Method and system for controlling and regulating the propulsion and / or lift systems of a hybrid aircraft propulsion and / or lift group

Abstract

The present invention relates to a method for controlling and regulating a hybrid aircraft propulsion and / or lift system, in which the following is implemented, including during nominal operation: a determination at each instant, for different objectives and / or different nominal operating constraints of the propulsion and / or lift system, of setpoint values ​​specific to each objective and / or constraint for a control parameter of the electric motor; an aggregation of the setpoint values; and control of the electric motor by applying the aggregated setpoint value as the setpoint value for the control parameter of the electric motor. Figure 2 (for the abstract)

Description

Title of the invention: Method and system for controlling and regulating the motors of a hybrid propulsion and / or lift system for an aircraft FIELD OF INVENTION AND STATE OF THE ART

[0001] The present invention relates to hybrid propulsion and / or lift groups for aircraft.

[0002] More specifically, it proposes a method and a system for controlling and regulating the motorization of these groups.

[0003] The invention typically applies to propulsion and / or lift groups of fixed-wing or rotary-wing aircraft such as a helicopter or a vertical take-off and landing aircraft (“VTOL” or “Vertical Take Off Landing” according to the Anglo-Saxon terminology generally used).

[0004] In the era of aircraft electrification and / or hybridization, the propulsion and / or lift system architectures specifically under study include at least one internal combustion engine (such as a turboshaft engine) and at least one electric motor. These engines are connected in parallel to drive a propulsion device of the aircraft, which is, for example, a propeller, a rotor, or a fan. An example of an application is a hybrid helicopter propulsion system driving its main and tail rotors.

[0005] In such hybrid groups, the function of the electric motor is to redundantly supply and generate propulsive power to enable the aircraft to land safely in the event of a total or partial failure of said power chain.

[0006] This redundancy thus makes it possible to compensate for the failure of the main thermal engine and to carry out an emergency takeoff and / or landing thanks to the power delivered by the electric motor.

[0007] This is the main reason why it was designed. Description of the invention

[0008] A general objective of the invention is to further optimize the operation of such parallel hybrid propulsion and / or lift groups.

[0009] In particular, the invention proposes to regulate the drive of the propulsion device efficiently and simply, in the nominal case (i.e. in the absence of failure), while optimizing objectives and satisfying the operating constraints of the propulsion and / or lift group.

[0010] To this end, according to one aspect, the invention proposes a method for controlling a group hybrid aircraft propulsion and / or lift system comprising a first propulsion system with at least one internal combustion engine and a second propulsion system with at least one electric motor, said propulsion systems being adapted to drive in parallel a propulsion and / or lift system, in which the following are implemented, including in nominal operation: - a determination at each instant, for different objectives and / or different nominal operating constraints of the propulsion and / or lift group, of setpoint values ​​specific to each objective and / or constraint for a control parameter of the electric motor, - an aggregation of the setpoint values ​​thus determined in a chain of operators, the operators of said chain and the setpoint values ​​specific to each objective and / or constraint sent as input to these operators being combined according to the priorities of the different objectives and / or constraints relative to each other, - control of the electric motor by applying the aggregated setpoint value at the output of this chain as the setpoint value for the control parameter of the electric motor.

[0011] It is thus taken advantage of the additional degrees of freedom allowed by the hybrid architecture to optimize the operation of the complete propulsion group, even in the absence of failure, while allowing the consideration of multiple constraints and objectives in the development of control laws.

[0012] It should also be noted that the proposed control has the advantage of being very easily adaptable. It is sufficient to play with the operators and combinations, as well as the order in which they are taken into account in the chain of operators, according to the constraints and objectives and the hierarchy that one wishes to give them.

[0013] Said method is advantageously complemented by the following various features taken alone or in combination: - the aggregated setpoint value thus determined is transmitted as the input setpoint value to a control process which ensures the operability and safety of the electric motor, regardless of the setpoint value it receives; - a control parameter is chosen from the following parameters: the torque delivered by the electric motor, the power delivered by it, its supply current or a combination of these parameters; - the aggregation function operators are chosen from the following operators: min or max, average, weighted average or a combination of these operators; - a setpoint value specific to an objective and / or constraint is determined by a static or dynamic, linear or non-linear regulator or by an integral action regulator, said regulator being itself determined by an anti-runaway treatment; - the chain of operators is adapted to aggregate setpoint values ​​specific to different constraints and / or objectives, from the following list: • Flight safety by electric motorization powered by the battery in order to guarantee a safe landing despite a loss of power from the thermal engine; • Carbon footprint of the flight by controlled battery discharge during the flight in order to consume less fuel; • Limiting damage to the internal combustion engine; • Battery safety to ensure compliance with its charging / discharging constraints in terms of power, energy, current or electrical voltage • Limiting battery damage by only using the battery when necessary and limiting its charging / discharging to adequate power or current levels; • Flight safety in order to instantly maintain the rotational speed of the propulsion and / or lift device despite a loss (or excess) of power from the internal combustion engine; • Safety of the electric motor in order to comply with its operating constraints; • Safety of the internal combustion engine in order to comply with its operating constraints; • Transparency for piloting, in order to avoid generating any jolts or inappropriate behavior perceptible to the pilot when the control varies the power of the two engines (thermal and electric): • Protection of the mechanical power transmission chain; • Safety of the electrical chain;

[0014] other constraints / or objectives are also possible (noise minimization for example); - a thermal engine is controlled according to a control parameter of said thermal engine, corrected to compensate for the effect of the electric motor and ensure control transparency; - the chain of operators is adapted so as not to put stress on the battery and the electric motor in the absence of other constraints and objectives; - the chain of operators also receives a setpoint value as input for the regulation of the rotational speed of the propulsion device by the electric motor, the electric motor contributing, in nominal mode, to the drive of the propulsion and / or lift device; in this case, for example, a high-pass frequency filter is implemented on the speed measurement of the propulsion and / or lift device taken into account for the determination of the aggregate setpoint value or on the control parameter of the electric motor control;

[0015] The invention also relates to a control and regulation system for a hybrid aircraft propulsion and / or lift group comprising a first engine comprising at least one thermal engine and a second engine comprising at least one electric motor, said system comprising a thermal engine regulation system and an electric motor regulation system, in which the electric motor regulation system and / or the thermal engine regulation system is / are adapted for the implementation of the method as defined above.

[0016] It further relates to a hybrid aircraft propulsion and / or lift group comprising a first engine comprising at least one thermal engine and a second engine comprising at least one electric motor, in which said group includes such a control system.

[0017] The invention also relates to a rotary-wing aircraft comprising a hybrid propulsion and / or lift system as defined above. DESCRIPTION OF FIGURES

[0018] Other features, objectives and advantages of the invention will become apparent from the following description, which is purely illustrative and not limiting, and which should be read in conjunction with the accompanying drawings on which:

[0019] - Fig. 1 illustrates in general terms a propulsion and / or lift group parallel hybrid architecture;

[0020] - Figure 2 illustrates an example of aggregation and operator chain conforming to a possible method of implementation for the invention;

[0021] - [Fig. 3] illustrates an example of aggregation and operator chain conforming to a another possible method of implementation;

[0022] - [Fig.4] illustrates yet another example of aggregation and chain of operators. DETAILED DESCRIPTION OF THE INVENTION Example of architecture - General information

[0023] The following considers the case of a propulsion and / or lift group with a parallel hybrid architecture for a helicopter, with a first engine comprising at least one internal combustion engine 1 (turboprop) and a second motorization comprising at least one electric motor 2 powered by a battery of accumulators 2a ([Fig.l]).

[0024] Implementations for propulsion groups containing several thermal engines and / or several electric chains are of course also conceivable.

[0025] The output shafts, 21 and 22 respectively, of the two motors 1 and 2 are mounted in parallel on gears of a main transmission gearbox BTP. The output of said gearbox BTP itself drives the shaft 3 of a propulsion element 4 such as a propeller, a rotor or a turbofan blower.

[0026] The internal combustion engine 1 and the electric motor 2 are each controlled by a control system (11, 12 respectively) which transmits a setpoint for a given control parameter, for example, a power setpoint PM1* for the internal combustion engine 1 and a torque setpoint TM2* for the electric motor 2. These control systems 11, 12 themselves receive as input a speed setpoint for the propulsion unit NR*, as well as parameters of the internal combustion engine 1 or the electric motor 22 that they control. The speed setpoint NR* is transmitted to these controllers 11, 12 by a control system 5 of the aircraft.

[0027] The regulation systems 11 and 12 and the control system 5 together define the control system of a propulsion and / or lift group. Regulation systems 11,12

[0028] The control system 11 of the internal combustion engine 1 implements a standard control process designed to ensure proper operation, defining together the internal combustion engine 1 and its safety (control of various operating parameters such as the speed NI, the temperature T45 of the gases at the turbines, the output torque range of the engine shaft, control of pumping, shutdown, acceleration of the propulsion device, etc.). This process, conventionally known in itself, may be modified, marginally, to take into account the contribution of the electric motor 2.

[0029] The control system 12 can use the native control system of an electric motor propulsion and / or lift unit. Such a native system implements a control process that conventionally ensures the protection of the motor 2 and its proper operation in terms of current ranges or output torques or in terms of operating temperature (Max / Min Current, Min / Max Torque, Max Temperature ...).

[0030] The control system 12 further determines, particularly in nominal operating conditions, an operating setpoint sent as input to the native control software of the electric motor 2 for a control parameter such as the torque delivered by the electric motor 2, or the power delivered by it, or its current food. Example of torque setpoint calculation

[0031] In what follows, it is assumed, for the purpose of illustrating an implementation method, that the electric motor 2 is torque controlled according to the setpoint Tq*.

[0032] By convention, in the remainder of this document, • Tq*>0 means that the electric motor supplies mechanical power to the BTP transmission box (and therefore discharges the battery): operation in Motor mode; • Tq*<0 means that the electric motor draws mechanical power from the BTP transmission box (and therefore charges the battery): operation in Generator mode.

[0033] To each of the objectives n°i to be achieved (or constraints to be respected) (where i is a dummy index, integer), we associate a couple instruction Tqi.

[0034] The torque setpoints Tqi thus determined in parallel are combined according to aggregation function operators. Such operators are, typically, min or max operators, average, weighted average, sum, or combinations of these operators. The inputs and outputs of these operators are combined according to the priority (i.e., the importance) of each objective (or constraint) n°i.

[0035] The result of this aggregation of the torque setpoints Tqi (denoted Tq*) is sent as input to the native control software of the electric motor 2.

[0036] Calculation of the Tq*i setpoints specific to the different objectives and / or the different constraints

[0037] Different objectives and constraints are described below, with examples of determining corresponding setpoint values. 1. Flight Safety - Instruction TqEnBatMin(t)

[0038] The torque setpoint TqEnBatMin(t) calculated by this subroutine is intended to ensure a continuous sufficient energy reserve in the battery to guarantee a safe landing in the event of a loss of power from the internal combustion engine 1 (minimum battery energy regulation).

[0039] It is assumed that the regulator 12 of the electric motor 2 has, at each instant, an estimate of the energy (noted EnBat(t)) of said battery from the battery 2a which supplies this electric motor 2.

[0040] The control system 5 also transmits at every instant to the regulator 12, an estimate of the minimum energy to be guaranteed EnBatMin(t).

[0041] From the information EnBat(t) and EnBatMin(t), a regulation algorithm (static or dynamic, linear or non-linear) implemented by the regulator 12 calculates a torque command TqEnBatMin(t).

[0042] A simple regulation implemented could be such that: • TqEnBatMin(t) = K*(EnBatMin(t) - EnBat(t)),

[0043] where K is a previously defined control parameter such that K<0

[0044] Other regulations are of course possible. In particular, regulation can be done equivalently on the charge level of battery 2a (“SOC” or “State Of Charge” according to the Anglo-Saxon terminology generally used), or on the electrical voltage level at the output of battery 2a, instead of regulation on energy. 1. Carbon footprint of the flight - TqEnBatMax(t)

[0045] The setpoint calculated by this subroutine is intended to control the discharge of battery 2a during the flight in order to consume less fuel.

[0046] The objective is to reduce the carbon footprint by consuming electrical energy rather than kerosene.

[0047] For this purpose, a regulation of the maximum energy is implemented which must be guaranteed by the battery.

[0048] The control system 5 transmits to the regulator 12, at every instant during flight, an estimate EnBatMax(t) of the maximum energy to be guaranteed. This estimate is a function of the desired discharge rate during flight for battery 2a. It is controlled, for example, by actions of the pilot or by the aircraft avionics. Knowing the mission to be carried out, the pilot or the helicopter avionics control the electrical energy usage profile by acting on this maximum energy EnBatMax(t), which is then transmitted to the regulator 12 by the external computer.

[0049] Based on this estimate and the estimate of the available energy of the battery 2a, the regulator 12 implements a regulation algorithm (static or dynamic, linear or non-linear) and calculates a TqEnBatMax(t) command.

[0050] An example of a setpoint calculation is, for example: • TqEnBatMax(t) = K*(EnBatMax (t) - EnBat(t)),

[0051] where K is a previously defined control parameter such that K<0.

[0052] Here too, regulation can be done in an equivalent way on other parameters, in particular the charge level "SOC" of battery 2a or the electrical voltage at the output of battery 2a. 1. Damage to the internal combustion engine 1 - PENdoMax(t)

[0053] The setpoint calculated by this subroutine makes it possible to limit the damage to the internal combustion engine 1 by having the electric motor 2 contribute to the power supply during critical phases likely to severely damage the internal combustion engine 1.

[0054] This objective is addressed by regulating (in min / max value) a parameter representative of the thermal engine damage 1 (e.g., T45Max, NlMax, TqMax or even NIMin for the thermal engine cycling).

[0055] The control system 5 determines at each instant a synthetic parameter not to be exceeded PENdoMax(t).

[0056] In the case of a turboshaft engine, an example of possible regulation is a limitation on the temperature at the turbine inlet:

[0057] PEndoMax(t) = T45pmc(t).

[0058] However, in cold weather, it is possible that the predominant parameter on engine damage is rather the torque Cm transmitted to the rotor or a rotational speed N1 of the heat engine.

[0059] It can then be anticipated that, in the event of an outside temperature below a given threshold, a subroutine implemented by the controller 12 can choose, for the synthetic parameter not to be exceeded, a limitation based on the torque Cm or the speed NI of the internal combustion engine. An example of a possible regulation is then a limitation on the speed of the internal combustion engine 1 at maximum continuous power Nlpmc(t):

[0060] PEndomax(t) = Nlpmc(t).

[0061] Furthermore, the regulator 12 has, at each instant, an estimate of the current damage of the thermal engine 1. This current damage of the thermal engine 1 during the mission will be noted PENdo(t) and is transmitted by the regulator 11 of the thermal engine 1 or by the control system 5.

[0062] From the information PENdo(t) and PENdoMax(t), the regulator 12 determines, by means of a regulation algorithm (static or dynamic, linear or non-linear), a command TqPENdoMax(t).

[0063] An example of a setpoint calculation is: • TqPEndoMax(t)= K*(PEndoMax(t) - PEndo(t)),

[0064] where K is a previously defined control parameter such that K<0.

[0065] Another constraint on the damage of the heat engine 1 can be translated by the fact that a synthetic parameter of the heat engine 1 must not fall below a given threshold, denoted PEndomin(t).

[0066] For example, to avoid counting partial cycles of NI, it is useful to maintain NI > N 1 min for the cycle count of NI. In the same way as before, the control algorithm of the controller 12 determines the following setpoint for this constraint: • Tq*pEndoMin(t)= K*(PEndoMin(t) - PEndo(t)),

[0067] where K is a previously defined control parameter such that K<0. 1. Battery Safety - TqPBatMax(t) and TqPBatMin(t)

[0068] The setpoint calculated by this subroutine ensures the proper functioning of battery 2a by respecting its charge / discharge capacities.

[0069] This objective is addressed by regulating the minimum and maximum power (or voltage or current) of the battery (Power PwBatMin / Max, Voltage VBat_MinMax, Current IBatMin / Max, temperature);

[0070] Thus, it is assumed that the proper functioning of the battery can be translated at any given time into a parameter PBat(t) which must be maintained within the interval [PBatMin(t) PBatMax(t)]. The parameter PBat(t) can be chosen to be equal to IBat(t) (current in Amperes) or VBat(t) (Voltage in Volts) or PWBat(t) (power in Watts). It is calculated at any given time by the regulator 12 based on information about the output of battery 2a.

[0071] The protection of battery 2a can also consist of limiting its maximum operating temperature. The regulator 12 determines for this purpose at each instant an permissible current value IBat(t) or power value PWBat(t) which is representative of this temperature limitation.

[0072] From the information PBat(t), PBatmin(t) and PBatmax(t), the regulator 12 determines, by means of a regulation algorithm (static or dynamic, linear or non-linear), two commands TqPBatMin(t) and TqPBatMax(t).

[0073] An example of a maximum or minimum setpoint determined by the controller 12 is: • TqPBatMin(t)= KMin*( PBatMin(t) - PBat(t)) • TqPBatMax(t)= KMax*( PBatMax(t) - PBat(t)),

[0074] where the sign of KMin or KMax depends on the parameter PBat chosen: K>0 for IBat(t) and PWBat, K< for VBat). 1. Battery Damage - TqBatEndo

[0075] The torque setpoint calculated by this subroutine is intended to limit damage to battery 2a by only making the battery contribute when necessary to ensure objectives or satisfy higher priority constraints.

[0076] To ensure this objective, it is assumed that the lifespan of a battery is higher when its current is lower.

[0077] The corresponding instruction from the regulator will be to prioritize a zero battery current: * TQBatEndo 0

[0078] Furthermore, when the battery is under stress, the subroutine can also limit an operating parameter - PWBat(t); IBat(t); VBat(t) - to a level suitable for minimizing its damage (a level often lower than that which guarantees its safety). 1. Flight safety - TqNRotorMin(t) and TqNRotorMax(t)

[0079] 6 A Setpoint Calculation

[0080] The torque setpoint calculated by this subroutine makes it possible to maintain instantaneously (on the scale of a second) the speed of the propulsion element 4 (rotor in what follows) within an acceptable range around its setpoint, despite a lack (or excess) of power from the internal combustion engine 1 (detected or not; caused by a failure or simply by a nominal limitation of dynamics or stabilized power).

[0081] The electrical system will supply power to the rotor to maintain its speed at the setpoint in the following cases:

[0082] - In the event of the combustion engine failing or losing power in flight (case of engine failure);

[0083] - In the event of a power demand that is too rapid, exceeding the acceleration capabilities of the internal combustion engine. The rotor speed drops transiently while the internal combustion engine accelerates sufficiently to deliver the power drawn by the rotor. During this transitional period, the electric motor will provide supplemental power, helping to maintain the rotor speed at the set point. This improves the aircraft's operability, which can be an additional safety factor in severe flight conditions;

[0084] - In the event of stress on the internal combustion engine beyond its operational range of The electric motor will also help maintain rotor speed until the pilot returns to the operating range of the internal combustion engine. This also allows for additional power to be provided to the aircraft, potentially enabling the pilot to extricate themselves from an uncomfortable flight situation. This objective is achieved through maximum and minimum rotor speed regulation.

[0085] For this purpose, the control system 5 transmits at every instant to the regulator 12: - a minimum rotor speed NRotorMin(t) above which the safety of the aircraft is guaranteed;

[0086] a measurement (or estimation) of the rotor speed NRotor(t), said measurement Nrotor being able to be provided by the control system 5 or directly carried out by the regulator 12 using, for example, the measured speed of the electric machine 2. From the information NRotor(t) and NRotorMin(t), the regulator 12 calculates by means of a control algorithm (static or dynamic, linear or non-linear) a command TqNRotorMin(t).

[0087] An example of a setpoint calculation is: • TqNRotorMin(t)= K*(NRotorMin(t) - NRotor(t)), K>0

[0088] Other implementations can of course be considered, particularly with an integrator and / or power anticipation, in order to avoid an excessively large steady-state error. Similarly, a dynamic high-pass filter should be applied to the speed measurement NRotor(t) or the control signal TqNRotorMin(t) so as not to excite (or even destabilize) vibrational modes of the kinematic chain.

[0089] Furthermore, to cover an (undetected) failure of the thermal engine 1 resulting in overpowering, the regulator 12 determines, in a manner similar to the logic above, a maximum torque setpoint aimed at ensuring that the rotor speed does not exceed a value NRotormax(t).

[0090] This instruction is such that: • TqNRotorMax (t)= K*(NRotorMax(t) - NRotor(t)), K>0

[0091] 6.2 Possible interactions between motor controls

[0092] When the speed control of the internal combustion engine 1 is active at the same time as the speed control of the electric motor 2, an interaction (or coupling) may occur between these two control loops, the effects of which may be detrimental (if this interaction has not been taken into account during the design of the 2 control loops): - Oscillations (stable but degrading behavior) - Instabilities - Poor power distribution between the contribution of the internal combustion engine 1 and that of the electric motor 2

[0093] Various options are proposed to avoid these interactions.

[0094] A first option consists, as is applied to twin-engine helicopters, of controlling the regulations of the internal combustion engine 1 and the electric motor 2 in such a way that their interaction / coupling results in a satisfactory dynamic behavior in terms of bandwidth, stability,

[0095] This option has the advantage of being simple and reliable. It requires: - to reduce the gains of each regulation, which limits the bandwidth of each; which can be problematic in the event of failure of the internal combustion engine 1 or the electric motor 2; - to implement a control mechanism to coordinate the distribution of power, given that the two speed regulation loops must each include an integrator to ensure zero static, integrators which could diverge in opposite directions in the absence of such a control mechanism.

[0096] Another option is to exchange the control states of the different motors between the two controllers 11, 12. Thus, the control loop of each motor 1 or 2 can adapt (in terms of parameter settings as well as structure) according to the control state of the other motor. This allows for optimal control dynamics regardless of the situation (failure of one of the two motors or nominal control state of each motor 1 or 2). This option also avoids the need to implement a power distribution mechanism because the simultaneous presence of two integrators in the two control systems would no longer be necessary, since the coordination of the loops would be ensured by the exchanges between their control states.

[0097] This option requires an exchange of critical data between the two control software, with a risk of undetected fault in the calculation (or transmission) of this data.

[0098] Yet another option is to misalign the speed instructions. Indeed, by choosing • NRotorMin = NRotorName - ANRotor

[0099] (ANRotor >0, typically: ANRotor=l%) and • NRotorMax = NRotorNom + ANRotor where NRotorNom is the rotor speed control setpoint of the internal combustion engine 1,

[0100] The interactions between the two speed control loops are then greatly reduced (or even non-existent). This option allows for optimal control dynamics regardless of the situation (failure of one of the two motors or nominal case). Furthermore, it is not necessary to implement a power distribution mechanism, p, because staggering the setpoints means that the integral actions of the two controllers are not active simultaneously, and the power distribution is therefore defined by design: in a stabilized situation, when the measured speed NRotor is at the setpoint NRotorNom, the internal combustion engine delivers all the power, and the electric motor is at zero power. 1. Electric motor safety 2

[0101] The objective (safety / operability of the electric motor 2) is to ensure the proper functioning of the electric motor 2 while respecting its capabilities in terms of Min / Max torque and Min / Max temperature.

[0102] This objective is addressed using the native monitoring / control software of electric motor 2.

[0103] By default, the electric motor 2 control system incorporates all the necessary protections to guarantee its operability and safety, regardless of the torque setpoint Tq* fed into the software. Therefore, using the electric motor 2 in a helicopter hybrid system does not, a priori, require any modification to the control software.

[0104] It is just necessary to provide that the regulator 12 calculates the mechanical power delivered by the electric motor 2 to supply the regulation software of the thermal engine 1 (see below - paragraph 9). 1. Internal Combustion Engine Safety 1

[0105] By construction, the regulation algorithm of the regulator 11 of the thermal engine 1 integrates all the necessary protections to guarantee, while respecting its capacities in terms of torque, NI, T45 Min / Max, pumping, extinction ... its operability and safety, regardless of the rotor speed setpoint NR and regardless of the power setpoint ConsignePW that is injected into the software input. 1. Transparency for governance

[0106] Despite the presence (and activation) of the electric motor 2, the piloting of the helicopter must be comparable to that of a conventional helicopter. In particular In particular, variations in the power of the electric motor 2 (except in the case of failures) must not induce significant variations in the rotor speed.

[0107] This objective of control transparency is addressed by modifying the input power setpoint of the control software of the internal combustion engine 1 in order to compensate for the power supplied (or taken) by the internal combustion engine 1.

[0108] From the perspective of the internal combustion engine 1 control software, the power variations of the electric motor 2 can be considered a torque disturbance on the rotor, just like aerodynamic torque disturbances. It should be noted that the power required by the rotor to maintain its speed close to its setpoint is an input parameter for the internal combustion engine 1 control software (this parameter is called "Power Anticipation"). Typically, when the internal combustion engine 1 operates without parallel hybridization (i.e., without the electric motor 2), "Power Anticipation" is calculated exclusively based on aerodynamic data of the helicopter (collective pitch, ambient pressure, ambient temperature, ground effect, forward speed, etc.).

[0109] In the presence of the electric motor 2 and to compensate for its effect on the speed NR, it is proposed to modify the power anticipation of the internal combustion engine 1 according to the formula: • SetpointPW_Hybrid = SetpointPW_NonHybrid - PWMecanique_M2

[0110] where: - ImpressePW_Hybrid: Power setpoint to be injected into the control software of the internal combustion engine 1 in the presence of the electric motor 2 (hybridized version); - PW_NonHybrid Setpoint: power setpoint based on the aerodynamic characteristics of the rotor (= anticipation of the power of the internal combustion engine 1 without hybridization); - PWMécanique_M2 = Tq_M2*NR (or any other way of calculating mechanical power);

[0111] Tq_M2 being the torque provided by the electric motor 2.

[0112] All other functionalities of the internal combustion engine 1 control remain unchanged. This ensures that the operability and safety of the internal combustion engine 1 in a hybrid context will be identical to those in a non-hybrid context. It will only be necessary to ensure the absence of danger in the event of a fault not detected in the calculation (or data transmission) of PWMécanique_M2.

[0113] It should be noted that the modification of the power setpoint goes in the direction of a decoupling of the regulations of the thermal engine 1 and 2 and thus limits the risks of deleterious interactions of the two regulations. 1. Protection of the construction industry

[0114] The objective is to ensure the proper functioning of the BTP gearbox and, more generally, of the mechanical power transmission chain, respecting its capabilities in terms of - Maximum torque on the input of the internal combustion engine 1 (no minimum torque due to the freewheeling); - Max / Min torque on the input of electric motor 2; - Maximum / Minimum Torque on the Rotor Shaft (Sum of the torques delivered by the internal combustion engine 1 and electric motor 2).

[0115] This objective is addressed by integrating: - Within the torque limit of the internal combustion engine 1, the Max limit of the input 1 of the BTP; - Within the torque limit of electric motor 2, the Min / Max limits of input 2 of the BTP; - Within the torque limit of electric motor 2, the attenuated Max Total BTP limit of the current torque of the thermal motor 1.

[0116] Maximum / minimum torque protection of the BTP input of the electric motor 2 can easily be guaranteed by imposing: • TqMin_BTP_M2 <Tq*< TqMax_BTP_M2

[0117] where TqMin_BTP_M2 (resp. TqMax_BTP_M2) is the minimum (resp. maximum) limit of the permissible torque on the BTP input of the electric motor 2.

[0118] The maximum torque protection of the BTP input of the internal combustion engine 1 can easily be guaranteed by integrating into the control software of the internal combustion engine 1: • TqMax_Ml_Hybrid = min(TqMax_Ml_NonHybrid, TqMax_BTP_Ml)

[0119] where TMax_Ml_NonHybrid is the maximum torque limit existing natively in the control software of the internal combustion engine 1, TqMax_BTP_Ml is the maximum permissible torque limit on the BTP input of the internal combustion engine 1.

[0120] To ensure that the sum of the torques of the internal combustion engine 1 and the electric motor 2 does not exceed an upper limit TqMax_BTP_Total (and that TqMax_BTP_Total < TqMax_BTP_M2 + TqMax_BTP_M1), a simple idea is to integrate into the limitations of the internal combustion engine 1 and the electric motor 2, one (or both) of the following torque limits: • TqMax_Ml = TqMax_BTP_Total - Tq_M2 (Eq. 1) • TqMax_M2 = TqMax_BTP_Total - Tq_Ml (Eq. 2)

[0121] We can decide to modify only the torque limit of the heat engine 1 (Eq. 1) Indeed, since Tq_Ml <= TqMax_Ml (this inequality is guaranteed by the torque limitation of the internal combustion engine 1), equation 1 alone guarantees: • Tq_Ml + Tq_M2 < TqMax_BTP_Total

[0122] In an alternative implementation, to take into account the difference between the In terms of the dynamics between the torque Tq_M2 of electric motor 2 and that of the maximum torque of internal combustion engine 1 (whose dynamics are potentially lower), only the torque limit of electric motor 2 (Eq. 2) is modified. Indeed, since Tq_M2 <= TqMax_M2 (this inequality is guaranteed by the torque limitation of electric motor 2), equation 2 alone guarantees: • Tq_Ml + Tq_M2 < TqMax_BTP_Total

[0123] With this implementation, in the event of a failure in the regulation of the internal combustion engine 1, the internal combustion engine 1 is regulated in a degraded manner by the auxiliary regulation which does not incorporate torque limitation. Thus, only the electric motor 2 is available to guarantee Tq_M1 + Tq_M2 < TqMax_BTP_Total.

[0124] Ultimately, the protection of the construction industry is guaranteed by a torque limitation on the electric motor 2: • TqMin_BTP_M2 < Tq* < min(TqMax_BTP_M2, TqMax_BTP_Total -Tq_Ml)

[0125] and a torque limitation on the internal combustion engine 1: • TqMax_Ml_Hybrid = min(TqMax_Ml_NonHybrid, TqMax_BTP_Ml)

[0126] Subsequently, we note: • TqMin_M2 = TqMin_BTP_M2 • TqMax_M2 =

[0127] min(TqMax_BTP_M2, TqMax_BTP_Total - Tq_Ml)= TqMax_M2 1. Electrical chain safety

[0128] In order to ensure the proper (and safe) operation of the electrical chain (e.g., battery and / or electric motor 2), it is desirable (or even necessary) to ensure that the voltage of the bus V_Bus is maintained within a range V_BusMin (low value) and V_BusMax (high value).

[0129] This objective (electrical protection of components connected to the HVDC bus) is addressed by regulating the Max and Min voltage of the HVDC bus.

[0130] This ensures the proper functioning of all components connected to the HVDC bus.

[0131] To ensure this objective, it is assumed that the proper functioning of the connected components (e.g., Battery, Electric Motor 2....) can be guaranteed if the HVDC Bus voltage is maintained within an permissible range [V_BusMin, V_BusMax].

[0132] It will also be assumed that the electric motor control software 2 has, at every moment, an estimate or measurement of the voltage of the HVDC bus V_Bus.

[0133] From the information V_Bus(t), V_BusMin(t) and V_BusMax(t), it is possible to calculate using a control algorithm (static or dynamic, linear or non-linear) two commands TqVBusMin(t) and TqVBusMax(t).

[0134] A trivial example of a regulator is: • TqVBusMin(t) = K*( V_BusMin(t) - V_Bus(t)), K <0 • TqVBusMax(t) = K*( V_BusMax(t) - V_Bus(t)), K < 0

[0135] Impact on the native control software of the internal combustion engine 1 and electric motor 2:

[0136] The regulation of the thermal engine 1 is done using the regulation software 11, with modification of the power setpoint (Objective 9) and taking into account the BTP limit (Objective 10).

[0137] The regulation of the electric motor 2 is done by injecting as a torque setpoint into the input of the native regulation software a setpoint Tq* resulting from the aggregation of the setpoint torques determined for the different objectives and constraints.

[0138] An example of aggregation processing is given below. Example of aggregation and operator chain

[0139] The different torque instructions are aggregated in a chain combining different “max” or “min” operators.

[0140] The operators of said chain and the setpoint values ​​specific to each objective and / or constraint sent as input to these operators are combined according to the relative priorities of the different objectives and / or constraints.

[0141] In the example illustrated in [Fig.2], the chain of operators is as follows (from lower priority constraints / objectives to higher priority constraints / objectives): - Battery Damage Optimization: • The subroutine related to battery damage calculates the Tq_BatEndo value which should be the default torque value in the absence of other instruction(s); - Optimization Damage Internal Combustion Engine 1 (gas turbine): • the torque setpoint Tq_BatEndo is compared by a "min" operator to a value Tq_TagEndoMin below which the output torque of the electric motor 2 must be to avoid damage to the internal combustion engine 1; • the output of the previous operator (which corresponds to the smaller of the two values) is compared by a "max" operator to a setpoint value Tq_TagEndoMax above which the setpoint torque Tq* at the output of the aggregation chain must be located to avoid damage to the internal combustion engine 1; - Battery Energy Management (carbon footprint and battery energy reserve): • the output of the previous maximum operator is then sent as input to another maximum operator to be compared to a value of torque setpoint Tq_EnBatMax above which the torque Tq* must be located to guarantee a satisfactory carbon balance; • the output of this operator is then compared by a min operator to a torque setpoint value Tq_EnBatMin below which the torque Tq* must be located to allow a sufficient energy reserve to ensure flight safety; Rotor speed safety: • the output of this operator is then compared by a min operator to a high torque setpoint value Tq_RotorMax below which the torque Tq* must be to comply with the rotor speed safety constraints; • the output of this operator is then compared by a max operator to a low torque setpoint value Tq_RotorMin above which the torque Tq* must be to comply with the rotor speed safety constraints; Battery Safety: • The output of this operator is then compared by a max operator to a low torque setpoint value Tq_PwBatMin above which the torque Tq* must be located to comply with battery safety constraints in terms of charging / discharging capacity; • The output of this operator is then compared by a min operator to a high torque setpoint value Tq_PwBatMax below which the torque Tq* must be located to respect the battery constraints in terms of charge / discharge capacity; Couple Protection: • The output of this operator is then compared by a max operator to a low torque setpoint value Tq_TqMin_M2 above which the torque Tq* must be located to comply with the torque protection constraints at the input of the BTP; • The output of this operator is then compared by a min operator to a high torque setpoint value Tq_TqMax_M2 below which the torque Tq* must be located to comply with the torque protection constraints at the input of the BTP; - Electrical component safety: • The output of this operator is then compared by a max operator to a torque setpoint value Tq_VBusMax above which the torque Tq* must be located to comply with the safety constraints on the electrical components; • The output of this operator is then compared by a min operator to a torque setpoint value Tq_VBusMin above which the torque Tq* must be located to comply with the safety constraints on the electrical components.

[0142] The output of the entire chain thus described gives the torque setpoint value Tq* to be applied to the native control software of the electric motor 2.

[0143] Another possible implementation for calculating the torque setpoints Tq i:

[0144] In the foregoing, for the majority of the constraints and / or objectives No. i (i=RotorMax, RotorMin, VBusMax, VBusMin, ... ), the dedicated torque setpoint Tq_i to be applied to the electric motor 2 is calculated via a closed loop implementing a controller K of the form:

[0145] Tq_i (t) = K_i*(Setpoint_i(t) - Measurement_i(t))

[0146] K_i represents a regulator which can be static or dynamic, linear or non-linear. • Full-action regulator

[0147] Alternatively, to achieve sufficiently high control performance in steady state (for example, control accuracy), dynamic control including integral action is implemented. This integral action will ensure zero control error in steady state: • Error_i(t) = Setpoint_i(t) - Measurement_i(t) = 0

[0148] regardless of model inaccuracies and various disturbances acting on the system.

[0149] In general, the design of a dynamic regulator including integral action does not pose any particular problem and is well mastered by a person skilled in the art. However, in the context of the treatment just described, the torque setpoints Tq_i (t) are not systematically applied to the electric motor 2 in fine (because the torque setpoints Tq_i (t) go through the min / max cascade).

[0150] Consequently, dynamic regulators with integral action operate in open loop (i.e.: the torque setpoint Tq_i (t) is not applied) with an apparent regulation error (Error_i(t) = Setpoint_i(t) - Measurement_i(t)) different from 0.

[0151] These working conditions mean that the integral action, if it is not treated specifically Statically, it can take on very large values ​​(in absolute value) or even diverge.

[0152] To avoid this pitfall, a treatment is implemented which prevents the integral action from diverging (at a minimum) and which allows good dynamic performance (in terms of response time, overshoot ...) (algorithmic function generally called anti-runaway or "anti-windup" according to the usual Anglo-Saxon terminology). • Example of an Anti-Windup algorithm

[0153] Subsequently, a particular anti-runaway algorithm is presented which can be applied to all K_i regulators including integral action (or, more generally, low-frequency action with high gain).

[0154] The first step consists of separating the dynamic regulator K(s) (where s is the Laplace variable) into two regulators:

[0155] K(s) = Kl(s) +K2(s)

[0156] where:

[0157] The dynamics of Kl(s) are low frequency and, generally, high gain. Typically, it is an integral action of the type Kl(s) = Ki / s (Ki = integral gain)

[0158] The dynamics of K2(s) are medium and high frequency (and whose gain is generally limited). Typically, it is a proportional action of the type K2(s) = Kp (Kp = proportional gain).

[0159] Only the Kl(s) part needs to be treated by anti-runaway T. The key point of the algorithm is to add to the input of Kl(s) an additional term proportional to the difference between the torque setpoint Tq* actually applied to the electric motor 2 (i.e.: after application of the min / max associated with each constraint / objective) and the calculated torque setpoint Tq_i (current iteration).

[0160] Finally, the torque setpoint Tq_i is calculated according to the following formula:

[0161] Tq_i(s) = K2(s)*Error_i(s) + Kl(s) *(Error_i(s) + Kaw(s)*(Tq(s) - Tq_i(s)))

[0162] Where:

[0163] Kaw(s) is a transfer function for adjusting the effect of Tanti-windup.

[0164] In steady-state saturated regime (i.e., Tq ~= Tq_i), Kl(s) being of integral type (its (The input must therefore be zero), so we must have:

[0165] 0 = Error_i + Kaw(0)*(Tq - Tq_i)

[0166] => Tq_i = Tq + Error_i / Kaw(0)

[0167] By default, when K2(s)= Kp and Kl(s)= Ki / s, it is advantageous to choose Kaw(s) = Kaw = 1 / Kp.

[0168] Starting from this initial (i.e., default) setting, • if we choose Kaw = 1 / Kp then the regulation dynamics at the output of the saturated regime will be identical to the regulation dynamics corresponding to a setpoint step; • If we increase Kaw > 1 / Kp, then Tq_i(t) will approach Tq(t) in steady state saturated and we will slow down the convergence dynamics of Error_i(t) towards 0 and limit the risks of overshooting ("overshoot" according to Anglo-Saxon terminology) or not reaching the lower threshold ("undershoot" according to Anglo-Saxon terminology); • if we decrease Kaw <1 / Kp then Tq_i(t) will move away from Tq(t) in saturated regime and we will accelerate the convergence dynamic of Erreur_i(t) towards 0 and increase the risks of exceeding or not reaching the lower threshold.

[0169] Thus, adjusting the Kaw gain allows for simple and efficient management of the inevitable compromise between convergence speed and exceeding the regulation dynamics at the output of the saturated regime.

[0170] Another example of a setpoint chain

[0171] In the case where damage (and therefore the lifespan) of the battery is not to be taken into account, it can be decided that the electric motor 2 contributes, all the time and in nominal mode, to the speed regulation of the rotor on its setpoint NRNom (which is the same rotor speed setpoint processed by the regulation software of the thermal engine 1).

[0172] It is possible to calculate a control TqNRotorNom(t) using a control algorithm (static or dynamic, linear or nonlinear). For example: • TqNRotorNom(t) = K*(NRotorNom(t) - NRotor(t)), K > 0

[0173] In this case, the aggregation chain can be that illustrated in [Fig.3], which corresponds to that of [Fig.2] in which the constraint instruction Tq_BatEndo is replaced by the instruction TqNRotorNom in input of the first min operator.

[0174] This setpoint chain has the advantage of allowing the bandwidth of the NR regulation to be extended over higher frequencies (e.g. WME < 10 rad / sec) than those which can be reached by the thermal engine alone 1.

[0175] The rotor speed regulation at NRotorNom ensured by the thermal engine control software 1 has in fact a relatively restricted bandwidth (WTag < 2.5 rad / sec, this limitation being partly due to the limited reactivity of the thermal engine).

[0176] The reactivity of the electric motor 2 is higher, which allows higher regulation frequencies to be achieved (WME < 10 rad / sec)

[0177] To prevent the rotor speed control loops at NRotorNom (rotor speed control setpoint of the internal combustion engine 1) provided by the internal combustion engine 1 and the electric motor 2 from interacting at frequencies W < 3rad / sec (with the possible deleterious effects that this implies: instabilities, misalignment, potentially necessary balancing...), the bandwidths of the speed control loops provided by the internal combustion engine 1 and the electric motor 2 are frequency decoupled: • The internal combustion engine 1 continues to regulate on frequencies WTag < 3 rad / sec (speed regulation of the internal combustion engine 1 unchanged), • The electric motor 2 provides speed regulation only on frequencies WME > 3 rad / sec and < 10 rad / sec.

[0178] In practice, restricting the bandwidth of the speed regulation of the electric motor 2 to frequencies > 3 rad / sec is equivalent to placing a dynamic high-pass filter on the NRotorNom rotor speed controller of the electric motor. The main characteristics of the NRotorNom rotor speed regulation then become the following (gain of the transfer function between NRotor and TqNRotorNom): • Zero frequency: zero gain. This characteristic ensures that, under steady-state conditions, the torque contribution of electric motor 2 is zero (no electrical consumption under steady-state conditions). Regulation is entirely handled by internal combustion engine 1. There is no power distribution between motors 1 and 2. • Frequency < 3 rad / sec: low gain. This characteristic ensures that, at frequencies < 3 rad / sec, the torque contribution of the electric motor 2 is low, with regulation primarily handled by the internal combustion engine 1. The contribution of the electric motor is therefore small, so that it neither degrades nor destabilizes the speed regulation of the internal combustion engine 1. • 3 rad / sec < Frequency <10 rad / sec: "normal" gains. This characteristic It is ensured that, at frequencies between 3 and 10 rad / sec, the torque contribution of electric motor 2 is nominal. Speed ​​regulation is primarily achieved by electric motor 2. The contribution of internal combustion engine 1 is small, so that it neither degrades nor destabilizes the speed regulation of electric motor 2. • Frequency > 10 rad / sec: low gain. This characteristic ensures that, at frequencies > 10 rad / sec, the torque contribution of electric motor 2 will be low; therefore, regulation will not be provided by either the internal combustion engine 1 or the electric motor 2. The drive system will thus be in "open loop". Consequently, high-frequency resonant modes (>10 rad / sec) will not be destabilized by the regulation (but will remain potentially excited by the high-frequency torque oscillations of electric motor 2 caused by its inverter).

[0179] Another example of an operator chain:

[0180] In the case of the chains illustrated in Figures 2 and 3, the constraints / objectives relating to the proper functioning of the battery were of two kinds: • Limit its damage (i.e., aging) by trying to limit its current (or power) as close to 0 as possible. This objective had a low priority and therefore intervened very early in the chain of min / max combinations. • Ensure its safety by limiting, for example, its power (or current) at high and low values ​​(e.g., Maximum Power of 400kW and Minimum Power of -50kW). This constraint had high priority and therefore came into play very far downstream in the chain of min / max combinations.

[0181] In practice, an intermediate level of battery operation can be defined which limits its damage and preserves its lifespan while allowing it to deliver or absorb sufficient power to have a significant functional impact (see in particular above § 5. Battery damage).

[0182] For example, an intermediate battery operating level is defined between the terminals in Power PwBatMinlnt and PwBatMaxInt.

[0183] Typically, to illustrate this implementation example:

[0184] PwBatMinlnt = -25kW: the battery can be recharged at a maximum power of 25kW.

[0185] PwBatMaxInt = 100kW: the battery is allowed to be discharged to a maximum power of 100kW, for example in an emergency situation,

[0186] The numerical values ​​of the power threshold are given here for illustrative purposes only.

[0187] The control device 12 implements a subroutine (static or dynamic, linear or nonlinear control algorithm) that calculates two commands TqPwBatMinlnt(t) and TqPwBatMaxInt(t). An example of the calculation is: • TqPwBatMinlnt(t) = K*( PwBatMinlnt(t) - PwBat(t)) • TqPwBatMaxInt(t) = K*( PwBatMaxInt(t) - PwBat(t))

[0188] The consideration of the TqPwBatMinlnt(t) and TqPwBatMaxInt(t) commands in an aggregation chain is illustrated in [Fig.4].

[0189] The chain of operators illustrated in this figure is similar to that of [Fig.1], modified as follows: - The output of the min operator, which compares the output of a previous max operator to a torque setpoint value Tq_EnBatMin below which the torque Tq* must be located to allow a sufficient energy reserve to ensure flight safety, is sent to a max operator whose other input receives the setpoint value TqPwBatMinlnt(t) above which the torque Tq* must be located to ensure intermediate battery operation. - The output of this operator is sent to the input of a min operator with the setpoint value TqPwBatMaxInt(t) below which the torque Tq* must be located to ensure the intermediate battery operation. - The output of this operator is sent to the min operator which in the chain of [Fig.2] makes a comparison with the high torque setpoint value Tq_RotorMax below which the torque Tq* must be located to respect the safety constraints of rotor speed.

[0190] The rest of the chain remains unchanged.

[0191] With such a chain, the full performance of the battery (Tq_PwBatMax = 400kW and Tq_PwBatMin = -50kW) can be requested / used for safety reasons of rotor speed (Tq_RotorMin or Tq_RotorMax).

[0192] On the other hand, less priority constraints / objectives such as battery damage (Tq_BatEndo), damage to the internal combustion engine (Tq_TagEndoMax and TqTagEndoMin), remaining energy in the battery (Tq_EnBatMin and TqEnBatMax) will only be able to stress the battery over the intermediate power range (Tq_PwBatMaxInt = 100kW and Tq_PwBatMinInt = -25kW).

Claims

Claims

1. Method for controlling and regulating a hybrid aircraft propulsion and / or lift unit comprising a first engine comprising at least one thermal engine (1) and a second engine comprising at least one electric motor (2), said engines being adapted to drive in parallel a propulsion and / or lift device, method in which the following are implemented, including in nominal operation: - a determination at each instant, for different objectives and / or different nominal operating constraints of the propulsion and / or lift unit, of setpoint values ​​specific to each objective and / or constraint for a control parameter of the electric motor, - an aggregation of the setpoint values ​​thus determined in a chain of aggregation function operators,the operators of said chain and the setpoint values ​​specific to each objective and / or constraint sent as input to these operators being combined according to the priorities of the different objectives and / or constraints in relation to each other, - a control of the electric motor by applying the aggregated setpoint value at the output of this chain as the setpoint value for the control parameter of the electric motor.,

2. A method according to claim 1, wherein the aggregated setpoint value thus determined is transmitted as the input setpoint value to a control process which ensures the operability and safety of the electric motor, regardless of the setpoint value it receives.

3. Method according to one of claims 1 or 2, in which a control parameter is chosen from the following parameters: the torque delivered by the electric motor, the power delivered by it, its supply current or a combination of these parameters.

4. Method according to one of claims 1 to 3, characterized in that the aggregation function operators are chosen from the following operators: min or max, average, weighted average or a combination of these operators.

5. Method according to one of claims 1 to 4 in which a setpoint value specific to an objective and / or constraint is determined by a static or dynamic, linear or non-linear regulator or by an integral action regulator, said regulator itself being determined by anti-windup processing.

6. Method according to one of claims 1 to 5, in which the chain of operators is adapted to aggregate setpoint values ​​specific to different constraints and / or objectives, from the following list: • Flight safety by the battery in the event of loss of power of the thermal engine; • Carbon footprint of the flight, the discharge of the battery during the flight being controlled and limiting fuel consumption; • Limitation of damage to the thermal engine; • Safety of charging / discharging the battery • Limitation of battery damage, making the latter contribute only when necessary to ensure higher priority objectives; • Maintenance of the instantaneous rotation speed of the propulsion and / or lift device despite a loss (or excess) of power of the thermal engine; • Safety of the electric motor in operation;• Safety of the thermal engine in operation • Transparency for control: • Protection of the mechanical power transmission chain • Safety of the electrical chain.;

7. Method according to one of claims 1 to 6, in which a heat engine is controlled according to a control parameter of said heat engine, corrected to compensate for the effect of the electric motor and ensure control transparency.

8. Method according to one of claims 1 to 7, in which the chain of operators is adapted to not stress the battery and the electric motor in the absence of other constraints and objectives.

9. Method according to one of claims 1 to 7, in which the chain of operators also receives as input a setpoint value for regulating the rotation speed of the propulsion device and / or lift by electric motor, the electric motor contributing, in nominal mode, to the drive of the propulsion and / or lift device.

10. Method according to claim 9, in which a high-pass frequency filter is implemented on the speed measurement of the propulsion and / or lift device taken into account for the determination of the aggregated setpoint value or on the control parameter of the electric motor control.

11. System for controlling and regulating a hybrid aircraft propulsion and / or lift unit comprising a first engine comprising at least one thermal engine and a second engine comprising at least one electric motor, said system comprising a thermal engine regulation system and an electric motor regulation system, in which the electric motor regulation system and / or the thermal engine regulation system is(are) adapted for implementing the method according to one of claims 1 to 10.

12. Hybrid aircraft propulsion and / or lift unit comprising a first engine comprising at least one thermal engine and a second engine comprising at least one electric motor, in which said unit comprises a control and regulation system according to claim 11.

13. Rotary wing aircraft, comprising a hybrid propulsion and / or lift unit according to claim 12.

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