POWER SUPPLY IN AN AIRCRAFT USING DROP CONTROL

Abstract

The installation (100) comprises: - a DC bus (116) designed to have a voltage and to which at least one electrical load (120A, 120B) is intended to be connected; - several electrical sources (110) connected to the DC bus (116), these electrical sources (110) including a turbomachine electrical source (110BP, 110HP, 110APU); - for each electrical source (110), a local controller (124) designed to control the electrical source (110) by implementing a droop regulation so that the electrical source (110) provides a current proportional, according to a droop gain, to a voltage drop; and - a central controller (122).The voltage drop (ΔUA', ΔUB') used for droop regulation comprises the sum of a voltage drop (ΔU) of the DC bus (116) with respect to a maximum voltage (Umax) and a correction (δ), and the central controller (122) is designed to provide the correction (δ) from a deviation (δU) of the voltage (U) of the DC bus (116) with respect to a reference voltage (Uref), so as to seek to cancel this deviation (δU), and to transmit the correction (δ) to each of the local controllers (124). Figure for abstract: Fig. 1.

Description

Title of the invention: ENERGY SUPPLY IN AN AIRCRAFT USING DROP CONTROL Technical field of the invention

[0001] The present invention relates to an installation for supplying energy in an aircraft and to an aircraft comprising such an installation. Technological background

[0002] 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.

[0003] 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.

[0004] 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.

[0005] This sustained research and development work covers new generations of aircraft engines, the lightening of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to ensure propulsion, and, as essential complements to technological progress, aeronautical biofuels.

[0006] It is known to provide in an aircraft an energy supply installation comprising a DC bus to which at least one electrical load is intended to be connected. Several electrical sources are connected in parallel to the DC bus, these electrical sources including for example a turbomachine electrical source and a battery. A set of such sources is called a “hybrid system”.

[0007] It may be desirable to control the bus voltage of such a hybrid system without communication between the sources. This control must preferably be compatible, if necessary, with dynamic prioritization of the sources to respond to constraints (split, sampling limits) changing over time. This general problem is accompanied by problems more specific to multi-source voltage control such as robustness to loss of source(s) and the quality of the electrical network (including stability).

[0008] To control the bus voltage without communication between the sources, it is known to implement a droop regulation so that the electrical source provides a current proportional, according to a droop gain, to a voltage drop.

[0009] Conventionally, the voltage drop used in droop regulation is the voltage drop of the DC bus relative to a maximum voltage. In the absence of an electrical load on the DC bus, this voltage drop is zero. As soon as an electrical load draws electrical power, the DC bus voltage is lower than the maximum voltage. Thus, in practice, the DC bus voltage varies depending on the electrical loads. However, certain equipment requires a stable DC bus voltage, close to a reference voltage. This constraint is reflected in standards currently being established in the aeronautical field.

[0010] It may thus be desirable to provide an energy supply installation in an aircraft which makes it possible to overcome at least some of the aforementioned problems and constraints, in particular to use static regulation while maintaining the DC bus voltage close to the reference voltage. Summary of the invention

[0011] An installation for supplying energy in an aircraft is therefore proposed, comprising: - a DC bus designed to present a voltage and to which at least one electrical load is intended to be connected; - several electrical sources connected to the DC bus, these electrical sources including a turbomachine electrical source; - for each electrical source, a local controller designed to control the electrical source by implementing a droop regulation so that the electrical source provides a current proportional, according to a droop gain, to a voltage drop; and - a central controller; characterized in that the voltage drop used for droop regulation comprises the sum of a DC bus voltage drop relative to a maximum voltage and a correction, and in that the central controller is designed to provide correction from a deviation of the DC bus voltage from a reference voltage, so as to seek to cancel this deviation, and to transmit the correction to each of the local controllers.

[0012] An energy supply installation according to the invention may further comprise one or more of the following optional features, in any technically possible combination.

[0013] Optionally, the continuous bus is divided into a first part and a second part, and the installation further comprises: - a contactor for selectively connecting and disconnecting the two parts of the DC bus; and - a device for measuring a voltage of the second part of the DC bus; the central controller being designed, when the contactor is open, to calculate the correction for the local controller of each electrical source connected to the second part of the DC bus, from the measured voltage of the second part of the DC bus.

[0014] Also optionally, the central controller is designed, when the contactor is open, not to transmit correction to each local controller of the electrical sources connected to the first part of the continuous bus.

[0015] Also optionally, the installation further comprises: - a device for measuring a voltage of the first part of the DC bus; the central controller being designed, when the contactor is open, to calculate the correction for the local controller of each electrical source connected to the first part of the DC bus, from the measured voltage of the first part of the DC bus.

[0016] Also optionally, the electrical sources include: a so-called low-pressure electrical source designed to draw mechanical power from a low-pressure body of a propulsion turbomachine, and / or a so-called high-pressure electrical source designed to draw mechanical power from a high-pressure body of a propulsion turbomachine, and / or a so-called auxiliary electrical source designed to draw mechanical power from a non-propulsion turbomachine, and / or a so-called storage electrical source comprising an electrical energy storage device such as a battery.

[0017] Also optionally: - each local controller is designed to implement a dead zone with a height defined according to a command received from the central controller, this height being able to be zero; and - the central controller is designed to control: • selectively any of the local controllers, including that of a turbomachine electrical source, so that its dead zone has a non-zero first height, and • at least one other local controller so that its dead zone has a second height different from the first height.

[0018] Also optionally, the central controller is designed so that the height of the dead zone of at least one of the local controllers is zero.

[0019] Also optionally, each local controller is designed to, when the corrected voltage drop with respect to a maximum bus voltage exceeds the height of the dead zone of the associated electrical source, implement a so-called increasing zone where said electrical source provides an increasing current with the corrected voltage drop, and the central controller is designed to define the heights of the dead zones so that the increasing zones of the electrical sources are adjacent and / or overlap, but are not disjoint.

[0020] Also optionally, the central controller is configured to transmit a priority number to each local controller, and each local controller is configured to calculate the height of the dead zone of the associated electrical source from the received priority number.

[0021] Also optionally, each local controller is designed to calculate the height of the dead zone of the associated electrical source from the priority number received by the formula: H = p • Av, where H is the height of the dead zone, p is the priority number received and Av a predefined step, preferably the same for all the local controllers.

[0022] An aircraft comprising an installation according to the invention is also proposed. Brief description of the figures

[0023] The invention will be better understood with the aid of the following description, given solely by way of example and with reference to the appended drawings in which: - [Fig.l] is a simplified view of an installation according to the invention for supplying energy in an aircraft, this installation comprising electrical sources connected to a continuous bus in two parts, as well as local controllers of the electrical sources and a central controller, - [Fig.2] is a functional diagram of the central controller and two local controllers, when a contactor between the two parts of the DC bus is closed, - [Fig.3] is a graph illustrating the evolution of a current setpoint as a function of a bus voltage, in the absence of correction and dead zone, - [Fig.4] is a graph illustrating the evolution of a current setpoint as a function of a bus voltage, in the presence of correction, but still without dead zone, - [Fig.5] shows the functional diagram of [Fig.2] when the contactor is open, - [Fig.6] groups together two graphs illustrating the evolution of a supplied current as a function of a bus voltage and a bus voltage drop, respectively, in the absence of correction and in the presence of a dead zone, - [Fig.7] illustrates the evolution of a dead zone height as a function of a received priority number, - [Fig.8] is a graph illustrating the evolution of a supplied current setpoint as a function of a bus voltage, in the presence of correction and dead zone, - [Fig.9] reproduces the functional diagram of [Fig.2] in the case of implementation of dead zones, - [Fig. 10] groups together current setpoint curves as a function of bus voltage, in a first example of prioritization of electrical sources, and - [Fig. 11] groups together current setpoint curves as a function of bus voltage, in a second example of prioritization of electrical sources. Detailed description of the invention

[0024] With reference to [Fig.l], an example of an installation 100 for supplying energy in an aircraft will now be described.

[0025] The installation 100 firstly comprises a propulsion turbomachine 102 comprising a propeller 104 (from the English “fan”), a low pressure (LP) body 106Bp for driving the propeller 104, and a high pressure (HP) body 106Hp.

[0026] The installation 100 further comprises a non-propulsive turbomachine 108 (from the English “Auxiliary Power Unit”, also designated by the acronym APU).

[0027] The installation 100 further comprises several electrical sources 110.

[0028] These electrical sources 110 include in particular at least one turbomachine electrical source 110Bp, 110Hp, HOapu, that is to say an electrical source designed to take mechanical power from a turbomachine (such as the propulsion turbomachine 102 or the non-propulsion turbomachine 108), in order to provide electrical power.

[0029] For example, the electrical sources 110 include a so-called low pressure electrical source 110BP designed to take mechanical power from the low pressure body 106BP of the propulsion turbomachine 102. Still for example, the electrical sources 110 include a so-called high pressure electrical source 110Hp designed to take mechanical power from the HP body 106 of the propulsion turbomachine 102. Still for example, the electrical sources 110 include a so-called auxiliary electrical source 1 IOapu designed to draw mechanical power from the non-propulsive turbomachine 108. For example, each electrical source 110Bp, 110Hp, 1 IOapu comprises an electrical machine 112BP, 112HP, 1 12apu followed by an alternating-direct voltage converter 114BP, 114HP, 114^.

[0030] The electrical sources 110 further include, for example, at least one so-called storage electrical source 110BAT, comprising an electrical energy storage device 112BAT, such as a battery, and a DC-DC voltage converter 114BAT.

[0031] All electrical sources 110 may be bidirectional.

[0032] The installation 100 further comprises a direct current bus 116 (from the English “Direct Current”) to which the electrical sources 110 are connected in parallel to provide it with electrical power. For example, the direct current bus 116 comprises two parts 116A, 116B and a contactor 118 designed to connect these two parts 116A, 116B together. For example, the propulsion turbomachine electrical source(s) 110BP, 110Hp are connected in parallel to the first part 116A, while the non-propulsion turbomachine electrical source(s) 110BP and / or the storage electrical source(s) 110BAT are connected in parallel to the second part 116B.

[0033] The installation 100 comprises at least one electrical load 120A, 120B connected to the DC bus 116 to be electrically powered by the latter. For example, an electrical load 120A is connected to the first part 116A of the DC bus 116 and an electrical load 120B is connected to the second part 116B of the DC bus 116. Each load 116A, 116B corresponds for example to one or more electrical equipment of the aircraft.

[0034] The installation 100 further comprises, on the one hand, a so-called central controller 122 and, on the other hand, for each electrical source 110, a so-called local controller 124. The installation 100 thus comprises, in the example illustrated, the local controllers 124BP, 124HP, 124bat, 124^ for respectively the electrical sources 110BP, 110HP, H0BAT, 1 lO^u- The term “controller” is a functional term not prejudging the actual implementation. Each controller 122, 124 can be implemented on one or more dedicated computers. Conversely, the same computer can implement several controllers 122, 124.

[0035] Each local controller 124 is designed to control the associated electrical source 110 by implementing a droop control regulation based on a droop gain associated with this electrical source 110.

[0036] Generally speaking, the regulation of statism consists of letting the DC bus 116 have a bus voltage U which can vary, between a maximum voltage Umax and a minimum voltage Umin, so that the electrical power supplied by each electrical source 110 depends on the bus voltage U. The maximum voltage Umax corresponds to the bus voltage in the absence of load.

[0037] The bus voltage U is thus used to couple the electrical sources 110 together, without requiring communication between them. More precisely, each electrical source 110 is regulated to provide a current I dependent on the bus voltage drop AU (equal to Umax - U). In this way, the regulations of the electrical sources 110 can be carried out independently of each other, but nevertheless remain coupled by the bus voltage U so as to reach a balance point together. For example, each local controller 124 is designed to regulate the current provided by the associated electrical source 110 so that this supplied current follows a reference current calculated as a function of the voltage drop AU. It is generally desired that the bus voltage U remains equal to a reference voltage Uref between Umax and Umin, for example equal to the middle of the interval: Uref = (Umax - Umin) / 2.Alternatively, the reference voltage Uref could be chosen equal to Umax or Umin.

[0038] The electrical installation 100 further comprises a device 126A for measuring a voltage UA of the first part 116A of the DC bus 116. The voltage measurement is for example supplied to the local controller 124 of each electrical source 110 (the electrical sources 110Hp and 110Bp in the example illustrated) connected to the first part 116 of the DC bus 116, as well as to the central controller 122.

[0039] The electrical installation 100 further comprises a device 126B for measuring a voltage UB of the second part 116B of the DC bus 116. The voltage measurement is for example supplied to the local controller 124 of each electrical source 110 (the electrical sources 110Bat and HOapu in the illustrated example) connected to the second part 116B of the DC bus 116, as well as to the central controller 122. For the sake of simplification, the voltage measurements are designated by the same references as the measured voltages.

[0040] When the contactor 118 is closed, the DC bus 116 has essentially a single voltage U, at which the voltages UA and UB are substantially equal. On the other hand, when the contactor 118 is open, the voltages UA and UB may be different.

[0041] The electrical installation 100 further comprises, for each electrical source 110, a device for measuring a current supplied by this electrical source 110 to the DC bus 116. The current measurement is in particular supplied to the local controller 124 of the electrical source 110 considered. For the sake of simplification, the currents and their measurements bear the same references in the figures. These devices and the current measurements are thus denoted 128BP, 128Hp, 128BAt, 128apu and IBP, IHp, IBat, Iapu for respectively the electrical sources 110BP, 110Hp, 110BAt, HOapu-

[0042] [Fig. 2] illustrates an exemplary embodiment: (i) of the central controller 122, (ii) of a local controller 124A of an electrical source 110 connected to the first part 116A of the DC bus 116, and (iii) of a local controller 124B of an electrical source 110 connected to the second part 116B of the DC bus 116. In the example illustrated, the local controller 124A of [Fig. 2] thus represents each of the local controllers 124 Bp, ​​124hp of [Fig. 1], and the local controller 124B of [Fig. 2] thus represents each of the local controllers 124BAt, 124apu of [Fig. 1]. Similarly, the associated current measuring devices and associated measurements are referenced 128A and IA for the local controller 124A, and 128B and IB for the local controller 124B. Thus, the measuring device 128A of [Fig. 2] represents each of the measuring devices 128BP, 128Hp of [Fig. 1], and the measuring device 128B of [Fig. 2] represents each of the measuring devices 128BAT, 128^ of [Fig.Similarly, the current measurement IA of [Fig.2] represents each of the current measurements IBP, IHP of [Fig.l], and the current measurement IB of [Fig.2] represents each of the current measurements IBAT, IApi; of [Fig.l]. .

[0043] When the contactor 118 is closed, the two parts 116A, 116B of the DC bus 116 are connected to each other and their voltages UA, UB are therefore substantially equal. The central controller 122 can therefore globally control all the local controllers 124A, 124B. For this, the central controller 122 comprises for example the following blocks, activated when the contactor 118 is closed.

[0044] The central controller 122 firstly comprises a block 202 designed to calculate a voltage U of the DC bus 116 from one or both of the measured voltages UA, UB. For example, the voltage U is taken to be equal to one of the voltages UA, UB, the other not being used for calculating the voltage U. Alternatively, the voltage U is for example taken to be equal to an average of the voltages UA, UB, for example U = (UA + UB) / 2.

[0045] The central controller 122 further comprises a comparator block 204 designed to compare the voltage U with the reference voltage Uref and calculate a deviation ôU of the bus voltage U with respect to the reference voltage Uref: ôU = Uref - U.

[0046] The central controller 122 further comprises a corrector 206 designed to calculate a correction ô from the deviation ôU in order to seek to cancel the latter, that is to say so that the bus voltage U tends towards the reference voltage Uref. The corrector 206 has zero static error. It is for example a proportional-integral corrector. The corrector 206 is further designed to transmit the correction ô to all the local controllers 124A, 124B.

[0047] Each local controller 124A, 124B comprises a comparator block 208 designed to compare the voltage measurement UA, respectively UB, with the maximum bus voltage Umax corrected by the correction ô to calculate a corrected voltage drop AUA' (respectively AUB'): AUA' = AUA + ô = Umax - UA + ô and AUB' = AUB + ô = U max - UB + ô. The voltages UA and UB being substantially equal, the voltage drops AUA, AUB are substantially equal to each other and to the overall voltage drop of the AU bus: AUA = AUB = AU. The corrected voltage drops AUA', AUB' are also substantially equal: AUA' = AUB' = AU'.

[0048] Each local controller 124A, 124B further comprises a block 210 for calculating a current setpoint IA* (respectively IB*) from the corrected voltage drop AUA' (respectively AUB') and the droop coefficient KA (respectively KB) for the local controller 124A, 124B.

[0049] Each local controller 124A, 124B further comprises a block 212 designed to compare the current IA (respectively IB) supplied by the associated electrical source 110 (as measured by the associated device 128A (respectively 128B)) with the current setpoint IA* (respectively IB*), for example to provide a current error AIA (respectively AIB), for example AIA = IA* - IA and AIB = IB* - IB.

[0050] Each local controller 124A, 124B further comprises a block 214 designed to generate commands (for example pulse width modulation commands) for the associated electrical source 110, and in particular for the voltage converter 114 of this associated electrical source 110, from the current error AIA (respectively AIB).

[0051] With reference to [Fig.3], in the absence of correction ô, the bus voltage U is at an equilibrium point between Umin and Umax, generally different from the reference voltage Uref. In [Fig.3], the bus voltage U is thus lower than the reference voltage Uref.

[0052] With reference to [Fig.4], when the correction ô is established by the corrector 206, the deviation ôU is cancelled so that the bus voltage U is equal to the reference voltage Uref. Each local controller 110 thus “sees” the voltage drop corrected AU' by the correction ô (AU' = AU + ô), and not the actual voltage drop AU. This allows each local controller 110 to control its associated source with the same current setpoint as in the case without correction ô, while the bus voltage U is maintained at the reference voltage Uref. Indeed, the droop regulation is equivalent to a proportional corrector which has a non-zero static error in response to a unit step. Thus, this static error introduced by the droop regulation on the voltage U can be cancelled thanks to the correction ô.

[0053] With reference to [Fig. 5], when the contactor 118 is open, the two parts 116A, 116B of the DC bus 116 are no longer connected to each other and can therefore have different voltages UA, UB. It is therefore necessary for the central controller 122 to distinguish the two parts 116A, 116B of the DC bus 116. The equipment most sensitive to voltage variations being those connected to the second part 116B of the DC bus 116, the central controller 122 is designed to, at a minimum, regulate the voltage UB. When the controller 122 is designed to regulate the two parts 116A, 116B of the bus 116, the central controller 122 is designed to control the two parts 116A, 116B of the bus 116 separately. In other words, the central controller 122 comprises two control instances: a central controller 122A of the part 116A of the bus 116 and a central controller 122B of the part 116B of the bus 116.

[0054] The central controller 122B comprises for example the blocks illustrated in [Fig.5], described below, which are activated when the contactor 118 is open.

[0055] The central controller 122B thus comprises a comparator block 502 designed to compare the voltage measurement UB with a reference voltage UrefB to calculate a deviation ôUB of the voltage UB of the second part 116B of the DC bus 116 with respect to the reference voltage UrefB, for example: ôUB = UrefB - UB.

[0056] The central controller 122B further comprises a corrector 504 designed to calculate a correction ôB from the deviation ôUB in order to cancel the latter. The corrector 504 has zero static error. It is for example a proportional-integral corrector. The corrector 504 is further designed to transmit the correction ôB to all the local controllers 124B of the electrical sources 110 connected to the second part 116B of the continuous bus 116.

[0057] Blocks 204, 206 of [Fig.2] can for example be reused to produce blocks 502, 504.

[0058] The equipment connected to the first part 116A of the DC bus 116 is generally not very sensitive to voltage variations, so that it is possible to let the voltage UA deviate from a reference voltage UrefA in response to the droop regulation implemented in the local controllers 124A.

[0059] The central controller 122 is then designed, when the contactor 118 is open, not to transmit correction to each local controller 124A of the electrical sources 110 connected to the first part 116A of the continuous bus 116. Thus, the central controller 122 is devoid of the control instance 122A.

[0060] Alternatively, it is also possible to regulate the voltage UA, in which case the central controller 122A comprises for example the blocks described below, which are activated when the contactor 118 is open.

[0061] The central controller 122A thus comprises a comparator block 506 designed to compare the voltage measurement UA with the reference voltage UrefA to calculate a deviation ôUA of the voltage UA of the first part 116A of the DC bus 116 with respect to the reference voltage UrefA, for example: ôUA = UrefA - UA.

[0062] The central controller 122A further comprises a corrector 508 designed to calculate a correction ôA from the deviation ôUA in order to cancel the latter. The corrector 508 has zero static error. It is for example a pro corrector portional-integral. The corrector 508 is further designed to transmit the correction ôA to all the local controllers 124A of the electrical sources 110 connected to the first part 116A of the continuous bus 116.

[0063] With reference to [Fig.6], in certain embodiments, it is possible to provide a droop regulation with a dead zone ZM. In the absence of correction δ, the dead zone corresponds to a bus voltage range U extending below the maximum voltage Umax, from the latter. When the bus voltage U is included in this voltage range defining the dead zone ZM of the electrical source 110 considered, the electrical source 110 is controlled to be deactivated, that is to say not to supply current I to the DC bus 116, nor to draw it in the case of a bidirectional electrical source.

[0064] The dead zone ZM thus has a height H defining the extent of the associated voltage range. The dead zone ZM thus extends over the interval [Umax - H; Umax] of the bus voltage U.

[0065] When the voltage drop AU is less than or equal to the height H of the dead zone ZM of the electrical source 110 considered, the local controller 124 controls the electrical source 110 so as not to exchange current I with the DC bus 116, for example by setting the current setpoint I* to zero. The electrical source 110 is then in its dead zone ZM.

[0066] When the voltage drop AU exceeds the height H of the dead zone ZM, the local controller 124 controls the electrical source 110 to supply a current I increasing with the voltage drop AU, for example by setting the current setpoint I* increasing with the voltage drop AU. The electrical source 110 is then in an operating zone called increasing zone ZC. For example, the current I (or, where appropriate, the current setpoint I*) increases linearly with the voltage drop AU, according to a droop coefficient K.

[0067] Generally, the current I (or, where appropriate, the current setpoint I*) supplied to each electrical source 110 is limited to a maximum current Imax which is reached for a maximum voltage drop AUmax. Thus, when the voltage drop AU exceeds the maximum voltage drop AUmax, the current supplied is equal to and limited to this maximum current Imax. The electrical source 110 is then in an operating zone called the saturation zone ZS.

[0068] Each local controller 124 is thus designed to implement a dead zone ZM with a height H defined according to a definition received from the central controller 122. This height H can be zero, in which case, this amounts to not implementing a dead zone ZM for the electrical source 110 considered. The central controller 122 is thus capable of defining the heights H of the dead zones ZM of all the electrical sources 110. For example, the central controller 122 is designed to vary the heights H of the dead zones ZM over time, for example depending on the flight phases and / or the available electrical sources 110. The central controller 122 is further designed to transmit to each local controller 124 the definition of the dead zone height H that this local controller 124 must implement.

[0069] For example, the central controller 122 is designed to directly transmit to each local controller 110 the defined height H or the end of dead zone bus voltage ZM, i.e. the bus voltage value Umax - H, each local controller 124 knowing the maximum voltage Umax.

[0070] Alternatively, preferably, the central controller 122 is designed to transmit a priority number p to each local controller 124 from which each local controller 124 is designed to calculate the height H of its dead zone ZM.

[0071] In the latter case, with reference to [Fig.7], each local controller 124 is designed to calculate the height H of the dead zone ZM of the associated electrical source 110 from the priority number received, for example according to the following formula: H = p • Av, where p is the priority number received and Av a predefined step, preferably the same for all the local controllers 124. Thus, a zero priority gives a zero height H, and therefore an absence of dead zone ZM. The height H of the dead zone ZM thus increases with the priority.

[0072] The central controller 122 is designed to define the priorities of the electrical sources 110 among themselves so that the highest priority electrical sources 110 activate first. This definition of priorities is implemented by the central controller 122 by controlling the local controllers 124 so that the heights H of the dead zones ZM are increasing in the order of priority. In the example where the priority numbers p are used, this is achieved by configuring the central controller 122 to transmit to each electrical source 110 one of the predefined priority numbers.

[0073] Preferably, the central controller 122 is designed so that, at each instant, the height H of the dead zone ZM of at least one of the sources is zero. The source whose height H of the dead zone ZM is zero can change over time, for example depending on the flight phase.

[0074] More preferably, the central controller 122 is designed so that the increasing zones ZC of the electrical sources 110 are adjacent and / or overlap, but are never disjoint. In other words: (Umax - H)sourcei > (AUmax)source 2. This avoids the presence of a voltage drop interval for which no electrical source 110 would be in its increasing zone ZC, that is to say for which each electrical source 110 would be either in its dead zone ZM or in its saturation zone ZS. For example, the increasing zones ZC all extend over the same voltage drop length AU, which depends on the droop coefficient K and the maximum current setpoint Imax* of the source considered.

[0075] With reference to [Fig.8], in the presence of the correction ô, a dead zone ZM can be applied in the same way to each local controller 124 but by replacing, in the preceding explanations, the voltage drop AU by the corrected voltage drop AUA' = AUA + ô = Umax - UA + ô (respectively AUB' = AUB + ô = Umax - UB + ô).

[0076] With reference to [Fig.9], to implement the priorities of the electrical sources, the central controller 122 comprises for example a block 802 to provide each local controller 124 with a definition of dead zone height to be implemented by the local controller 124. This definition is for example, as explained previously, a priority number pA, respectively pB, for the electrical sources 110 connected to the first part of bus 116A, respectively to the second part of bus 116B.

[0077] For its part, each local controller 124 comprises for example a block 804 designed to apply the dead zone with the defined height H, for example with the height H calculated from the priority pA (respectively pB) received. For this, the block 804 is for example designed to provide a zero voltage drop to the block 210 when the corrected voltage drop AUA' (respectively AUB') is lower than the defined height H. Indeed, when the block 210 receives a zero voltage drop, the current setpoint IA* (respectively IB*) is zero. For example, the block 804 provides as output: max(0, AUA' - H) with in the example H = pA • AV (respectively max(0, AUB' - H) with in the example H = pB • AV).

[0078] In the example of [Fig. 10], the 110Hp electrical source is activated first, then, once the 110Hp electrical source is in its saturation zone ZS, the 110Bp electrical source is added, then once the 110Bp electrical source is in its saturation zone ZS, the HOapu source is added, then once the HOapu electrical source is in its saturation zone, the 110Bat source is added.

[0079] At the operating point P, the bus voltage U remains equal to the maximum voltage Umax, but the correction ô acts as a voltage drop seen by the local controllers 124 which can implement their droop regulation from this voltage drop seen. More precisely, in the example illustrated, the voltage drop seen (the correction ô at the operating point P) by the local controllers is too low for the sources 110BP, 1 IOapu and 1 10BAt to be activated. If the current draw by the loads 120A, 120B increases, the correction ô will also increase to successively activate the electrical sources in the order indicated previously.

[0080] With reference to [Fig. 11], the order of priority is this time: 1 IOapu, 110Hp, 110BP, 110 Bat* In the example illustrated, at the operating point P, the correction ô is high enough for the first two electrical sources 1 IOapu, 110Hp to operate at full power (maximum current) and the third 110Bp source operates at intermediate power.

[0081] In conclusion, it will be noted that the invention is not limited to the embodiments described above. It will indeed appear to those skilled in the art that various modifications can be made to the embodiments described above, in light of the teaching which has just been disclosed to them.

[0082] For example, the corrector 206 may be hosted in a different controller than the central controller 122 hosting the block 802. For example, the corrector 206 may be hosted in a distribution controller. The latter then preferably also hosts an opening / closing logic for the contactor 118.

[0083] In the detailed presentation of the invention which is made above, the terms used must not be interpreted as limiting the invention to the embodiments set out in the present description, but must be interpreted to include all equivalents whose prediction is within the reach of those skilled in the art by applying their general knowledge to the implementation of the teaching which has just been disclosed to them.

Claims

Claims

1. Installation (100) for supplying energy in an aircraft, comprising: - a continuous bus (116) designed to have a voltage (U) and to which at least one electrical load (120A, 120B) is intended to be connected; - several electrical sources (110) connected to the continuous bus (116), these electrical sources (110) including a turbomachine electrical source (110Bp, 110Hp, HOapu); - for each electrical source (110), a local controller (124) designed to control the electrical source (110) by implementing a droop regulation so that the electrical source (110) provides a current (I) proportional, according to a droop gain (K), to a voltage drop (AUA', AUB'); and - a central controller (122); characterized in that the voltage drop (AUA', AUB') used for the droop regulation comprises the sum of a voltage drop (AU) of the DC bus (116) with respect to a maximum voltage (Umax) and a correction (ô), and in that the central controller (122) is designed to provide the correction (ô) from a deviation (ôU) of the voltage (U) of the DC bus (116) with respect to a reference voltage (Uref), so as to seek to cancel this deviation (ôU), and to transmit the correction (ô) to each of the local controllers (124).

2. Installation (100) according to claim 1, in which the continuous bus (116) is divided into a first part (116A) and a second part (116B), and further comprising: - a contactor (118) for selectively connecting and disconnecting the two parts (116A, 116B) of the DC bus (116); and - a device (126B) for measuring a voltage (UB) of the second part (116B) of the DC bus (116); the central controller (122) being designed, when the contactor (118) is open, to calculate the correction (ôB) for the local controller (124B) of each electrical source (110) connected to the second part (116B) of the DC bus (116), from the voltage (UB) measured from the second part (116B) of the DC bus (116).

3. Installation (100) according to claim 2, in which the central controller (122) is designed, when the contactor (118) is open, not to transmit correction to each local controller (124A) of the electrical sources (110) connected to the first part (116A) of the continuous bus (116).

4. Installation (100) according to claim 2, further comprising: - a device for measuring a voltage (UA) of the first part (116A) of the DC bus (116); the central controller (122) being designed, when the contactor (118) is open, to calculate the correction (ôA) for the local controller (124A) of each electrical source (110) connected to the first part (116A) of the DC bus (116), from the measured voltage (UA) of the first part (116A) of the DC bus (116).

5. Installation (100) according to any one of claims 1 to 4, wherein the electrical sources (110) include: a so-called low pressure electrical source (110BP) designed to take mechanical power from a low pressure body (106Bp) of a propulsion turbomachine (102), and / or a so-called high pressure electrical source (110Hp) designed to take mechanical power from a high pressure body (106Hp) of a propulsion turbomachine (102), and / or a so-called auxiliary electrical source (110Apu) designed to take mechanical power from a non-propulsion turbomachine (108), and / or a so-called storage electrical source (110BAt) comprising an electrical energy storage device (112) such as a battery.

6. Installation (100) according to any one of claims 1 to 5, in which: - each local controller (124) is designed to implement a dead zone (ZM) with a height (H) defined according to a command received from the central controller (122), this height (H) being able to be zero; and - the central controller (122) is designed to control: • selectively any of the local controllers (124), including that of a turbomachine electrical source (110BP, 1 10hp, 1 10apu), so that its dead zone dead zone (ZM) has a first non-zero height (H), and • at least one other local controller (124) so ​​that its dead zone (ZM) has a second height (H) different from the first height (H).

7. Installation (100) according to claim 6, in which the central controller (122) is designed so that the height (H) of the dead zone (ZM) of at least one of the local controllers (124) is zero.

8. Installation (100) according to claim 6 or 7, wherein each local controller (124) is designed to, when the corrected voltage drop (AUA', AUB') with respect to a maximum bus voltage (Umax ) exceeds the height (H) of the dead zone (ZM) of the associated electrical source (110), implement a so-called increasing zone (ZC) where said electrical source (110) provides an increasing current with the corrected voltage drop (AUA', AUB'), and wherein the central controller (122) is designed to define the heights (H) of the dead zones (ZM) so that the increasing zones (ZC) of the electrical sources (110) are adjacent and / or overlap, but are not disjoint.

9. Installation (100) according to any one of claims 6 to 8, wherein the central controller (122) is adapted to transmit a priority number (p) to each local controller (124), and wherein each local controller (124) is adapted to calculate the height (H) of the dead zone (ZM) of the associated electrical source (110) from the priority number (p) received.

10. Installation (100) according to claim 9, in which each local controller (124) is designed to calculate the height (H) of the dead zone (ZM) of the associated electrical source (110) from the priority number (p) received by the formula: H = p • Av, where H is the height of the dead zone, p is the priority number received and Av a predefined step, preferably the same for all the local controllers (124).

11. Aircraft comprising an installation (100) according to any one of claims 1 to 10.

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