Speed ​​regulation method and control device

Abstract

Engine Speed ​​Control Method and Control Device This disclosure relates to an engine speed control method for an aircraft (1) engine assembly (2), comprising updating (S70, S80) an engine speed setpoint (Nc) for the engine assembly (2) based on a current state of charge (SOCc) of an onboard energy storage device (32), and controlling (S20) the engine assembly (2) according to the engine speed setpoint (Nc) for the engine assembly (2), as well as a control device (23) adapted to implement this method and an engine assembly (2) and an aircraft (1) incorporating such a control device. Figure for the abstract: Fig. 1.

Description

Title of the invention: Method for regulating engine speed and control device technical field

[0001] The present invention relates to the technical field of aircraft engine control, and more particularly to engine controls comprising at least one electric machine and one combustion engine, in particular a gas turbine engine. Prior art

[0002] In order to increase the overall energy efficiency of means of transport and reduce their fuel consumption and greenhouse gas emissions, the increasing electrification of engine assemblies is being considered. In the field of aviation, there is first of all a trend towards increasing power extraction through electric machines incorporated into engine assemblies, particularly to replace pressurized air intake for auxiliary devices. Furthermore, many hybrid engine assemblies exist in which these electric machines not only extract power but also feed it into the engine assembly to provide assistance beyond simply starting the engine.Although these hybrid engine assemblies have most often been proposed for motor vehicles and incorporate piston engines, the hybridization of aircraft engine assemblies, and more specifically engine assemblies incorporating one or more gas turbine engines, has also been considered.

[0003] Hybridizing aircraft engine systems requires incorporating onboard energy storage devices into the aircraft to supply the power to be delivered to the engine system via the electric machine. These onboard energy storage devices can take the form of rechargeable batteries, although other energy storage devices, such as supercapacitors or flywheels, are also possible. To recharge these onboard energy storage devices, hybridization will normally further increase the electrical power drawn from the engine system during operating phases that do not require electrical assistance, particularly at idle speeds.

[0004] During idle phases on the ground and in flight, it is normally desirable to minimize thrust and therefore the engine speed. However, this speed is normally constrained by operability limits of the engine and by requirements for responsiveness to transient fluctuations in thrust, both in the direction of a sudden decrease (throttle release) and in the direction of an increase. Sudden fluctuations, due for example to a short circuit. The ability of combustion engines, and in particular gas turbine engines, to withstand these sudden fluctuations increases with engine speed. However, their fuel consumption also increases.

[0005] In European patent application publication EP 3 845 750 Al, a motor assembly was proposed incorporating a gas turbine motor with two rotating shafts, as well as an electric machine coupled to each of the rotating shafts, and a method of distributing the power withdrawal between these rotating shafts as a function of the motor speed.

[0006] In the publication of French patent application FR 3 097 012 Al, it was proposed to use the hybridization of the engine assembly to improve its response to load fluctuations, in particular at idle speeds.

[0007] In the international patent application publication WO 2021 / 018524 ​​Al, it is proposed to use an on-board energy storage device to help reduce transient fluctuations in power draw on an aircraft engine assembly.

[0008] However, the ability of an on-board energy storage device to reduce transient fluctuations in power draw on an aircraft engine assembly will normally depend on its state of charge. Description of the invention

[0009] This disclosure aims to propose a method for regulating the engine speed and a control device for an aircraft engine assembly that allows for the handling of any transient fluctuations in power output while minimizing energy consumption and taking into account the availability of an on-board energy storage device.

[0010] To this end, according to a first aspect of this disclosure, this method may include at least steps for updating an engine assembly speed setpoint based on the current state of charge of an on-board energy storage device, and for controlling the engine assembly according to the engine assembly speed setpoint. The engine assembly speed may, in particular, remain an idle speed lower than a maximum rated engine assembly speed, specifically equal to or less than 70% of said maximum rated engine speed. Engine assembly speed may be understood as the rotational speed of a shaft of the engine assembly. However, other definitions of engine assembly speed are also conceivable: for example, engine assembly speed may alternatively be defined in terms of thrust.

[0011] According to a second aspect, the update of the regime instruction may include steps to determine a difference in state of charge of an on-board energy storage device, and comparison of said difference in state of charge to a difference threshold, the update of the engine assembly speed setpoint can then be carried out according to a result of the comparison of said difference to said difference threshold.

[0012] The update of the engine assembly speed setpoint can then be carried out according to the result of the comparison of said difference to said difference threshold, so as to take into account this difference and the current state of load in the regulation of the engine speed in order to optimize an engine assembly speed, in particular an idle speed, to respond to fluctuations in withdrawal by minimizing its energy consumption at all states of load of the on-board energy storage device.

[0013] According to a third aspect, a maximum electrical power that can be taken from the engine assembly at an engine assembly speed according to the speed setpoint may be less than an electrical power required by the aircraft, said difference threshold may be a discharge threshold, and said reference state of charge may be a state of charge of the on-board energy storage device when the maximum electrical power that can be taken from the engine assembly has become less than the electrical power required by the aircraft.In particular, during the engine assembly speed setpoint update step, the speed setpoint can then be maintained at a previous level if the difference in state of charge does not exceed the discharge threshold, electric assistance is required for the engine assembly, and / or an upper engine assembly speed threshold is reached; and increased if the difference in state of charge exceeds the discharge threshold, electric assistance is not required for the engine assembly, and the upper engine assembly speed threshold is not reached. The discharge threshold can be assigned a first value when the current state of charge is not lower than an upper state of charge threshold, and a second value, different from the first value, when the current state of charge is lower than the upper state of charge threshold, but not lower than a lower state of charge threshold.

[0014] Thus, as long as the maximum electrical power that can be drawn from the engine assembly at said engine speed is less than the electrical power required by the aircraft, and this deficit must therefore be compensated for by drawing power from the on-board energy storage device and / or by increasing the engine speed and therefore the maximum electrical power that can be drawn from it, the gradual discharge of this on-board energy storage device can trigger an increase in engine speed when it exceeds the discharge threshold, which itself can vary depending on the current state of charge in order to indirectly also take into account its absolute value.

[0015] According to a fourth aspect, the maximum electrical power that can be drawn from the engine assembly at an engine speed according to the specified engine speed may not be less than the electrical power required by the aircraft. This difference threshold may be a load threshold, and the reference state of charge may then be the state of charge of the onboard energy storage device when the maximum electrical power that can be drawn from the engine assembly has become equal to or greater than the electrical power required by the aircraft, or the engine speed specified by the engine assembly has been reduced. The engine speed specified by the engine speed specified by the engine may then be maintained, in particular, if this difference in the state of charge does not exceed the load threshold and / or the engine speed specified by the engine speed is at a lower threshold.The load threshold can be assigned a first value when the state of charge is not less than an upper threshold of the state of charge, and a second value, different from the second value, when the state of charge is less than the upper threshold of the state of charge, but is not less than a lower threshold of the state of charge.

[0016] Thus, while a maximum electrical power that can be taken from the engine assembly at said engine assembly speed is equal to or greater than an electrical power required by the aircraft, the engine speed command can be maintained as long as this surplus can be used to recharge the on-board energy storage device without exceeding the charge threshold, which itself can vary according to the state of charge in order to indirectly take into account also its absolute value.

[0017] A fifth aspect relates to a control device configured to implement the process according to any one of the preceding aspects.

[0018] A sixth aspect relates to an aircraft engine assembly comprising a control device according to the fourth aspect, an internal combustion engine, and an electrical machine configured to draw electrical power. The electrical machine may also be configured to provide electrical assistance to the engine assembly. The internal combustion engine may be a gas turbine engine.

[0019] A seventh aspect relates to an aircraft comprising an engine assembly according to the fifth aspect, as well as an on-board energy storage device electrically connected to said electric machine of the engine assembly. Brief description of the drawings

[0020] [Fig. 1] The [Fig. 1] is a schematic representation of the electrical and control networks of an aircraft.

[0021] [Fig.2] The [Fig.2] is a logic diagram of a method for regulating the speed of an engine assembly of the aircraft of the [Fig.1].

[0022] [Fig.3] The [Fig.3] is a logic diagram of a subroutine of the process of the [Fig.2], followed when the maximum electrical power that can be drawn from the engine assembly is less than the electrical power required by the aircraft.

[0023] [Fig.4] Fig.4 is a flowchart of a method for implementing a step of reduction of the subroutine's regime setpoint in [Fig.3].

[0024] [Fig.5] The [Fig.5] is a logic diagram of a subroutine of the process of the [Fig.2], followed when the maximum electrical power that can be taken from the engine assembly at said engine assembly speed is equal to or greater than an electrical power required by the aircraft. Description of the implementation methods

[0025] As illustrated in [Fig. 1], an aircraft 1 may comprise one or more engine assemblies 2, each of which may include at least one internal combustion engine 21, in particular in the form of a gas turbine engine, comprising at least one compressor 211, one turbine 212, one combustion chamber 213 disposed in an air stream between the compressor 211 and the turbine 212, and a rotating shaft 214 mechanically connecting the compressor 211 and the turbine 212. In particular, as illustrated, such a gas turbine engine may be a fan-driven turbojet, comprising at least one further rotating shaft 215 concentric with the rotating shaft 214 and mechanically connecting another turbine 216 downstream of the turbine 212 to another compressor 217 upstream of the compressor 211, and optionally via a reduction gear 218, to a fan 219, which may be shrouded or unfaired.However, this disclosure is not limited to turbofan engines or even gas turbine engines, being also applicable to other types of gas turbine engines, such as turboprops or turboshaft engines, or even to other types of combustion engines, such as piston engines.

[0026] As also illustrated in [Fig. 1], each engine assembly 2 may also include an electric machine 22 coupled to a rotating shaft of the combustion engine, such as, for example, the rotating shaft 214. This electric machine 22 may, in particular, be a generator configured to draw electrical power from the engine assembly 2, although it may, in particular, be, as illustrated, a motor-generator that can alternatively provide electrical assistance to the engine assembly 2. This electric machine 22 may be electrically connected to an electrical network 3 of the aircraft 1, for example, through a converter 31, which may, in particular, be an AC / DC converter as illustrated. The aircraft 1 may also include one or more onboard energy storage devices 32, each also connected to the electrical network 3, for example, through a converter 33, which may, in particular, be a DC / DC converter as illustrated.These on-board energy storage devices 32 can notably take the form of batteries. Rechargeable batteries are configured to store energy electrochemically. However, other types of onboard energy storage devices are possible, either as alternatives to or in combination with rechargeable batteries, such as flywheels or supercapacitors. Furthermore, aircraft 1 may also include one or more electrical consumers 34 connected to the electrical grid 3.

[0027] As also illustrated in [Fig. 1], each engine assembly 2 may also include a control device 23 connected to the combustion engine 21 and to the electric machine 22 in order to regulate the speed of the engine assembly 2. This control device 23 may, in particular, take the form of an electronic control unit. The control device 23 may be connected to the combustion engine 21 to control, for example, its fuel supply and / or the position of variable geometry elements of the combustion engine 21, such as blades, vanes, relief valves, and / or the nozzle. In addition, the control device 23 may be connected to the electric machine 22 to control the electrical power drawn from or injected into the engine assembly 2 through the electric machine 22.Furthermore, the aircraft may include at least one other control device 35, which can be connected to the control device 23, the converters 31, 33, the on-board energy storage devices 32, and / or the electrical consumers 34, in order to regulate energy transfers through the electrical network 3. This other control device 35 may also take the form of an electronic control unit. Moreover, although the control devices 23, 35 are presented here as two separate devices, it would also be possible to combine them into a single device, and in particular into a single electronic control unit.

[0028] The control device 23 can be adapted to implement a method of regulating the speed of the engine assembly 2, in particular for idle speeds, both in flight and on the ground.

[0029] Thus, as illustrated in [Fig. 2], this control method may include a step S10 for initializing a flag F to assign it a value of zero. This step S10 may be followed by a recurrent loop comprising a step S20 for controlling the engine assembly 2 according to a setpoint speed Nc for the engine assembly 2, followed by a step S30 for determining a maximum electrical power Po>max that can be drawn from the engine assembly 2 at the engine assembly speed according to said setpoint speed Nc, as well as a step S40 for determining a current state of charge SOCc for the onboard energy storage devices 32 and a step S50 for determining a current electrical power Pr>c required by the aircraft 1. Although steps S40 and S50 are illustrated in [Fig. 2] as successive to steps S20 and S30, they could also be carried out simultaneously with these- Steps S20, S40, and S50 can be performed using respective sensors (not shown) located on the motor assembly 2 and the electrical network 3, while step S30 can, for example, be performed using a mathematical formula and / or a lookup table stored in the control device 23 and applied by it. Furthermore, filters, such as a low-pass or moving average filter, can be applied in these steps to prevent excessively abrupt or frequent changes in the operating speed setpoint Nc due to fluctuations in the power Po>max or Prc.

[0030] In a subsequent step S60 of the illustrated control procedure, the maximum electrical power Po>max that can be drawn from the engine assembly 2 is compared to the current electrical power Prc required by aircraft 1. If the maximum electrical power Po>max is less than the current electrical power Prc required by aircraft 1, a first subroutine S70 for updating the engine speed setpoint Nc can be performed. If the maximum electrical power Po>max is equal to or greater than the current electrical power Pr>c required by aircraft 1, a second subroutine S80 for updating the engine speed setpoint Nc can be performed.

[0031] As illustrated in [Fig.3], the first subroutine S70 may include a first step S710 of checking the value of the flag F. If the value of the flag F is different from "1", indicating that the maximum electrical power Po>max was not less than the current electrical power Pr>c required by the aircraft 1 or the operating regime setpoint Nc was increased during an immediately preceding cycle, the value of the current state of charge SOCc may be assigned to a reference state of charge SOCr and the value "1" assigned to the flag "F" in successive or simultaneous steps S720, S730, before proceeding to a subsequent step S740 in which a difference in state of charge ASOC between the reference state of charge SOCr and the current state of charge SOCc is calculated according to the formula ASOC= SOCr- SOCc.If the value of flag F is already "1", that is, if in the immediately preceding cycle the maximum electrical power Po>max was already less than the current electrical power Prc required by aircraft 1 and the operating regime setpoint Nc has not increased, one can proceed to step S740 of calculating the difference in state of charge ASOC without performing steps S720, S730 of assigning the value of the current state of charge SOCc to the reference state of charge SOCr and the value "1" to flag F.

[0032] Next, in a step S750, the current state of charge SOCc can be compared to an upper threshold state of charge SOCp. If the current state of charge SOCc is greater than the upper threshold state of charge SOCi, subsequent steps S751, S752 and S753 can respectively compare the difference state of charge ASOC to a difference threshold which can in particular be a first discharge threshold ASOCdi, Verify that no electrical assistance is required for the engine assembly, and verify that the engine speed setpoint Nc has not reached a threshold higher than Nr>max. Although steps S751 to S753 are shown as being performed in a specific order, they could be performed in a different order, or even simultaneously. If the ASOC state of load difference does not exceed the difference threshold, electrical assistance is required, or the engine speed setpoint Nc has already reached the upper threshold Nr>max, subroutine S70 can be completed without changing the engine speed setpoint Nc.However, if the ASOC state of charge difference exceeds the difference threshold, electric assistance is not required, and the operating speed setpoint Nc has not reached the upper threshold Nr>max, the operating speed setpoint Nc can be increased in an S760 step, and the value of the F flag can be reset to zero in an S770 step in order to trigger a reference state of charge update SOCr in the following cycle.

[0033] When this control method is specifically directed to regulate the idle speed of the engine assembly 2, the value of this idle speed setpoint Nc can take a discrete number of steps, such as three values ​​including the upper threshold Nr>max, which can be, for example, between 50 and 70% of a maximum nominal speed Nmax, a lower threshold Nr>min, which can be, for example, between 40 and 60% of the maximum nominal speed Nmax, and an intermediate level Nrjint, located between the maximum threshold Nr>max and the minimum threshold Nr>min, and which can therefore be, for example, between 45 and 65% of the maximum nominal speed Nmax. In this case, the step S760 of increasing the idle speed setpoint Nc can take the form illustrated in [Fig. 4], comprising a first substep S761 in which it is checked whether the idle speed setpoint Nc is at the lower threshold Nr>min.If the operating regime setpoint Nc is at the lower threshold Nrmin, it is increased to the intermediate level Nr>int in the following sub-step S762. Otherwise, and the operating regime setpoint Nc is therefore already at the intermediate level Nrint, it is increased to the maximum level Nr>max in the alternative sub-step S763. However, it is also possible for the operating regime Nc to be regulated according to a continuous curve, rather than by discrete steps.

[0034] If in step S750 the current state of charge SOCc is found to be equal to or less than the first state of charge threshold SOCi, subroutine S70 can proceed to step S780, in which the current state of charge SOCc is compared to a second state of charge threshold SOC2 that is lower than the first state of charge threshold SOC1. If the current state of charge SOCc remains equal to or greater than this second state of charge threshold SOC2, subsequent steps S781, S752, and S753 can respectively compare the difference in state of charge ASOC to a difference threshold, which may be, in particular, a second discharge threshold ASOCd2 that is different from the first discharge threshold ASOCdi, and verify that no electrical assistance is required for The engine assembly is checked, and the speed setpoint Nc is verified to ensure it has not reached a threshold higher than Nr>max. If the ASOC state of charge difference is greater than or equal to the difference threshold, but electric assistance is required or the speed setpoint Nc has already reached the upper threshold Nr>max, subroutine S70 can be completed without changing the setpoint for the current speed Nc. If the ASOC state of charge difference is greater than or equal to this difference threshold, electric assistance is not required, and the speed setpoint Nc has not reached the upper threshold Nr>max, the speed setpoint Nc can be increased in step S760, and the value of flag F reset in step S770 to trigger the SOCr reference state of charge update in the next cycle. If the ASOC state of charge difference does not reach this difference threshold, we can still compare the operating regime setpoint N c to the upper threshold Nr>max in an S782 step.If this maximum level Nr>max is reached, the subroutine S70 can be finalized directly, but if this upper threshold Nr>max is not yet reached, it is possible to adopt its value as the regime setpoint Nc in a step S783, and reset the value of the flag F in a step S784 before finalizing the subroutine S70 to trigger the SOCr reference load state update in the following cycle.

[0035] As illustrated in [Fig.5], the second subroutine S80, which can be performed in the case where the maximum electrical power Po>max is equal to or greater than the current electrical power Pr>c required by aircraft 1, can include a first step S810 of checking the value of flag F.If the value of flag F is not "2", indicating that the maximum electrical power Po>max was still less than the current electrical power Prc required by aircraft 1 or that the operating regime setpoint Nc was decreased in an immediately preceding cycle, the value of the current state of charge SOCc may be assigned to the reference state of charge SOCr and the value "2" assigned to flag "F" in successive or simultaneous steps S820, S830, before proceeding to a subsequent step S840 in which a difference in state of charge ASOC between the reference state of charge SOCr and the current state of charge SOCc is calculated according to the formula ASOC= SOCr- SOCc.If the value of flag F is already "2", that is, if in the immediately preceding cycle the maximum electrical power Po>max was no longer less than the current electrical power Prc required by aircraft 1 and the operating regime setpoint Nc has not decreased, one can proceed to step S840 of calculating the difference in state of charge ASOC without performing steps S820, S830 of assigning the value of the current state of charge SOCc to the reference state of charge SOCr and the value "2" to flag F.

[0036] Then, in a step S850, the current state of charge SOCc can be compared to a first threshold state of charge SOCi. If the current state of charge SOCc is greater than the At the first load state threshold SOCi, steps S860 and S861 can respectively compare the load state difference ASOC to a difference threshold, which can be, in particular, a first load threshold ASOCci, and verify that the operating temperature setpoint Nc is still above a lower threshold Nrmin. Although these steps S860 and S861 are illustrated as being executed in a certain order, they could be executed in a different order, or even simultaneously. If the load state difference ASOC does not exceed the difference threshold, or the operating temperature setpoint Nc is not above the minimum level Nr>min, subroutine S80 can be finalized without changing the operating temperature setpoint Nc.However, if the ASOC state of charge difference exceeds the difference threshold, and the operating regime setpoint Nc is still above the upper threshold Nr>max, the operating regime setpoint Nc can be decreased in an S862 step, for example by assigning it the value of the lower threshold Nr>min, and the value of the flag F can be reset to zero in an S863 step in order to trigger a reference state of charge update SOCr in the following cycle.

[0037] If in step S850 the current state of charge SOCc is found to be equal to or less than the first state of charge threshold SOCi, subroutine S80 can proceed to step S870, in which the current state of charge SOCc is compared to a second state of charge threshold SOC2 that is lower than the first state of charge threshold SOCi. If the current state of charge SOCc remains equal to or greater than this second state of charge threshold SOC2, a step S871 can be performed to compare the difference in state of charge ASOC to a difference threshold, which may be, in particular, a second state of charge threshold ASOCc2. If the difference in state of charge ASOC does not reach this difference threshold, subroutine S80 can be terminated directly.However, if the ASOC state of charge difference is equal to or greater than the difference threshold, the operating condition setpoint Nc can then be compared to the intermediate level Nr>int in step S872, and the value of this intermediate level Nr>int assigned to the operating condition setpoint Nc in a subsequent step S874 after resetting the value of flag F in an intermediate step S873 if the operating condition setpoint Nc was still greater than the intermediate level Nr>int in step S872 and therefore needs to be reduced in step S874. Thus, an update of the reference state of charge SOCr in the following cycle will be triggered following this reduction. Finally, if the ASOC state of charge difference does not reach this difference threshold, the operating condition setpoint Nc can still be compared to the upper threshold Nr>max in step S875.If this upper threshold Nr>max is reached, the subroutine S80 can be finalized directly, but if this upper threshold Nr>max is not yet reached, it is possible to adopt its value as the regime setpoint Nc in an S876 step.

[0038] Although the present invention has been described with reference to specific embodiments, it is evident that various modifications and changes These examples can be performed without departing from the general scope of the invention as defined by the claims. Furthermore, individual features of the various embodiments mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered illustrative rather than restrictive.

Claims

Demands

1. A method for regulating the engine speed of an aircraft (1) engine assembly (2), where the maximum electrical power (Po>max) that can be drawn from the engine assembly (2) at an engine assembly (2) speed according to a set speed (Nc) is less than the electrical power (Pr>c) required by the aircraft (1), the method comprising at least the following steps: - updating (S70,S80) the engine speed setpoint (Nc) of the engine assembly (2) according to a current state of charge (SOCc) of an on-board energy storage device (32), and - control (S20) of the engine assembly (2) according to the speed setpoint (Nc) of the engine assembly (2); the process being characterized in that the update (S70,S80) of the operating setpoint (Nc) comprises the following steps: - determination (S740,S840) of a difference in state of charge (ASOC) of the on-board energy storage device (32) which is a difference in the current state of charge (SOCc) of the on-board energy storage device (32) with respect to a reference state of charge (SOCr) which is a state of charge of the on-board energy storage device (32) when the maximum electrical power (Po>max) that can be drawn from the engine assembly (2) has become less than the electrical power (Pr>c) required by the aircraft (1), and - comparison of said difference in state of charge (ASOC) to a discharge threshold, in which a first value (ASOCdi) is assigned to the discharge threshold when the current state of charge (SOCc) is not less than an upper state of charge threshold (SOCi), and a second value is assigned to the discharge threshold when the current state of charge (SOCc) is less than the upper state of charge threshold (SOCi), but is not less than a lower state of charge threshold (SOC2).

2. A method according to claim 1, wherein during the update (S70) the speed setpoint (Nc) is maintained at a previous level if said difference in state of charge (ASOC) does not exceed the discharge threshold, electric assistance is required for the motor assembly (2), and / or a higher threshold (Nr>max) of the speed setpoint (Nc) is reached, and the speed setpoint (Nc) is increased if said difference in state of charge (ASOC) exceeds the discharge threshold, electric assistance is not required for the motor assembly (2), and the threshold The upper limit (Nr>max) of the setpoint (Nc) is not reached.

3. A method according to any one of claims 1 or 2, wherein the engine assembly (2) remains at an idle speed lower than a maximum rated engine assembly (2), in particular equal to or less than 70% of said maximum rated engine speed.

4. Control device (23) adapted to implement the method according to any one of claims 1 to 3.

5. A computer program comprising instructions that cause the control device of claim 4 to perform the steps of the process according to any one of claims 1 to 3.

6. Aircraft engine assembly (2) of (1) comprising a control device (23) according to claim 5, a combustion engine (21), and an electrical machine (22) configured to draw electrical power.

7. Aircraft engine assembly (2) according to claim 6, wherein the electric machine (22) is also configured to provide electrical assistance to the engine assembly (2).

8. Aircraft engine assembly (2) according to any one of claims 6 and 7, wherein the combustion engine (21) is a gas turbine engine.

9. Aircraft (1) comprising an engine assembly (2) according to any one of claims 6 to 8, and an on-board energy storage device (32) electrically connected to said electric machine (22) of the engine assembly (2).

10. Aircraft (1) according to claim 9, wherein the on-board energy storage device (32) is a rechargeable electric battery.

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