Hybrid electric system for powering electrical equipment of an aircraft from a turbomachine

Abstract

Hybrid electric system for powering electrical equipment of an aircraft from a turbomachine Hybrid electric system (8) for powering electrical equipment of an aircraft from a turbomachine (1) comprising an HP shaft (7) and an LP shaft (3), the system (8) comprising a control unit (20), two electrical machines (9, 10) each with two windings, and two electrical distribution control units (12) connected at the output to a continuous HV electrical network (16) and to electrical loads (14), one of the machines (9) being connected to the HP shaft (7) and the other machine (10) being connected to the LP shaft (3). And, for each control unit (12), a first bidirectional DC-AC converter (13) connected between a winding of the first machine (9) and the control unit (12), and a second bidirectional DC-AC converter (15) connected between a winding of the second machine (10) and the control unit (12).For each control unit (12), it comprises a continuous HV battery (17) and a third bidirectional DC-DC converter (18) connected between the battery (17) and the control unit (12), the control unit (20) controlling the three converters (13, 15, 18) to maintain a voltage quality of the network (16) within a voltage gauge. Figure for the abstract: Fig. 1.

Description

Title of the invention: Hybrid electric system for powering electrical equipment of an aircraft from a turbomachine Technical field

[0001] The invention relates to the internal hybridization of a turbomachine for electrified aircraft, and more particularly to an electric hybrid system for supplying electrical equipment of an aircraft from a turbomachine. Prior art

[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 and those in circulation requiring the implementation of technological solutions in order to make them compliant with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change.

[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 consequences with the aim of improving the energy efficiency of aircraft.

[0004] Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible 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] In the context of aircraft propulsion, the hybridization of a turbomachine is carried out using an electrical system interfacing between the mechanical shafts of the turbomachine and the aircraft's electrical network. This electrical system must be able to ensure the following functions, namely, power generation, turbomachine assistance, turbomachine start-up, and reconfiguration in the event of failures.

[0007] Such an electrical system must make it possible to provide an electrical network while ensuring network quality and stability towards the electrical distribution of the aircraft by taking power from the low pressure and high pressure parts of the turbomachine (power generation). It must also make it possible to inject or take power from the high pressure and / or low pressure parts according to the instructions received by the turbomachine computer (turbomachine assistance). It must also make it possible, when starting the turbomachine, to provide sufficient mechanical power to the high pressure shaft, this power being able to come from a source external to the network (turbomachine start). Finally, the system must allow reconfiguration according to an internal or external failure.

[0008] The distribution architecture in the context of the invention corresponds to an internal turbomachine hybridization scheme based on continuous power channels (DC channels) connected in parallel. These DC channels comprise an electrical machine (often a permanent magnet synchronous machine) associated with a controlled power electronics converter (with a channel for the high pressure shaft and a channel for the low pressure shaft) supplying a DC bar. There are thus power converters at the interface between the electrical machines and the network or DC bar. An external source such as an auxiliary power unit (APU) or a battery can also be connected to this DC bar.

[0009] In more detail, such an internal hybridization system with a DC power bus conventionally comprises a first machine, of the permanent magnet synchronous (PMG) type, composed of two independent stator windings on the high pressure shaft of the turbomachine, a first DC / AC converter connected to each stator winding of the first machine, a second machine, of the permanent magnet synchronous (PMG) type, composed of two independent stator windings on the low pressure shaft of the turbomachine, a second bidirectional DC / AC converter connected to each stator winding of the second machine, and two electrical distribution units (PDMU) placing the first converter and the second converter in parallel on the same DC power bus and making it possible to distribute the high voltage direct current (HVDC) electrical energy to the aircraft and to the electrical loads internal to the turbomachine.The expression bidirectional DC / AC converter by stator winding covers both a bidirectional converter box and two unidirectional converter boxes (in two opposite directions).

[0010] One of the main functions of a power supply system is the generation of electrical power, i.e. providing a continuous electrical network while ensuring network quality towards the electrical distribution of the aircraft by taking power from the low pressure or high pressure parts.

[0011] The hybridization of a turbomachine thus leads to the creation of an HVDC network with permanent magnet machines and power electronic converters in order to be able to inject and take power from the low pressure and high pressure shafts whereas current commercial aircraft only have the capacity to generate electrical power solely from the high pressure shaft.

[0012] However, to ensure network quality with a continuous electrical generation system comprising permanent magnet machines and power electronic converters, it is necessary to be able to draw mechanical power with high dynamics (between 200Hz and 2kHz). However, with the generators of current commercial aircraft which have a different topology (wound rotor machine) and supply an alternating network, the mechanical draw is slower (<20Hz) to be acceptable in terms of network quality.

[0013] Constant speed generators, by their construction, have natural mechanical damping, variable frequency generators (VFG) have presented mechanical problems in certain applications which have been resolved by the addition of mechanical damping in the VFG generator.

[0014] Furthermore, the high pressure and low pressure mechanical shafts on existing and developing turbomachines are quite flexible and have resonant frequency modes in the range [10-100Hz].

[0015] A "flexible shaft" is a shaft that has low stiffness and low damping, in other words a "flexible" shaft. If we make the analogy with a linear displacement (instead of a rotor displacement) this amounts to having a spring on the mechanical chain. This is a known problem today on current turbomachines, the electric generator is stiff relative to the mechanical shaft of the turbomachine and when the electric generator takes torque, this causes torque ripples on the mechanical shaft of the turbomachine.

[0016] The difficulty in implementing high frequency mechanical sampling comes from the frequency modes of the high pressure and low pressure shafts which can be excited, causing shaft oscillation which can result in shaft breakage if no damping is present on the mechanical shaft chain.

[0017] This may present an infeasibility of implementing such an electric hybridization system with electric machines on flexible shafts. Statement of the invention

[0018] The invention, which is particularly advantageous for the purpose of reducing the environmental impact of aircraft, aims to provide a hybrid electric system for supplying electrical equipment of an aircraft from a turbomachine making it possible to carry out the hybridization functions while limiting or even eliminating the risks of breakage of the high pressure and low pressure shafts, even with flexible shafts, and while maintaining sufficient voltage quality on the high voltage network of the aircraft.

[0019] In a first object of the invention, a hybrid electrical power supply system is proposed for powering electrical equipment of an aircraft from a turbomachine of the aircraft comprising a high-pressure shaft and a low-pressure shaft. The power supply system comprises at least one control unit, two permanent magnet electrical machines each comprising two stator windings, and two electrical distribution control units, one of the electrical machines being intended to be mechanically connected to the high-pressure shaft of the turbomachine and the other electrical machine being mechanically connected to the low-pressure shaft of the turbomachine. Said electrical distribution control units are intended to be connected at the output to a high-voltage DC electrical network of the aircraft and to electrical loads of the turbomachine.The system further comprises, for each electrical distribution control unit, a first bidirectional DC-AC converter connected between a stator winding of the first electrical machine and said electrical distribution control unit, and a second bidirectional DC-AC converter connected between a stator winding of the second electrical machine and said electrical distribution control unit.

[0020] According to a general characteristic of the invention, for each electrical distribution control unit, the system further comprises a high-voltage DC battery and a third DC-DC bidirectional converter connected between the battery and said electrical distribution control unit. Furthermore, according to another general characteristic of the invention, said at least one control unit of the system is connected to the first converter, the second converter and the third converter, and configured to control the first, second and third converters to maintain a voltage quality of the high-voltage DC electrical network within a given gauge which can be defined by a minimum voltage threshold and a maximum voltage threshold.

[0021] The hybrid electric power supply system according to the invention makes it possible to control the voltage of a hybrid electric network from two permanent magnet synchronous machines coupled respectively to the high pressure shaft and to the low pressure shaft of the turbomachine and a battery. This while ensuring network quality and respecting the constraints and mechanical limitations of the low pressure shafts and high pressure of the turbomachine.

[0022] This architecture thus makes it possible to carry out the hybridization functions of the turbomachine, namely, the generation of power, the assistance of the turbomachine and the starting of the turbomachine, while, on the one hand, taking into account the mechanical constraints of the low pressure and high pressure shafts of the turbomachine to avoid a risk of breakage and, on the other hand, maintaining sufficient quality for the network voltage.

[0023] The architecture in fact makes it possible to generate power, that is to say to provide a continuous electrical network by ensuring network quality towards the electrical distribution of the aircraft by taking the power from the low pressure and / or high pressure parts and / or from the battery provided by the architecture depending on the optimization of the battery charge or the fuel consumption of the turbomachine. The battery manages the quality of the network voltage at high frequency or at frequencies not achievable by the machines due to mechanical constraints.

[0024] In terms of turbomachine assistance, the architecture makes it possible to inject or draw power from both the high pressure shaft and the low pressure shaft depending on the instructions received by the system control unit.

[0025] When starting the turbomachine, the architecture allows the network to provide power to the high pressure and / or low pressure shafts. This power can come from a source external to the network or directly from the battery.

[0026] In a first aspect of the system, the first converter, the second converter and the third converter may each comprise an internal control card comprising a regulation stage and a control stage, the regulation stage being configured to receive a power setpoint or a voltage setpoint generated by the control unit and convert the power setpoint or the voltage setpoint into a current setpoint, and the control stage being configured to convert said current setpoint of the regulation stage into a control setpoint of the converter, the power setpoints being configured to control a tapping or an injection of power on at least one of the shafts of the turbomachine or on the battery, and the voltage setpoints being configured to control the maintenance of a voltage quality of the high-voltage direct current electrical network within a given gauge (minimum and maximum thresholds).

[0027] In a second aspect of the system, the regulation stage and the control stage each comprise at least one control loop of the proportional, or proportional-integral, or proportional-integral-derivative type.

[0028] In a third aspect of the system, the regulation stage of the internal control card of the first converter and the regulation stage of the internal card of control of the second converter may each further comprise an electronic limitation circuit configured to adapt the current setpoint from a torque setpoint to be delivered which depends on the mechanical limits of the shaft of the turbomachine to which the converter is associated via the electric machine in order to eliminate the risks of oscillation, excitation of natural mode and mechanical breakage.

[0029] The electronic limiting circuit making it possible to adapt the current setpoint according to the torque setpoint can be a torque slope limiter, a low-pass filter, a band-stop filter centered on the natural modes of the mechanical shaft or any other algorithm making it possible to eliminate mechanical breakages.

[0030] The electronic limiting circuit can be an analog electronic circuit or a digital electrical circuit made from logic modules.

[0031] The addition of an algorithm transforming the torque setpoint from which the current setpoint is formed in order to adapt to the mechanical limits of the shaft limits the performance of the voltage and power regulation loops and does not, alone, allow the desired network quality to be achieved. It is the contribution of the battery with the third converter and the control of the converter which makes it possible to resolve this problem because the assembly formed by the battery and the third converter has the capacity to control a current without dynamic limitation.

[0032] According to another aspect of the invention, there is provided a turbomachine of an aircraft comprising a high pressure shaft and a low pressure shaft and a system for supplying electrical equipment of an aircraft as defined previously.

[0033] According to yet another aspect of the invention, there is provided an aircraft comprising at least one turbomachine as defined previously.

[0034] According to yet another aspect of the invention, there is provided a method of controlling the hybrid electric power system as defined above. The method comprises: - reception of a voltage instruction by at least one of the converters among the first converter, the second converter and the third converter, - a reception of a power setpoint by at least one of the converters among the first converter, the second converter and the third converter, - a generation of a current setpoint for the first converter, a current setpoint for the second converter, and a current setpoint for the third converter, each current setpoint being generated from the voltage setpoint or the power setpoint received, - a transformation of each current setpoint into a control setpoint for the corresponding converter, said at least one received power instruction being configured to control a power draw or injection on at least one of the turbine shafts bomachine or on the battery, and said at least one received voltage setpoint being configured to control the maintenance of a voltage quality of the high voltage direct current electrical network within a given voltage gauge.

[0035] In a first embodiment of the control method, the current setpoint for the third converter generated from said at least one received voltage setpoint can be configured to operate the third converter at high frequency to manage the transient phases using the battery, and the setpoints of the first converter and the second converter generated from said at least one power setpoint can be configured to operate the first converter and the second converter at low frequency to optimize the operation of the turbomachine.

[0036] Thus, the battery can control, using a proportional integral correction, the DC voltage of the network with the desired network quality without limitation, and the electrical machines can follow the received power instructions. This makes it possible to guarantee the network quality with a converter, the battery managing all the network transients (load demand or load release) to maintain a DC voltage, and the lower frequency power instructions are intended to allow the first and second converters to control the first and second electrical machines in order to optimize the operating point of the turbomachine and therefore the fuel consumption of the turbomachine, while allowing optimization of the battery charge if necessary by asking the machines to generate energy for the network.

[0037] Furthermore, the generation of current setpoints and the transformation of the current setpoints into converter control setpoints may each comprise proportional, or proportional-integral, or proportional-integral derivative regulation.

[0038] In a second embodiment of the method, the generation of the current setpoint for the first converter may comprise a limitation of the setpoint as a function of the mechanical limits of the low pressure shaft, and the generation of the current setpoint for the second converter comprises a limitation of the setpoint as a function of the mechanical limits of the high pressure shaft.

[0039] In a third embodiment of the method, the current setpoint generated for the first converter and the current setpoint generated for the second converter are configured to assist the third converter in maintaining a voltage quality of the high-voltage DC electrical network within a given voltage gauge by controlling the first and second electrical machines to manage low-frequency transients.

[0040] Thus, one of the electrical machines controls the direct voltage of the network at low frequency (bandwidth lower than the mechanical modes of the low pressure shaft with a low frequency proportional integral corrector), the battery regulates the rest to guarantee the desired network quality using a proportional derivative corrector, and the other electrical machine follows a received power setpoint.

[0041] This makes it possible to guarantee network quality with the battery converter and to guarantee the main generation of the network from a low frequency machine in order to limit the current consumed on the battery and therefore optimize its charge.

[0042] The battery manages all high-frequency network transients (charge call or charge release) and one of the machines manages all low-frequency network transients (charge call or charge release) to maintain a continuous voltage. Brief description of the drawings

[0043] The invention will be better understood from the following reading, for informational but non-limiting purposes, with reference to the appended drawings in which:

[0044] [Fig-1] [Fig.l] schematically shows a turbomachine of an aircraft equipped with of a system for supplying electrical equipment of the aircraft according to a first embodiment of the invention.

[0045] [Fig.2] [Fig.2] schematically illustrates a control board of one of the first converters or second converters of the power supply system of [Fig.l].

[0046] [Fig.3] [Fig.3] schematically illustrates a control board of one of the first converters or second converters of the power supply system of [Fig.l].

[0047] [Fig.4] [Fig.4] schematically presents a flowchart of a method for controlling the power supply system of [Fig.1] according to an embodiment of the invention. Description of the embodiments

[0048] In [Fig.l] is schematically illustrated a turbomachine of an aircraft provided with a system for supplying electrical equipment of the aircraft according to an embodiment of the invention.

[0049] The turbomachine 1 comprises a fan 2 coupled to a low pressure shaft 3, the fan 2 acting as a low pressure compressor and the low pressure shaft 3 also being coupled to a low pressure turbine 4. The turbomachine 1 further comprises a high pressure compressor 5 and a high pressure turbine 6 coupled to a high pressure shaft 7.

[0050] The turbomachine 1 further comprises an electrical power supply system 8 which is a hybrid electric system for powering electrical equipment. The power supply system 8 comprises a first electrical machine 9 and a second machine electric 10 which are both permanent magnet synchronous electric machines, and two power distribution control units (PDMUs) 12.

[0051] The first electrical machine 9 is mechanically connected to the high pressure shaft 7 of the turbomachine 1 and comprises two first independent stator windings. And the second electrical machine 10 is mechanically connected to the low pressure shaft 3 of the turbomachine 1 and comprises two second independent stator windings.

[0052] For each first stator winding of the first electrical machine 9, the power supply system 8 comprises a first bidirectional DC-AC electrical power converter 13 electrically connected between the first stator winding and an electrical distribution control unit 12. Each first electrical converter 13 is connected to a different electrical distribution control unit 12.

[0053] For each second stator winding of the second electrical machine 10, the power supply system 8 comprises a second bidirectional DC-AC electrical power converter 15 electrically connected between the second electrical machine 10 and a corresponding electrical distribution control unit 12. Each second electrical converter 15 is connected to a different electrical distribution control unit 12.

[0054] Each electrical distribution control unit 12 is connected at the output to a main direct current electrical network 16 (HVDC) of the aircraft, on the one hand, and to electrical loads 14 of the turbomachine 1, on the other hand.

[0055] Thus, the architecture makes it possible to supply local domestic loads 14 of the turbomachine 1 via the PDMU electrical distribution control units 12 and to provide a possibility of taking or injecting power on the high pressure shaft 7 via the HVDC network 16.

[0056] The power supply system 8 further comprises, for each electrical distribution control unit 12, a battery 17 and a third electrical converter 18 electrically coupled between the battery 17 and an input of the electrical distribution control unit 12. The third electrical converter 18 is a bidirectional DC-DC electrical power converter. Each assembly consisting of a battery 17 and a third electrical converter 18 is thus configured to supply direct current to the electrical distribution control unit 12 to which it is coupled.

[0057] The power supply system 8 comprises an electronic control unit 20 electrically connected to each of the first converters 13, second converters 15, and third converters 18, as illustrated by the dotted control lines. The control unit 20 is configured to emit power and / or voltage instructions to the various converters 13, 15, 18.

[0058] In [Fig.2] a control card of one of the first converters 13 or second converters 15 is schematically illustrated.

[0059] The first converter 13 and the second converter 15 each comprise an internal control card 30 comprising a regulation stage 31 and a control stage 32. The regulation stage 31 is configured to receive a power setpoint or a voltage setpoint, CP / T, generated by the control unit 20 and convert the power setpoint or the voltage setpoint into a current setpoint, Ccurrent. And the control stage 32 is configured to convert the current setpoint from the regulation stage 31 into a converter control setpoint, Cconverted to the first converter 13 or the second converter 15.

[0060] The power setpoints of the control unit 20 are configured to control a tapping or an injection of power on at least one of the shafts among the low pressure shaft 3 and the high pressure shaft 7 of the turbomachine 1. And the voltage setpoints of the control unit 20 are configured to control the maintenance of a voltage quality of the high voltage DC electrical network 16 within a given voltage gauge, defined by a minimum voltage threshold and a maximum voltage threshold.

[0061] The control stage 32 of the internal control card 30 comprises a current control loop 320 of the proportional, proportional-integral or proportional-integral-derivative type configured to convert the current setpoint, Ccourant, delivered by the regulation stage 31 into a converter control setpoint, C convert*

[0062] The regulation stage 31 comprises a first electronic conversion circuit 310, an electronic limitation circuit 312 and a second electronic conversion circuit 314.

[0063] The first electronic conversion circuit 310 is configured to transform the power or voltage setpoint, CP / T, of the control unit 20 into a torque setpoint, Ccoupie, for the electrical machine 9 or 10 with which the first converter 13 or the second converter 15 is associated. The first electronic conversion circuit 310 comprises a power or voltage control loop of the proportional, proportional-integral or proportional-integral-derived type.

[0064] The electronic limitation circuit 312 is configured to transform the torque setpoint, Ccoupie, of the first electronic conversion circuit 310 into a torque setpoint, Cadapted, adapted to the mechanical dimensioning of the shaft of the turbomachine with which the electric machine 9 or 10 is associated in order to eliminate the risks of oscillation, excitation of natural mode and mechanical breakage. The electronic limitation circuit 312 comprises a torque slope limiter, or a pass-filter low, or a band-stop filter centered on the natural modes of the mechanical shaft to remove mechanical breakages.

[0065] The second electronic conversion circuit 314 is configured to transform the adapted torque setpoint, Cadapted, delivered by the electronic limitation circuit 312 into a current setpoint using the electromagnetic parameters of the electrical machine with which the first converter 13 or the second converter 15 is associated.

[0066] In [Fig.3] a control card of one of the third converters 18 is schematically illustrated.

[0067] The third converter 18 comprises an internal control card 40 comprising a regulation stage 41 and a control stage 42. The regulation stage 41 is configured to receive a power setpoint or a voltage setpoint, CP / T, generated by the control unit 20 and convert the power setpoint or the voltage setpoint into a current setpoint, Ccourant. And the control stage 42 is configured to convert the current setpoint from the regulation stage 41 into a converter control setpoint, Cconvert, intended for the third converter 18.

[0068] The power instructions of the control unit 20 are configured to control a draw or an injection of power on the battery 17. And the voltage instructions of the control unit 20 are configured to control the maintenance of a voltage quality of the high voltage DC electrical network 16 within a given voltage gauge.

[0069] The control stage 42 of the internal control card 40 comprises a current control loop 420 of the proportional, proportional-integral or proportional-integral-derivative type configured to convert the current setpoint, Ccourant, delivered by the regulation stage 41 into a converter control setpoint, C convert*

[0070] The regulation stage 41 comprises a power or voltage control loop 410 of the proportional, proportional-integral or proportional-integral-derivative type configured to convert the power or voltage setpoint, CP / T, delivered by the control unit 20 into a current setpoint, Ccourant.

[0071] In [Fig.4] is shown schematically a flowchart of a method for controlling the power supply system of [Fig.l] according to an embodiment of the invention.

[0072] The method for controlling the hybrid electric power supply system 8 of [Fig.l] firstly comprises a step 400 of receiving a voltage setpoint by at least one of the converters among the first converter 13, the second converter 15 and the third converter 18, and at the same time, a step 410 of receiving a power instruction by at least one of the converters among the first converter 13, the second converter 15 and the third converter 18. In other words, the control unit 20 sends a voltage instruction to at least one of the three converters 13, 15, and 18, and the control unit sends a power instruction to at least one of the three converters 13, 15, and 18. In general, the control unit 20 sends power instructions to two of the three converters and a voltage instruction to the other converter.

[0073] A converter can receive both a power setpoint and a voltage setpoint. The control method then comprises a step 420 of generating a current setpoint for the first converter 13, a current setpoint for the second converter 15, and a current setpoint for the third converter 18 using proportional, or proportional-integral, or proportional-integral derivative regulation.

[0074] Step 420 of generating the current setpoints comprises a step of limiting the setpoint as a function of the mechanical limits of the high pressure shaft for the current setpoint of the first converter 13, and a limitation of the setpoint as a function of the mechanical limits of the low pressure shaft for the setpoint of the second converter 15.

[0075] Thus, even if the battery 17 is used with the third converter 18 for power regulation, the latter will still prioritize maintaining network quality by autonomously activating its voltage control transiently in cases where the first converter 13 or the second converter 15 controlling the voltage cannot guarantee network quality alone because of the setpoint limiter guaranteeing the integrity of the mechanics.

[0076] The control method then comprises a step 430 of transforming each current setpoint into a control setpoint for the corresponding converter using proportional, or proportional-integral, or derived proportional-integral regulation.

[0077] The control method finally comprises a step 440 of controlling the three converters 13, 15 and 18.

[0078] The invention, which is particularly advantageous for the purpose of reducing the environmental impact of aircraft, thus provides a hybrid electric system for supplying electrical equipment of an aircraft from a turbomachine making it possible to carry out the hybridization functions while limiting or even eliminating the risks of breakage of the high pressure and low pressure shafts, even with flexible shafts, and while maintaining sufficient voltage quality on the high voltage network of the aircraft.

[0079] The battery provided in the architecture of the hybrid power system makes it possible in particular to control the continuous voltage of the network with the desired network quality. without limitation, and thus to guarantee network quality with a converter, the battery managing all transients to maintain a continuous voltage, and the lower frequency power instructions being intended to allow the first and second converters to control the first and second electrical machines in order to optimize the operating point of the turbomachine and therefore the fuel consumption of the turbomachine, while allowing optimization of the battery charge if necessary by asking the electrical machines to generate energy for the network.

Claims

Claims

1. Hybrid electric power supply system (8) intended to supply electrical equipment of an aircraft from a turbomachine (1) of the aircraft comprising a high pressure shaft (7) and a low pressure shaft (3), the power supply system (8) comprising at least one control unit (20), two permanent magnet electrical machines (9, 10) each comprising two stator windings, and two electrical distribution control units (12), one of the electrical machines (9) being intended to be mechanically connected to the high pressure shaft (7) of the turbomachine (1) and the other electrical machine (10) being mechanically connected to the low pressure shaft (3) of the turbomachine (1), and said electrical distribution control units (12) being intended to be connected at the output to a high voltage DC electrical network (16) of the aircraft and to electrical loads (14) of the turbomachine (1),the system (8) further comprising, for each electrical distribution control unit (12), a first bidirectional DC-AC converter (13) connected between a stator winding of the first electrical machine (9) and said electrical distribution control unit (12), and a second bidirectional DC-AC converter (15) connected between a stator winding of the second electrical machine (10) and said electrical distribution control unit (12), characterized in that, for each electrical distribution control unit (12), the system (8) further comprises a high-voltage DC battery (17) and a third bidirectional DC-AC converter (18) connected between the battery (17) and said electrical distribution control unit (12), said at least one control unit (20) of the system (8) being connected to the first converter (13), to the second converter (15) and to the third converter (18),and configured to control the first, second and third converters (13, 15, 18) to maintain a voltage quality of the high voltage direct current electrical network (16) within a voltage gauge.,

2. System (8) according to claim 1, in which the first converter (13), the second converter (15) and the third converter (18) each comprise an internal control card (30, 40) comprising a regulation stage (31, 41) and a control (32, 42), the regulation stage (31, 41) being configured to receive a power setpoint or a voltage setpoint generated by the control unit (20) and convert the power setpoint or the voltage setpoint into a current setpoint, and the control stage (32, 42) being configured to convert said current setpoint from the regulation stage into a control setpoint for the converter (13, 15, 18), the power setpoints being configured to control a tapping or an injection of power on at least one of the shafts (3, 7) of the turbomachine (1) or on the battery (17), and the voltage setpoints being configured to control the maintenance of a voltage quality of the high-voltage direct current electrical network (16) within the voltage gauge.

3. System (8) according to claim 2, in which the regulation stage (31, 41) and the control stage (32, 42) each comprise at least one control loop of proportional, or proportional integral, or proportional integral derivative type.

4. System according to one of claims 2 or 3, in which the regulation stage (31) of the internal control card (30) of the first converter (13) and the regulation stage (31) of the internal control card (30) of the second converter (15) each further comprise an electronic limitation circuit (312) configured to adapt the current setpoint from a torque setpoint to be delivered depending on the mechanical limits of the shaft (3, 7) of the turbomachine (1) to which the converter (13, 15) is associated via the electrical machine (9, 10).

5. Turbomachine (1) of an aircraft comprising a high pressure shaft (7) and a low pressure shaft (3) and an electrical equipment supply system (8) of an aircraft according to one of claims 1 to 4.

6. Aircraft comprising at least one turbomachine (1) according to claim 5.

7. Method for controlling the hybrid electric power supply system (8) according to one of claims 1 to 4, the method comprising: - a reception (400) of a voltage setpoint by at least one of the converters (13, 15, 18) among the first converter (13), the second converter (15) and the third converter (18), - a reception (410) of a power setpoint by at least one of the converters (13, 15, 18) among the first converter (13), the second converter (15) and the third converter (18), - a generation (420) of a current setpoint for the first converter (13), a current setpoint for the second converter (15), and a current setpoint for the third converter (18), each current setpoint being generated from the voltage setpoint or the power setpoint received, - a transformation (430) of each current setpoint into a control setpoint for the corresponding converter, said at least one received power setpoint being configured to control a tapping or an injection of power on at least one of the shafts (3, 7) of the turbomachine (1) or on the battery (17), and said at least one received voltage setpoint being configured to control the maintenance of a voltage quality of the high voltage DC electrical network (16) within a given voltage gauge.

8. Control method according to claim 7, wherein the current setpoint for the third converter (18) generated from said at least one received voltage setpoint is configured to operate the third converter (18) at high frequency to manage high frequency transients using the battery (17), and the setpoints of the first converter (13) and the second converter (15) generated from said at least one power setpoint are configured to operate the first converter (13) and the second converter (15) at low frequency to optimize the operation of the turbomachine (1).

9. Control method according to one of claims 7 or 8, wherein the generation of the current setpoint for the first converter (13) comprises a limitation of the setpoint as a function of the mechanical limits of the high pressure shaft (7), and the generation of the current setpoint for the second converter (15) comprises a limitation of the setpoint as a function of the mechanical limits of the low pressure shaft (3).

10. Control method according to one of claims 7 to 9, in which the current setpoint generated for the first converter (13) and the current setpoint generated for the second converter (15) are configured to enable the third converter (18) to be assisted in maintaining a voltage quality of the high voltage DC electrical network (16) within a given voltage gauge by controlling the first and second electrical machines (9, 10) to manage the trans- low frequency speakers.

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