Method for voltage regulation of a bus bar of an electrical system, corresponding system and aircraft

Abstract

A method of voltage regulation of at least one bus bar (12) of an electrical system (10), the bar being powered by at least one source, the source being a battery system (14) comprising at least one fuel cell (15) and a compressor (16) associated with the fuel cell, the bar furthermore powering loads including at least one dissipative load, the method comprising the step of, if the compressor is switched into doped mode, controlling a modification of the electrical power supply of at least one of the loads, starting first with the dissipative load(s). FIGURE OF THE ABSTRACT: Fig. 1

Description

Title of the invention: Method for regulating the voltage of a bus bar of an electrical system, corresponding system and aircraft

[0001] The present invention relates to a method for regulating the voltage of a bus bar of an electrical system of an aircraft.

[0002] The invention also relates to an electrical system implementing such a method as well as an aircraft equipped with such a system.

[0003] BACKGROUND OF THE INVENTION

[0004] 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 but also to those currently 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.

[0005] Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft. The Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental impacts with the aim of improving the energy efficiency of aircraft.

[0006] Consequently, the Applicant is constantly working to reduce its climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0007] This sustained research and development work covers new generations of aircraft engines, the lightening of aircraft, in particular through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, and, as essential complements to technological progress, aeronautical biofuels.

[0008] An aircraft turbomachine conventionally comprises, from upstream to downstream (according to a direction of flow of the gases in the turbomachine): a low pressure compressor, a high pressure compressor, a combustion chamber, a high pressure turbine, a low-pressure turbine and a gas exhaust nozzle. The low-pressure compressor, the high-pressure compressor, the high-pressure turbine, and the low-pressure turbine comprise rotors rotating in casings connected to each other and to the combustion chamber and the nozzle to form a tubular assembly which delimits an annular space for the primary gas flow. The rotor of the high-pressure turbine is rotatably connected to the rotor of the high-pressure compressor to drive the latter in rotation and the rotor of the low-pressure turbine is rotatably connected to the rotor of the low-pressure compressor to drive the latter in rotation. The assembly comprising the high-pressure turbine and the high-pressure compressor is called a high-pressure system and the assembly comprising the low-pressure turbine and the low-pressure compressor is called a low-pressure system.

[0009] With the increasing integration of electrical elements within aircraft (civil and military), it has been proposed to associate with turbomachines at least one electrical interface between the turbomachine and one or more electrical systems of the aircraft.

[0010] The electrical interface is thus used to fulfill one or more functions such as, for example, assisting the turbomachine with start-up or even taking part of the power generated by the turbomachine to power one or more devices of the aircraft (the majority of the power produced by the turbomachine being of course used for the propulsion of the aircraft).

[0011] Usually said devices are connected to a bus bar (or bus bar) electrical distribution) which is itself powered by one or more electrical power sources including the electrical interface. Additional sources can be, for example, a storage device, a battery or even a fuel cell.

[0012] In order for the bus bar to operate properly, its voltage must be regulated so that it remains within a predefined operating range.

[0013] However, during a particularly high electrical power demand from the devices, it proves difficult to maintain the voltage of the bus bar within said predefined operating range.

[0014] SUBJECT OF THE INVENTION

[0015] The invention aims to at least partially overcome the aforementioned drawback. Summary of the invention

[0016] To this end, the invention proposes a method for regulating the voltage of at least one bus bar of an electrical system comprising a general controller, the bar being powered by at least one source and powering loads, the method comprising the steps of: - Classify the loads into at least two groups, - Monitor if a bus bar voltage goes outside a predetermined operating range, - If said voltage goes outside a predetermined operating range, order by the general controller a modification of the electrical supply of at least one of the loads, the loads being further classified into groups of decreasing priority, the loads belonging to the highest priority group being the first to have their electrical supply modified by the general controller.

[0017] The invention thus proposes to temporarily control the electrical supply of one or more loads in order to charge or discharge the electrical system and in particular the bus bar. This makes it possible to maintain the voltage of the bus bar more stably within a predetermined operating range thereof.

[0018] Prioritizing the loads impacted by the modification of the power supply makes it possible to regulate the voltage at the terminals of the bus bar more intelligently. In particular, this avoids sudden load shedding of all the loads connected to the bus bar.

[0019] The invention is thus 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.

[0020] Preferably, the modification of the electrical supply of at least one of the loads consists of a temporary stopping of the supply of said load (total load shedding) or of a reduction or an increase of the electrical supply of said load (partial load shedding).

[0021] The loads are thus temporarily used as actuators for regulating the bus bar voltage.

[0022] Optionally, the modification of the electrical power supply consists of a transient variation of said electrical power supply, the electrical power supply remaining strictly greater than zero.

[0023] Optionally, the general controller acts on the control instruction of at least one of the loads to modify the electrical supply via the bus bar.

[0024] Optionally, the control instruction is generated by a local controller associated with the load.

[0025] Optionally, the general controller imposes, during a predetermined time interval, its own control instruction on the load.

[0026] Optionally, the general controller imposes a maximum limit and a minimum limit on the control setpoint.

[0027] Optionally, the general controller imposes at least one correction to the control instruction.

[0028] Optionally the correction is an amplitude correction.

[0029] The invention relates to an electrical system implementing the method as mentioned above.

[0030] The invention relates to an aircraft comprising at least one electrical system as mentioned above.

[0031] Other characteristics and advantages of the invention will emerge from reading the following description of a particular non-limiting embodiment of the invention. Brief description of the drawings

[0032] The invention will be better understood in light of the following description, which is illustrative and not limiting, and must be read in conjunction with the appended drawings, among which:

[0033] [Fig-1] [Fig.l] is a schematic view of a system according to one embodiment particular aspect of the invention making it possible to implement a method for regulating the voltage of a bus bar of an electrical system of an aircraft;

[0034] [Fig.2] [Fig.2] is a block diagram schematically representing a first variant for regulating the tension of the bar shown in [Fig.l];

[0035] [Fig.3] [Fig.3] is a block diagram schematically representing a second variant for regulating the tension of the bar shown in [Fig.l];

[0036] [Fig.4] [Fig.4] is a block diagram schematically representing a third variant for regulating the tension of the bar shown in [Fig.l];

[0037] [Fig.5] [Fig.5] is a block diagram schematically representing a fourth variant for regulating the tension of the bar shown in [Fig.l]. DETAILED DESCRIPTION OF THE INVENTION

[0038] With reference to [Fig.l], an electrical system 10 according to a particular embodiment of the invention is described here in application to a double-flow turbomachine 1 of an aircraft A.

[0039] The turbomachine 1 comprises, from upstream to downstream in a direction of flow of the gases in said turbomachine 1: a fan 2, a low-pressure compressor 3, a high-pressure compressor 4, a combustion chamber 5, a high-pressure turbine 6 and a low-pressure turbine 7. The low-pressure compressor 3, the high-pressure compressor 4, the high-pressure turbine 6 and the low-pressure turbine 7 each comprise a rotor which can rotate in a casing.

[0040] The rotor of the high pressure turbine 6 and the rotor of the low pressure turbine 7 are respectively rotationally integral with the rotor of the high pressure compressor 4 and the rotor of the low pressure compressor 3, so that the rotor of said high pressure turbine pressure 6 and the rotor of said low pressure turbine 7 respectively drive the rotor of said high pressure compressor 4 and the rotor of said low pressure compressor 3 in rotation around a longitudinal axis X of the turbomachine 1 under the effect of the thrust of the gases coming from the combustion chamber 5.

[0041] The air mass sucked in by the blower 2 is divided into two flows: a primary flow F1 which circulates in an annular primary flow channel C1, and a secondary flow F2 which is concentric with the primary flow F1 and which circulates in an annular secondary flow channel C2.

[0042] The assembly comprising the low pressure turbine and the low pressure compressor 3 is also known as the "high pressure system" and the assembly comprising the high pressure turbine and the high pressure compressor 4 is also known as the "low pressure system".

[0043] The general arrangement of the turbomachine 1 described is conventional and will not be detailed further here.

[0044] The electrical system 10 comprises at least one general controller 11 of the electrical system. The electrical system 10 comprises at least one controller 9 of the turbomachine 1 which is in communication with the general controller 11. The controller 9 of the turbomachine 1 manages, among other things, the low pressure and high pressure systems.

[0045] The electrical system 10 also comprises a bus bar 12 and for example a direct current bus bar 12. The bus bar 12 here comprises its own controller 13 which is also in communication with the general controller 11.

[0046] The bus bar 12 is powered by at least one first source.

[0047] The first source is for example an electric machine 23 and for example a permanent magnet synchronous machine.

[0048] Said electrical machine 23 is for example connected to the low pressure system of the turbomachine 1 and / or the high pressure system of the turbomachine 1. For example, the electrical machine 23 is connected to the turbomachine 1 to take, at the level of the low pressure system and / or the high pressure system, a part of a power generated by the turbomachine 1.

[0049] The electrical machine 23 is connected to the bus bar 12 either directly or indirectly via at least one electrical and / or electronic component such as, for example, an electronic power converter 24. Said electronic power converter 24 is, for example, an alternating current / direct current converter.

[0050] Said electronic power converter 24 is preferably reversible.

[0051] The electrical machine 23 here comprises its own controller 25 which is in communication with the general controller 11 on the one hand and with the controller 9 of the turbomachine 1 on the other hand.

[0052] Preferably, the controller 25 also controls the electronic power converter 24 associated with the electrical machine 23.

[0053] Preferably, the bus bar 12 is supplied by at least one second source in the form of a storage member (not shown here).

[0054] The storage organ is for example a battery.

[0055] The storage member is connected to the bus bar 12 either directly or indirectly via at least one electrical and / or electronic component such as for example an electronic power converter. Said electronic power converter is for example a direct current / direct current converter. Said electronic power converter here comprises its own controller which is in communication with the general controller 11. Said electronic power converter is preferably reversible so that the storage member can be recharged via the bus bar 12. The storage member is connected to the bus bar 12 by a channel (such as a direct current channel) connected in parallel with the channel connecting the electrical machine 23 to the bus bar 12.

[0056] Optionally, the bus bar 12 is powered by at least one third source (not shown here). Said third source is an external electrical power source and / or a fuel cell. Preferably this connection is provided in parallel with one or more channels connecting one or more other sources to the bus bar 12.

[0057] Furthermore, the bus bar 12 makes it possible to power one or more devices of the aircraft 1 hereinafter called “loads”.

[0058] In fact, the loads connected to the bus bar 12 are classified into several categories. This classification is manually indicated to the general controller 11 which records it and / or the general controller 11 carries out this classification itself.

[0059] The loads are preferably divided into at least two categories: dissipative loads and regenerative loads.

[0060] The regenerative loads have the capacity to be able to restore electrical power to the bus bar 12 in a timely manner in order to temporarily become a source. The regenerative loads are of the fan, pump (fuel pump, oil pump) type, etc. Typically, these regenerative loads are rotating loads. Indeed, they comprise a rotating mobile element which can make it possible to return electrical power to the bus bar 12 by converting the mechanical movement of the mobile element into electrical energy.

[0061] A regenerative charge can be: - connected directly to bus bar 12 (optionally via an additional contactor); - indirectly connected to the bus bar 12 via an electrical and / or electronic component such as for example an electronic power converter, a contactor potentially providing the connection between the bus bar 12 and the electrical and / or electronic component; - indirectly connected to the bus bar 12 via several electrical and / or electronic components such as for example a power converter to which an additional bus bar is connected and to which the load is itself connected, a contactor potentially being able to ensure the connection between the bus bar 12 and one of the electrical and / or electronic components.

[0062] In a non-limiting manner, in the present case, a single regenerative load 26 is connected to the bus bar 12.

[0063] In the present case, and in a non-limiting manner, the regenerative load 26 is connected to the bus bar 12 via an electronic power converter 27. Said electronic power converter 27 is for example a direct current / alternating current converter.

[0064] Said electronic power converter 27 here comprises its own controller 28 which is in communication with the general controller 11.

[0065] Dissipative loads, unlike regenerative loads, do not have the ability to return energy to the bus bar 12. They simply absorb electrical energy and convert it, if there is excess, into heat or other forms of energy.

[0066] There are several types of dissipative loads.

[0067] The dissipative loads of type 1 (for example one or more computers of the aircraft A, one or more accessories of the cabin of the aircraft A such as a microwave or an oven, etc.) are the loads arranged in a sub-network which is itself connected to the bus bar 12. For example, the dissipative loads of type 1 are indirectly connected to the bus bar 12 via at least one secondary bus bar. For example, the dissipative loads of type 1 are indirectly connected to the bus bar 12 via the secondary bus bar and one or more electrical and / or electronic components such as a converter. For example, the secondary bus bar is driven by a converter via which it is connected to the bus bar 12. For example, dissipative loads of type are connected to the secondary bus bar which is itself connected to a power converter itself connected to the bus bar 12.These different connections can be provided by the optional intermediary of a contactor and / or a circuit breaker (remote-controlled circuit breaker better known as the . English name for Remote Control Circuit Breakers or RCCB, semiconductor power controller better known under the English name of Single Solid State Switches or SSPC, etc.).

[0068] In a non-limiting manner, in the present case, the dissipative loads of type 1 are connected to an additional bus bar 29 which is itself connected to the bus bar 12 via an electronic power converter 30. Said electronic power converter 30 is for example a direct current / direct current converter. Said electronic power converter 30 is for example configured to enable the powering of loads of lower power than those connected for example directly to the bus bar 12. Said electronic power converter 30 is for example configured to enable a conversion from a voltage of 800 Volts (direct current) to a voltage of 540 Volts (direct current) or 270 Volts (direct current).

[0069] Said electronic power converter 30 here comprises its own controller 31 which is in communication with the general controller 11.

[0070] For example, two dissipative loads 32, 33 of type 1 are connected to the additional bus bar 29.

[0071] Type 2 dissipative loads (for example one or more defrosting devices) are the loads connected directly to the bus bar 12 (optionally via a contactor). By “directly” is meant for example without the intermediary of a secondary bus bar.

[0072] These different connections can be provided by the optional intermediary of a contactor and / or a circuit breaker (remote-controlled circuit breaker better known under the English name of Remote Control Circuit Breakers or RCCB, semiconductor power controller better known under the English name of Single Solid State Switches or SSPC, etc.).

[0073] In a non-limiting manner, in the present case a single dissipative load 34 of type 2 is connected to the bus bar 12.

[0074] Type 3 dissipative loads are loads connected to the bus bar 12 without the intermediary of a secondary bus bar and / or without being arranged in a sub-network, while also being controlled by means of at least one converter.

[0075] The dissipative loads of type 3 are thus connected to the bus bar 12 via one or more electrical and / or electronic components such as for example a converter and in particular an electronic power converter. These different connections can be provided by the optional intermediary of a contactor and / or a circuit breaker (remotely controlled circuit breaker better known under the English name of Remote Control Circuit Breakers or RCCB, controller semiconductor power switches better known under the English name of Single Solid State Switches or SSPC, etc.).

[0076] Type 3 dissipative loads are, for example, de-icing devices (of an aircraft nacelle, of an aircraft drum - spinner, etc.).

[0077] In a non-limiting manner, in the present case a single dissipative load 35 of type 3 is connected to the bar.

[0078] In the present case, and in a non-limiting manner, the dissipative load 35 is connected to the bar via an electronic power converter 36. Said electronic power converter 36 is for example a direct current / direct current converter.

[0079] The electronic power converter 36 here comprises its own controller 37 which is in communication with the general controller 11.

[0080] Preferably, the dissipative loads are themselves classified into at least two different priority categories.

[0081] We therefore have three categories of loads here: priority 1 dissipative loads, priority 2 dissipative loads and regenerative loads.

[0082] The priority 1 dissipative loads preferably include type 1 loads (here loads 32 and 33). The priority 2 dissipative loads preferably include type 2 loads and type 3 loads (here loads 34, 35).

[0083] In service, the bus bar 12 makes it possible to supply the various loads thanks to its power supply from the various sources.

[0084] In order for the electrical system 10, and in particular the bus bar 12, to be able to operate optimally (particularly in terms of stability), the electrical power generated by the sources must be substantially equal, at all times, to the electrical power consumed by the loads. Indeed, if the electrical power generated is less than the electrical power consumed by the loads, the voltage across the terminals of the bus bar 12 decreases and if the electrical power generated is greater than the electrical power consumed by the loads, the voltage across the terminals of the bus bar 12 increases. However, the voltage of the bus bar 12 must remain within a predetermined operating range.

[0085] Therefore, the electrical system 10 is configured to implement a method of regulating the voltage of the bus bar 12 in order to maintain said voltage within the predetermined operating range and to limit fluctuations in said voltage.

[0086] For this purpose, the general controller 11 continuously monitors whether a voltage of the bus bar 12 goes outside a predetermined operating range. For example, the general controller 11 retrieves from the bus bar 12 an indication of its voltage and knows its predetermined operating range.

[0087] If the voltage of the bus bar 12 goes outside the predetermined operating range, the general controller 11 assesses whether one or more of the other sources supplying the bus bar 12 can increase and / or reduce the electrical power supplying the bus bar 12 and / or orders a modification of the electrical supply by the bus bar 12 to at least one of the loads.

[0088] Indeed, one or more sources may be saturated and / or faulty and / or limited and / or it may not be desired to repeatedly request another of the power supply sources of the bus bar 12. In this case, the general controller 11 orders a modification of the electrical supply by the bus bar 12 of at least one of the loads and preferably first orders a modification of the electrical supply of at least one of the dissipative loads.

[0089] Preferably, the general controller 11 first orders a modification of the electrical supply of at least one of the priority 1 dissipative loads.

[0090] In particular, the general controller 11 orders a reduction or an increase in the electrical power supply of at least one of the priority 1 dissipative loads.

[0091] Here, the general controller 11 orders a reduction or an increase in the electrical power supply of the additional bar 29 while of course ensuring that the voltage at the terminals of the additional bar 29 itself remains within a predetermined operating range (for example via the manufacturer's data and / or the standards linked to said additional bar 29). To this end, the general controller 11 transmits a corresponding instruction to the controller 31 so that the latter reduces the electrical power transmitted to the additional bar.

[0092] If changing the power supply to all priority 1 dissipative loads is not sufficient to allow the bus bar voltage to return to its predetermined operating range, the general controller 11 preferably orders a change in the power supply to at least one of the priority 2 dissipative loads.

[0093] In particular, the general controller 11 orders a cut-off or a connection or a lowering or an increase in the electrical supply of at least one of the priority 2 dissipative loads.

[0094] For this purpose, the general controller 11 transmits a corresponding instruction to the controller 37 so that the latter lowers or increases the electrical power transmitted to the load 35 and / or controls one of the contactors to temporarily cut off the power supply or order the re-powering of one of the loads 34 and / or 35.

[0095] It is noted that the priority 2 dissipative loads have a response time (to a modification of their electrical power supply) that is relatively slow compared to a response time of the electrical system 10 to meet the demand for an increase or decrease in electrical power to be supplied to the bus bar 12. Indeed, the priority 2 dissipative loads are regulated in pressure, speed, torque, temperature, flow rate... and their regulation time constants are slower than the voltage regulation time constant of bus bar 12.

[0096] Accordingly, a temporary interruption of their power supply or a temporary lowering or a temporary increase of their power supply (the time for the bus bar 12 to return to its predetermined operating range) will have little or no effect on their operation.

[0097] If changing the power supply to all priority 1 dissipative loads and all priority 2 dissipative loads is not sufficient to bring the busbar back into its predetermined operating range, then the general controller 11 preferably orders a change in the power supply to at least one of the regenerative loads.

[0098] In particular, the general controller 11 orders a reduction or an increase in the electrical power supply of at least one of the regenerative loads and / or orders at least one of the regenerative loads to reverse its operating mode to temporarily become an additional power source for the bus bar 12. For example, the rotating load can temporarily form a brake and thus convert the braking energy into electrical energy transmitted to the bus bar 12. For this purpose, the general controller 11 transmits a corresponding instruction to the controller 28 so that the latter lowers or controls the electrical power transmitted to the load 26 or transmits a corresponding instruction to the controller 28 so that the latter reverses the operating direction of the load 26 which then becomes a source.

[0099] Different strategies are also possible to modify the electrical power supply of any load.

[0100] A first strategy here consists of acting on one of the contactors to cut off the power supply to a load or on the contrary to re-power a load. To this end, the general controller 11 acts on one of the contactors (either directly or indirectly via the controller 13 of the bus bar 12) to cut off the power supply to a load or on the contrary to re-power said load.

[0101] Instead of the first connection / disconnection strategy, a second strategy can be implemented by varying the power supply of a load, the power supply remaining strictly greater than zero.

[0102] To this end, with the second strategy, the general controller 11 acts on the control instruction of the target load to modify the electrical supply via the bus bar 12.

[0103] In fact, during the nominal period, the target load is regulated by means of a control loop implemented by the local controller associated with the target load (for example controller 28 for load 26, controller 31 for loads 33 and 32, etc.).

[0104] As indicated above, the loads are regulated in pressure, temperature, flow rate, etc. Subsequently, we denote by X a variable (pressure, temperature, flow rate, etc.) by means of which a load will be regulated.

[0105] For this purpose, the local controller receives at least one piece of information x linked to the state of the variable X (for example a current voltage value, a current temperature value, etc.). The local controller also knows the control setpoint x* that one wishes to impose on the load (for example a voltage value setpoint, a temperature value setpoint, etc.).

[0106] The local controller compares the information x and the control instruction x* during a first phase 101. It deduces therefrom a control instruction v* linked to the electrical supply of the load by the bus bar 12 and in particular linked to at least one parameter defining said electrical supply. The control instruction v* is for example a value of an electrical intensity to be supplied by the bus bar 12, a value of an electrical power to be supplied by the bus bar 12, a value of a duty cycle to be supplied by the bus bar 12, ...

[0107] In a degraded period, the general controller 11 modifies this control instruction v* to ensure a modification of the electrical supply to the load.

[0108] With reference to [Fig.2], according to a first variant of the second strategy, the general controller 11 thus imposes, during a predetermined time interval, its own control instruction on the target load.

[0109] Thus during a second phase 102, the local controller replaces its own control setpoint v* with the setpoint vimp* imposed by the general controller 11. This replacement is maintained for the entire duration of a predetermined time interval At. At the end of this time interval, the local controller again uses its own control setpoint v*. The predetermined time interval At is defined by preferably taking into account the time constant in load regulation. Preferably, the predetermined time interval is thus less than said time constant. The predetermined time interval At can be fixed in time or can optionally be modified in time.

[0110] The imposed setpoint vimp* is for example calculated by the general controller 11 in view of the differential between the current voltage of the bus bar 12 and its nominal operating range during a particular step 105.

[0111] The general controller 11 thus imposes the operating point of the load.

[0112] During a third phase 103, the local controller ensures that the imposed setpoint vimp* remains within a safe range for the load so that the load does not is not damaged by the execution of this imposed load. The safe range is for example predefined and for example predefined by manufacturer data.

[0113] During a fourth phase 104, the local controller compares the imposed setpoint vimp* and the value of at least one parameter p linked to the electrical supply of the load by the bus bar 12 (for example, if the imposed setpoint vimp* is a value of electrical intensity to be supplied to the load by the bus bar 12, the corresponding parameter is the current value of the electrical intensity supplied by the bus bar 12 to the load). It deduces therefrom a value of at least one parameter p* linked to the electrical supply of the load (for example, an electrical power) to be requested from the bus bar 12.

[0114] With reference to [Fig.3], according to a second variant of the second strategy, the general controller 11 imposes a maximum limit and a minimum limit on the control instruction v*.

[0115] Thus during a second phase 102, the local controller compares its control setpoint v* with a maximum control setpoint value v*max and / or a minimum control setpoint value v*m in both imposed by the general controller 11.

[0116] The local controller consequently potentially modifies its setpoint v* so that it remains between the maximum control setpoint value v*m ax and the minimum control setpoint value v*m in. The local controller 11 thus clips the control setpoint v* if necessary. At the output of the second phase 102, a clipped control setpoint v*écr is therefore obtained.

[0117] The general controller 11 thus restricts the operating range of the load.

[0118] The maximum control setpoint value v*m ax is for example defined during a first stage 201 implemented in the general controller. During the first stage, the general controller 11 preferably compares the current value V of the voltage of the bus bar 12 with the maximum value Vmax of the safe operating range of the bus bar and deduces therefrom a maximum control setpoint value v*m ax.

[0119] The minimum control setpoint value v*m in is for example defined during a second stage 202 implemented in the general controller 11 (upstream, downstream or simultaneously with the first stage 201). During the second stage 202, the general controller 11 preferably compares the current value V of the voltage of the bus bar 12 with the minimum value Vmin of the safe operating range of the bus bar and deduces therefrom a minimum control setpoint value v*min.

[0120] During a third phase 103, the local controller ensures that the clipped control setpoint v* remains within a safe range for the load so that the load is not damaged by the execution of this clipped v* control instruction. The safe range is for example predefined and for example predefined by manufacturer data.

[0121] During a fourth phase 104, the local controller compares the clipped control setpoint v* and the value of at least one parameter p linked to the electrical supply of the load by the bus bar 12 (for example, if the clipped control setpoint v* is a value of electrical intensity to be supplied to the load by the bus bar 12, the corresponding parameter is the current value of the electrical intensity supplied by the bus bar 12 to the load). It deduces therefrom a value of at least one parameter p* linked to the electrical supply of the load (for example, an electrical power) to be requested from the bus bar 12.

[0122] With reference to [Fig.4], according to a third variant of the second strategy, the general controller 11 imposes at least one correction to the control instruction.

[0123] Thus during a second phase, the local controller modifies its control setpoint v* in view of at least a first correction cmax relating to the maximum value of the safe operating range of the bus bar 12 and / or in view of at least a second correction cmin relating to the minimum value of the safe operating range of the bus bar 12. The first correction cmax as well as the second correction cmin are for example current corrections (i.e. current values) if the control setpoint v* is itself a current value. Preferably, the unit of the first correction cmax and the unit of the second correction cmin are identical to that of the control setpoint v*.

[0124] The local controller accordingly modifies its setpoint v*. At the output of the second phase 102, a corrected control setpoint v*COT is therefore obtained.

[0125] The general controller 11 thus modifies the operating point of the load. The imposed corrections correspond to the quantity of at least one parameter (linked to the electrical supply of the load by the bus bar - for example a quantity of electric current if the control setpoint v* is itself a current value) necessary to attempt to bring the voltage of the bus bar 12 back into its safe operating range.

[0126] The first correction cmax is for example defined during a first stage 201 implemented in the general controller 11. During the first stage 201, the general controller preferably compares the current value V of the voltage of the bus bar 12 with the maximum value Vmax of the safe operating range of the bus bar 12. In view of the difference between these two data, the general controller 11 defines the first correction cmax.

[0127] The second cmin correction is for example defined during a second stage 202 implemented in the general controller 11 (upstream, downstream or simultaneously with the first stage). During the second stage 202, the general controller 11 preferably compares the current value of the voltage of the bus bar 12 with the minimum value of the safe operating range of the bus bar 12. In view of the difference between these two data, the general computer 11 defines the second correction Cmin*

[0128] During a third phase 103, the local controller ensures that the corrected control instruction v*œr remains within a safe range for the load so that the load is not damaged by the execution of this corrected control instruction v*cor. The safe range is for example predefined and for example predefined by manufacturer data.

[0129] During a fourth phase 104, the local controller compares the corrected control setpoint v*œr and the value of at least one parameter p linked to the electrical supply of the load by the bus bar 12 (for example, if the corrected control setpoint v* is a value of electrical intensity to be supplied to the load by the bus bar 12, the corresponding parameter is the current value of the electrical intensity supplied by the bus bar 12 to the load). It deduces therefrom a value of at least one parameter p* linked to the electrical supply of the load (for example, an electrical power) to be requested from the bus bar 12.

[0130] In the third variant, given that the bus bar 12 works in direct current, the corrections are therefore amplitude corrections.

[0131] It is understood that in an alternative, the bus bar 12 can alternatively be a bus bar 12 working in frequency. In this case, the amplitude of the voltage applied to the bus bar is always acted upon (as in the first strategy or the first three variants of the second strategy) but in a non-constant manner (as opposed to the bus bar (as in the first strategy or the first three variants of the second strategy).

[0132] For example, as illustrated in [Fig.5], according to a fourth variant of the second strategy, the general controller 11 imposes at least one time-modulated amplitude correction to the control setpoint.

[0133] This is particularly useful in the case where at least one of the sources is dynamically limited on a frequency or on a range of frequency values, the frequency or frequencies being linked to the electrical supply of the bus bar 12. The frequency or frequencies are thus for example those of the voltage of the bus bar 12 or of the intensity of said bus bar 12. The frequency or the range of frequency values ​​is hereinafter called the dynamic limitation range.

[0134] In particular with this fourth variant, the general controller 11 will force one or more loads to provide the frequency or frequencies exceeding this dynamic limitation range or closest to the terminals of said dynamic limitation range, in place of the source or sources. For example, the general controller 11 will force one or more loads to provide the highest frequency or frequencies of the power supply of the electrical system 10 and / or of the bus bar 12.

[0135] In this way, the source(s) no longer have to provide these frequencies.

[0136] This limits a risk of current and / or torque oscillation at one or more sources that can be harmful to them.

[0137] This also helps to reduce the impact of an increase or decrease in a load call.

[0138] Thus during a second phase 102, the local controller modifies its control setpoint v* in view of at least one correction c relating to the dynamic limitation range. The correction c is for example a current correction (i.e. a current value) if the control setpoint v* is itself a current value. Preferably, the unit of the correction c is identical to that of the control setpoint v*.

[0139] The local controller accordingly modifies its setpoint v*. At the output of the second phase, we therefore obtain a corrected control setpoint v*cor.

[0140] The general controller 11 thus modifies the operating point of the load. The imposed correction corresponds to the resetting to zero of a sequential part of at least one parameter p (linked to the electrical supply of the load by the bus bar 12 - for example a sequential part of an electric current if the control setpoint v* is itself a current value).

[0141] The corrective c is for example defined during the following succession of stages implemented in the general controller 11: - During a first stage 201, the general controller filters via at least one filter at least one parameter P (the current) to extract a frequency part P' (for example which is not covered by the source due to its dynamic limitation range), - During a second stage, the general calculator 11 defines the corrective c by setting this frequency part P' to zero so that it is the associated load which provides said frequency part P' (and not the source(s)).

[0142] We therefore understand that the corrective c is not constant over time but is dynamically modulated by means of the filter.

[0143] The filter may be of the high-pass type to extract only one or more high-frequency or band-pass components.

[0144] The frequency part P' may comprise only one frequency.

[0145] During a third phase 103, the local controller ensures that the corrected control instruction v* remains within a safe range for the load so that the load is not damaged by the execution of this corrected control instruction v*. The safe range is for example predefined and for example predefined by manufacturer data.

[0146] During a fourth phase, the local controller compares the corrected control setpoint v* and the value of at least one parameter p linked to the electrical supply of the load by the bus bar (for example, if the corrected control setpoint v* is a value of electrical intensity to be supplied to the load by the bus bar, the corresponding parameter is the current value of the electrical intensity supplied by the bus bar to the load). It deduces therefrom a value of at least one parameter p* linked to the electrical supply of the load (for example, an electrical power) to be requested from the bus bar.

[0147] Whatever the strategy and variant considered, from the moment when the voltage of the bus bar 12 returns to its predetermined operating range, the general controller 11 controls the various controllers of the electrical system 10 in order to return to the initial configuration in terms of electrical power supply to the loads. To this end, the general controller 11 first orders a return to the initial electrical power supply of the regenerative loads, then of the level 2 dissipative loads and then of the level 1 dissipative loads.

[0148] Thus, the voltage of the bus bar 12 is regulated in the electrical system 10 by controlling the consumption of the loads connected to the bus bar 12 when the sources are not available or are saturated or are limited, and for example limited in certain frequency ranges, or when it is not desired to activate them or to use them more.

[0149] Therefore, the electrical system 10 and in particular its bus bar 12 can work in optimal conditions (in particular in terms of stability) while attempting as much as possible to preserve the electrical power supply to the most critical loads because they are more subject to changes in their electrical power supply. Furthermore, the modification of the electrical power supply of one or more loads is only temporary.

[0150] What has just been mentioned above is applicable both in the case where the electrical power consumed decreases relative to the electrical power generated by the sources and in the case where the electrical power consumed increases relative to the electrical power generated by the sources.

[0151] Of course, the invention is not limited to the embodiment described but encompasses any variant falling within the scope of the invention as defined by the claims.

[0152] The aircraft could be a drone, an airplane, a helicopter, etc.

[0153] Although here the bus bar is powered by at least three sources, the bus bar may be powered by a smaller or larger number of sources. For example, the bus bar may not be powered by an external power source and / or a fuel cell and / or an energy storage device and / or a heat pump and / or etc. For example, the bus bar may be powered by at least two or more electrical machines, instead of one as indicated and for example be powered by a first electrical machine connected to the high pressure system and a second electrical machine connected to the low pressure system.

[0154] The turbomachine may be a double-flow turbojet, a single-flow turbojet, a turbojet with more than two spools, a hybrid turboprop, a hybrid turbojet, etc.

[0155] The electrical system may be different from what has been indicated and may include, for example, at least one alternating current bus bar. The electrical system may thus include at least one alternating current channel. The electrical system will thus control the voltage of the bus bar in amplitude when the bus bar is in direct current and the electrical system will thus control the voltage of the bus bar in amplitude and / or in frequency when the bus bar is in alternating current. The electrical system may thus be an electrical system operating in direct current and / or in alternating current. In alternating current, the electrical machine linked to the turbomachine may be just as well a variable frequency generator (or VFG for Variable Frequency Generator in English) as an integrated drive generator (or IDG for Integrated Drive Generator in English).

[0156] Other variants for modifying the power supply of the loads than those indicated may of course be implemented. The variants may also be combined with each other. In the case of a bus bar operating in alternating current, the electrical system may thus implement one of the four variants to control the amplitude of the bus bar voltage.

[0157] The Controller General or the Controller of the

[0158] The management system may include a greater number of bus bars than indicated, each bar then being controlled by the general controller as indicated above with control of the power supply to the loads if the sources cannot cope with an increase or decrease in the electrical power consumed by the loads.

[0159] The loads may be of any type and may be, for example, loads having propulsive functions (powering one or more electric motors, starting assistance for at least one turbomachine, etc.) or non-propulsive functions (powering a device internal to the aircraft such as, for example, a set entertainment screens installed on passenger seats, etc.). Preferably, the loads will be the loads associated with the turbomachine and of which the turbomachine controller is thus aware. Said loads will thus preferably be propellant loads.

[0160] The number of sources and / or the type of charging sources may be different from what has been indicated.

[0161] The number of charges and / or the number of charge categories may be different from what has been indicated.

[0162] If several loads of the same category are connected to the bar, the electrical supply of at least two different regenerative loads may be managed by a common controller between said two loads and / or said loads may themselves be classified into at least two sub-categories of different priorities, the loads belonging to the first sub-category being those whose electrical supply is the first to be modified.

[0163] At least one of the contactors described may be of the all-or-nothing type or may be a contactor that can be controlled, for example, by a semiconductor power controller (better known by the English acronym SSPC).

[0164] The general controller may be remote from the other controllers or may be associated with another controller such as the turbomachine controller, the busbar controller, etc. The general controller may thus be a separate controller or may be physically incorporated into a box already incorporating the turbomachine controller, the busbar controller, etc. The general controller may itself incorporate the turbomachine controller, the busbar controller, etc. The general controller and the turbomachine controller may thus be merged.

Claims

Claims

1. A method for regulating the voltage of at least one bus bar (12) of an electrical system (10) comprising a general controller (11), the bar being powered by at least one source and powering loads, the method comprising the steps of: - Classifying the loads into at least two groups, - Monitoring whether a voltage of the bus bar goes outside a predetermined operating range, - If said voltage goes outside a predetermined operating range, controlling by the general controller (11) a modification of the electrical supply of at least one of the loads, the loads being further classified into groups of decreasing priority, the loads belonging to the highest priority group being the first to have their electrical supply modified by the general controller (11).

2. A method according to claim 1, wherein the modification of the electrical supply consists of a transient variation of said electrical supply, the electrical supply remaining strictly greater than zero.

3. Method according to one of the preceding claims, in which the general controller (11) acts on a control instruction of at least one of the loads to modify the electrical supply via the bus bar (12).

4. Method according to claim 3, in which the control setpoint is generated by a local controller associated with the load.

5. Method according to one of claims 3 or 4, in which the general controller (11) imposes, during a predetermined time interval, its own control instruction on the load.

6. Method according to one of claims 3 or 4, in which the general controller (11) imposes a maximum limit and a minimum limit on the control setpoint.

7. Method according to claim 3 or 4, in which the general controller (11) imposes at least one correction to the control instruction.

8. The method of claim 7, wherein the correction is an amplitude correction.

9. Electrical system (10) configured to implement the method according to one of the preceding claims, the system thus comprising at least one bus bar (12) and a general controller (11), the bar being powered by at least one source of said system in order to be able to power loads in service.

10. Aircraft (A) comprising at least one electrical system (10) according to claim 9.

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