Electrical generation system for an aircraft and associated method

Abstract

An electrical generation system comprising a control device (2) configured to detect a fault (OL) in an electrical distribution unit (EDU), issue a priority setting command (PpCONS 2) for voltage regulation (RegU) upon detection of the fault (OL) to an assist converter (C2) having an assist power (Pass), and, following the disappearance of the fault (OL), issue a priority setting command (PpCONS 2) for auxiliary regulation (RegA) to the assist converter (C2) from the last assist power (Pass). Abstract figure: Figure 5

Description

Title of the invention: Electrical generation system for an aircraft and associated method technical field

[0001] The present invention relates to an electrical generation system for an aircraft and, more generally, an electrical hybridization system for an aircraft.

[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 both to new types of aircraft and to those already 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 aeronautical components and products that are less energy-intensive, more environmentally friendly, and whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving the energy efficiency of aircraft.

[0004] This sustained research and development work focuses in particular on new generations of hybrid thermal and electric aircraft engines. The Applicant's objective is, in particular, to develop aircraft incorporating a high-power electrical generation system. This would increase the proportion of electrical equipment on board in order to reduce fuel consumption.

[0005] In practice, in a conventional aircraft turbomachine, it is known to integrate an electric generator which takes mechanical energy from the low-pressure shaft of the aircraft turbomachine to produce electrical energy which is distributed to an electrical power distribution unit.

[0006] To increase electrical power generation, with reference to [Fig. 1], an electrical power generation system 100 has been proposed, configured to extract mechanical energy from a low-pressure shaft BP and mechanical energy from a high-pressure shaft HP of an aircraft turbomachine T to supply an aircraft electrical network REA with a calibrated distribution voltage. In other words, the electrical power generation system 100 comprises at least two power supply channels, here, one LP channel and one HP channel. The 100 electrical generation system can also be connected to BAT electrical sources or LO AD electrical loads, for example, propulsion motors.

[0007] In practice, the electrical generation system 100 is configured to receive a PECu operating command from an ECU of the turbomachine T. This PECu operating command determines, for example, the amount of electrical power to be generated, the mechanical power taken from each shaft, etc. In other words, the PECU operating command determines the hybridization strategy used.

[0008] With reference to [Fig. 2], the electrical generation system 100 comprises two generators Gl, G2 (electrical sources) connected respectively to the low-pressure shaft BP and the high-pressure shaft HP of the turbomachine T. The electrical generation system 100 further comprises two converters Cl, C2, in particular inverters, which are respectively associated with the two generators Gl, G2. Each generator Gl, G2 generates an alternating current which is then rectified by its converter Cl, C2 to provide a distribution voltage VDc to an electrical distribution unit EDU which is electrically connected to the aircraft electrical network REA, to the electrical sources BAT or to the electrical loads LO AD.

[0009] This example presents an application related to electrical generation, but the invention applies more generally to the field of hybridization in which an electrical machine performs, on the one hand, a generator function to draw mechanical power from the low-pressure shaft BP or the high-pressure shaft HP and, on the other hand, a motor function to inject mechanical power onto the low-pressure shaft BP or the high-pressure shaft HP. For a motor function, each converter C1, C2 can also convert the DC voltage VDC to supply AC current to the two electrical machines G1, G2 respectively in order to inject power.

[0010] For the sake of clarity and conciseness, only the generator function is presented. For a motor function, the ECU provides a PECU operating command that determines, for example, the injection of mechanical power to each shaft, etc. The hybrid system is bidirectional to allow for both the generation of electrical power and the injection of mechanical power. The ECU provides overall supervision by determining a PECu operating command that is a function of the availability and capacity of the electrical sources, as well as the requirements of the electrical loads.

[0011] In a known manner, each converter Cl, C2 comprises a plurality of switches, in particular power transistors, which allow to modify the electrical power generated and the electrical power drawn by each generator Gl, G2 on each shaft BP, HP. The electrical generation system 100 includes a control device 200 to issue parameterization instructions Pconsi, Pcons2 to each converter Cl, C2 according to the operating instruction PECu in order to obtain a distribution voltage VDc which is adapted to the electrical distribution unit EDU.

[0012] In a known manner, each converter Cl, C2 is configured to receive parameterization instructions Pconsi, Pcons2 of several types: • A voltage regulation setpoint RegU configured to control the converter Cl, C2 to a distribution voltage setpoint VDc*, • An auxiliary control setpoint RegA configured to control the converter Cl, C2 to a power setpoint or a torque setpoint of the aircraft turbomachine T.

[0013] Preferably, the distribution voltage setpoint VDC * is predetermined and known to each converter Cl, C2.

[0014] In particular, the control device 200 can determine the type of regulation of each converter Cl, C2 by determining the parameter setting Pconsi, Pcons2-

[0015] In practice, the control device 200 is connected to each converter Cl, C2 by one or more communication cables (point-to-point or multi-subscriber link) to communicate the parameter setting instructions Pconsi, Pcons2. Such communication cables, particularly of the CAN type, allow communication of the parameter setting instructions Pconsi, Pcons2 approximately every 15 ms, which is slow. Therefore, it is not possible to achieve reactive and dynamic regulation.

[0016] In nominal operation, a first converter Cl is generally voltage regulated RegU in order to optimally control the distribution voltage VDc while the second converter C2 is auxiliaryly regulated RegA.

[0017] When the loads require a large amount of electrical power from the electrical distribution unit EDU, the first converter Cl saturates and cannot supply all the electrical power from the first generator GL

[0018] For this purpose, the ECU computer must determine a new operating instruction PECU which aims to allow the definition of new parameterization instructions Pconsi, PcoNS2 in order to allow the two converters Cl, C2 to supply electrical energy to the electrical distribution unit EDU to meet the electrical needs of the loads.

[0019] Such an implementation is appropriate when the electrical demands of the loads are gradual and slow. Indeed, the ECU performs slow monitoring of the loads and sources in order to determine the best operating setpoint. PECu- When loads have a quick and punctual electrical need, the electrical generation system 1 cannot respond to it reactively.

[0020] The invention thus seeks to eliminate these disadvantages by proposing a method of regulating an electrical generation system which eliminates at least some of these disadvantages. PRESENTATION OF THE INVENTION

[0021] The invention relates to an electrical generation system for supplying at least one electrical network of an aircraft, the aircraft comprising at least one aircraft turbomachine including a low-pressure shaft and a high-pressure shaft configured to be driven in rotation, the electrical generation system being configured to receive a general operating command defining a hybridization strategy, the electrical generation system comprising: • An electrical distribution unit having a distribution voltage, • A first supply route comprising: • A first generator configured to generate alternating current by drawing mechanical energy from one of the low-pressure and high-pressure shafts, • A first converter, connected to the first generator to power the electrical distribution unit, to convert the generated alternating current into a first distribution intensity according to its settings, • A second power supply route comprising: • A second generator configured to generate alternating current by drawing mechanical energy from the other of the low-pressure and high-pressure shafts, • A second converter, connected to the second generator to power the electrical distribution unit, converts the generated alternating current into a second distribution intensity according to its settings. • A control device configured to receive the general operating instruction and issue a first parameter setting instruction for the first converter and a second parameter setting instruction for the second converter, • each parameter setting being either a voltage regulation setting to control the converter to a distribution voltage setting or an auxiliary control setting for the turbomachine associated with an auxiliary parameter, • The control device is configured to: • issue a priority voltage regulation setting instruction to a converter that is in auxiliary regulation in the event of detection of a fault in the electrical distribution unit, the converter being designated "assist converter", the assist converter being voltage regulated from the distribution voltage setpoint, the assist converter having an assist power, • following the disappearance of the fault, issue a priority setting instruction for auxiliary regulation to the assistance converter, the assistance converter being regulated from the last assistance power.

[0022] Thanks to the invention, the control device can autonomously and reactively modify the parameter settings of the converters in order to respond to a detected fault, for example, an overload. It is therefore not necessary to wait for a general operating command. Advantageously, a converter in auxiliary regulation assists the electrical distribution unit in maintaining the distribution voltage. This makes it possible to support the load requirements, for example, of propulsion motors or a temporary overload of the aircraft's electrical system.

[0023] The invention has been presented for at least two ways but it goes without saying that the number of ways could be greater.

[0024] Advantageously, the control device provides auxiliary regulation based on the predetermined assistance power for voltage regulation, thus ensuring a reliable transition. In other words, any temporary overload is resolved reactively and efficiently, without causing wear or sudden changes.

[0025] According to one aspect, the control device is configured to issue a new first parameter setting instruction for the first converter and a new second parameter setting instruction for the second converter following the receipt of a new general operating instruction including an end-of-assistance information.

[0026] Thus, it is the general supervision which makes it possible to determine an end of assistance, which ensures optimal security.

[0027] According to one aspect, the control device is configured to detect a fault in the electrical distribution unit by comparing the distribution voltage to at least a predetermined voltage threshold. Such detection is advantageously reactive.

[0028] According to one aspect, the fault is an overload involving a drop in the distribution voltage or an underload involving a rise in the distribution voltage.

[0029] Also presented is an aircraft comprising at least one aircraft turbomachine including a low-pressure shaft and a high-pressure shaft configured to be driven in rotation, at least one electrical generation system, as previously presented, supplying at least one aircraft electrical network.

[0030] Also presented is a method for generating electricity to power at least one electrical network of an aircraft from an electrical generation system as previously described, the aircraft comprising at least one aircraft turbomachine including a low-pressure shaft and a high-pressure shaft configured to be driven in rotation, the method comprising steps consisting of: • issue a priority voltage regulation setting instruction to a converter that is in auxiliary regulation in the event of detection of a fault in the electrical distribution unit, the converter being designated "assist converter", the assist converter being voltage regulated from the distribution voltage setpoint, the assist converter having an assist power, • following the disappearance of the fault, issue a priority setting instruction for auxiliary regulation to the assistance converter, the assistance converter being regulated from the last assistance power.

[0031] It goes without saying that the role of the converters could be reversed.

[0032] Also presented is a computer program type product, comprising at least one sequence of instructions stored and readable by a processor and which, once read by this processor, causes the execution of the steps of the process as presented above. PRESENTATION OF THE FIGURES

[0033] The invention will be better understood upon reading the following description, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.

[0034] Fig. 1 is a schematic representation of an electrical generation system drawing mechanical energy from an aircraft turbomachine.

[0035] Fig. 2 is a schematic representation of the electrical generation system with its generators, converters, an electrical distribution unit and a control device.

[0036] Fig. 3 is a schematic representation of an electrical generation system drawing mechanical energy from an aircraft turbomachine according to one embodiment of the invention.

[0037] Fig. 4 is a schematic representation of a nominal operating phase of the electrical generation system.

[0038] Fig. 5 is a schematic representation of an assistance phase following the detection of an overload of the electrical generation system.

[0039] Fig. 6 is a schematic representation of a transition phase of the electrical generation system.

[0040] Fig. 7 is a schematic representation of a normalization phase of the electrical generation system.

[0041] Fig. 8 is a schematic representation of the distribution voltage during the different phases of electrical generation.

[0042] Fig. 9 is a schematic representation of the electrical powers during the different phases of electrical generation.

[0043] It should be noted that the figures set out the invention in detail to implement the invention, said figures being of course able to serve to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0044] With reference to [Fig. 3], an electrical generation system 1 for an aircraft is shown. The aircraft comprises a turbomachine T including a low-pressure shaft BP and a high-pressure shaft HP. In this example, the turbomachine T includes a low-pressure compressor 71 and a low-pressure turbine 74 which are connected by the low-pressure shaft BP, and a high-pressure compressor 72 and a high-pressure turbine 73 which are connected by the high-pressure shaft HP.

[0045] The electrical generation system 1 is configured to draw mechanical energy from the low-pressure shaft BP and mechanical energy from the high-pressure shaft HP to supply an aircraft electrical network REA with a calibrated voltage. The electrical generation system 1 can also be connected to electrical sources BAT or electrical equipment to be powered LO AD, for example, electric propulsion motors.

[0046] In practice, as will be shown later, the electrical generation system 1 more generally allows for electrical hybridization to enable power to be drawn from or injected into the turbomachine T.

[0047] The electrical generation system 1 is configured to receive a general operating command PECu g from an ECU of the turbomachine T. This general operating command PECu g makes it possible to determine, for example, The amount of electrical power to be generated, the mechanical power taken from each shaft, etc. In other words, the general operating setpoint PECu g determines the hybridization strategy used. In practice, the general operating setpoint PECu g is expressed as a power setpoint called "Setpoint PS" or a power-sharing setpoint called "Mode PS".

[0048] With reference to [Fig. 3], the electrical generation system 1 comprises two generators Gl, G2 connected respectively to the low-pressure shaft BP and the high-pressure shaft HP of the turbomachine T. The electrical generation system 1 comprises: • A first supply path VI comprising: • A first generator Gl configured to generate alternating current by drawing mechanical energy from the low-pressure shaft BP, • A first converter Cl, associated with the first generator Gl, to convert the generated alternating current into a first distribution intensity IDCi according to its parameters, • A second V2 power supply path comprising: • A second generator G2 configured to generate alternating current by drawing mechanical energy from the high-pressure shaft HP, • A second converter C2, associated with the second generator G2, to convert the generated alternating current into a second distribution current IDC 2 according to its parameter settings.

[0049] In this example, the generators G1 and G2 are preferably electrical machines capable of operating in generator mode or motor mode. As is known, each electrical machine comprises a rotor attached to a rotating shaft (here a low-pressure shaft or a high-pressure shaft) and a stator with windings designed to generate three-phase alternating currents. The structure and operation of such an electrical machine are known and will not be described in further detail.

[0050] With reference to [Fig. 3], the electrical generation system 1 comprises an electrical distribution unit EDU which is electrically connected to the aircraft's electrical network REA, to the electrical sources BAT, or to the electrical loads LO AD.

[0051] Each converter Cl, C2 can supply a VDC distribution voltage to the EDU power distribution unit. Preferably, the EDU power distribution unit includes a voltage bus.

[0052] In a known manner, each converter Cl, C2 comprises a plurality of switches, in particular transistors, which allow the power to be modified electrical power generated and mechanical power taken from each shaft BP, HP to adapt the distribution intensity IDC i, IDc 2 according to the needs.

[0053] According to the invention, with reference to [Fig.3], the electrical generation system 1 includes a control device 2 configured to receive the general operating instruction PECu and to determine a first parameter setting instruction Pconsi for the first converter Cl and a second parameter setting instruction PCons 2 for the second converter C2.

[0054] Preferably, each parameter setting Pconsi, PcoNS2 controls the switching of the transistors in the converters Cl, C2. Preferably, each converter Cl, C2 includes a control block configured to convert a parameter setting Pconsi, Pcons2 into a pulse-width modulation (PWM) signal. Such a control block is known to those skilled in the art.

[0055] Subsequently, with reference to Figures 4 to 7, each parameter setting Pconsi, Pcons2 is either a voltage regulation setting RegU to control the converter Cl, C2 to a distribution voltage setting VDc * or an auxiliary regulation setting RegA, for example, a power regulation setting or a torque regulation setting configured to control the converter Cl, C2 to a power / torque of the high pressure shaft HP or the low pressure shaft BP of the aircraft turbomachine T.

[0056] A voltage regulation setpoint RegU is associated with a distribution voltage setpoint VDC*. An auxiliary regulation setpoint RegA is, for its part, associated with an auxiliary parameter Pa*.

[0057] As previously stated, a RegU voltage regulation advantageously allows control of the distribution voltage VDc of the electrical distribution unit EDU by allowing targeting of a distribution voltage setpoint VDC*.

[0058] An example of the implementation of a process for generating electrical energy will now be presented with reference to Figures 4 to 9.

[0059] As illustrated in [Fig.4], during a nominal operating phase El, the control device 2 receives a general operating instruction PEcucPour to determine a first parameter setting instruction Pconsi for the first converter Cl and a second parameter setting instruction PCons2 for the second converter C2.

[0060] In this example, the first converter Cl is in voltage regulation RegU mode according to a distribution voltage setpoint VDc*-. The first converter Cl thus ensures the quality of the distribution voltage VDC for the electrical distribution unit EDU which supplies the LO AD loads. The second converter C2 is in regulation mode. The RegA auxiliary driver, using an auxiliary parameter Pa*, optimizes the power and torque of the HP body. It goes without saying that the roles of the Cl and C2 converters could be reversed.

[0061] As illustrated in Figures 8 and 9, during the nominal operating phase El, the distribution voltage VDC is substantially constant. The first converter Cl generates a first electrical power PE1, substantially constant, to maintain the distribution voltage VDc. The second converter C2 does not provide any second electrical power PE2 to maintain the distribution voltage VDC.

[0062] With reference to [Fig.5], LO AD loads require a large amount of electrical energy, which affects the distribution voltage VDc which drops significantly as illustrated in [Fig.8].

[0063] The control device 2 detects a fault, here an OL overload, of the electrical distribution unit EDU, in particular, by comparing the distribution voltage VDC to at least a predetermined voltage threshold SL II. It goes without saying that other methods of detecting an OL overload could be implemented.

[0064] In this example, the predetermined voltage threshold SI is a low threshold, but it is understood that the invention also applies to a high threshold in the event of temporary overproduction of energy.

[0065] Following the detection of an OL overload, the control device 2 sends a second priority parameter setting PpCoNs 2 for voltage regulation RegU to the second converter C2, which is in auxiliary regulation RegA. Unlike a "conventional" parameter setting, a priority parameter setting PpcoNs is not determined from the general operating setpoint PECug but directly by the control device 2, thus improving responsiveness.

[0066] Thus, during the assistance phase E2, the second converter C2 is designated as the "assistance converter". The second converter C2 is then voltage regulated based on the distribution voltage setpoint VDC*. Preferably, each converter Cl, C2 is associated with an assistance parameter H, for example a boolean, which indicates whether a converter Cl, C2 is in assistance mode (H=1) or not in assistance mode (H=0).

[0067] As illustrated in Figures 8 and 9, during the assistance phase E2, the distribution voltage VDc drops sharply due to the overload OL and then rises again due to the parallel operation of the two converters C1 and C2, which both maintain the distribution voltage VDC. Referring to [Fig. 9], the first electrical power PE1 generated by the first converter C1 increases, and the same is true for the second electrical power PE2 generated by the second converter C2, until the distribution voltage VDC stabilizes. The second PE2 electrical power is designated "Pass assistance power" during the E2 assistance phase.

[0068] With reference to [Fig. 6], the LO AD loads no longer require a large amount of electrical energy, and the distribution voltage VDC stabilizes. As a result, the first electrical power PE1 and the second electrical power PE2 stabilize.

[0069] Following the disappearance of the OL overload, the control device 2 sends a second priority parameter setting PpcoNs 2 for auxiliary regulation RegA to the second converter C2. As previously stated, unlike a "classic" parameter setting, a priority parameter setting PpCoNs is not determined from the general operating setpoint PECug but directly by the control device 2, which allows for improved responsiveness.

[0070] During the E3 transition phase, the second converter C2, which is still in assist mode (H=l), is regulated in an auxiliary manner based on the last assist power value Pass. This is because the control unit may not have had time to provide a new general operating instruction PECug. Therefore, an auxiliary regulation RegA allows the parallel operation to be stopped, but this is done safely based on the last electrical power level. The transition is thus optimal and seamless.

[0071] As illustrated in [Fig. 8], during the E3 transition phase, the VDC distribution voltage is stabilized, and the first electrical power PE1 and the second electrical power PE2 (assist power Pass) are substantially stable. The second converter C2 has advantageously resumed its auxiliary regulation function RegA, but its operating setpoint is a transition setpoint. This advantageously prevents two converters C1 and C2 from competing to regulate the voltage over a long period of time.

[0072] As illustrated in [Fig.7], during a normalization phase E4, the control device 2 receives a new general operating instruction P'ECuc to determine a new first parameterization instruction P'consi for the first converter Cl and a new second parameterization instruction P'cons2 for the second converter C2.

[0073] Preferably, the new general operating instruction P'ECug includes an end-of-assistance information RAZ which allows the assistance of the second converter C2 to be stopped (H=0), which can thus perform its auxiliary regulation function RegA with the auxiliary parameter Pa* provided by the new second parameterization instruction P'Cons2-

[0074] In this example, as illustrated in Figures 8 and 9, the first converter Cl is asked to increase the first electrical power PE1 generated while the second electrical power PE2 generated by the second converter C2 is asked to reduce the second electrical power PE2 generated. The normalization phase E4 thus corresponds to a new nominal operating phase El.

[0075] Thanks to the electrical generation system 1, it is possible to reactively resolve a fault in the electrical distribution unit EDU, i.e., an overload resulting from a temporary demand for electrical energy from the LO AD loads, a surplus resulting from a temporary overproduction of electrical energy from the electrical generators Gl, G2, or an underload or load shedding of the LO AD loads. Such an electrical generation method allows for a reactive switch to voltage regulation without resorting to a general operating setpoint, which is inherently slow. One converter can thus provide assistance to another converter in a practical and safe manner. Advantageously, at the end of the assistance period, the assisting converter can resume its auxiliary regulation function without causing disturbances or resorting to the general operating setpoint, thus ensuring optimal operation.

Claims

1. Demands Electrical generation system (1) for supplying at least one aircraft electrical network (AAN), the aircraft comprising at least one aircraft turbomachine (T) comprising a low-pressure shaft (LP) and a high-pressure shaft (HP) configured to be driven in rotation, the electrical generation system (1) being configured to receive a general operating instruction (Pecu g) defining a hybridization strategy, the electrical generation system (1) comprising: • An electrical distribution unit (EDU) having a distribution voltage (VDC), • A first supply path (IV) comprising: • A first generator (Gl) configured to generate alternating current by drawing mechanical energy from one of the low pressure (LP) and high pressure (HP) shafts, • A first converter (Cl), associated with the first generator (Gl) to power the electrical distribution unit (EDU), to convert the generated alternating current into a first distribution intensity (IDci) according to its parameters, • A second power supply path (V2) comprising: • A second generator (G2) configured to generate alternating current by drawing mechanical energy from the other of the low pressure (LP) and high pressure (HP) shafts, • A second converter (C2), associated with the second generator (G2) to power the electrical distribution unit (EDU), to convert the generated alternating current into a second distribution intensity (IDc2) according to its settings, • A control device (2) configured to receive the general operating instruction (PECu g) and issue a first parameterization instruction (PConsi) for the first converter (Cl) and a second parameter setpoint (PCons2) for the second converter (C2), • each parameter setpoint (Pconsi, Pcons2) being either a voltage regulation setpoint (RegU) to control the converter (Cl, C2) to a distribution voltage setpoint (VDC*) or an auxiliary regulation setpoint (RegA) of the turbomachine (T) associated with an auxiliary parameter (Pa*), • the control device (2) is configured to: • issue a priority parameter setpoint (PPcons2) for voltage regulation (RegU) to a converter (C2) which is in auxiliary regulation (RegA) in case of detection of a fault (OL) of the electrical distribution unit (EDU), the converter (C2) being designated "assist converter", the assist converter (C2) being voltage regulated from the distribution voltage setpoint (VDC*), the assist converter (C2) having an assist power (Pass),• Following the disappearance of the fault (OL), issue a priority parameter setting (PpCoNs 2) for auxiliary regulation (RegA) to the assistance converter (C2), the assistance converter (C2) being regulated from the last assistance power (Pass).

2. Electrical generation system (1) according to claim 1, wherein the control device (2) is configured to issue a new first parameter setpoint (P'consi) for the first converter (Cl) and a new second parameter setpoint (P'cons2) for the second converter (C2) following the receipt of a new general operating setpoint (P'ECu G) including an end-of-assistance (RAZ) information.

3. Electrical generation system (1) according to any one of claims 1 to 2, wherein the control device (2) is configured to detect a fault (OL) of the electrical distribution unit (EDU) by comparing the distribution voltage (VDC) to at least a predetermined voltage threshold (SI).

4. Electrical generation system (1) according to any one of claims 1 to 3, wherein the fault is an overload (OL) involving a drop in the distribution voltage (VDc)-

5. Aircraft comprising at least one aircraft turbomachine (T) comprising a low pressure shaft (LP) and a high pressure shaft (HP) configured to be driven in rotation, at least one electrical generation system (1), according to any one of claims 1 to 4, supplying at least one aircraft electrical network (REA).

6. A method for generating electricity to supply at least one aircraft electrical network (AAN) from an electrical generation system (1) according to any one of claims 1 to 4, the aircraft comprising at least one aircraft turbomachine (T) comprising a low-pressure shaft (LP) and a high-pressure shaft (HP) configured to be driven in rotation, the method comprising steps of: • issuing a priority setting setpoint (PpCoNs 2) for voltage regulation (RegU) to a converter (C2) which is in auxiliary regulation (RegA) upon detection of a fault (OL) in the electrical distribution unit (EDU), the converter (C2) being designated "assist converter", the assist converter (C2) being voltage regulated from the distribution voltage setpoint (VDc *), the assist converter (C2) having an assist power (Pass), • following the disappearance of the fault (OL),issue a priority parameter setting (PpCoNs 2) for auxiliary regulation (RegA) to the assistance converter (C2), the assistance converter (C2) being regulated from the last assistance power (Pass).

7. A computer program-type product, comprising at least one sequence of instructions stored and readable by a processor and which, once read by that processor, causes the execution of the steps of the process of claim 6.

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