Powering a hybrid-electric powered aircraft, using a TAG

Abstract

Power supply architecture (1) for a hybrid-electric powered aircraft (0), comprising a gas turbine (2), a propulsion power system (5), and a non-propulsion power system (6); the propulsion power system (5) comprising a first AC generator (9), at least one first AC / DC converter (10), and at least one first battery (11) for powering propulsion equipment (7) of the aircraft; the non-propulsion power system (6) comprising a second AC generator (20), at least one second AC / DC converter (21), and at least one second battery (22) for powering non-propulsion equipment (8) of the aircraft. Figure 1

Description

Title of the invention: Power supply of a hybrid-electric propulsion aircraft, using a T AG

[0001] The invention relates to the field of electrical power supply for propulsion and non-propulsion equipment of hybrid-electric propulsion aircraft.

[0002] BACKGROUND OF THE INVENTION

[0003] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies both to new types of aircraft and to those in circulation requiring the implementation of technological solutions in order to make them compliant with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change. Technological research efforts have already led to very significant improvements in the environmental performance of aircraft.The Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental consequences with the aim of improving the energy efficiency of aircraft. Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible to reduce the environmental footprint of its activity.This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, and, as an essential complement to technological progress, aeronautical biofuels.

[0004] More and more aircraft manufacturers are thus offering architectures for hybrid-electric propulsion aircraft. Indeed, these architectures seem promising for reducing the carbon footprint of aircraft, particularly on "commuter" or regional aircraft with low transport capacity (typically less than 30 passengers).

[0005] Electric propulsion motors require high power to operate, for example of the order of 100 kW to 250 kW, under a high voltage, typically of the order of 800 Vdc.

[0006] Aircraft, in which an AC power network is integrated, generally carry a total power capable of supplying systems requiring powers between 50 kW and 500 kW (or even 1 MW), while low voltage DC (LV) networks have more limited on-board powers and less than 100 kW. DC networks are conventionally designed to operate at a voltage of 28 VDC, and are reserved for low powers. To date, there are no, or practically no, high voltage DC networks. As a result, there are no components capable of operating under high DC voltage and at sufficiently high powers that would meet the needs of propulsion networks.

[0007] It is therefore necessary to design new architectures to generate and transport the direct voltage and direct power required to power the aircraft's propulsion equipment. This is referred to as a "propulsion power supply network". Propulsion equipment includes, in particular, the aircraft's electric propulsion motors.

[0008] It is also necessary to design and integrate into the aircraft the power supply network for non-propulsive equipment (here we speak of the “non-propulsive power supply network”).

[0009] However, in most of the architectures envisaged today by aircraft manufacturers for electrically powered aircraft, whether hybrid or powered only by batteries, the non-propulsive power supply network is generally powered by converters which take their energy from the propulsive power supply network.

[0010] This solution, although natural for those skilled in the art, brings many constraints.

[0011] The power sources of the power supply network must therefore also carry the energy necessary for the operation of non-propulsive equipment. The additional mass (particularly when it comes to batteries) induced by this consumption balance of non-propulsive loads is significant, although often neglected by aircraft manufacturers in their initial analyses.

[0012] The constraints of non-propagation of failure from the propulsion supply network to the non-propulsion supply network (or vice versa) have a very strong impact on the design of converters.

[0013] Network quality constraints (voltage variation, harmonic content, etc.) are in fact generally higher on non-propulsion networks than on propulsion networks. This requires a high level of filtering on these converters, which tends to make them heavier.

[0014] Furthermore, the maturity of these converters is still low with regard to their capacity to be integrated into an aircraft.

[0015] In addition, the relatively high powers of non-propulsive networks (typically of the order of 100 kW to 150 kW) encourage suppliers to offer liquid-cooled converters in order to reduce mass and volume. This therefore implies the implementation of a new system, dedicated to the cooling of this equipment, which is not only expensive (to design, to manufacture) but is also heavy and bulky.

[0016] SUBJECT OF THE INVENTION

[0017] The subject of the invention is an electrical power supply architecture for aircraft: - allowing operation in hybrid mode; - reducing the constraints of oversizing the equipment of the propulsion supply network; - limiting any propagation of failure from the propulsion supply network to the non-propulsion supply network; - having reduced cost, mass and size. Summary of the invention

[0018] With a view to achieving this goal, an electrical power supply architecture is proposed, intended to be integrated into a hybrid-electric propulsion aircraft, and comprising a gas turbine, a propulsive power supply network and a non-propulsive power supply network;

[0019] the propulsion supply network comprising at least one channel comprising:

[0020] - a first AC generator mechanically connected to the gas turbine, and arranged to produce a first alternating voltage from a mechanical supply energy produced by the gas turbine;

[0021] - at least one first AC / DC converter connected to the first AC generator;

[0022] - at least one first battery;

[0023] the at least one first AC / DC converter and the at least one first battery being arranged to power propulsion equipment of the aircraft;

[0024] the non-propulsive supply network comprising:

[0025] - a second AC generator mechanically connected to the gas turbine, and arranged to produce a second alternating voltage from the mechanical power supply produced by the gas turbine;

[0026] - at least one second AC / DC converter connected to the second AC generator;

[0027] - at least one second battery;

[0028] the at least one second AC / DC converter and the at least one second battery being arranged to power non-propulsion equipment of the aircraft.

[0029] The propulsion power supply network and the non-propulsion power supply network, connected to the gas turbine, therefore have no common electrical point. The first AC generator and the second AC generator, located upstream of said networks (side turbine), are in fact mechanically connected to the turbine (for example via a power gearbox and / or via an accessory gearbox connected to said turbine), so that these networks have no electrical connection between them.

[0030] It is therefore not necessary to oversize the sources of the propulsion power supply network, since the non-propulsion power supply network is supplied by the gas turbine and by its own batteries.

[0031] Furthermore, the absence of an electrical connection between the propulsion supply network and the non-propulsion supply network makes it possible to limit the propagation of faults between these networks. It is therefore not necessary to oversize the protection means (filtering in particular) of the propulsion network to make it compatible with the requirements relating to the non-propulsion network (regulations such as MIL-STD-704, DO 160, etc.).

[0032] The invention is the result of technological research aimed at very significantly improving the performance of aircraft and, in this sense, contributes to reducing the environmental impact of aircraft.

[0033] An architecture as previously described is further proposed, in which each path of the propulsion power supply network comprises a first AC / DC converter and a first battery arranged to supply first propulsion equipment, and another first AC / DC converter and another first battery arranged to supply second propulsion equipment.

[0034] An architecture as previously described is further proposed, in which the propulsion supply network comprises a first path and a second path that are identical, the first path being arranged to supply a first set of propulsion equipment and the second path being arranged to supply a second set of propulsion equipment.

[0035] An architecture as previously described is further proposed, in which the non-propulsive power supply network comprises a DC / DC converter connected to the second AC / DC converter, the second AC / DC converter producing a medium DC voltage to implement a medium voltage power supply network supplying certain non-propulsive equipment, the DC / DC converter producing a low DC voltage from the medium DC voltage to implement a low DC voltage power supply network supplying other non-propulsive equipment.

[0036] We further propose an architecture as previously described, in which the non-propulsion power supply network comprises two second AC / DC converters both connected to the second AC generator, and two second batteries.

[0037] We further propose an architecture as previously described, the gas turbine comprising a low pressure body and a high pressure body, the first AC generator and the second AC generator being connected via a power gearbox to the low pressure body, the non-propulsive power network comprising a starter generator arranged to start the gas turbine and connected via an accessory gearbox to the high pressure body.

[0038] We further propose an architecture as previously described, in which the non-propulsion power supply network comprises a busbar and a battery connected to the generator-starter and dedicated to starting the gas turbine.

[0039] An architecture as previously described is further proposed, in which the non-propulsive power supply network further comprises a bidirectional AC / DC converter comprising a port connected to the starter-generator so that once started, the starter-generator can serve as a backup source for powering the non-propulsive equipment.

[0040] We further propose an aircraft in which an architecture as previously described is integrated.

[0041] A power supply method is further proposed using the architecture as previously described, comprising the step, when the aircraft is on the ground, of using a ground power unit to recharge the at least one first battery and the at least one second battery and to power the non-propulsion equipment.

[0042] A power supply method is further proposed as previously described, comprising the step, to implement an all-electric mode when the aircraft is in flight, of using only the at least one first battery to power the propulsion equipment and the at least one second battery to power the non-propulsion equipment.

[0043] A power supply method is further proposed as previously described, comprising the steps, for implementing a hybrid mode when the aircraft is in flight, of starting the gas turbine using electrical energy from the non-propulsive power supply network to produce mechanical starting energy applied to the input of an accessory gearbox which is connected to a high-pressure body of said gas turbine, and of using the gas turbine to at least partially power the set of propulsion equipment and the non-propulsive equipment.

[0044] The invention will be better understood in light of the following description of particular non-limiting embodiments of the invention. Brief description of the drawings

[0045] Reference will be made to the attached drawings, among which:

[0046] [Fig-1] [Fig.l] represents a power supply architecture according to a first embodiment of the invention;

[0047] [Fig.2] [Fig.2] represents a graph illustrating the charging and discharging times of the batteries for a short mission in “all electric” mode;

[0048] [Fig.3] [Fig.3] is a figure similar to [Fig.2], for a long mission in “hybrid” mode;

[0049] [Fig.4] [Fig.4] is a figure similar to [Fig.l], illustrating a phase in which the aircraft is on the ground with the ground unit connected;

[0050] [Fig.5] [Fig.5] is a figure similar to [Fig.l], illustrating a phase in which the aircraft is in “all electric” mode;

[0051] [Fig.6] [Fig.6] is a figure similar to [Fig.l], illustrating a gas turbine start-up phase in flight;

[0052] [Fig.7] [Fig.7] is a figure similar to [Fig.l], illustrating a phase in which the aircraft is in “hybrid” mode;

[0053] [Fig.8] [Fig.8] represents a power supply architecture according to a second embodiment of the invention;

[0054] [Fig.9] [Fig.9] represents a power supply architecture according to a third embodiment of the invention;

[0055] [Fig. 10] [Fig. 10] represents a power supply architecture according to a fourth embodiment of the invention;

[0056] [Fig. 11] [Fig. 11] represents a power supply architecture according to a fifth embodiment of the invention. DETAILED DESCRIPTION OF THE INVENTION

[0057] With reference to [Fig.l], the electrical power supply architecture 1 according to a first embodiment of the invention is here integrated into an aircraft 0 with hybrid-electric propulsion.

[0058] The architecture firstly comprises a gas turbine 2.

[0059] The gas turbine 2 is here a double-spool turbine comprising a first spool and a second spool. The first spool is here a spool called a “low pressure spool” (or LP spool) and the second spool is here a spool called a “high pressure spool” (or HP spool).

[0060] Architecture 1 further comprises a power gearbox 3 (PGB, for Power Gear Train) and an accessory gearbox 4 (AGB, for Accessory Gear Box).

[0061] The low pressure body of the gas turbine 2 is connected to the power gearbox 3. The high pressure body of the gas turbine 2 is connected to the accessory gearbox 4.

[0062] Architecture 1 comprises a propulsion supply network 5 and a network non-propellant power supply 6.

[0063] The propulsion power supply network 5 is intended to supply the propulsion equipment of the aircraft 0, which notably comprises electric propulsion motors 7 (used to propel the aircraft) and electrical components which produce the power supply currents supplied to the electric motors and which control said motors 7.

[0064] The non-propulsive power supply network 6 is intended to supply the non-propulsive equipment 8 of the aircraft 0. This equipment 8 includes the equipment of the environmental control system (ECS, for Environmental Control System), the wing de-icing system (EWIPS, for Electric Wing Ice Protection System), the landing gear system (L / G, for Landing Gear), the wheel braking system, essential loads (ESS loads) including essential avionics equipment, commercial loads, loads supplied with 28 VDC, flight controls, FADEC (for EU Authority Digital Engine Control) computers, etc.

[0065] The propulsion supply network 5 comprises at least one channel comprising:

[0066] - a first AC generator 9 mechanically connected to the gas turbine, and arranged to produce a first alternating voltage Val from a mechanical supply energy produced by the gas turbine 2;

[0067] - at least one first AC / DC converter 10 connected to the first AC generator 9 ;

[0068] - at least one first IL battery

[0069] The at least one first AC / DC converter 10 and the at least one first battery 9 are arranged to power propulsion equipment of the aircraft.

[0070] The propulsion equipment comprises a first set of propulsion equipment 7a and a second set of propulsion equipment 7b.

[0071] The propulsion supply network 5 here comprises a first channel 5a and a second channel 5b.

[0072] The first channel 5a comprises a first AC / DC converter 10a and a first battery 11a arranged to power first propulsion equipment of the first set of propulsion equipment 7a, and another first AC / DC converter 10b and another first battery 11b arranged to power second propulsion equipment of the first set of propulsion equipment 7a.

[0073] Similarly, the second channel 5b comprises a first AC / DC converter 10a and a first battery 11a arranged to power first propulsion equipment of the second set of propulsion equipment 7b, and another first AC / DC converter 10b and another first battery 11b arranged to power second propulsion equipment of the second set of propulsion equipment 7b.

[0074] In each channel 5a, 5b, the first AC generator 9 here generates an apparent power of 500 kVa.

[0075] In each path 5a, 5b, the input of the first AC generator 9 is connected via the power gearbox 3 to the low pressure body of the gas turbine 2.

[0076] The output of the first AC generator 9 is connected to a busbar 12 (AC) to which a high alternating voltage (Val) is applied, here equal to 350 Vac, and on which a high alternating power circulates.

[0077] The term "busbar" is equivalent to the terms "bus bar" or "bus bar", and designates, according to the definition given by the International Electronic Commission, a low impedance conductor to which several electrical circuits can be connected at separate points.

[0078] Each channel 5a, 5b further comprises first connection means 14 (comprising at least one connector of any type) to a battery charging device which produces an alternating charging voltage (high voltage). The charging device is for example integrated into the conventional ground power unit (GPU).

[0079] This alternating charging voltage is applied to the busbar 12.

[0080] In each channel 5a, 5b, the input of the first AC / DC converter 10a is connected to the busbar 12. Similarly, the input of the first AC / DC converter 10b is connected to the busbar 12.

[0081] The output of the first AC / DC converter 10a is connected to a busbar 17 (HV DC, for High Voltage Direct Current) to which a high direct voltage (here 800 Vdc) is applied and on which a high direct power flows. Similarly, the output of the first AC / DC converter 10b is connected to a busbar 18 (HV DC).

[0082] The first battery 11a comprises a port connected to the busbar 17. The first battery 11b comprises a port connected to the busbar 18.

[0083] It is noted here that we will speak of “port” to designate the interface of a component with bidirectional operation, which is therefore both an input and an output. We also note that certain components which are used here in monodirectional, and therefore for which we use the terms “input”, “output”, could very well be bidirectional components (and vice versa, in the event of modification of the architectures presented, covered by the invention).

[0084] In the first channel 5a, the motor 7a1 and the motor 7a2 are powered via the busbar 17 (HV). The motor 7a3 and the motor 7a4 are powered via the busbar 18 (HV).

[0085] In the second channel 5b, the motor 7b1 and the motor 7b2 are powered via the busbar 17 (HV). The motor 7b3 and the motor 7b4 are powered via the busbar 18 (HV).

[0086] The current drawn on each first AC / DC converter 10 is typically 500 A.

[0087] It is noted here that the motors 7al, 7a2, 7b3, 7b4 each drive a single propeller, while the motors 7a3 and 7a4 together drive the same propeller, and the motors 7b1 and 7b2 together drive the same propeller.

[0088] The non-propulsive supply network 6 comprises:

[0089] - a second AC generator 20 mechanically connected to the gas turbine 2, and arranged to produce a second alternating voltage Va2 from the mechanical supply energy produced by the gas turbine 2;

[0090] - at least one second AC / DC converter 21 connected to the second generator AC;

[0091] - at least one second battery 22.

[0092] The at least one second AC / DC converter 21 and the at least one second battery 22 are arranged to power non-propulsive equipment 8 of the aircraft 0.

[0093] Here, the non-propulsion power supply network comprises two second AC / DC converters 21a, 21b both connected to the second AC generator 20, and two second batteries 22a, 22b.

[0094] The second AC generator 20 here generates an apparent power of 500 kVa.

[0095] The second AC generator 20 is also connected via the gearbox of power 3 to the low pressure body of gas turbine 2.

[0096] The non-propulsive power supply network 6 further comprises a generator-starter 23 comprising a port connected via the accessory gearbox 4 to the high-pressure body of the gas turbine 2.

[0097] The output of the second AC generator 20 is connected to a busbar 24 (Transfer Bus) on which a high alternating voltage is applied and on which a high alternating power flows.

[0098] The network 6 further comprises connection means 25 (comprising at least one connector of any type) to the park group. The group produces an alternating voltage of 115 Vac / 400 Hz. This voltage is applied to the bubar 24.

[0099] The input of the second AC / DC converter 21a is connected to the busbar 24. The input of the second AC / DC converter 21b is connected to the busbar 24

[0100] Each second AC / DC converter 21 converts a high alternating voltage into a medium direct voltage.

[0101] The network 6 further comprises a busbar 26a (MAIN MVDC T) and a busbar 26b (MAIN MVDC2\ which are connected to each other.

[0102] The output of the second AC / DC converter 21a and a port of the second battery 22a are connected to the busbar 26a. The output of the second AC / DC converter 21b and a port of the second battery 22b are connected to the busbar 26b.

[0103] The medium direct voltage (270 Vdc or 540 Vdc for example) is applied to the busbars 26a, 26b, and a medium direct power flows on the busbars 26a, 26b.

[0104] Network 6 therefore implements a medium voltage DC power supply network.

[0105] All the non-propulsion equipment previously mentioned is powered via the two busbars 26a, 26b, and therefore by the medium voltage DC power supply network (equipment 8a), except the flight controls, the FADEC computers and the essential avionics equipment (equipment 8b).

[0106] The network 6 further comprises a DC / DC converter 29a having an input connected to the busbar 26a, and a DC / DC converter 29b having an input connected to the busbar 26b.

[0107] Each DC / DC converter 29a, 29b converts a medium DC voltage into a low DC voltage.

[0108] The network 6 further comprises a busbar 30a (MAIN EVDC1), a busbar 30b (MAIN LVDC2), an auxiliary busbar 31 (EMER EVDC) and a third battery 32 having a port connected to the busbar 31.

[0109] Busbar 30a is connected to busbar 31 which is connected to busbar 30b.

[0110] The DC / DC converter 29a has an output connected to the busbar 30a. The DC / DC converter 29b has an output connected to the busbar 30b.

[0111] Network 6 therefore implements a low-voltage DC power supply network.

[0112] The flight controls, the FADEC computers and the essential avionics equipment (equipment 8b) are powered via the busbars 30a, 30b, 31 and therefore by the low voltage DC power supply network.

[0113] The third battery 32 is connected to a port of the starter-generator 23 via the busbar 31.

[0114] The proposed architecture allows the aircraft to operate in both "all-electric" and "hybrid" mode. In all-electric mode, only the batteries are used. The non-propulsive power supply network carries its own energy, which means that converters do not need to be installed between the propulsive and non-propulsive networks.

[0115] It should be noted that the technologies used for the components mentioned can be arbitrary. For example, with regard to the pairs “first AC generator and first AC / DC converter” and “second AC generator and second AC / DC converter”, the only constraint on each pair is to be able to regulate the output voltage. The following solutions can therefore be considered:

[0116] - Permanent magnet machine (for the generator), and active rectifier (for the converter);

[0117] - Three-stage machine, and passive rectifier;

[0118] - Machine with controlled inductor and passive rectifier.

[0119] In all-electric mode, with reference to [Fig. 2], the aircraft is first parked. The aircraft's electrical system is powered up. The batteries are charged. When the batteries are fully charged, taxiing begins. The aircraft takes off, flies at its cruising altitude. Then, the descent begins. Following the descent, the aircraft lands, rolls to the parking area and then is stopped. The batteries are charged between times T1 and T2. The batteries discharge between times T2 and T7.

[0120] In hybrid mode, with reference to [Fig.3], the gas turbine starts following the end of battery charging. The batteries discharge until the end of the climb (between times T3 and T5), then recharge in the cruise phase (from T5).

[0121] With reference to [Fig.4], when the aircraft is on the ground, the ground unit is connected to the connection means 14 and 25 to recharge the first batteries 11, the second batteries 22 and the third battery 32, and to power all the non-propulsion equipment 8.

[0122] The recharging is carried out through the first AC / DC converters 10 and the second AC / DC converters 21. The electrical power flows according to the arrows F.

[0123] In Figures 4 to 7, the hatched parts of the architecture are inactive or not powered.

[0124] With reference to [Fig.5], in all-electric mode, when the aircraft is in flight, only the first batteries 11a, 11b are used to power the propulsion equipment 7, and the second batteries 22a, 22b are used to power the non-propulsion equipment 8.

[0125] The quantity of energy on board is that required for the mission, with reserves for diversions.

[0126] With reference to [Fig.6], in hybrid mode, when the aircraft is in flight, the generator-starter 23 is first powered by the third battery 32. The generator-starter 23 then starts the gas turbine 2.

[0127] Electrical energy from the network 6 is therefore used to produce mechanical starting energy (generated by the generator-starter 23) applied to the input of the accessory gearbox 4 which is connected to the high-pressure body of the gas turbine 2.

[0128] Then, with reference to [Fig.7], the gas turbine 2 is used to at least partially power the propulsion equipment 7 and the non-propulsion equipment 8.

[0129] The gas turbine 2 also recharges the first batteries 11a, 11b, the second batteries 22a, 22b and the third battery 32.

[0130] The gas turbine 2 is therefore sized to provide the propulsive power corresponding to cruising, as well as the power necessary for the non-propulsive loads, with also a capacity to charge the batteries in flight (propulsive and non-propulsive). pulsives).

[0131] The constitutive principle of this architecture is based on a complete segregation of the propulsive and non-propulsive networks.

[0132] As seen, the propulsion power supply network includes a series hybridization system with 4 segregated High Voltage DC (HVDC) channels to manage the distribution of energy required for the mission between battery and generator sources. For “all-electric” missions, the generators will be disconnected.

[0133] The number of channels can be adapted between 1 and N depending on the power required to fly the aircraft, and technological limitations which may limit the maximum power which can pass through a channel.

[0134] The non-propulsive supply network comprises:

[0135] - a serial hybridization system with 2 Medium Voltage DC (MVDC) channels segregated to manage the distribution of energy required for the mission between battery and generator sources. For “all-electric” missions, the generators will be disconnected;

[0136] - three independent Low Voltage DC (LVDC) bars in flight, allowing to respond to the power supply of critical loads, which must be redundant. On an electric aircraft, critical loads will be present on the non-propulsion network (flight controls, electric braking, essential avionics, etc.).

[0137] With reference to [Fig.8], the architecture according to a second embodiment of the invention 101 is integrated into an aircraft 100 and is similar to architecture 1, except that the network further comprises a busbar 140 and a fourth battery 141 connected to the generator-starter 123 and dedicated to starting the gas turbine 102. In [Fig.8], “100” is added to the references of the elements which are identical to those of [Fig.1] and which are not mentioned again in the description.

[0138] The fourth battery 141 has a port connected to the busbar 140, which is itself connected to a port of the starter-generator 123.

[0139] When the gas turbine 102 starts, the busbar 130b and the busbar 131 are disconnected from the busbar 140 so as not to pollute the loads on these busbars. When the turbine 102 is in operation, the busbars 130b and 131 are possibly reconnected to the busbar 140.

[0140] This variant makes it possible to increase the reliability of the start-up of the gas turbine 102.

[0141] With reference to [Fig. 9], the architecture according to a third embodiment of the invention 201 is integrated into an aircraft 200 and is similar to architecture 1 except that this time, the aircraft 200 comprises four electric propulsion motors 207 and not eight motors. In [Fig. 9], “200” is added to the references of the elements which are identical to those of [Fig. 1] and which are not mentioned again in the des- description.

[0142] The motors 207al and 207a2 are respectively connected to the busbar 217 and to the busbar 218 of the first channel 205a of the propulsion supply network 205. The motors 207b 1 and 207b2 are respectively connected to the busbar 217 and to the busbar 218 of the second channel 205b of the propulsion supply network 205.

[0143] In this embodiment, the propulsion engines 207 are more powerful and may require liquid cooling.

[0144] With reference to [Fig. 10], the architecture according to a fourth embodiment of the invention 301 is integrated into an aircraft 300. In [Fig. 10], “300” is added to the references of the elements which are identical to those of [Fig.l] and which are not mentioned again in the description.

[0145] Compared to architecture 1, the non-propulsion power supply network 306 additionally comprises a busbar 350 (Start / ESS) and a third AC / DC converter 351.

[0146] The third AC / DC converter 351 converts a high AC voltage into a low DC voltage (28 Vdc). The third AC / DC converter 351 is bidirectional (it can produce a DC voltage from an AC voltage, and vice versa).

[0147] Busbar 350 is connected to a port of generator-starter 323.

[0148] The input of the third AC / DC converter 351 is connected to the busbar 350. The output of the third AC / DC converter 351 is connected to the busbar 331 (itself connected to a port of the third battery 332).

[0149] Furthermore, the second AC / DC converters 321a and 321b are bidirectional.

[0150] In this variant, the gas turbine 302 can be started in the following manner. The second batteries 322a, 322b produce a medium DC voltage, which is applied to the busbars 326a, 326b (MAIN MVDC1 and MAIN MVDC2) and therefore to the “DC” port of each second AC / DC converter 321a, 321b.

[0151] Each second AC / DC converter 321a, 321b generates a high AC voltage that is applied to the busbar 350 and to a port of the starter-generator 323 which starts the gas turbine 302 via the accessory gearbox 304 and the high pressure body of the gas turbine 302.

[0152] Once the gas turbine 302 has started, the starter-generator 323 can be used as a backup source to supply the low-voltage DC power supply network and therefore the non-propulsion equipment 308b supplied with low-voltage DC. The energy then travels via the busbar 350 and the third AC / DC converter 351.

[0153] With reference to [Fig. 11], the architecture according to a fifth embodiment of the invention 401 is integrated into an aircraft 400. In [Fig. 11], “400” is added to the references of the elements which are identical to those of [Fig.l] and which are not mentioned again in the description.

[0154] Compared to architecture 1, the non-propulsive power supply network 406 additionally comprises a busbar 450 (Starter / generator), a fourth AC / DC converter 460, a fourth battery 461 and a busbar 462.

[0155] A high alternating voltage is applied to the busbar 450, and a high alternating power flows on this busbar 450.

[0156] Busbar 450 is connected to a port of generator-starter 423.

[0157] The fourth AC / DC converter 460 converts a high alternating voltage into a continuous medium voltage.

[0158] The input of the fourth AC / DC converter 460 is connected to the busbar 450. The output of the fourth AC / DC converter 460 is connected to the busbar 462, itself connected to a port of the fourth battery 461.

[0159] A medium DC voltage is applied to the busbar 462, and a medium DC power flows on this busbar 462.

[0160] Busbar 462 is connected to busbars 426a and 426b.

[0161] Furthermore, the second AC / DC converters 421a, 421b are bidirectional.

[0162] The busbar 462, which is added to the medium voltage DC power supply network, is dedicated to supplying the essential loads 408b with medium voltage DC. The distributed power is typically 20 kW.

[0163] As in [Fig. 10], the gas turbine 402 can be started using a medium direct voltage present on the busbars 426a, 426b. The alternating power used for starting the turbine 402 and produced by the second AC / DC converters 421a, 421b is typically 15 kW for each second AC / DC converter 421a, 421b.

[0164] The second AC / DC converters 421a, 421b also produce DC power to supply the DC medium voltage and DC low voltage power supply networks. Each second AC / DC converter 421a, 421b produces power typically equal to 70 kW.

[0165] The constituent principles of the architecture according to the different embodiments are as follows:

[0166] - a total electrical separation between the propulsion network and the non-propulsion network;

[0167] - controlling battery charging while guaranteeing network stability electric for the propulsion system;

[0168] - an optimization of the masses according to the level of hybridization;

[0169] - the generation of 3 independent LVDC (Low Voltage Direct Current) networks in normal flight configuration.

[0170] The architecture therefore allows:

[0171] - to minimize failure cases and ensure better network availability low voltage;

[0172] - to ensure the stability of high voltage networks regardless of the level of hybridization while limiting the mass and number of components on the network;

[0173] - to cover failure cases thanks to possible reconfigurations;

[0174] - to use “classic” generators commonly used for systems ATA24 in civil aviation, and therefore conventional loads.

[0175] The proposed architecture therefore addresses the following problems:

[0176] - reduce the constraints of oversizing propulsion network equipment having to carry non-propulsive functions (subject to regulations such as MIL-STD-704, DO 160, etc.);

[0177] - limit any propagation of failure from the propulsion supply network to the network non-propulsive power supply (and conversely: no more impact of a short circuit of a non-propulsive load on the propulsion network);

[0178] - eliminate unwanted injections of HVDC voltage into MVDC networks and LVDC;

[0179] - enable operation in hybrid mode;

[0180] - start the gas turbine in all ground and flight phases;

[0181] - recharge the batteries in flight;

[0182] - manage cases of dimensioning failures,

[0183] - provide 3 or 4 independent low voltage power supplies to the computers housing critical functions.

[0184] The architecture also offers an advantage in terms of mass balance compared to converter-based architectures. Indeed, the generators have a higher power density than the converters.

[0185] Of course, the invention is not limited to the embodiments described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0186] All numerical values ​​provided herein, and in particular the voltage, current, power values, are provided as examples and could be different.

[0187] The number of first channels could be different from that described here, as could the number of components per channel: generator, converter, battery, etc.

Claims

Claims

1. Electrical power supply architecture (1), intended to be integrated into a hybrid-electric propulsion aircraft (0), and comprising a gas turbine (2), a propulsive power supply network (5) and a non-propulsive power supply network (6); the propulsive power supply network comprising at least one channel (5a, 5b) comprising: - a first AC generator (9) mechanically connected to the gas turbine, and arranged to produce a first alternating voltage (Val) from mechanical power supply energy produced by the gas turbine; - at least one first AC / DC converter (10) connected to the first AC generator; - at least one first battery (11); the at least one first AC / DC converter and the at least one first battery being arranged to supply propulsion equipment (7) of the aircraft;the non-propulsive power supply network (6) comprising: - a second AC generator (20) mechanically connected to the gas turbine, and arranged to produce a second alternating voltage (Va2) from the mechanical power supply energy produced by the gas turbine; - at least one second AC / DC converter (21) connected to the second AC generator; - at least one second battery (22); the at least one second AC / DC converter and the at least one second battery being arranged to supply non-propulsive equipment (8) of the aircraft.;

2. Architecture according to claim 1, in which each path of the propulsion power supply network comprises a first AC / DC converter (10a) and a first battery (11a) arranged to power first propulsion equipment (7a1, 7a2), and another first AC / DC converter (10b) and another first battery (11b) arranged to power second propulsion equipment (7a3, 7a4).

3. Architecture according to one of the preceding claims, in which the propulsion supply network (5) comprises a first path (5a) and a second path (5b) which are identical, the first path being arranged for supplying a first set of propulsion equipment (7a) and the second channel being arranged to supply a second set of propulsion equipment (7b).

4. Architecture according to one of the preceding claims, in which the non-propulsive power supply network (6) comprises a DC / DC converter (29) connected to the second AC / DC converter (21), the second AC / DC converter producing a medium DC voltage to implement a medium voltage power supply network supplying certain non-propulsive equipment (8a), the DC / DC converter producing a low DC voltage from the medium DC voltage to implement a low DC voltage power supply network supplying other non-propulsive equipment (8b).

5. Architecture according to one of the preceding claims, in which the non-propulsive power supply network (6) comprises two second AC / DC converters (21a, 21b) both connected to the second AC generator (20), and two second batteries (22a, 22b).

6. Architecture according to one of the preceding claims, the gas turbine comprising a low pressure body and a high pressure body, the first AC generator (9) and the second AC generator (20) being connected via a power gearbox (3) to the low pressure body, the non-propulsive power network comprising a starter-generator (23) arranged to start the gas turbine and connected via an accessory gearbox (4) to the high pressure body.

7. Architecture according to claim 6, in which the non-propulsion power network comprises a busbar (140) and a battery (141) connected to the starter-generator (123) and dedicated to starting the gas turbine.

8. The architecture of claim 6 or 7, wherein the non-propulsion power network further comprises a bidirectional AC / DC converter (351) comprising a port connected to the starter-generator (323) such that once started, the starter-generator can serve as a backup source to power the non-propulsion equipment.

9. Aircraft in which an architecture according to one of the preceding claims is integrated.

10. A power supply method using the architecture (1) according to one of the claims- indications 1 to 8, comprising the step, when the aircraft is on the ground, of using a ground power unit to recharge the at least one first battery (11) and the at least one second battery (22) and to power the non-propulsion equipment (8).

11. A power supply method according to claim 10, comprising the step, to implement an all-electric mode when the aircraft is in flight, of using only the at least one first battery (11) to power the propulsion equipment (7) and the at least one second battery to power the non-propulsion equipment (8).

12. A power supply method according to one of claims 10 or 11, comprising the steps, to implement a hybrid mode when the aircraft is in flight, of starting the gas turbine (2) using electrical energy from the non-propulsive power supply network to produce mechanical starting energy applied to the input of an accessory gearbox (4) which is connected to a high-pressure body of said gas turbine, and of using the gas turbine to at least partially power the set of propulsive equipment and the non-propulsive equipment.

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