Method for controlling a turbomachine comprising an electric machine

Abstract

A method for controlling a turbomachine (100) comprising an electric machine (EM) forming a torque injection device on a low-pressure rotating shaft and / or a low-pressure rotating shaft, the control method comprising steps of determining a setpoint fuel flow rate (WFtr), if the setpoint fuel flow rate (WFtr) is greater than a maximum fuel flow rate (WFmax) by a difference (ΔWF), limiting the setpoint fuel flow rate (WFtr) to the maximum fuel flow rate (WFmax), determining a control fuel flow rate (WFcmd) from the setpoint fuel flow rate (WFtr) to supply the combustion chamber, and determining a control torque (TRQcmd) as a function of the difference (ΔWF) for the electric machine (EM). Abstract figure: Figure 4

Description

Title of the invention: Method for controlling a turbomachine comprising an electric machine technical field

[0001] The present invention relates to an aircraft turbomachine, in particular, the control of a turbomachine to provide the desired thrust as a function of the position of the aircraft pilot's control lever.

[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 already in service, 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] Consequently, the Applicant is constantly working to reduce its negative 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] With reference to [Fig. 1], a turbomachine 100 of the twin-spool, turbofan-type aircraft engine is schematically represented. As is known, the turbomachine 100 comprises, from upstream to downstream in the direction of gas flow, a fan 110, a low-pressure compressor 111, and a high-pressure compressor 111. The turbomachine 100 comprises a pressure vessel 112, a combustion chamber 113 which receives a fuel flow rate WF, a high-pressure turbine 114, a low-pressure turbine 115, and a primary exhaust nozzle 116. The low-pressure (LP) compressor 111 and the low-pressure turbine 115 are connected by a low-pressure shaft 121 and together form a low-pressure unit. The high-pressure (HP) compressor 112 and the high-pressure turbine 114 are connected by a high-pressure shaft 122 and together, with the combustion chamber, form a high-pressure unit. The blower 110, which is driven by the LP shaft 121, compresses the intake air. The turbomachine 100 includes a metering system that supplies the fuel flow rate WF upon receiving a control fuel flow rate WFcmd.

[0007] The design of a turbomachine 100 requires taking into account a sufficient margin against the so-called surge phenomenon. This phenomenon, which results from an excessive impact of the airflow on the blades of one of the compressors, leads to significant and rapid fluctuations in pressure downstream of the compressor in question and can cause the combustion chamber 113 to shut down. It also generates significant shocks on the compressor blades and can thus lead to mechanical damage. It is therefore particularly important to prevent its occurrence.

[0008] With reference to [Fig.1], in order to improve the operability of a turbomachine 100, it has been proposed to provide at least one electric machine ME on the high-pressure shaft 122 of the turbomachine 100 so as to inject a torque on the high-pressure rotation shaft 122 and thus move away from the pumping limits of the turbomachine 100.

[0009] The turbomachine 100 includes a control unit 200 configured to determine a torque command TRQcmd for the electric machine ME and a fuel flow command WFcmd for a metering system. The control unit 200 implements control instructions to optimize several parameters of the turbomachine 100 (pumping margin, exhaust temperature, etc.). The control unit 200 performs a regulation function.

[0010] In a known manner, to modify the low-pressure regime NI, that of the low-pressure shaft 121 of the turbomachine 100, the aircraft pilot changes the position of a control lever to define a control regime Nlcmd. In order to meet the aircraft manufacturers' specifications, the low-pressure regime NI must follow an acceleration trajectory to reach the low-pressure control regime Nlcmd after a predetermined acceleration time of approximately 10 seconds. In practice, to control the low-pressure regime NI, the high-pressure regime N2, that of the high-pressure shaft 122 of the turbomachine 100, is modified to follow an acceleration trajectory of the high-pressure regime N2cmd.

[0011] As is known, the control unit 200 is configured to control the electric machine ME to reduce the acceleration time. In practice, the performance of the turbomachine 100 decreases over time, and it can no longer receive the same maximum fuel flow rate over time. In particular, the control unit 200 includes a limit switch management module, also called the C / P limit switch, which determines a maximum fuel flow rate value WFmax based on an estimate of the wear on the turbomachine 100.

[0012] With reference to [Fig. 2], a first control strategy is shown in which the electric machine ME provides a low torque TRQ during acceleration of the turbomachine 100, as illustrated in curve 2d of [Fig. 2]. In this case, the turbomachine 100 has reduced performance, and the fuel flow rate WF coincides with the maximum fuel flow rate WFmax of the turbomachine 100 (which is reduced due to wear). Curve 2a of [Fig. 2] shows that the turbomachine 100 can only reach the low-pressure control speed N1cmd after an acceleration time of approximately 12 s, i.e., with a 2 s delay. The high-pressure speed N2 exhibits lag (curve 2b) compared to the high-pressure control speed N2cmd.

[0013] In order to reach the control regime within the allotted time, an alternative control strategy has been proposed in which the electric machine ME provides a higher electrical torque TRQ. This electrical torque TRQ is calculated by a MISO (Multiple Input Single Output) type multivariable controller, which favors the injection of electrical torque to accelerate the turbomachine 100.

[0014] With reference to curve 3d in [Fig. 3], a significant torque TRQ is supplied by the electric machine ME to accompany the acceleration trajectory. It can be observed that the low-pressure control regime Nlcmd is reached within the allotted time (curve 3a) and that the high-pressure regime N2 exhibits no drag (curve 3b). It can also be observed that the fuel flow rate WF does not reach the maximum fuel flow rate WFmax (curve 3c).

[0015] Such a control strategy for the electric motor meets the aircraft manufacturer's needs but requires the electric motor to provide a high torque (TRQ) for a significant duration, particularly during takeoff. Consequently, it is necessary to design an electric motor with substantial dimensions to provide the desired torque, and also to provide large electrical sources, such as electric batteries, which significantly increases both cost and size.

[0016] The invention aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0017] The invention relates to a method for controlling a turbomachine comprising a blower positioned upstream of a gas generator and defining a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low-pressure compressor, a high-pressure compressor, a combustion chamber, a high-pressure turbine and a low-pressure turbine, said low-pressure turbine being connected to said low-pressure compressor by a low-pressure rotation shaft and said high-pressure turbine being connected to said high-pressure compressor by a high-pressure rotation shaft, the turbomachine comprising an electric machine forming a torque injection device on the low-pressure rotation shaft and / or the low-pressure rotation shaft, control method comprising steps consisting of: • Determine a target fuel flow rate, • if the target fuel flow rate is greater than the maximum fuel flow rate by a certain difference, • Limit the target fuel flow rate to the maximum fuel flow rate, • Determine a control fuel flow rate from the setpoint fuel flow rate to supply the combustion chamber and • Determine a control torque based on the magnitude of the deviation for the electrical machine.

[0018] Thanks to the invention, the energy from fuel combustion is used optimally while respecting the maximum fuel flow rate. If acceleration is insufficient, electric assistance is dynamically provided to compensate for the acceleration deficit. Thus, electric assistance is used sparingly and only when necessary, avoiding the need for high-capacity electrical sources, in particular, electric batteries. The faster dynamics of electric power compared to fuel are taken advantage of. The fuel supply is prioritized.

[0019] According to one aspect, the control process comprises steps consisting of: • if the target fuel flow rate is lower than the maximum fuel flow rate, • Determine a control fuel flow rate from the setpoint fuel flow rate to supply the combustion chamber, • Determine a zero-value control torque for the electric machine.

[0020] Thus, no electrical assistance is provided if the setpoint fuel flow rate is sufficient. This limits electrical consumption. Consequently, this strategy allows the electric machine to be used only when needed. Otherwise That said, the electric assistance is used progressively and proportionally to the degradation of the turbomachine, that is to say, the loss of margin in C / P.

[0021] According to one aspect, the control method includes a step consisting of determining the control fuel flow rate from the setpoint fuel flow rate by implementing a control loop.

[0022] A control loop makes it possible to meet operability criteria while ensuring optimal regulation of the combustion chamber.

[0023] The invention also relates to a computer program comprising instructions for executing the steps of a control process as previously described when said program is executed by a computer.

[0024] The invention also relates to a computer for turbomachine comprising a memory including instructions from a computer program as previously described.

[0025] The invention also relates to a turbomachine comprising a blower positioned upstream of a gas generator and defining a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low-pressure compressor, a high-pressure compressor, a combustion chamber, a high-pressure turbine and a low-pressure turbine, said low-pressure turbine being connected to said low-pressure compressor by a low-pressure rotation shaft and said high-pressure turbine being connected to said high-pressure compressor by a high-pressure rotation shaft, the turbomachine comprising an electric machine forming a torque injection device on the low-pressure rotation shaft and / or the low-pressure rotation shaft, the turbomachine comprising a computer configured for: • Determine a target fuel flow rate, • if the target fuel flow rate is greater than a maximum fuel flow rate by a certain difference and • Limit the target fuel flow rate to the maximum fuel flow rate, • Determine a control fuel flow rate from the setpoint fuel flow rate to supply the combustion chamber, • Determine a control torque based on the magnitude of the deviation for the electrical machine.

[0026] According to one aspect, the turbomachine includes a fuel setpoint determination module configured to determine a setpoint fuel flow rate comprising: • an acceleration trajectory calculation unit configured to determine a setpoint engine speed as a function of a control lever position, • a comparison unit configured to determine a speed deviation by comparing the speed setpoint and a speed measurement provided by the turbomachine and • a correction unit configured to determine the target fuel flow rate based on the speed deviation and parameters related to the turbomachine.

[0027] Advantageously, the fuel setpoint is calculated to take into account the acceleration trajectory in order to avoid any risk of turbomachine pumping.

[0028] The invention also relates to an aircraft comprising a turbomachine as previously described. PRESENTATION OF THE FIGURES

[0029] 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.

[0030] Fig. 1 is a schematic representation of a turbomachine according to the prior art.

[0031] Figure 2 is a schematic representation of the acceleration of a turbomachine. with low-value electrical assistance from the electric machine.

[0032] Figure 3 is a schematic representation of the acceleration of a turbomachine. with high-value electric assistance from the electric machine.

[0033] Figure 4 is a schematic representation of a computer for the control of a turbomachine.

[0034] Figure 5 is a schematic representation of the acceleration of a turbomachine. with electric assistance according to an example of implementation of the invention.

[0035] 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

[0036] The present invention belongs to the field of regulation and control of the operation of a turbomachine comprising a gas generator.

[0037] For the remainder of this description, a turbomachine of the twin-spool, twin-flow turbojet type for aircraft, such as a civil aircraft capable of carrying passengers, is considered without limitation. The invention remains applicable regardless of the type of turbomachine considered, provided that the latter includes a gas generator, for example, a turboshaft engine, a turboprop engine, etc.

[0038] Furthermore, the invention also remains applicable to any type of aircraft (airplane, helicopter, etc.), but, more broadly, to any type of industrial machine equipped with a turbomachine according to the invention.

[0039] As presented in the preamble, with reference to [Fig. 1], a turbomachine 100 of the twin-spool, twin-flow turbojet type for aircraft is schematically represented. As is known, the turbomachine 100 comprises, from upstream to downstream in the direction of gas flow, a fan 110, a low-pressure compressor 111, a high-pressure compressor 112, a combustion chamber 113 which receives a fuel flow WF via a high-pressure turbine 114, a low-pressure turbine 115, and a primary exhaust nozzle 116. The low-pressure (or LP) compressor 111 and the low-pressure turbine 115 are connected by a low-pressure shaft 121 and together form a low-pressure body. The high pressure (or HP) compressor 112 and the high pressure turbine 114 are connected by a high pressure shaft 122 and together with the combustion chamber form a high pressure body.The blower 110, which is driven by the shaft BP 121, compresses the ingested air. The turbomachine 100 includes a metering system which provides the fuel flow WF following the receipt of a control fuel flow WFcmd.

[0040] The design of a turbomachine 100 requires taking into account a sufficient margin against the so-called surge phenomenon. This phenomenon, which results from an excessive impact of the airflow on the blades of one of the compressors, leads to significant and rapid fluctuations in pressure downstream of the compressor in question and can cause the combustion chamber 113 to shut down. It also generates significant shocks on the compressor blades and can thus lead to mechanical damage. It is therefore particularly important to avoid its occurrence. With reference to [Fig. 1], in order to improve the operability of a turbomachine 100, it has been proposed to provide at least one electric machine ME on the high-pressure shaft 122 of the turbomachine 100 so as to inject torque onto the high-pressure rotation shaft 122 and thus move away from the surge limits of the turbomachine 100.

[0041] For the remainder of the description, it is assumed, without limitation, that the turbomachine 100 comprises a single electric machine ME and that the rotating shaft on which torque is injected / withdrawn by means of the electric machine ME is the high-pressure shaft 122. However, nothing precludes considering that the rotating shaft on which this single electric machine ME acts is the low-pressure shaft 121. Nor does anything preclude considering that the turbomachine 100 comprises a plurality of electric machines ME capable of injecting / withdrawing torque on a single one of said shafts or even on separate shafts.

[0042] Thus, the electric machine ME is configured, according to a first operating mode, to generate torque capable of driving the high-pressure shaft 122. Conventionally, such a first operating mode corresponds to a "motor operating mode." The electric machine ME is also configured, according to a second operating mode, to generate torque capable of extracting mechanical energy from the high-pressure shaft 122, this extracted energy being, for example, used to power at least one electrical component of the turbomachine 100. Again, conventionally, such a second operating mode corresponds to a "generator operating mode." Those skilled in the art can refer to document WO2016 / 020618 regarding the design and implementation of such an electric machine ME for a turbomachine, as these aspects are not detailed further here.

[0043] The turbomachine 100 includes a computer 200 configured to determine a torque command TRQcmd for the electric machine ME and a fuel flow command WFcmd for a metering system. The computer 200 performs a control function. The computer 200 implements control instructions to optimize several parameters of the turbomachine 100 (pumping margin, exhaust temperature, etc.).

[0044] In a known manner, to modify the low-pressure regime NI, that of the low-pressure shaft 121 of the turbomachine 100, the aircraft pilot changes the position of a control lever to define a control regime Nlcmd. In order to meet the aircraft manufacturers' specifications, the low-pressure regime NI must follow an acceleration trajectory to reach the low-pressure control regime Nlcmd after a predetermined acceleration time, for example, on the order of 10 seconds. In practice, to control the low-pressure regime NI, the high-pressure regime N2, that of the high-pressure shaft 122 of the turbomachine 100, is modified to follow an acceleration trajectory of the high-pressure regime N2cmd.

[0045] With reference to [Fig.4], a method for controlling the turbomachine 100 is shown. In this example, the turbomachine 100 provides the computer 200 with a plurality of measurements MES, in particular, the position of the control lever, the low pressure speed NI, the high pressure speed N2, the electrical torque TRQ, the fuel flow WF.

[0046] These MES measurements can also correspond to physical quantities, for example, pressure measurements, shaft rotation speed, or aircraft speed. Furthermore, the acquisition means configured to acquire these physical quantities include, as is known, an acquisition chain comprising a sensor dedicated to measuring each of these quantities. Generally speaking, the configuration of such acquisition means is well known. of a person skilled in the art and is therefore not detailed further here. Furthermore, a person skilled in the art will also be able to determine which physical quantities need to be measured in order for the control method according to the invention to be carried out, with regard to the implementation methods described below for the control method according to the invention.

[0047] With reference to [Fig.4], the computer 200 is shown schematically for the control and regulation of the turbomachine 100. The computer 200 includes a stop management module 1, also called the C / P stop, which determines a maximum fuel flow rate WFmax which is a function of an estimate of the wear of the turbomachine 100 from the various MES measurements of the turbomachine 100.

[0048] The computer 200 further includes a fuel setpoint determination module 2 configured to determine a setpoint fuel flow rate WFtr. In this example, the fuel setpoint determination module 2 includes an acceleration trajectory calculation unit 21 configured to determine a high-pressure speed setpoint N2CS as a function of the control lever position, a comparison unit 22 configured to determine a speed deviation dN2 by comparing the high-pressure speed setpoint N2CS and a high-pressure speed N2 supplied by the turbomachine 100, and a correction unit 23, known to those skilled in the art, configured to determine the setpoint fuel flow rate WFtr as a function of the speed deviation dN2 and parameters related to the turbomachine 100, in particular, the operability limits.

[0049] According to the invention, the fuel setpoint determination module 2 further comprises a limiting unit 24 configured to limit the setpoint fuel flow rate WFtr to the maximum fuel flow rate WFmax and thus provide a control fuel flow rate WFcmd. Thus, the control fuel flow rate WFcmd is always determined to be as high as possible while respecting the maximum fuel flow rate WFmax. This ensures trajectory tracking by fully utilizing the energy from fuel combustion. In other words, it minimizes the need for electric assistance, as will be explained later.

[0050] The control unit 200 includes a control module 3 configured to determine a metering command CD from the control fuel flow WFcmd. In this example, the fuel control module 3 implements a control loop to determine a metering command CD for a fuel metering system, in particular, comprising one or more fuel metering units. The metering command CD results from nested control loops.

[0051] According to the invention, the calculator 200 includes a setpoint torque determination module 4 configured to determine a setpoint torque TRQtr from the setpoint fuel flow WFtr and the maximum fuel flow WFmax.

[0052] The setpoint torque determination module 4 includes a comparison unit 41 configured to determine a deviation magnitude A WF by comparing the setpoint fuel flow rate WFtr and the maximum fuel flow rate WFmax.

[0053] The setpoint torque determination module 4 includes a calculation unit 42 configured to calculate a setpoint torque TRQtr as a function of the AWF error quantity. Preferably, the setpoint torque TRQtr is determined from a database, mathematical functions, correction algorithms, or nomograms, known to a person skilled in the art, so that the setpoint torque TRQtr compensates for the fuel deficit, i.e., the AWF error quantity. The setpoint torque TRQtr is thus defined to compensate for any drag by providing dynamically defined electrical assistance.

[0054] With reference to [Fig. 4], the computer 200 includes a filtering module 5 configured to cancel the setpoint torque TRQtr if the latter is not positive. In other words, during acceleration of the turbomachine 100, the electric machine ME is configured to operate only as a "motor".

[0055] The control torque TRQcmd is transmitted to the electric machine ME which generates the required torque TRQ.

[0056] With reference to [Fig.5], a control strategy for the turbomachine 100 is shown according to one embodiment of the invention.

[0057] In the present case, the turbomachine 100 has reduced performance and the maximum fuel flow rate WFmax of the turbomachine 100 is reduced due to wear. The maximum fuel flow rate WFmax is determined by the stop management module 1 as illustrated in [Fig. 4].

[0058] In curve 5a of [Fig. 5], it can be seen that the low-pressure regime NI of the turbomachine 100 can reach the low-pressure control regime Nlcmd after an acceleration time of approximately 10 s, i.e., without any delay. The high-pressure regime N2 exhibits no lag (curve 5b) compared to the high-pressure control regime N2cmd.

[0059] As a reminder, the fuel flow rate WF reaches the maximum fuel flow rate WFmax for a turbomachine 100 with reduced performance due to its degradation.

[0060] With reference to curve 5c in [Fig. 5], it is advantageously observed that the fuel flow rate WF reaches the maximum fuel flow rate WFmax. This is due to the comparison unit 24 being configured to limit the setpoint fuel flow rate WFtr to the maximum fuel flow rate WFmax. Thus, full use of the energy associated with fuel combustion is made.

[0061] With reference to curve 5d of [Fig. 5], the torque TRQ supplied by the electric machine ME remains low and is only used as a supplement to the fuel. As As illustrated in curve 5d, the TRQ torque varies dynamically to precisely meet the demand beyond the maximum fuel flow rate WFmax. Real-time adaptation can be accommodated without constraint by an electric motor ME. Such operation contradicts prior art, which aimed to provide a substantially constant electric torque during acceleration.

[0062] Thanks to the invention, the ME electric machine is used sparingly to allow optimal trajectory tracking during acceleration, ensuring the operability of the turbomachine 100, ensuring an acceleration time in accordance with aircraft manufacturers' guidelines while limiting the use of electrical resources.

Claims

Demands

1. A method for controlling a turbomachine (100) comprising a blower (110) positioned upstream of a gas generator and defining a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low-pressure compressor (111), a high-pressure compressor (112), a combustion chamber (113), a high-pressure turbine (114) and a low-pressure turbine (115), said low-pressure turbine (115) being connected to said low-pressure compressor (111) by a low-pressure rotation shaft (121) and said high-pressure turbine (114) being connected to said high-pressure compressor (112) by a high-pressure rotation shaft (122), the turbomachine (100) comprising an electric machine (EM) forming a torque injection device on the low-pressure rotation shaft (121) and / or the low-pressure rotation shaft (122),a control method comprising steps of: • Determining a setpoint fuel flow rate (WFtr), • if the setpoint fuel flow rate (WFtr) is greater than a maximum fuel flow rate (WFmax) by a deviation (AWF), • Limiting the setpoint fuel flow rate (WFtr) to the maximum fuel flow rate (WFmax), • Determining a control fuel flow rate (WFcmd) from the setpoint fuel flow rate (WFtr) to supply the combustion chamber (113) and • Determining a control torque (TRQcmd) as a function of the deviation (AWF) for the electric machine (ME).

2. A method according to claim 1, wherein the control method comprises steps consisting of: • if the setpoint fuel flow rate (WFtr) is less than the maximum fuel flow rate (WFmax), • Determining a control fuel flow rate (WFcmd) from the fuel flow rate of setpoint (WFtr) to supply the combustion chamber (113), • Determine a control torque (TRQcmd) of zero value for the electric machine (ME).

3. A method according to any one of claims 1 to 2, wherein the control method comprises a step of determining the control fuel flow rate (WFcmd) from the setpoint fuel flow rate (WFtr) by implementing a control loop.

4. Computer program comprising instructions for carrying out the steps of a control method according to any one of claims 1 to 3 when said program is executed by a computer.

5. Computer (200) for turbomachine (100) comprising a memory including instructions of a computer program according to claim 4.

6. Turbomachine (100) comprising a blower (110) positioned upstream of a gas generator and delimiting a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low-pressure compressor (111), a high-pressure compressor (112), a combustion chamber (113), a high-pressure turbine (114) and a low-pressure turbine (115), said low-pressure turbine (115) being connected to said low-pressure compressor (111) by a low-pressure rotation shaft (121) and said high-pressure turbine (114) being connected to said high-pressure compressor (112) by a high-pressure rotation shaft (122), the turbomachine (100) comprising an electric machine (EM) forming a torque injection device on the low-pressure rotation shaft (121) and / or the low-pressure rotation shaft (122),the turbomachine (100) comprising a computer (200) configured to: • Determine a target fuel flow rate (WFtr), • if the target fuel flow rate (WFtr) is greater than a maximum fuel flow rate (WFmax) by a difference (AWF), • Limit the target fuel flow rate (WFtr) to the maximum fuel flow rate (WFmax), • Determine a control fuel flow rate (WFcmd) from the fuel flow rate of,

7.

8. setpoint (WFtr) to supply the combustion chamber (113) and • Determine a control torque (TRQcmd) as a function of the error magnitude (AWF) for the electrical machine (ME). Turbomachine (100) according to claim 6 comprising a fuel setpoint determination module (2) configured to determine a setpoint fuel flow rate (WFtr) comprising: • an acceleration trajectory calculation unit (21) configured to determine a setpoint engine speed (N2CS) as a function of the position of a control lever, • a comparison unit (22) configured to determine a speed deviation (dN2) by comparing the speed setpoint (N2CS) and a speed measurement (N2) provided by the turbomachine (100) and • a correction unit (23) configured to determine the target fuel flow rate (WFtr) as a function of the speed deviation (dN2) and parameters related to the turbomachine (100). Aircraft comprising a turbomachine (100) according to any one of claims 6 to 7.

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