinsic limitations, i.e. a limitation of the power delivered, particularly in high altitude conditions with high temperatures. In such a case, a need for additional power is identified.

[0071] The voltage booster stage 3' then provides a higher voltage to the rotating electrical machine 2. An electrical boost is then generated and applied to the propeller shaft.

[0072] This electric boost can either increase the maximum power received by the propeller on a stabilized phase, in the event of operation on a static limitation of the thermal engine, that is to say a limitation on a NI or T4 stop corresponding to the maximum speed of the engine, or transiently increase the instantaneous power received by the propeller in the event of operation of the thermal engine on its acceleration limit.

[0073] When no need for electrical boost is identified, the voltage booster stage 3' is made inactive by closing the contactor 8, which prevents any energy dissipation.

[0074] According to a variant, the structure of the voltage booster stage 3' can be of the “boost” type as shown in figure 4.

[0075] In the embodiment of Figure 4, the voltage booster stage 3' comprises an input across which there is a DC voltage VI. From a first terminal of the input, the voltage booster stage 3' comprises a resistor R in series with an inductance L allowing energy accumulation.

[0076] The inductance L is connected to a first transistor Tl also connected to a second input terminal of the voltage booster stage 3'.

[0077] The inductor L is also connected to a second transistor T2 connected to a first output terminal of the voltage booster stage 3' and to a capacitor C. The capacitor C is also connected to a second output terminal of the voltage booster stage 3', the second output terminal of the voltage booster stage 3' being connected to the second input terminal of the voltage booster stage 3'.

[0078] The first transistor T1 has a switch function to allow energy to accumulate in the inductance L when it is closed and to allow the transfer of this energy to the capacitor C when it is open. The output voltage V2 at the output terminals of the voltage booster stage 3' is thus higher than the input voltage VI.

[0079] This variant is particularly suitable when the amplification ratio between the input voltage VI and the output voltage V2 does not exceed 3.

[0080] According to another variant, the structure of the voltage booster stage 3' can be of the “interleaved boost” type as shown in figure 5.

[0081] In this case, the first input terminal is connected to several parallel branches, three parallel branches in the example shown, each comprising a resistor RI, R2 and R3 in series with an inductor LI, L2 and L3. Each of the inductors L is connected to a respective transistor T11, T12 and T13, itself connected to a second input terminal of the voltage booster stage 3'. Each of the inductors L is also connected to a respective diode DI, D2 and D3 connected to a first output terminal of the voltage booster stage 3' and to a capacitor C. The capacitor C is also connected to a second output terminal of the voltage booster stage 3', the second output terminal of the voltage booster stage 3' being connected to the second input terminal of the voltage booster stage 3'.

[0082] This variant allows optimal operation to be maintained even in the event of a transistor failure and limits current ripples at the input of converter 3.

[0083] According to another variant, the structure of the voltage booster stage 3' can be of the DAB type, from the English "Dual Active Bridge" as shown in figure 6. This variant is suitable for a voltage amplification that can go beyond 3. This structure is also interesting because it allows galvanic isolation between the HVDC bus 7 and the converter 3. This structure also allows for a bidirectional current, that is to say that this type of converter can also be used for a propeller braking function. This functionality of returning energy to the network is particularly interesting in the case where one wants to quickly brake the propellers for reasons of avoiding obstacles such as birds or electric wires for example.

[0084] The 3' voltage booster stage comprises, starting from the HVDC bus 7 to the converter 3:

[0085] - a first filtering stage 551 of the low-pass type, particularly adapted to filter at least in part the frequencies for example greater than or equal to 1 KHz,

[0086] - a second reversible DC / AC converter stage 552 capable of providing both an inverter function, for transferring energy from the HVDC bus 7 to the converter 3, and a rectifier function, for transferring energy from the converter 3 to the HVDC bus 7, the second stage being capable of providing a high frequency AC voltage, for example greater than or equal to 1 KHz,

[0087] - a transformer 553 configured to increase the alternating voltage supplied by the second stage, the transformer preferably being a resonant transformer, that is to say that the resonant frequency of the primary side circuit of the transformer 553 is preferably equal to the resonant frequency of the secondary side circuit of the transformer 553, the second DC / AC converter stage 552 then being preferably configured to supply an alternating voltage at a frequency substantially equal to the resonant frequency of the primary and secondary side circuits of the transformer 553,

[0088] - a third reversible AC / DC converter stage 554 capable of providing both a rectifier function, for transferring energy from the HVDC bus 7 to the converter 3, and an inverter function, for transferring energy from the converter 3 to the HVDC bus 7, the third stage being capable of providing a high frequency AC voltage, for example greater than or equal to 1 KHz. In the case where the transformer 553 is a resonant transformer, the third reversible AC / DC converter stage 554 is then preferably configured to provide an AC voltage at a frequency substantially equal to the resonant frequency of the primary and secondary side circuits of the transformer 553, - a fourth filtering stage 555 of the low-pass type, in particular adapted to filter at least in part the frequencies greater than or equal to 1 KHz.

[0089] It will be noted that the first and fourth filtering stages 551, 555 are not necessarily necessary and that, in a simplified configuration, it is possible not to provide them or, advantageously, to only provide the first filtering stage 551 so as to protect the HVDC bus 7.

[0090] According to another variant, the structure of the voltage booster stage 3' can be of the Quasi Z-source type as shown in Figure 7. This variant makes it possible to optimize the mass of the converter. Indeed, the inductances of the circuit can be coupled, which limits their mass and their size and which also makes it possible to limit the EMC rejections in differential mode at the input of the converter 3.

[0091] The voltage booster stage 3' comprises, starting from the HVDC bus 7 to the converter 3, two input terminals. From a first input terminal, the voltage booster stage 3' comprises a first resistor R41, a first inductor L41, a transistor T4, a second resistor R42 and a second inductor L42 in series. The second inductor L42 is connected to a first output terminal of the voltage booster stage 3'.

[0092] A first capacitor C41 is connected in parallel with the transistor T, the second resistor R42 and the second inductor L42.

[0093] A second capacitor C42 is connected between a midpoint between transistor T4 and second resistor R42 and a second input terminal of the voltage boost stage 3'. The second input terminal of the voltage boost stage 3' is connected directly to a second output terminal of the voltage boost stage 3'.

[0094] Figure 8 illustrates an embodiment of a method for controlling the voltage booster stage 3' and comprises steps E1 to E3.

[0095] The first step El is the detection that the power to be provided by the turbomachine to correctly ensure its regulation objectives is greater than the maximum power authorized by the intrinsic limitations of the turbomachine. The regulation objectives typically depend on the control of the propeller speed. The intrinsic limitations of the turbomachine correspond, for example, to engine speed or acceleration limitations. This detection is, for example, carried out by the aircraft's FADEC.

[0096] When this detection is carried out, step E1 is followed by step E2 in which the information is provided to a supervisor who then controls the activation of the electric boost on the rotating electrical machine. The supervisor is, for example, a supervisor of the thermal part and the electrical part of the turbomachine.

[0097] Activation of the electric boost involves opening contactor 8 and supplying electricity to the voltage booster stage 3' via the HVDC bus 7.

[0098] As already mentioned, the electrical boost provided by the voltage booster stage can either increase the maximum power received by the propeller in a stabilized phase, for example when operating on a static limitation of the thermal engine, or transiently increase the instantaneous power received by the propeller, for example when operating the thermal engine on its acceleration limit.

[0099] Here, the electrical boost is preferably transient. At the end of the transient period, step E2 is followed by step E3 in which the supervisor commands the end of the electrical boost by commanding the closing of the contactor 8 so as to short-circuit the voltage booster stage.

Claims

CLAIMS 1. Aircraft comprising a turbomachine comprising a turbomachine electrical power supply circuit comprising a high-voltage direct current circuit supplied by a high-voltage direct current source (1), connected to at least one direct-to-alternating converter (3, 3a, 3b) of the electrical power supply circuit, the at least one direct-to-alternating converter being respectively connected to at least one rotating electrical machine (2, 2a, 2b) of the turbomachine, the at least one rotating electrical machine being respectively coupled to at least one propeller (12a, 12b) of the turbomachine so as to drive the at least one propeller in rotation or to generate electricity under the effect of the rotation of the at least one propeller, the electrical power supply circuit comprising at least one voltage booster stage (3') connected between the high-voltage source (1) and the at least one direct-to-alternating converter (3),the at least one voltage booster stage (3') being capable of raising the voltage supplied to the at least one rotating electrical machine (2, 2a, 2b) when said rotating electrical machine drives the at least one propeller (12a, 12b) in rotation, characterized in that the aircraft comprises a FADEC:, Able to detect a need for power greater than the power that the turbomachine is capable of delivering, Capable of controlling the activation of the voltage booster stage so that it delivers a high voltage to the rotating electrical machine during a transient period, when a need for power greater than the power that the turbomachine is capable of delivering is detected, and Able to control the end of the activation of the voltage booster stage at the end of the transient period.

2. Aircraft according to claim 1, wherein the at least one voltage booster stage (3') comprises a boost type converter.

3. Aircraft according to claim 1, wherein the at least one voltage booster stage (3') comprises an interleaved boost type converter.

4. Aircraft according to claim 1, wherein the at least one voltage booster stage (3') comprises a DAB type converter.

5. Aircraft according to claim 1, wherein the at least one voltage booster stage (3') comprises a Quasi Z-source type converter.

6. Aircraft according to any one of claims 1 to 5, further comprising a low voltage direct current circuit connected to the high voltage direct current circuit via a converter (6) of the electrical power supply circuit.

7. Aircraft according to any one of claims 1 to 6, further comprising a contactor (8) connected in parallel with the voltage booster stage (3').

8. Turbomachine comprising a turbomachine electrical power supply circuit, suitable for equipping an aircraft according to any one of claims 1 to 7.

9. Electrical power supply circuit for a turbomachine adapted to equip an aircraft, according to claim 8.

10. Method for controlling at least one voltage booster stage in an electrical power supply circuit of a turbomachine of an aircraft according to any one of claims 1 to 7, characterized in that it comprises steps of: -detection (El) of a need for power greater than the power that the turbomachine is capable of delivering, -command (E2) of the activation of the voltage booster stage so that it delivers a high voltage to the rotating electrical machine during a transient period, when a need for power greater than the power that the turbomachine is capable of delivering is detected, and -command (E3) of the end of the activation of the voltage booster stage at the end of the transient period.

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