Aircraft power supply network and associated aircraft

Abstract

Power supply network of an aircraft and associated aircraft The present invention relates to a power supply network (20) of an aircraft (10) comprising a first engine (21) and a second engine (22), a first and a second set of loads (105, 106), an auxiliary electrical source (41), a first electrical machine (31), connected to the first engine (21), a first converter (51), connected to the first electrical machine (31), a first interconnection bus (53), connected to the first converter by a first primary switch (52) and to the first set of loads, a second electrical machine (32), connected to the second engine, a second converter (61), a second interconnection bus (63), connected to the second converter by a second primary switch (62) and to the second set of loads, a sharing bus (45), connected to the first interconnection bus by a first inter-bus switch (91),connected to the second interconnection bus by a second inter-bus switch (92) and connected to the auxiliary electrical source. Figure for abstract: Figure 1,

Description

Title of the invention: Aircraft power supply network and associated aircraft

[0001] The present invention relates to a power supply network for an aircraft, as well as the associated aircraft.

[0002] It is known to integrate into aircraft electrical networks which are used for example to supply electricity to the aircraft, for example to ensure motor functions of the aircraft, to electrically start engines of the aircraft or to hybridize the engines of the aircraft. It is also known to equip aircraft with electrical power supply networks to distribute electricity produced from the engines to loads on board the aircraft. However, combining these functions means a large number of networks to be integrated into the aircraft, as well as a complex architecture, which is not very optimized and which incorporates a large number of electrical devices such as converters.

[0003] The aim of the invention is then to propose a power supply network whose architecture is simple and which combines electricity distribution functions and motor functions in a reversible manner.

[0004] To this end, the invention relates to a power supply network for an aircraft comprising: - a first engine and a second engine; - a first set of charges and a second set of charges; - an auxiliary electrical source; - a first electric machine, mechanically connected to the first motor; - a first converter, connected to the first electrical machine; - a first interconnection bus, connected on the one hand to the first converter by a first primary switch and on the other hand to the first set of loads; - a second electric machine, mechanically connected to the second motor; - a second converter; - a second interconnection bus, connected on the one hand to the second converter by a second primary switch and on the other hand to the second set of loads; and - a sharing bus, connected to the first interconnection bus by a first inter-bus switch, connected to the second interconnection bus by a second inter-bus switch and connected to the auxiliary power source.

[0005] Thanks to the invention, it is possible to embed a power supply network making it possible to obtain functions of distribution of electricity, produced by the motors and which is used to supply the load sets, and to obtain motor functions, for example the starting or hybridization of the motors from the auxiliary electrical source, with a single power supply network. The number of components is thus limited, in particular the number of converters and electrical machines, since they are used both to provide mechanical torque to the motors and to supply the load sets. The switches ensure the isolation of the components in the event of a failure, and make it possible to configure the power supply network according to the needs of a user: supply of the load sets, or supply of the motor.

[0006] According to other advantageous aspects of the invention, the supply network comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations:

[0007] - The network includes: - a first additional converter, and a second additional converter connected respectively to the first electrical machine and to the second electrical machine; - a first additional interconnection bus and a second additional interconnection bus, connected respectively to the first additional converter by a first additional primary switch and to the second additional converter by a second additional primary switch; and - a first set of additional loads and a second set of additional loads, connected respectively to the first additional interconnection bus and to the second additional interconnection bus.

[0008] - The first and second electrical machines comprise first and second independent windings respectively and the first and second converters are connected to the first windings respectively of the first and second electrical machines and the first and second additional converters are connected to the second windings respectively of the first and second electrical machines.

[0009] - The first and second additional interconnection buses are directly and only connected respectively to the first interconnection bus by a first intergroup switch and to the second interconnection bus by a second intergroup switch.

[0010] - A first distribution bus and a second distribution bus, connected res respectively to the first interconnection bus by a first secondary switch and to the second interconnection bus by a second secondary switch and connected respectively to the first set of loads and to the second set of loads.

[0011] - The network further comprises a first additional distribution bus and a second additional distribution bus, the first and second additional distribution buses being connected respectively only: - to the first distribution bus by a third intergroup switch, and to the second distribution bus by a fourth intergroup switch; - to the first set of additional charges and to the second set of additional charges; and - to the first additional interconnection bus by a first additional secondary switch, and to the second additional interconnection bus by a second additional secondary switch.

[0012] - Two converters among the first converter, the second converter, the first additional converter and second additional converter are voltage inverters and two converters are current inverters.

[0013] - The first and second electrical machines are each a machine electric among an asynchronous machine, a synchronous machine and a variable reluctance machine.

[0014] - The first and second interconnection buses are connected to the source auxiliary electricity only through the sharing bus.

[0015] - The network further comprises a first battery and a second battery, connected respectively to the first interconnection bus and to the second interconnection bus.

[0016] - The network further comprises a first charge converter and a second load converter, connected on the one hand respectively to the first interconnection bus and to the second interconnection bus and on the other hand respectively to the first set of loads and to the second set of loads.

[0017] - The network is configured to be in a startup configuration, in which : - the first primary switch and the first inter-bus switch are closed; and

[0018] the first electrical machine is powered by the auxiliary electrical source so that the first electrical machine generates a mechanical torque.

[0019] - The network is configured to be in a power configuration, in which : - the first primary switch and the first secondary switch are closed; and - the first electric machine converts a mechanical torque supplied by the first motor into an electric current.

[0020] The invention also relates to an aircraft comprising a power supply network according to what has been described above.

[0021] According to other advantageous aspects of the invention, the aircraft further comprises:

[0022] - an avionics functions network and a flight control network, connected to at least one electric machine different from the first and second electric machines, driven by one of the first and second motors.

[0023] The invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0024] - [Fig.l] [Fig.l] is a schematic representation of an aircraft according to the invention;

[0025] - [Fig.2] [Fig.2] is a diagram of a power supply network according to the invention in a first startup configuration;

[0026] - [Fig.3] [Fig.3] is a diagram of the power supply network of [Fig.2] in a second boot configuration;

[0027] - [Fig.4] [Fig.4] is a diagram of the power supply network of [Fig.2] in a power configuration;

[0028] - [Fig.5] [Fig.5] is a diagram of the power supply network of [Fig.2] in a fault configuration;

[0029] - [Fig.6] [Fig.6] is a diagram of a power supply network according to a second embodiment of the invention; and

[0030] - [Fig.7] [Fig.7] is a diagram of a power supply network according to a third mode of carrying out the invention.

[0031] [Fig.l] represents an aircraft 10, comprising a power supply network 20. The aircraft is for example an airplane or a drone. The power supply network 20 comprises a first motor 21, a second motor 22, each being mechanically connected to a first electrical machine 31 and a second electrical machine 32.

[0032] The first and second engines 21 and 22 are the engines propelling the aircraft 10, in particular when the aircraft is in flight and are for example turbojets.

[0033] Each motor 21, 22 is mechanically connected respectively to the first electrical machine 31 and to the second electrical machine 32. Each electrical machine 31, 32 is configured to convert an electrical current into mechanical force, advantageously into a mechanical torque to the corresponding motor 21, 22 to which it is connected, and is also configured to convert a force mechanical, advantageously a mechanical torque received from the corresponding motor 21, 22, into an electric current. Each electrical machine 31, 32 is for example an electric motor, powered either by an electric current to provide a torque, or by a torque to provide electricity.

[0034] Advantageously, the electric current produced by the electrical machines 31 and 32 is a three-phase alternating current. The first and second electrical machines 31 and 32 are, for example, of the asynchronous, synchronous, or variable reluctance type. The first and second electrical machines 31 and 32 are advantageously identical.

[0035] In the example of the figures, the electrical machines 31 and 32 are machines comprising several windings, they are also called multi-way or star. The electrical machines 31 and 32 are electrical machines with two windings, the windings 35 and 37 for the first electrical machine and the windings 36 and 38 for the second electrical machine 32, shown schematically in the figures. Each winding 35, 36, 37, 38 advantageously comprises three phases to produce or receive three-phase current.

[0036] The power supply network 20 comprises an auxiliary electrical source 41 connected to the sharing bus 45 for its power supply.

[0037] The auxiliary electrical source 41 comprises a battery 41a and an auxiliary power unit 41b. Advantageously, the battery 41a is configured to supply high voltage direct current, for example, the voltage of which is equal to 270 V. The battery 41a is advantageously connected to the sharing bus 45 via a first sharing switch 42. The auxiliary power unit 41b is for example a motor coupled to an electric machine supplying direct current, or according to another example, a motor coupled to an electric machine configured to produce alternating current, itself connected to an AC-DC converter not shown. The auxiliary power unit 41b is advantageously connected to the sharing bus 45 via a second sharing switch 43. The auxiliary power unit 41b is, as shown in the figures, a motor coupled to an electric machine in order to produce electricity.Particularly advantageously, the battery 41a is configured to be recharged from a ground power unit providing direct current, and the engine of the auxiliary power unit 41b is configured to be started from a ground power unit providing alternating current.

[0038] The supply network 20 comprises a first distribution group 50, a second distribution group 60 and, particularly advantageously, a first additional distribution group 70 and a second additional distribution group 80. The first distribution group 50 and the first distribution group Additional distribution group 70 are connected to the first electrical machine 31, more particularly to the first winding 35 and to the second winding 37, respectively. The second distribution group 60 and the second additional distribution group 80 are connected to the second electrical machine 32, more particularly to the first winding 36 and to the second winding 38, respectively.

[0039] The power supply network 20 further comprises electrical loads, here two sets of loads 105, 106, and two sets of additional loads 107 and 108, connected respectively to the first distribution group 50, to the second distribution group 60, to the first additional distribution group 70 and to the second additional distribution group 80.

[0040] Each distribution group 50, 60, 70 and 80 comprises a converter, respectively a first converter 51, a second converter 61, a first additional converter 71 and a second additional converter 81 and an interconnection bus, respectively a first interconnection bus 53, a second interconnection bus 63, a first additional interconnection bus 73 and a second additional interconnection bus 83.

[0041] The first and second converters 51, 61 are connected to the first windings 35 and 36 respectively, and the first and second additional converters 71 and 81 are connected to the second windings 37 and 38, respectively. The converters 51, 61, 71 and 81 are reversible converters, i.e. capable of producing direct current when supplied with alternating current, and alternating current when supplied with direct current. Two converters among the converters 51, 61, 71 and 81 are advantageously current inverters, and two others are voltage inverters. For example, the first and second converters 51 and 61 are voltage inverters and the first and second additional converters 71 and 81 are current inverters. Alternatively, converters 51, 61, 71 and 81 are all voltage inverters, or all current inverters.Converters 51, 61, 71 and 81 are advantageously AC-DC converters.

[0042] Each interconnection bus 53, 63, 73 and 83 is respectively connected to the first converter 51, to the second converter 61, to the first additional converter 71 and to the second additional converter 81.

[0043] The converters 51, 61, 71 and 81 are connected respectively to the first interconnection bus 53, to the second interconnection bus 63, to the first additional interconnection bus 73 and to the second additional interconnection bus 83 by means of primary switches, at the rate of one primary switch per converter 51, 61, 71 and 81, respectively a first primary switch 52, a second primary switch 62, a first additional primary switch 72 and a second additional primary switch 82. Each first interconnection bus 53, 63, 73 and 83 is thus isolated or connected to the converter 51, 61, 71 and 81 belonging to the same distribution group 50, 60, 70 or 80.

[0044] In a particularly advantageous manner, each distribution group 50, 60, 70, 80 further comprises a distribution bus, respectively a first distribution bus 55, a second distribution bus 65, a first additional distribution bus 75 and a second additional distribution bus 85.

[0045] Advantageously, the interconnection buses 53, 63, 73, 83 are connected respectively to the first set of loads 105, to the second set of loads 106, to the first set of additional loads 107 and to the second set of additional loads 108 via respectively the first distribution bus 55, the second distribution bus 65, the first additional distribution bus 75 and the second additional distribution bus 85.

[0046] In a variant not shown, the sets of loads 105, 106, 107 and 108 are respectively connected directly to the interconnection buses 53, 63, 73 and 83. According to another variant not shown, the sets of loads 105, 106, 107 and 108 are connected to the interconnection buses 53, 63, 73 and 83 via respectively the first distribution bus 55, the second distribution bus 65, the first additional distribution bus 75 and the second additional distribution bus 85, and in addition, additional loads are also connected directly to the interconnection buses 53, 63 and / or to the additional interconnection buses 73 and 83.

[0047] Each distribution bus 55 and 65 is connected to the interconnection bus 53 and 63 of the same distribution group 50 and 60 by a first and a second secondary switch 54, 64 respectively, and each additional distribution bus 75 and 85 is connected to the additional interconnection bus 73 and 83 of the same additional distribution group 70 and 80 by a first and a second additional secondary switch 74 and 84 respectively. Each interconnection bus 53, 63, 73 and 83 is connected respectively to the set of loads 105, 106, 107 and 108.

[0048] The first additional interconnection bus 73 is connected to the first interconnection bus 53 via a first intergroup switch 57. Advantageously, the first additional interconnection bus 73 is connected to the first interconnection bus 53 directly via the first intergroup switch 57.

[0049] The second additional interconnection bus 83 is connected to the second interconnection bus 63 via a second intergroup switch 67. Advantageously, the second additional interconnection bus 83 is connected to the second interconnection bus 63 directly via the second intergroup switch 67.

[0050] In a particularly advantageous manner, the first additional distribution bus 75 is connected to the first distribution bus 55 via a third intergroup switch 58 and the second additional distribution bus 85 is connected to the second distribution bus 65 via a fourth intergroup switch 68.

[0051] The first and second interconnection buses 53 and 63 are also connected to the sharing bus 45 by a first inter-bus switch 91 and a second inter-bus switch 92 respectively.

[0052] Particularly advantageously, the first interconnection bus 53 is only connected to the sharing bus 45, to the first converter 51, to the first additional interconnection bus 73, and to the first distribution bus 55, and is connected to these only by the switches 91, 52, 57 and 54 respectively and the first additional interconnection bus 73 is only connected to the first additional converter 71, to the first interconnection bus 53 and to the first additional distribution bus 75, and is connected to these only by the switches 72, 57 and 74 respectively.The first distribution bus 55 is advantageously connected only to the first interconnection bus 53 and to the first additional distribution bus 75, and is connected to these only by the switches 54 and 58 respectively, and the first additional distribution bus 75 is connected only to the first distribution bus 55 and to the first additional interconnection bus 73 and is connected to these only by the switches 58 and 74 respectively.

[0053] The same applies to the second distribution buses 65 and 85.

[0054] Thus, the first interconnection buses 53 and 73 and distribution buses 55 and 75 on the one hand, and the second interconnection buses 63 and 83 and distribution buses 65 and 85 on the other hand are connected in a square, respectively by the switches 54, 74, 57 and 58 on the one hand and by the switches 64, 84, 67 and 68 on the other hand. Thus the interconnection buses 53, 63, 73 and 83, and distribution buses 55, 65, 75 and 85 are entirely isolated from the other buses, including the sharing bus 45, if necessary.

[0055] In particular, the first and second interconnection buses 53 and 63 are connected to the auxiliary electrical source 41 only by the sharing bus 45. Thus, to connect the first and second motors 21 and 22 to the auxiliary electrical source 41, it is necessary to connect the first and second interconnection buses 53 and 63 to the sharing bus 45.

[0056] Advantageously, the converters 51, 61, 71 and 81 are connected only to one of the electrical machines 31 and 32 and to one of the interconnection buses 53, 63, 73, and 83, respectively to the first electrical machine 31 and to the first interconnection bus 53, to the second electrical machine 32 and to the second interconnection bus 63, to the first electrical machine 31 and to the first bus additional interconnection bus 73 and finally to the second electrical machine and to the second additional interconnection bus 83.

[0057] The switches 52, 54, 57, 58, 62, 64, 67 68, 72, 74, 82, 84, 91, 92, 42 and 43 are advantageously mechanically controlled switches, such as disconnectors, contactors, circuit breakers, or even semiconductor switches such as thyristors. The switches 52, 54, 57, 58, 62, 64, 67 68, 72, 74, 82, 84, 91, 92, 42 and 43 are for example all identical, but optionally some switches are different from the others, in terms of rating, control logic, or technology used. For example, some switches are mechanical switches, and others are semiconductor switches.

[0058] The load sets 105 to 108 are loads configured to operate when supplied with direct current.

[0059] The load assemblies 105 to 108 are, for example, electronic equipment such as computers, radars, pumps, or elements of a de-icing system of the aircraft 10. For example, the first load assembly 105 is, for example, a left de-icing system of the aircraft 10 and the second load assembly 106 a right de-icing system of the aircraft 10. In a variant not shown, the power supply system 20 comprises fewer than four load assemblies, for example three load assemblies, one of the load assemblies being powered by two distribution groups at a time. This makes it possible to ensure a redundant electrical power supply for this load assembly, which is particularly advantageous in the case where this load assembly is equipment critical to the operation of the aircraft 10.

[0060] The converters 51, 61, 71 and 81 are advantageously configured to supply the load sets 105 to 108 with a current with a high voltage network, for example of voltage equal to 270 V, or at low voltage, for example equal to 28 V, depending on the needs of the aircraft 10.

[0061] As shown in [Fig.l], the first and second motors 21 and 22 are each connected to an additional electrical machine, respectively a third electrical machine 93 and a fourth electrical machine 94. The first and second motors 21 and 22, as well as the third and fourth electrical machines 93 and 94 are part of an additional electrical network 120 comprising the majority of the avionics functions 121 of the aircraft 10. The additional electrical network 120 is also called the basic network 120 of the aircraft 10.

[0062] Furthermore, the first and second motors 21 and 22 are advantageously each connected to a fifth and a sixth electrical machine 95 and 96, which are advantageously permanent magnet machines. The first and second motors 21 and 22, as well as the permanent magnet machines, supply a control network flight 130 of the aircraft 10, comprising flight control devices 131. The first and second engines 21 and 22 are therefore advantageously common to several networks of the aircraft 10, namely the power supply network 20, the avionics functions network 120 and the flight control network 130.

[0063] In a variant not shown, the power supply network 20 only comprises the first and second sharing groups 50 and 60, which do not comprise a distribution bus. In this case, the first set of loads 105 is directly connected to the first interconnection bus 53 and the second set of loads 106 is directly connected to the second interconnection bus 63.

[0064] The power supply network 20 is configured to operate in several different configurations, some of which are shown in Figures 2-5.

[0065] A configuration for starting the first motor 21 by the auxiliary electrical source 41 is shown in [Fig.2].

[0066] In the configuration for starting the first motor 21 by the auxiliary electrical source 41, the first and second motors 21 and 22 are initially stopped. The switches 42, 91 and 52 are controlled to be closed, for example following a command from the user. The other switches are open. The load assemblies 105 to 108 are not supplied with electricity. The auxiliary electrical source 41, here, the battery 41a, provides an electric current, which flows in the sharing bus 45 and the first interconnection bus 53 to the first converter 51. The first converter 51 converts the direct current provided by the battery 41a into three-phase alternating current, necessary for the operation of the first electrical machine 31. The first electrical machine 31 thus provides mechanical torque to the first motor 21.The first motor 21 is driven by the first electrical machine 31, in particular driven in rotation, in order to circulate air in the first motor 21 with a speed sufficient to start the first motor 21.

[0067] In a variant not shown, it is the second sharing switch 43 which is closed rather than the first sharing switch 42. In this case, it is the auxiliary power group 41b which supplies an electric current to the first converter 51.

[0068] According to a variant not shown, the switches 42, 91, 57 and 72 are closed and the other switches open. This is particularly advantageous, in order to continue to drive the first motor 21 in the event of malfunction or failure of the first converter 51.

[0069] Alternatively, the configuration for starting the first motor 21 by the auxiliary electrical source 41 is a hybridization configuration of the first motor 21, allowing, in the example of [Fig.2], a hybrid operation of the first motor 21, which is then driven by the mechanical torque supplied by the machine electric 31. Advantageously, when the power supply system 20 is in the hybridization configuration of the first motor 21, the first converter 51 is supplied with electricity by the auxiliary electrical source 41, the first electrical machine 31 does not supply electricity to the first converters 51 and 71, and only mechanical torque to the first motor 21. The first additional converter 71 is not supplied by the auxiliary electrical source 41, nor by the first electrical machine 31.

[0070] A configuration for starting the second motor 22, or for hybridization by the auxiliary electrical source 41, is obtained by controlling the closing of the switches 43, 92, 62 and by controlling the opening of the other switches.

[0071] [Fig. 3] represents a motor-start configuration, also called a cross-start configuration. In the motor-start configuration represented in [Fig. 3], the first motor 21 is running and the second motor 22 is stopped. The first motor 21 provides mechanical torque to the first electrical machine 31, which thus provides the first converter 51 with an electrical current, advantageously three-phase alternating current. The first converter 51 converts the current supplied by the first electrical machine 31 into direct current, for example into high-voltage direct current, or into low-voltage direct current. The switches 52, 91, 92 and 62 are controlled to close, and the other switches are controlled to open. The load assemblies 105 to 108 are therefore not powered.Current flows from the first converter 51 through the first interconnect bus 53, the sharing bus 45, and the second interconnect bus 63 to the second converter 61. The second converter 61 converts the current into three-phase alternating current, which is then supplied to the second electrical machine 32. The electrical machine 32 converts the electrical current into mechanical torque to start the second motor 22.

[0072] In a variant not shown of the motor start configuration, the switches 72, 52, 57, 91, 92, 62, 67, 82 are all closed. Thus, in the case where the first motor 21 is running, the two windings 35 and 37 are used to generate electricity, and the two windings 36 and 38 are used to generate motor torque.

[0073] Optionally, in particular in the event of a breakdown, for example of the first converter 51, it is still possible to start the second motor, by closing the switches 72 and 57 instead of the switch 52. In this case it is the first additional converter 71 which converts the current of the first electrical machine 31, which then circulates in the first additional interconnection bus 73 then in the first interconnection bus 53.

[0074] A configuration not shown consists of powering the load sets 105 to 108 by the auxiliary electrical source 4L. For example, the switches 42, 91, 92, 54, 64, 74, 58 and 68 are closed and the other switches are open.

[0075] [Fig.4] represents a normal power supply configuration, i.e. when the aircraft is in flight, and that the power supply network 20 does not present any malfunction.

[0076] In the power supply configuration, the switches 52, 62, 72, 82, 54, 64, 74 and 84 are controlled to close and the other switches are controlled to open. The first motor 21 and the second motor 22 are in operation. The first and second electrical machines 31 and 32 produce electricity, which is supplied to the converters 51, 61, 71 and 81 which convert the current supplied by the electrical machines 31 and 32 into high voltage direct current, or into low voltage direct current. Thus, for each distribution group 50, 60, 70, 80, an electric current flows from each converter 51, 61, 71 and 81 of the distribution group in the interconnection bus 53, 63, 73 and 83, in the distribution bus 55, 65, 75 and 85 to the set of loads 105 to 108, respectively connected to the distribution buses 55, 65, 75 and 85, the set of loads 105 to 108 thus being supplied with electricity.

[0077] In the power supply configuration, the sets of loads 105 to 108 are thus powered independently of each other by the first and second motors 21 and 22. The loads 105 to 108 are thus powered by being on an electrical network 20 separate from the basic network 120.

[0078] [Fig. 5] represents an example of a fault configuration, in which the second converter 61 does not operate correctly. In the fault configuration shown in [Fig. 5], the switches 52, 72, 82, 54, 64, 74, 84, 91 and 92 are controlled to close and the other switches are controlled to open.

[0079] The second converter 61 is isolated from the rest of the power supply network 20, thanks to the opening of the primary switch 62. In this case, the second electrical machine 32 no longer supplies electricity to the second interconnection bus 63 and therefore to the second set of loads 106. It is the first electrical machine 31 which supplies the second set of loads 106, the electrical current supplied by the first electrical machine flowing from the first converter 51 in the first interconnection bus 53 then on the one hand in the first distribution bus 55 to the first set of loads 105, and on the other hand in the sharing bus 45, the second interconnection bus 63 and the second distribution bus 65 to the second set of loads 106.

[0080] Depending on the criticality of the load sets 105 to 108, other configurations are possible as a variant, for example, by controlling the closing of the switches 82, 84, 68 and by controlling the opening of the other switches. In this case, the load sets 108 and 106 are both powered from the second additional converter 81. This is particularly advantageous if the second set of additional loads 108 is a non-critical set of loads, or which operates even with a supplied electrical power lower than a nominal electrical power, the nominal electrical power being obtained in operation in the power supply configuration of the power supply network 20.

[0081] Alternatively, in the event of a fault in the first or second additional interconnection bus 73 or 83, for example the second additional interconnection bus 83, the latter is isolated by opening the switches 82, 67 and 84. The second additional set of loads 108 is advantageously supplied with electricity from the second converter by closing the switch 68. Advantageously, in particular to maintain an electrical power supplied to the second set of additional loads 108 closer to the nominal electrical power, the switches 91 and 92 are controlled to close. The second sets of loads 106 and 108 are then supplied with electricity coming from both the first and second converters 51 and 61.

[0082] The architecture of the power supply network 20 thus makes it possible to power each set of loads 105 to 108, either by one of the motors 21 or 22, or by the auxiliary electrical source 41, while keeping them isolated from each other. In the event of a failure, the power supply network 10 is configurable to adapt and continue to power all the sets of loads 105 to 108.

[0083] The converters 51, 61, 71 and 81 thus allow the use of different sources, and the operation of the electrical machines 31 and 32 as sources of electricity or as sets of loads to operate the motors 21 and 22, using the same power supply network 20.

[0084] [Fig.6] shows a power supply network 220, as an alternative embodiment of the power supply network 20. The power supply network 220 differs from the power supply network 20 in that it comprises an auxiliary power source 241, which replaces the auxiliary power source 4L. The auxiliary power source 241 only comprises an auxiliary power unit 241b. The auxiliary power unit 241b is here a motor coupled to a generator, which is optionally not shown, coupled to a converter.

[0085] The power supply network 220 further comprises a first battery 244a and a second battery 244b, each connected to one of the interconnection buses 53 and 63. In the example shown in [Fig. 6], the first battery 244a is connected to the first interconnection bus 53 via a first battery switch 246a and the second battery 244b is connected to the second interconnection bus 63 via a second battery switch 246b. The presence of the batteries 244a and 244b and their respective connection directly to the interconnection bus 53 and 63 makes it possible to improve the redundancy of the network 220 and in particular to supply the distribution groups 50, 70 by the battery 244a and the distribution groups 60 and 80 by the battery 244b in the event of a breakdown or faulty connection of the sharing bus 45.

[0086] [Fig.7] shows a power supply network 420, as an alternative embodiment of the invention. The differences of the power supply network 420 with the power supply network 20 are described below.

[0087] The power supply network 420 differs from the power supply network 20 in that it comprises the distribution groups 450, 460, and the additional distribution groups 470 and 480 which respectively replace the distribution groups 50, 60 and the additional distribution groups 70 and 80. The power supply network 420 also comprises load sets 505, 506, 507 and 508 which respectively replace the load sets 105, 106, 107 and 108 and which are configured to operate when supplied with alternating current.

[0088] The distribution groups 450 and 460 differ from the distribution groups 50 and 60 in that they further comprise respectively a first load converter 456 and a second load converter 466. The load converters 456 and 466 are connected respectively between the first secondary switch 54 and the first distribution bus 55 and between the second secondary switch 64 and the second distribution bus 65. The load converters 456 and 466 are DC-AC converters, and are configured to convert the direct current received from the interconnection buses 53 and 63 into alternating current to power the load sets 505 and 506 respectively. Advantageously, the load converters 456 and 466 are reversible converters.

[0089] The additional distribution groups 470 and 480 differ from the additional distribution groups 70 and 80 in that they do not include additional converters, additional interconnection buses, additional primary switches and intergroup switches. Thus, the first and second additional distribution buses 75 and 85 are connected respectively to the first and second electrical machines 31 and 32, more precisely to the windings 37 and 38 directly via the additional secondary switches 74 and 84.

[0090] The starting configuration of the first motor 21, which is shown in [Fig.7], and the cross-start configuration are identical to those described for the network 20. In particular in the starting configuration of the first motor 21, the switches 42 or 43, 91 and 52 are controlled to close and the other switches are controlled to open, and in the cross-start configuration, where the first motor 21 is initially running and the second motor 22 is initially stopped, the switches 52, 91, 92 and 62 are controlled to close and the other switches are controlled to open.

[0091] In the power supply configuration, the switches 52, 54, 74, 62, 64 and 84 are controlled to close and the other switches are controlled to open. Thus, the converters 51 and 61 convert the alternating current supplied by the electrical machines 31 and 32 into direct current, which flows to the load converters 456 and 466. The load converters 456 and 466 again convert the direct current into alternating current in order to supply the loads 505 and 506 with alternating current.

[0092] Thus, when current flows in the sharing buses 45 and in the interconnection buses 53 and 63, it is direct current, and when current flows in the distribution buses 55, 65, 75 and 85, it is alternating current.

[0093] In the event of a breakdown, for example of the first converter 51, it is possible to maintain the electrical power supply to the load 505 by closing the switches 54, 91, 92 and 62, or by controlling the closure of the switches 74 and 58, which also makes it possible to maintain the electrical power supply to the load assembly 505 in the event of a breakdown of the first interconnection bus 53 or of the load converter 456. Of course, other configurations are possible, in particular to maintain the power supply to the load assemblies 506, 507 and 508.

[0094] Advantageously, if the first charge converter 456 is reversible, if it is desired to recharge the battery 41a in the event of a failure of the converter 51, it is possible to continue to do so by controlling the switches 74, 58, 54, 91 and 42 to close, the other switches being controlled to open. The first charge converter 456 then converts alternating current received from the first additional distribution bus 75 into direct current, which then supplies the battery 41a via the first interconnection bus 53.

[0095] Thus, it is possible to power the load sets 505 to 508, which are loads operating when powered with alternating current, from the motors 21 and 22 and from the auxiliary electrical source 41 which supplies direct current, ensuring configurations making it possible to adapt to failures in the power supply network 420.

[0096] In a variant not shown, sets of additional loads, operating when supplied by direct current, are connected to the interconnection buses 53 and 63 and to the sharing bus 45.

[0097] As a variant, not shown, the power supply network 420 comprises only one motor, for example the motor 21. In this case, the power supply network 420 comprises the motor 21, the electrical machine 31, the first distribution groups 450 and 470, the load sets 505 and 507, the auxiliary electrical source 41, the sharing bus 45 and the first inter-bus switch 91.

[0098] Any feature described for one embodiment or variation in the foregoing may be implemented for the other embodiments and variations described above, as long as technically feasible.

Claims

Claims

1. Power supply network (20; 220; 420) of an aircraft (10) comprising: - a first engine (21) and a second engine (22); - a first set of loads (105; 505) and a second set of loads (106; 506); - an auxiliary electrical source (41; 241); - a first electrical machine (31), mechanically connected to the first engine (21); - a first converter (51), connected to the first electrical machine (31); - a first interconnection bus (53), connected on the one hand to the first converter (51) by a first primary switch (52) and on the other hand to the first set of loads (105); - a second electrical machine (32), mechanically connected to the second engine (22); - a second converter (61);- a second interconnection bus (63), connected on the one hand to the second converter (61) by a second primary switch (62) and on the other hand to the second set of loads (106); and - a sharing bus (45), connected to the first interconnection bus (53) by a first inter-bus switch (91), connected to the second interconnection bus (63) by a second inter-bus switch (92) and connected to the auxiliary electrical source (41; 241).;

2. Network (20; 220) according to claim 1, further comprising: - a first additional converter (71), and a second additional converter (81) connected respectively to the first electrical machine (31) and to the second electrical machine (32); - a first additional interconnection bus (73) and a second additional interconnection bus (83), connected respectively to the first additional converter (71) by a first additional primary switch (72) and to the second additional converter (81) by a second additional primary switch (82); and - a first set of additional loads (107) and a second set of additional loads (108), connected respectively to the first additional interconnection bus (73) and to the second additional interconnection bus (83).

3. Network (20; 220) according to claim 2, wherein the first and second electrical machines (31, 32) comprise first and second independent windings (35, 36, 37, 38) respectively and the first and second converters (51, 61) are connected to the first windings (35, 36) respectively of the first and second electrical machines (31, 32) and the first and second additional converters (71, 81) are connected to the second windings (37, 38) respectively of the first and second electrical machines (31, 32).

4. Network (20; 220) according to claim 2 or 3, wherein the first and second additional interconnection buses (73, 83) are directly and only connected respectively to the first interconnection bus (53) by a first intergroup switch (57) and to the second interconnection bus (63) by a second intergroup switch (67).

5. Network (20; 220) according to any one of claims 1 to 4, further comprising: - a first distribution bus (55) and a second distribution bus (65), connected respectively to the first interconnection bus (53) by a first secondary switch (54) and to the second interconnection bus (63) by a second secondary switch (64) and connected respectively to the first set of loads (105) and to the second set of loads (106).

6. A network (20; 220) according to claim 5, further comprising a first additional distribution bus (75) and a second additional distribution bus (85), the first and second additional distribution buses (75, 85) being connected respectively only: - to the first distribution bus (55) by a third intergroup switch (58), and to the second distribution bus (65) by a fourth intergroup switch (68); - to the first set of additional loads (107) and to the second set of additional loads (108); and - to the first additional interconnection bus (73) by a first additional secondary switch (74), and to the second additional interconnection bus (83) by a second additional secondary switch (84).

7. Network (20; 220) according to any one of claims 2 to 6, wherein two converters among the first converter (51), the second converter (61), the first additional converter (71) and the second additional converter (81) are voltage inverters and two converters are current inverters.

8. A network (20; 220) according to any preceding claim, wherein the first and second electrical machines (31, 32) are each one of an asynchronous machine, a synchronous machine and a variable reluctance machine.

9. Network (20; 220) according to any one of the preceding claims in which the first and second interconnection buses (53, 63) are connected to the auxiliary electrical source (41; 241) only by the sharing bus (45).

10. A network (220) according to any preceding claim, further comprising a first battery (244a) and a second battery (244b), respectively connected to the first interconnect bus (53) and the second interconnect bus (63).

11. Network (420) according to claim 1, further comprising a first load converter (456) and a second load converter (466), connected on the one hand respectively to the first interconnection bus (53) and to the second interconnection bus (63) and on the other hand respectively to the first set of loads (505) and to the second set of loads (506).

12. A network (20; 220; 420) according to any preceding claim, the network (20) being configured to be in a startup configuration, wherein: - the first primary switch (52) and the first inter-bus switch (91) are closed; and - the first electrical machine (31) is powered by the auxiliary electrical source (41) so that the first electrical machine (31) generates a mechanical torque.

13. A network (20; 220; 420) according to any one of claims 1 to 11, the network (20; 220; 420) being configured to be in a power configuration, in which: - the first primary switch (52) and the first secondary switch (54) are closed; and - the first electrical machine (31) converts a mechanical torque provided by the first motor (21) into an electrical current.

14. An aircraft (10) comprising a power supply network (20; 220; 420) according to any one of the preceding claims.

15. An aircraft (10) according to claim 14, further comprising an avionics function network (120) and a flight control network (130), connected to at least one electric machine (93, 94, 95, 96) different from the first and second electric machines (31, 32), driven by one of the first and second motors (31, 32).

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