POWER SUPPLY IN AN AIRCRAFT USING STATIC CONTROL

Abstract

The installation (100) comprises: - a continuous bus (116) 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, 110APU); - for each electrical source (110), a local controller (124) designed to control the electrical source (110) in question by implementing drastic control based on a drastic gain associated with the electrical source (110) in question; and - a central controller (122); Each local controller (124) is designed to implement a dead zone with a variable height, depending on 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 (110), including that of the turbomachine power source (110BP, 110HP, 110APU), so that its dead zone has a non-zero height, and • at least one other local controller (110) so that its dead zone has a different height. Figure for the abstract: Fig. 1;

Description

Title of the invention: POWER SUPPLY IN AN AIRCRAFT USING STATIONARY CONTROL Technical field of the invention

[0001] The present invention relates to an aircraft power supply installation and an aircraft comprising such an installation. Technological background

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new types of aircraft and those currently in operation, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change.

[0003] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors impacting all phases of design and development in order to obtain less energy-intensive and 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 that minimize greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, in particular through the materials used and lighter on-board equipment, the development of the use of electrical technologies to provide propulsion, and, as essential complements to technological progress, aviation biofuels.

[0006] It is known to provide in an aircraft a power supply system comprising a continuous bus to which at least one electrical load is intended to be connected. To supply electricity to the bus, several electrical sources are connected to it in parallel, these electrical sources including, for example, a propulsive turbomachine, a non-propulsive auxiliary turbomachine, and a battery.

[0007] However, depending on the flight phase, the available power sources are not the same. For example, the main power source configurations found during normal flight phases are as follows. When the aircraft is on the ground and during the start-up of the auxiliary turbomachine, the battery is the only available source. During taxiing and during the start-up of the main turbomachine, the auxiliary turbomachine is also available and has priority, with the battery remaining as a backup. During the other flight phases (take-off, cruise, and landing), the power sources connected to the main turbomachine have priority for controlling the bus voltage. The battery and the auxiliary turbomachine then serve as backups.

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

[0009] Conventionally, the voltage drop used in droop control is the voltage drop across the bus relative to a maximum voltage. In the absence of an electrical load on the bus, this voltage drop is zero. As soon as an electrical load draws power, the bus voltage falls below the maximum voltage. Thus, in practice, the bus voltage varies according to the electrical loads.

[0010] It is also known that, when the power sources consist of a battery and a propulsion turbomachine, a dead zone can be implemented in the battery's static control. The dead zone consists of a predefined voltage drop threshold, below which the current setpoint supplied by the battery is set to zero. In other words, the battery is not activated as long as the voltage drop is small, close to zero. The dead zone aims to prevent battery charge / discharge cycles. By implementing this battery dead zone, the battery is activated after the power sources associated with the propulsion turbomachine, that is, when the voltage drop exceeds the predefined threshold.

[0011] There is therefore a need for a mechanism to prioritize available sources, allowing for a dynamic reconfiguration of priorities according to needs, particularly following changes in available sources. Summary of the invention

[0012] A power supply installation in an aircraft is therefore proposed, comprising: - a continuous bus to which at least one electrical load is intended to be connected; - several electrical sources connected to the DC bus, these sources electrical including a turbomachine power source; - for each electrical source, a local controller designed to control the electrical source in question by implementing drastic regulation based on a drastic gain associated with the electrical source in question; and - a central controller; characterized in that: - Each local controller is designed to implement a dead zone with a variable height, depending on a command received from the central controller; this height can be zero; and - The central controller is designed to control: • selectively any of the local controllers, including that of the turbomachine power source, so that its dead zone has a non-zero height, and • at least one other local controller so that its dead zone has a different height.

[0013] An energy supply installation according to the invention may further include one or more of the following optional features, in any technically possible combination.

[0014] Optionally, the electrical sources include: a so-called low-pressure electrical source designed to extract mechanical power from a low-pressure body of a propulsion turbomachine, and / or a so-called high-pressure electrical source designed to extract mechanical power from a high-pressure body of a propulsion turbomachine, and / or a so-called auxiliary electrical source designed to extract mechanical power from a non-propulsive turbomachine, and / or a so-called storage electrical source comprising an electrical energy storage device such as a battery.

[0015] Optionally, the central controller is also designed so that the height of the dead zone of at least one of the sources is zero.

[0016] Optionally also, each local controller is designed to, when a voltage drop on the DC bus relative to a maximum bus voltage exceeds the height of the dead zone, implement a so-called increasing zone where the power source supplies a current increasing with the voltage drop, and the central controller is designed to define the heights of the dead zones so that the increasing zones of the power sources are adjacent and / or overlap.

[0017] Optionally, the central controller is also designed to transmit a priority number to each local controller, and each local controller is designed to calculate the dead zone height from the received priority number.

[0018] Optionally, each local controller is also designed to calculate the dead zone height from the priority number received by the formula: H = p • Av, where H is the dead zone height, p is the priority number received and Av a predefined step, preferably the same for all local controllers.

[0019] Optionally also, the central controller is designed to provide each local controller with a correction calculated from a deviation of the DC bus voltage from a reference voltage, so as to seek to cancel this deviation, and each local controller is designed to apply the correction to the DC bus voltage drop to calculate a corrected voltage drop used for drastic regulation.

[0020] Optionally, the continuous bus is also 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.

[0021] Optionally also, the central controller is designed, when the contactor is open, not to transmit any correction to the local controller of each electrical source connected to the first part of the continuous bus.

[0022] Optionally, the installation also includes: - 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.

[0023] An aircraft comprising an installation according to the invention is also proposed. Brief description of the figures

[0024] The invention will be better understood with the aid of the following description, given solely by way of example and made with reference to the accompanying drawings in which: - [Fig. 1] is a simplified view of an installation according to the invention for supplying power in an aircraft, - Figure 2 shows two graphs illustrating the evolution of a supplied current as a function of a bus voltage and a bus voltage drop, respectively. - Figure 3 illustrates the evolution of a dead zone height as a function of priority number received - Figure 4 shows current curves as a function of bus voltage, in a first example of prioritizing several electrical sources. - Figure 5 groups current curves as a function of bus voltage, in a second example of prioritizing electrical sources, - Figure 6 is a functional diagram of a local controller of an electrical source. - Figure [7] replicates Figure [1] by adding elements to regulate the bus voltage to a reference voltage, - [Fig.8] illustrates a central controller and two local controllers of the installation of [Fig.7], - Figure [Fig.9] reproduces Figure [Fig.5] with bus voltage regulation activated, - Figure 10 reproduces Figure 6 with bus voltage regulation activated, and - Figure 11 illustrates the central controller and the two local controllers of the installation of [Fig.7], when two parts of the continuous bus are disconnected from each other. Detailed description of the invention

[0025] With reference to [Fig.1], an example of an aircraft power supply installation 100 will now be described.

[0026] The installation 100 first of all comprises a propulsion turbomachine 102 including 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.

[0027] The installation 100 further comprises a non-propulsive turbomachine 108 (from the English "Auxiliary Power Unit", also designated by the acronym APU).

[0028] The installation 100 further comprises several electrical sources 110.

[0029] These electrical sources 110 include in particular at least one electrical source from a turbomachine 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-propulsive turbomachine 108), in order to provide electrical power.

[0030] For example, the electrical sources 110 include a so-called low-pressure electrical source 110BP designed to extract mechanical power from the low-pressure body 106BP of the propulsion turbomachine 102. Also for example, the electrical sources 110 include a so-called high-pressure electrical source 110Hp designed to extract mechanical power from the HP body 106 of the propulsion turbomachine 102. Also for example, the electrical sources 110 include a so-called auxiliary electrical source 110apu designed to extract mechanical power from the tur- non-propulsive bomachine 108. For example, each electrical source 110Bp, 110Hp, HOapu comprises an electrical machine 112BP, 112HP, 112^ followed by an AC-DC voltage converter 114BP, 114HP, 114^.

[0031] The electrical sources 110 further include, for example, at least one electrical source called a storage source 110BAt, comprising an electrical energy storage device 112BAT, such as a battery, and a DC-DC voltage converter 114BAT.

[0032] All electrical sources 110 can be bidirectional.

[0033] The installation 100 further includes a direct current bus 116 to which the electrical sources 110 are connected in parallel to supply 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-propulsive turbomachine electrical source(s) 110APi; and / or the storage electrical source(s) 110BAT are connected in parallel to the second part 116B.

[0034] The installation 100 includes at least one electrical load 120A, 120B connected to the continuous bus 116 to be electrically powered by the latter. For example, an electrical load 120A is connected to the first part 116A of the continuous bus 116 and an electrical load 120B is connected to the second part 116B of the continuous bus 116. Each load 116A, 116B corresponds, for example, to one or more electrical devices of the aircraft.

[0035] The installation 100 further comprises a central controller 122 and, for each power source 110, a local controller 124. In the illustrated example, the installation 100 thus includes the local controllers 124BP, 124HP, 124BAT, and 124APU for the power sources 110BP, 110HP, 110BAT, and 110AP, respectively. The term "controller" is a functional term that does not prejudge the actual implementation. Each controller 122, 124 can be implemented on one or more dedicated computers. Conversely, a single computer can implement several controllers 122, 124.

[0036] Each local controller 124 is designed to control the associated electrical source 110 by implementing droop control from a droop gain associated with this electrical source 110.

[0037] Generally, drastic control consists of allowing the DC bus 116 to have a bus voltage U that can vary slightly 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 U corresponds to the bus voltage in the absence of a load.

[0038] 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 regulation of the electrical sources 110 can be carried out independently of each other, but while remaining 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 supplied by the associated electrical source 110 so that this supplied current follows a reference current calculated as a function of the voltage drop AU.

[0039] With reference to [Fig. 2], it is possible to provide a static control system with a dead zone ZM. This dead zone corresponds to a bus voltage range U extending below the maximum voltage Umax, from the latter. When the bus voltage U is within this voltage range defining the dead zone ZM of the considered electrical source 110, the electrical source 110 is controlled to be deactivated, that is, to not supply current I to the DC bus 116, nor to draw any current in the case of a bidirectional electrical source.

[0040] The dead zone ZM thus has a height H defining the extent of the associated voltage range. The dead zone ZM therefore extends over the interval [Umax - H ; Umax] of the bus voltage U.

[0041] When the voltage drop AU is less than or equal to the height H of the dead zone ZM of the considered power source 110, the local controller 124 commands the power source 110 not to exchange current I with the DC bus 116, for example by setting the current setpoint I* to zero. The power source 110 is then in its dead zone ZM.

[0042] When the voltage drop AU exceeds the height H of the dead zone ZM, the local controller 124 commands the power source 110 to supply a current I that increases with the voltage drop AU, for example by setting the current setpoint I* to increase with the voltage drop AU. The power source 110 is then in an operating zone called the increasing zone ZC. For example, the current I (or, where applicable, the current setpoint I*) increases linearly with the voltage drop AU, according to a gain droop coefficient K.

[0043] Generally, the current I (or, where applicable, the current setpoint I*) supplied by each electrical source 110 is limited to a maximum current Imax reached for a maximum voltage drop AUmax. Thus, when the voltage drop AU exceeds the maximum voltage drop AUmax, the supplied current is limited to this maximum current Imax. The electrical source 110 is then in an operating zone called the saturation zone ZS.

[0044] Each local controller 124 is thus designed to implement a dead zone A dead zone (ZM) has a height H defined according to a definition received from the central controller 122. This height H can be zero, in which case it is equivalent to not implementing a dead zone ZM for the electrical source 110 under consideration. The central controller 122 is thus capable of defining the heights H of the dead zones ZM for all 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, according to 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.

[0045] For example, the central controller 122 is designed to directly transmit to each local controller 110 the desired height H or the dead zone end bus voltage ZM, i.e. Umax - H, each local controller 124 knowing the maximum voltage Umax.

[0046] 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.

[0047] In this latter case, with reference to [Fig. 3], each local controller 124 is designed to calculate the height H of the dead zone ZM of the associated power source 110 from the received priority number, for example, according to the following formula: H = p • Av, where p is the received priority number and Av is a predefined step, preferably the same for all local controllers 124. Thus, a zero priority results in a height H of zero, and therefore no dead zone ZM. The height H of the dead zone ZM thus increases with the priority.

[0048] With reference to [Fig. 4], the central controller 122 is designed to define the priorities of the power sources 110 among themselves so that the highest priority power sources 110 activate first. This priority definition is implemented by the central controller 122 by commanding the local controllers 124 so that the heights H of the dead zones ZM increase in order of priority. In the example where priority numbers p are used, this is achieved by configuring the central controller 122 to transmit one of the predefined priority numbers to the local controller 124 for each power source 110.

[0049] Preferably, the central controller 122 is designed so that, at any given time, the height H of the dead zone ZM of at least one of the sources is zero. The source whose dead zone height H is zero may change over time, for example, depending on the flight phase.

[0050] Preferably, the central controller 122 is designed so that the increasing zones ZC of the electrical sources 110 are adjacent and / or overlap, but never disjoint. In other words: (Umax - H)sourcei > (AUmax)source 2- This This avoids the presence of a voltage drop interval for which no electrical source 110 would be in its rising zone ZC, that is, for which each electrical source 110 would be either in its dead zone ZM or in its saturation zone ZS. For example, the rising zones ZC all extend over the same voltage drop length AU, which depends on the static coefficient K and the maximum current setpoint Imax* of the source considered.

[0051] In the example of [Fig.4], the electrical source 110Hp is activated first, then, once the electrical source 110Hp is in its saturation zone ZS, the electrical source 110Bp is added, then once the electrical source 110Bp is in its saturation zone ZS, the source HOapu is added, then once the electrical source HOapu is in its saturation zone, the source 110BAt is added.

[0052] With reference to [Fig. 5], the priority order is this time: 1 IOapu, 110Hp, 110BP, 110 BAT*

[0053] With reference to [Fig.6], an example of an embodiment of a local controller 124 will now be described.

[0054] The local controller 124 includes a comparator block 602 designed to compare the bus voltage U (measured) to the maximum bus voltage Umax to obtain the voltage drop AU = Umax - U.

[0055] The local controller 124 further includes a block 604 for implementing the dead zone ZM. The block 604 is designed to provide a zero output as long as the voltage drop AU has not exceeded the height H of the dead zone ZM, defined by the command received from the central controller 122, for example defined by the priority number p received. The output is, for example, given by: max(0, AU - p*Av).

[0056] The local controller 124 further includes a block 606 for calculating the current setpoint I* by multiplying the output of block 604 by the sagging coefficient K, I* = K-max(0, AU - p-Av).

[0057] The control module 124 further includes a block 608 for comparing the supplied current I (measured) to the current setpoint I*, to provide a current error AI = I* - I.

[0058] The control module 124 further includes a command generation block 610 (for example, pulse-width modulation commands) for the associated power source 110, and in particular for the voltage converter 114 of this associated power source 110, based on the current error AL

[0059] According to the above, the voltage U of the DC bus 116 varies over time, depending on the electrical loads connected to it. However, some equipment requires that the voltage U of the DC bus 116 be stable. It is therefore generally desirable that the bus voltage U remain equal to a reference voltage Uref between Umax and Umin. For example, equal to the midpoint of the interval: Uref = (Umax - Umin) / 2. Alternatively, the reference voltage Uref could be chosen to be equal to Umax or Umin. To achieve this, a mechanism can be implemented to regulate the bus voltage U to the reference voltage Uref. This mechanism will now be described.

[0060] With reference to [Fig.7], the electrical installation 100 further includes a device 702A for measuring a voltage UA of the first part 116A of the DC bus 116. The voltage measurement is provided for example to the local controller 124 of each electrical source 110 (the electrical sources 110Hp and 110Bp in the illustrated example) connected to the first part 116 of the DC bus 116, as well as to the central controller 122.

[0061] The electrical installation 100 further includes a device 702B for measuring a voltage UB of the second part 116B of the DC bus 116. The voltage measurement is, for example, provided 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 simplicity, the voltage measurements are designated by the same references as the measured voltages.

[0062] When the contactor 118 is closed, the DC bus 116 essentially has a single voltage U, to which the voltages UA and UB are substantially equal. Conversely, when the contactor 118 is open, the voltages UA and UB may be different.

[0063] The electrical installation 100 further includes, for each electrical source 110, a device for measuring the current supplied by that electrical source 110 to the DC bus 116. The current measurement is provided, in particular, to the local controller 124 of the electrical source 110 in question. For the sake of simplicity, the currents and their measurements are referred to by the same reference numerals in the figures. These devices and the current measurements are thus denoted 704BP, 704HP, 704BAT, 704BP, 704HP, 704BAT, and 704BP, 704HP, 704BAT, 704BP, 704HP, 704BAT, 704BP, 704HP, 704BAT, 704BP, 704HP, 704BAT, 704BP, 704HP, 704BAT, 704BP, 704HP, 704 ... BAT, 704 BAT, 704 BAT, 704 BAT, respectively.

[0064] With reference to [Fig. 8], when 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 thus control all the local controllers 124A, 124B globally. For this purpose, the central controller 122 includes, for example, the following blocks, which are activated when contactor 118 is closed.

[0065] The central controller 122 first includes a block 802 designed to calculate the DC bus voltage U 116 from one or both of the measured voltages UA, UB. For example, the voltage U is taken as equal to one of the voltages UA, UB, the other not being used for the calculation of the voltage U. Alternatively, the voltage U is, for example, taken as equal to an average of the voltages UA, UB, for example U = (UA + UB) / 2.

[0066] The central controller 122 further includes a comparator block 804 designed to compare the voltage U to the reference voltage Uref and calculate a deviation ôU of the bus voltage U with respect to the reference voltage Uref: ôU = Uref - U.

[0067] The central controller 122 further includes a controller 806 designed to calculate a correction θ from the deviation θU in order to try to cancel the latter, that is, to make the bus voltage U tend towards the reference voltage Uref. The controller 806 has zero static error. It is, for example, a pro-proportional-integral controller. The controller 806 is further designed to transmit the correction θ to all the local controllers 124A, 124B.

[0068] To implement the priorities of the electrical sources 110, the central controller 122 includes, for example, a block 807 to provide each local controller 124A, 124B 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.

[0069] Each local controller 124A, 124B is similar to that of [Fig. 6], except that the comparator block 602 is designed to compare the voltage measurement UA, respectively UB, to the maximum bus voltage Umax, this time corrected by the correction δ received from the central computer 122. The comparator block 602 thus calculates a corrected voltage drop AUA' (respectively AUB'): AUA' = AUA + δ = Umax - UA + δ (respectively, AUB' = AUB + δ = Umax - UB + δ). Since the voltages UA and UB are substantially equal, the voltage drops AUA, AUB are substantially equal to each other and to the overall bus voltage drop AU: AUA = AUB = AU. The corrected voltage drops AUA', AUB' are also substantially equal: AUA' = AUB' = AU'.

[0070] With reference to [Fig. 9] and [Fig. 10], when the correction θ is applied by the controller 602, the deviation θU is canceled out so that the bus voltage U is equal to the reference voltage Uref. Each local controller 124 thus "sees" the voltage drop corrected AU' by the correction θ (AU' = AU + θ), and not the actual voltage drop AU. This allows each local controller 124 to control its associated source 110 with the same current setpoint as in the case without correction θ, while the bus voltage U is maintained at the reference voltage Uref. Indeed, the droop control is equivalent to a proportional controller that has a non-zero steady-state error in response to a unit step input. Thus, this steady-state error introduced by the droop control on the voltage U can be canceled out by the correction θ.

[0071] With reference to [Fig. 11], when the contactor 118 is open, the two parts Pins 116A and 116B of the DC bus 116 are no longer connected to each other and may therefore exhibit different voltages UA and UB. It is therefore necessary that the controller The central controller 122 distinguishes between the two sections 116A and 116B of the DC bus 116. Since the equipment most sensitive to DC bus voltage is that connected to the second section 116B of the DC bus 116, the central controller 122 is designed to regulate the UB voltage at a minimum. When the controller 122 is designed to regulate both sections 116A and 116B of the bus 116, it is designed to control these two sections separately. In other words, the central controller 122 has two control instances: a central controller 122A for section 116A of the bus 116 and a central controller 122B for section 116B of the bus 116.

[0072] For this purpose, the central controller 122B includes, for example, the blocks illustrated in [Fig.11], described below, which are activated when the contactor 118 is open.

[0073] The central controller 122B thus includes a comparator block 1102 designed to compare the voltage measurement UB to the voltage UrefB in order 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.

[0074] The central controller 122B further includes a controller 1104 designed to calculate a correction ôB from the deviation ôUB in order to cancel the latter. The controller 1104 has zero static error. It is, for example, a pro-proportional-integral controller. The controller 1104 is further designed to transmit the correction ôB to all the local controllers 124B of the power sources 110 connected to the second part 116B of the DC bus 116.

[0075] The central controller 122B further includes a block 807B for prioritizing electrical sources 110B, similar to the block 807 described previously.

[0076] Blocks 804, 806 of [Fig.8] can for example be reused to make blocks 1102, 1104.

[0077] Equipment connected to the first part 116A of the DC bus 116 is generally insensitive to voltage variations, so it is possible to allow the voltage UA to deviate from the reference voltage Uref in response to the drowsiness regulation implemented in the local controllers 124A. In this case, the central controller 122 is designed, when the contactor 118 is open, not to transmit a correction to the local controller 124A for each power source 110 connected to the first part 116A of the DC bus 116 so that this or these local controllers 124A do not use a correction for the calculation of the voltage drop AUA' used for drowsiness regulation.

[0078] Alternatively, it is also possible to regulate the voltage UA, in which case the central controller 122A includes, for example, the blocks described below, which are activated when the contactor 118 is open.

[0079] The central controller 122A thus includes a comparator block 1106 designed to compare the voltage measurement UA to the reference voltage UrefA in order 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.

[0080] The central controller 122 further includes a controller 1108 designed to calculate a correction ôA from the deviation ôUA in order to cancel the latter. The controller 1108 has zero static error. It is, for example, a pro-proportional-integral controller. The controller 1108 is further designed to transmit the correction ôA to all the local controllers 124A of the power sources 110 connected to the first part 116A of the DC bus 116.

[0081] The central controller 122B further includes an 807A block for prioritizing 110A electrical sources, similar to the 807 block described previously.

[0082] In conclusion, it should be noted that the invention is not limited to the embodiments described above. It will indeed be apparent to those skilled in the art that various modifications can be made to the embodiments described above, in light of the information just disclosed to them.

[0083] In particular, the functional distinction between the central controller and the local controllers made in the preceding description and in the claims does not prejudge the specific way in which these functions are implemented. For example, the central controller may be implemented in a central computer and the local controllers may be implemented in their respective local computers. Alternatively, the central controller may be implemented, in whole or in part, in one of the local computers.

[0084] In the detailed presentation of the invention given above, the terms used shall not be interpreted as limiting the invention to the embodiments set forth in this description, but shall be interpreted as including all equivalents which can be foreseen by a person skilled in the art by applying their general knowledge to the implementation of the teaching which has just been disclosed to them.

Claims

Demands

1. An aircraft power supply installation (100) comprising: - a continuous bus (116) 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) under consideration by implementing droop control based on a droop gain (K) associated with the electrical source (110) under consideration; and - a central controller (122); characterized in that: - each local controller (124) is designed to implement a dead zone (ZM) with a variable height (H), depending on 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 (110), including that of the turbomachine power source (110Bp, 1 10hp, 1 IOapu), so that its dead zone (ZM) has a non-zero height (H), and • at least one other local controller (110) so that its dead zone (ZM) has a different height (H).

2. Installation (100) according to claim 1, wherein the electrical sources include: a so-called low-pressure electrical source (110Bp) designed to extract 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 extract mechanical power from a high-pressure body (106Hp) of a propulsion turbomachine (102), and / or a so-called auxiliary electrical source (110apu) designed to extract mechanical power from a non-propulsive turbomachine (108), and / or a so-called electrical source of storage comprising an electrical energy storage device (112) such as a battery.

3. Installation (100) according to claim 1 or 2, wherein the central controller (122) is designed so that the height (H) of the dead zone (ZM) of at least one of the sources is zero.

4. Installation (100) according to any one of claims 1 to 3, wherein each local controller (124) is designed to, when a voltage drop (AU) on the DC bus (116) with respect to a maximum bus voltage (Umax) exceeds the height (H) of the dead zone (ZM), implement a so-called rising zone (ZC) where the power source (110) supplies a current (I) that increases with the voltage drop (AU), and wherein the central controller (122) is designed to define the heights (H) of the dead zones (ZM) such that the rising zones (ZC) of the power sources (110) are adjacent and / or overlap.

5. Installation (100) according to any one of claims 1 to 4, wherein the central controller (122) is designed to transmit a priority number (p) to each local controller (124), and wherein each local controller (124) is designed to calculate the height (H) of the dead zone (ZM) from the priority number (p) received.

6. Installation (100) according to claim 5, wherein each local controller (124) is designed to calculate the height (H) of the dead zone (ZM) 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 is a predefined step, preferably the same for all local controllers (124).

7. Installation (100) according to any one of claims 1 to 6, wherein the central controller (122) is designed to provide each local controller (124) with a correction (ô) calculated from a deviation (ôU) of the DC bus voltage (U) (116) from a reference voltage (Uref), so as to seek to cancel this deviation (ôU), and each local controller (124) is designed to apply the correction (ô) to the DC bus voltage drop (AU) (116) to calculate a corrected voltage drop (AUA', AUB') used for droop control.

8. Installation (100) according to claim 7, wherein 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 (702B) 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 (ΔB) for the local controller (124B) of each power 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).

9. Installation (100) according to claim 8, wherein the central controller (122) is designed, when the contactor (118) is open, not to transmit correction to the local controller (124A) of each power source (110) connected to the first part (116A) of the DC bus (116).

10. Installation (100) according to claim 8, further comprising: - a device (702A) 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 (ΔA) for the local controller (124A) of each electrical source (110) connected to the first part (116A) of the DC bus (116), from the voltage (UA) measured from the first part (116A) of the DC bus (116).

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

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