Method for setting the parameters of an aircraft's electric propulsion unit

Abstract

One aspect of the invention relates to a method for parameterizing an electric propulsion unit of an aircraft, the electric propulsion unit comprising a DC voltage source, an electric motor, and N power electronic devices connected to the DC voltage source and the electric motor. The method comprises: - commanding (405) a subset of k power electronic devices from among the N power electronic devices, with 1 ≤ k < N, to control the electric motor in order to rotate the electric motor; - receiving (410) at least one measurement of a physical quantity relating to the electric motor and an electrical channel after the motor has rotated; - determining (415), from the at least one value of the received physical quantity, a value of an electric motor control parameter for the electrical channel. Figure to be published with the abstract: Figure 4

Description

Title of the invention: Method for parameterizing an electric propulsion unit of an aircraft. TECHNICAL FIELD OF THE INVENTION

[0001] The technical field of the invention is that of aircraft electric propulsion systems.

[0002] In particular, the invention relates to the parameterization of an aircraft electric propulsion unit. TECHNOLOGICAL BACKGROUND OF THE INVENTION

[0003] 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.

[0004] Civil aviation has been mobilizing for several years now to contribute to the fight against climate change.

[0005] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors impacting all phases of design and development in order to obtain less energy-intensive and more environmentally friendly aeronautical components and products, whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving the energy efficiency of aircraft.

[0006] 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.

[0007] This sustained research and development work focuses on new generations of aircraft engines, the lightening 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.

[0008] Electric or hybrid electric / thermal propulsion of conventional aircraft (CTOL, for "Conventional Take-off and Landing" in English), Short take-off and landing (STOL) aircraft and vertical take-off and landing (VTOL) aircraft is powered by one or more electric motors.

[0009] In conventional electric propulsion systems, the electric propulsion unit comprises a power transmission chain including a DC voltage source, a power electronics and control device for the electric motor, and an electric motor driving a propeller. The DC voltage source may be a battery or a generator. Power harnesses are present between the DC voltage source and the power electronics and control device (DC power harness) and between the power electronics and control device and the motor (three-phase power harness). The motor is connected to the propeller via a rotor, a gearbox, or some other transmission means.

[0010] Since the power levels required today for electric aircraft propulsion reach several hundred kW per motor, it is possible to use multiple paths in the power transmission chain of the electric propulsion unit. Each path in the power transmission chain can thus include a DC voltage source that can be common to several paths, power electronics connected to one of the motor windings, and suitable power harnesses between each component. This redundancy also ensures the safety of the aircraft during operation.Typically, if one of the power electronics fails or malfunctions during the flight, the flight can still be carried out safely, and it is possible to wait until the end of the flight to replace the faulty power electronic (this replacement is usually carried out "in-line", i.e. directly in the aircraft, without having to dismantle the entire transmission chain).

[0011] Fig. 1 represents a schematic representation of an example of an aircraft electric propulsion unit.

[0012] The electric propulsion unit 100 comprises a DC voltage source 110, a set 120 of power electronics and control devices 121, 122, 123, 124 (also referred to as "power electronics devices" hereafter for the sake of simplicity) and an electric motor 130. The electric motor is, for example, an MS AP (Permanent Magnet Synchronous Machine) type electric motor configured to drive a propeller 200 of the aircraft via a rotor 140.

[0013] Following the example of [Fig. 1], the electric motor 130 comprises four windings, here three-phase, 131, 132, 133, 134, each representing one quarter of the stator of the motor 130. The electric propulsion unit 100 comprises four electrical paths 101, 102, 103, 104 respectively associated with the four three-phase windings 131, 132, 133, 134 of the motor 130. The set 120 of power electronic devices includes four power electronic devices 121, 122, 123, 124, each corresponding respectively to an electrical channel 101, 102, 103, 104 of the electric propulsion unit 100.

[0014] In the example of [Fig. 1], there is a single winding 131, 132, 133, 134 connected electrically to 101, 102, 103, 104 (and thus a single winding 131, 132, 133, 134 associated with a single power electronics device 121, 122, 123, 124, respectively). It is noted that in other examples, there may be several windings connected electrically in parallel. For example, the electric propulsion unit may include two power electronics devices and four stator windings, each power electronics device being connected to two windings connected in parallel. Thus, it is noted that throughout the description, the term "winding" may refer to a single winding or to several windings connected in parallel.

[0015] The DC voltage source 110 can be, for example, a battery, a fuel cell, or a turbogenerator, and can comprise a single DC voltage source 110 common to all electrical channels or several DC voltage sources, each of which can be common to several electrical channels or dedicated to a single electrical channel. In the example of [Fig. 1], the electric propulsion unit 100 comprises four electrical channels 101, 102, 103, 104, and the DC voltage source comprises four DC voltage sources 111, 112, 113, 114, each dedicated to a single respective electrical channel 101, 102, 103, 104.

[0016] Following the example of [Fig.1], each power electronics device 121, 122, 123, 124 is connected to a respective DC voltage source 111, 112, 113, 114 by a DC high voltage harness, and to a respective three-phase winding 131, 132, 133, 134 of the electric motor 130 via a three-phase AC high voltage harness.

[0017] The power electronics devices 121, 122, 123, 124 can be mounted on the engine 130, thus allowing short electrical connections between the power electronics devices 121, 122, 123, 124 and the engine 130 and thereby reducing electromagnetic interference. Alternatively, the power electronics devices 121, 122, 123, 124 can be installed remotely from the engine 130, in the nacelle or in the aircraft fuselage.

[0018] Each electric track 101, 102, 103, 104 of the electric propulsion unit 100 thus comprises a power electronics device 121, 122, 123, 124 and a three-phase winding 131, 132, 133, 134 of the electric motor 130, connected via a three-phase alternating high-voltage harness.

[0019] Following the example of [Fig. 1], the electric propulsion unit 100 comprises 4 electric paths 101, 102, 103, 104, but the number of electric paths may be less or greater than 4. In general, the electric propulsion unit 100 comprises N electric tracks, with N a natural number greater than or equal to 1.

[0020] Furthermore, in the example of [Fig.1], the electric propulsion unit 100 comprises a single motor 130, but the number of motors may be strictly greater than 1, and there may be, for each motor, at least one electrical channel (the number of electrical channels not necessarily being the same from one motor to another).

[0021] The power electronics devices 121, 122, 123, 124 are designed to control the motor 130 by transmitting the power (or "torque") required for its operation. For this purpose, each power electronics device may include at least one inverter, in particular a three-phase inverter, 121a, and a control module 121b, as shown in [Fig. 2]. In the example in [Fig. 2], only the power electronics device 121 is shown, but the other power electronics devices 122, 123, 124 may have the same structure. In the example of [Fig.1], each of the four power electronic devices 121, 122, 123, 124 thus includes an inverter supplying a quarter of the total power to the respective three-phase winding 131, 132, 133, 134 of the motor 130.

[0022] The three-phase inverter 121a makes it possible to generate an alternating current, here a three-phase alternating current, from the direct current delivered by the direct voltage source 110 (or the different direct voltage sources 111, 112, 113, 114).

[0023] The power value to be transmitted is determined by the control module 121b. For this purpose, the control module 121b includes a set of software and / or firmware, which must be configured by a set of parameters characteristic of the electric motor 130 to be controlled. The characteristic parameters of the electric motor 130 may include motor identification parameters, such as a serial or variant number, and motor control parameters, i.e., parameters used to perform motor control, for example, a rotor position alignment angle, stator inductance and / or resistance values, an electromotive force coefficient (also called the torque coefficient or torque constant), etc.

[0024] These characteristic parameters of the electric motor are conventionally stored in a non-volatile memory (NVM) 121c of the power electronics device 121, as shown in [Fig.2]. It is noted that there may be one non-volatile memory 121c per power electronics device 121, 122, 123, 124, or a single common non-volatile memory for the entire set 120 of the power electronics devices 121, 122, 123, 124 (partitioned for example into several sectors, here four sectors, each sector being dedicated to a respective power electronics device 121, 122, 123, 124).

[0025] Thus, a given motor 130 (or a given motor portion 131, 132, 133, 134) corresponds to a set of characteristic parameters (and therefore a configuration of the power electronics device(s) 121, 122, 123, 124) specific to that motor 130 (or that motor portion 131, 132, 133, 134). Each power electronics device 121, 122, 123, 124 is thus "paired" to the motor 130 (or to the motor portion 131, 132, 133, 134) that it controls. Such pairing ensures optimal control of the motor 130 by the power electronics device 121, 122, 123, 124, the characteristic parameters being able to vary from one motor to another (including when the motors are from the same series of motors) or from one electrical channel to another.

[0026] However, this pairing is often difficult to implement reliably and sustainably.

[0027] Indeed, the power electronics devices of an aircraft can suffer failures or malfunctions, in which case they require replacement. Furthermore, identifying the causes of a failure is traditionally carried out by swapping the positions of two identical pieces of equipment (power electronics device, harness, or any other equipment interfacing with the power electronics device) in order to pinpoint the physical element responsible for the failure.

[0028] Replacing or exchanging a power electronics device must therefore be accompanied by an update of the characteristic parameters to maintain the pairing. This update requires human intervention, which can be error-prone. Furthermore, due to the plurality of engines and channels typically used in aeronautical applications, this update may be omitted for one or more channels, which can have dramatic consequences for engine control, and lead, for example, to a serious malfunction in flight.

[0029] There is therefore a need to secure the parameter setting of the electric propulsion unit of an aircraft. Summary of the invention

[0030] The invention provides a solution to the problems mentioned above by enabling secure parameterization of the electric propulsion unit. To this end, the invention proposes determining, during a functional test, one or more motor control parameters. This makes it possible to verify that the control parameters of each power electronics device are correct, and / or to update or even initialize the values ​​of the motor control parameters in the memories of the power electronics devices.

[0031] One aspect of the invention thus relates to a computer-implemented method for parameterizing an electric propulsion unit of an aircraft, the electric propulsion unit comprising a DC voltage source and an electric motor, the electric propulsion unit further comprising N power electronic devices connected to the DC voltage source and the electric motor, with N a natural number greater than or equal to 1, in which each power electronic device comprises a respective memory in which are stored values ​​of a set of control parameters for the electric motor, in which each power electronic device is configured to control the electric motor from said values ​​of the set of control parameters for the electric motor, in which the electric motor comprises a stator with N windings,each power electronics device among the N power electronics devices forming an electrical path from the DC voltage source to a respective winding among the N windings of the electric motor stator, the method comprising, for a power electronics device, called the parameterizable power electronics device, among the N power electronics devices: ,

[0032] - to control a subset of k power electronic devices among the N power electronic devices, with 1 < k < N, to control the electric motor in order to rotate the electric motor;

[0033] - receive at least one measurement of a physical quantity relating to the motor electrical after the electric motor has been started, said at least one measurement being carried out on the electrical channel associated with the power electronics device to be configured;

[0034] - determine, from at least one value of the received physical quantity, a value of an electric motor control parameter for the power electronics device to be parameterized.

[0035] By "stator winding", it is understood to mean a single winding or a set of windings mounted in parallel (which can then be considered as an equivalent winding).

[0036] By "parameterization of an electric propulsion unit" is meant the verification or determination of motor control parameters intended to be stored in power electronic devices in order to be used to control the electric motor (i.e. to rotate the electric motor, applying torque to obtain a desired rotational speed).

[0037] By "motor control parameter" is meant a parameter enabling the control of the motor. In other words, a motor control parameter is a parameter whose value is used by the power electronics device to determine the power to be transmitted to the motor to obtain a target motor torque. If the value used by the power electronics device for the motor control parameter is incorrect, then the motor will not operate as expected. It is understood that motor control parameters are parameters whose values ​​depend on the motor in question. For some of these parameters, the values ​​may even depend on the electrical channel (i.e., the values ​​of certain motor control parameters may vary from one electrical channel to another for the same motor).

[0038] By "control signal" is meant a signal sent to the power electronics device(s) to control the transmission, by the power electronics device(s), of electrical power or electric current to the electric motor. The control signal can be very simple (for example, to control the output of electrical power having a predefined value) or more complex (including, for example, data relating to the desired rotational speed of the electric motor).

[0039] The term "physical quantity relating to the electric motor" means a physical quantity linked to the electric motor and measurable using sensors. This physical quantity is related to the motor control parameter and allows for the estimation or calculation of the value of the motor control parameter.

[0040] In one or more embodiments, the above process is implemented for each power electronics device among the N power electronics devices.

[0041] In one or more embodiments, the process may further comprise:

[0042] - compare the value of the electric motor control parameter determined to the minus a reference value.

[0043] In one or more embodiments, at least one reference value corresponds to at least one predefined value, for example, a predefined threshold value. This makes it possible to verify that the determined value is within an "acceptable" or "normal" range for the motor control parameter.

[0044] Alternatively or in addition, at least one reference value is determined from a value of the control parameter of the electric motor stored in the memory of the power electronics device to be parameterized.

[0045] It is understood that in these embodiments, the value of the electric motor control parameter stored in the memory of the power electronics device to be parameterized is a value recorded before the implementation of the above method. In other words, it is a "previous" value of the control parameter.

[0046] Thus, it can be verified whether the determined value deviates significantly from a value already stored in the memory of the power electronics device. This allows us to detect on the one hand whether the power electronics device stores the correct engine control parameters, but also to detect any drift in an engine characteristic.

[0047] In one or more embodiments, the process may further comprise:

[0048] - determine, from the comparison, that the value of the control parameter of the The specified electric motor is not compliant;

[0049] - issue an alert or send a blocking instruction preventing the start of the engine.

[0050] In one or more embodiments, the process may further comprise:

[0051] - store the value of the electric motor control parameter determined in the memory of the power electronics device to be configured.

[0052] Thus, the memory of the power electronics device(s) can be either initialized or updated with the determined value. This ensures that the power electronics device is correctly parameterized (i.e., that the values ​​of the motor control parameters stored in the memory of the power electronics device are correct).

[0053] In one or more embodiments, the subset of k power electronic devices may include the power electronic device to be parameterized.

[0054] In particular, the subset of k power electronics devices may include only the power electronics device to be parameterized.

[0055] In these embodiments, N can be equal to 1.

[0056] In one or more alternative embodiments, N > 2 and the subset of k power electronics devices does not include the power electronics device to be parameterized.

[0057] In other words, in these embodiments, a subset of electrical channels is used to control the electric motor, and the measurement is carried out on another electrical channel (associated with the power electronics device being parameterized), which does not belong to the subset used to control the electric motor.

[0058] In one or more embodiments, N may be equal to 4.

[0059] In one or more embodiments, the motor control parameter electric is one of: a recalibration angle of the position of a rotor of the electric motor, an inductance of a winding among the N windings of the stator of the electric motor, a resistance of a winding among the N windings of the stator of the electric motor and a coefficient of electromotive force.

[0060] In one or more embodiments, the control parameter of the electric motor is a rotor position recalibration angle, which corresponds to the angle of Recalibration of an angular position sensor attached to the stator (or a part of the stator). The angular position sensor provides a value related to the angular position of the electric motor's rotor. Indeed, in a rotating machine, the rotor's angular position information is essential for controlling the drive torque applied to the motor. The angular position of the rotor of a rotating electrical machine is typically determined from a physical sensor attached to the stator (or a stator winding), which reflects the position of the electric motor's rotor. During motor assembly, the physical sensor is manually fixed so that the position sensor's stator is aligned with the electric motor's stator, but this alignment is not perfect, and an angular offset may exist.The rotor position recalibration angle corresponds to this angular offset, and therefore to the angle that must be taken into account to recalibrate the position of the position sensor stator with the position of the electric motor stator, so that the position sensor returns an accurate image of the angular position of the electric motor rotor.

[0061] It is noted that in the context of a multi-channel electric propulsion unit, there may be one or more angular position sensors. For example, there may be a single angular position sensor for all channels (and all stator windings), or one angular position sensor per electrical channel (and therefore per winding), or several angular position sensors, each associated with a subset of electrical channels (for example, if N = 4, there may be two angular position sensors, each associated with a pair of electrical channels).

[0062] In all cases, there is a calibration angle by angular position sensor. Thus, there are as many calibration angle values ​​to determine as there are angular position sensors. Each determined value is stored in the memory of the power electronics device(s) associated with that value. For example, if there is one angular position sensor per electrical channel, there are N calibration angle values ​​to determine (for the N electrical channels), and each value is stored in the memory of the power electronics device for the relevant electrical channel. If there are M angular position sensors for the N electrical channels, each sensor being associated with a subset of electrical channels, there are M values ​​to determine. Each determined value is stored in the memory of the power electronics devices of the subset associated with the relevant position sensor.

[0063] In other embodiments, the control parameter of the electric motor is an electromotive force coefficient.

[0064] In certain embodiments, the electromotive force coefficient may be the same for all electrical paths. This is particularly the case when the stator windings are similar in the different paths and the electronic devices The power devices are supplied under similar nominal voltages. Thus, once the value of the electromotive force coefficient is determined on an electrical channel (the channel corresponding to the power device to be configured), this value can be stored in the respective memory of each of the N power electronic devices.

[0065] In other embodiments, when there are dissimilar stator windings between the channels, or when the DC voltages supplying the power electronic devices have different nominal levels, the electromotive force coefficient may differ between the channels. In these embodiments, the value of the electromotive force coefficient is determined on each of the electrical channels (the channel corresponding to the power device to be parameterized), and this value is stored in the memory of the corresponding power electronic device.

[0066] In one or more embodiments, the control parameter of the electric motor is an inductance or resistance of a winding of the stator of the electric motor, the winding being associated with an electrical channel among the at least one electrical channel used to drive the rotation of the electric motor, and the value of the control parameter of the electric motor determined is stored in the memory of the power electronics device corresponding to the electrical channel to which the three-phase winding belongs.

[0067] In one or more embodiments, the physical quantity relating to the electric motor is a physical quantity among: a potential of a phase of a winding, an angle between the rotor and the stator, a rotational speed, a voltage between two phases of a winding.

[0068] In one or more embodiments, the above process is implemented before a flight of the aircraft.

[0069] Another aspect of the invention relates to an aircraft electric propulsion system comprising an electric propulsion unit and a control unit, in which the electric propulsion unit comprises:

[0070] - a direct current voltage source;

[0071] - an electric motor comprising a stator with N windings, where N is a natural number greater than or equal to 1; and

[0072] - N power electronic devices connected to the DC voltage source and to the electric motor, wherein each power electronics device among the N power electronics devices forms an electrical path from the DC voltage source to a respective winding among the N windings of the electric motor stator, wherein each power electronics device includes a respective memory in which values ​​of a set of electric motor control parameters, in which each power electronics device is configured to control the electric motor from said values ​​of the set of electric motor control parameters;

[0073] wherein the control unit is configured for, for a power electronics device, called the parameterizable power electronics device, among the N power electronics devices:

[0074] - to control a subset of k power electronic devices among the N power electronic devices, with 1 < k < N, to control the electric motor in order to rotate the electric motor;

[0075] - receive at least one measurement of a physical quantity relating to the engine electrical after the electric motor has started rotating, said at least one measurement being taken on the electrical channel associated with the power electronics device to be configured; and

[0076] - determine, from at least one value of the received physical quantity, a value of an electric motor control parameter for the power electronics device to be parameterized.

[0077] Another aspect of the invention relates to an electrically powered or hybrid thermal / electric powered aircraft comprising an electric propulsion system as defined above.

[0078] In one or more embodiments, the aircraft is a vertical takeoff and landing aircraft, a short takeoff and landing aircraft, or a conventional aircraft.

[0079] A computer program, implementing all or part of the process described above, installed on pre-existing equipment, is in itself advantageous.

[0080] Thus, the present invention also relates to a computer program comprising instructions for the implementation of certain steps of the process described above, when this program is executed by a processor.

[0081] This program may use any programming language (for example, an object-oriented language or other), and may be in the form of interpretable source code, partially compiled code or fully compiled code.

[0082] The [Fig.4] described in detail below can form the flowchart of the general algorithm of such a computer program.

[0083] The invention and its various applications will be better understood by reading the following description and examining the accompanying figures. BRIEF DESCRIPTION OF THE FIGURES

[0084] Other features and advantages of the invention will become apparent from the description, which can be read in conjunction with the figures. These figures are provided for illustrative purposes only and are not intended to limit the scope of the invention.

[0085] Fig. 1 schematically represents an electric propulsion unit of an aircraft.

[0086] Fig. 2 schematically represents a power electronics device of the electric propulsion unit of Fig. 1.

[0087] Figure 3 schematically represents an electric propulsion system of an aircraft according to an embodiment of the invention.

[0088] Fig. 4 represents a flowchart of a parameterization method for an electric propulsion unit of an aircraft according to an embodiment of the invention.

[0089] Fig. 5a represents a three-phase winding of an electric motor stator.

[0090] Fig. 5b illustrates a determination of the recalibration angle of the position of the electric motor rotor.

[0091] Fig. 6 represents an example of a control unit configured to implement a method for parameterizing an electric propulsion unit of an aircraft according to an embodiment of the invention. DETAILED DESCRIPTION

[0092] To ensure the safe operation of the aircraft's electric propulsion system, the invention proposes to identify, during pre-flight tests, engine control parameters. Such identification makes it possible to verify that the parameters recorded in the power electronics device(s) (which are therefore the parameters used to control the engine) are correct and / or to update them, thereby avoiding safety issues related to incorrect settings of the power electronics device(s).

[0093] One aspect of the invention thus relates to a method for determining the value of a control parameter of an electric motor of an aircraft. Such a method can be implemented by a control unit connected to the power electronics device(s) of the electric propulsion unit, such as the control unit 300 shown in [Fig. 3].

[0094] In the following, electrical channels and power electronic devices are referred to in the plural, but it is understood that in some embodiments there may be only one electrical channel, and therefore only one power electronic device. Other embodiments require at least two electrical channels and therefore at least two power electronic devices, as detailed below.

[0095] Figure 3 schematically represents an electric propulsion system for an aircraft according to an embodiment of the invention. The electric propulsion system shown in Figure 3 comprises an electric propulsion unit 100 such as that shown in Figure 1 (some elements of Figure 1 are not shown for the sake of simplicity, but it is understood that these elements may be part of the electric propulsion system according to the invention), and a control unit 300.

[0096] The control unit 300 is connected to the power electronics devices 121, 122, 123, 124 by respective communication links 301, 302, 303, 304. The control unit 300 is configured to send / receive data to / from each power electronics device 121, 122, 123, 124 via the communication link 301, 302, 303, 304 connecting the control unit 300 to said power electronics device 121, 122, 123, 124.

[0097] In particular, the control unit 300 is configured to send control signals (or instructions) to each power electronics device 121, 122, 123, 124. These control signals can be, in particular, signals to control the different electrical paths 101, 102, 103, 104, to operate the electric motor 130.

[0098] The control unit 300 is configured to receive and process data from the various electrical channels 101, 102, 103, 104, in order to determine, in particular, a value of a control parameter of the electric motor 130.

[0099] In the example of [Fig.3], the control unit 300 is external to the electric propulsion unit 100, but it can also be integrated into the electric propulsion unit 100. Generally, the control unit 300 is integrated into the aircraft.

[0100] Figure 6 represents an example of the control unit 300 according to one or more embodiments of the invention.

[0101] The control unit 300 of [Fig.6] includes a memory 601 for storing instructions enabling the implementation of the determination process of [Fig.3], as well as temporary data for carrying out different steps of the process of [Fig.3].

[0102] The control unit 300 further comprises a circuit 602. This circuit can be, for example, a processor capable of interpreting instructions in the form of a computer program, an electronic card whose steps of the process of the invention are written in silicon, or a programmable electronic chip such as an FPGA chip (for "Field-Programmable Gate Array" in English).

[0103] The control unit 300 includes an input interface 603 for receiving measurements of physical quantities relating to the motor, and an output interface 604 for providing the values ​​of the engine control parameters. Finally, the control unit 300 can be connected, to allow easy interaction with a user, to a screen 405 and / or a keyboard 406.

[0104] The functional diagram shown in [Fig.4] is a typical example of a program of which some instructions can be executed at the control unit 300. As such, [Fig.4] can correspond to the flowchart of the general algorithm of a computer program within the meaning of the invention.

[0105] Figure 4 shows a flowchart of a method for parameterizing an electric propulsion unit of an aircraft according to an embodiment of the invention. As mentioned previously, the method for determining Figure 4 can be implemented by a control unit 300 such as that shown in Figure 3.

[0106] More specifically, [Fig. 4] illustrates a method for parameterizing one power electronics device among N power electronics devices. The method in [Fig. 4] aims in particular to determine the value of a control parameter of the electric motor by the power electronics device under consideration, referred to herein as the "power electronics device to be parameterized".

[0107] A control parameter of the electric motor 130 is a parameter whose value influences the control of the electric motor 130 by the power electronic devices 121, 122, 123, 124. In other words, if a power electronic device 121, 122, 123, 124 uses two different values ​​of the control parameter, the power actually transmitted to the electric motor 130 is not the same from one value to the other. The value of the control parameter therefore has a direct impact on the power transmitted by the power electronic device 121, 122, 123, 124 (and thus on the torque applied) to the electric motor 130. An incorrect value of the control parameter can lead to an unsuitable power level, but also, in more serious cases, to a loss of control of the track, or even of the entire electric motor.Loss of control can lead to dangerous behavior such as rotor overspeed, potentially causing permanent magnets to detach, bearings to break, or more generally, the electric motor or blade to fail. Furthermore, if the applied torque is greater than expected, it can damage or even break another component of the electrical system (the inverter due to overcurrent, the windings due to thermal runaway caused by this overcurrent, the gearbox or the blade due to overtorque, etc.).

[0108] The values ​​of the different control parameters, for each power electronic device, must therefore be known precisely in order to correctly control the electric motor 130.

[0109] The control parameter of motor 130 may be, but is not limited to, one of the following parameters:

[0110] - a recalibration angle of the position of the rotor 140 of the electric motor 130;

[0111] - an inductance of a three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of the electric motor 130;

[0112] - a resistance of a three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of electric motor 130; and

[0113] - an electromotive force constant of the electric motor 130.

[0114] It is noted that the method of [Fig.4] can be implemented several times successively to determine the values ​​of several control parameters of the motor 130. It is also noted that the method of [Fig.4] can be implemented for each of the N power electronic devices, so as to parameterize each electrical channel of the electric propulsion unit.

[0115] During a step 405, the control unit 300 sends at least one control signal to a subset of k electrical channels from among the N electrical channels 101, 102, 103, 104 (or, more precisely, to a subset of k power electronic devices from among the N power electronic devices), with k an integer between 1 and N1, to cause the electric motor 130 to rotate.

[0116] The electric motor 130 can be "unloaded" (i.e., there is no resistance or load connected to the motor output shaft - typically, the motor is being assembled and the motor output shaft is not connected to the propeller 200) or not (in which case the electric motor 130 is connected to the propeller 200).

[0117] When the electric motor 130 is connected to the propeller 200, the rotation of the electric motor 130 can be obtained by transmitting, on the k electrical channels, an electrical power to the electric motor 130. Thus, in this case, the control signal sent by the control unit 300 in step 405 is a signal enabling the transmission, by the power electronics device 121, 122, 123, 124 of each of the k electrical channels, of an electrical power to the electric motor 130 to generate a motor torque and cause the motor to rotate.

[0118] When the electric motor 130 is unloaded, it can be started by injecting a current into each electrical channel of the k electrical channel(s). Thus, in this case, the control signal sent by the control unit 300 in step 405 is a signal that commands the injection of a current into each of the k electrical channels via the corresponding k power devices, to the electric motor 130.

[0119] In step 410, the control unit 300 receives at least one measurement of a physical quantity that is related to the control parameter of the electric motor from the power electronics device to be parameterized. The measurement is therefore carried out on the track electrical signal associated with the power electronics device to be configured. This measurement can be obtained from sensors positioned on the electrical channel in question, for example a voltage sensor, a rotational speed sensor or an angular position sensor.

[0120] In some embodiments, the power electronics device to be parameterized does not belong to the subset of k power electronics devices used to control the electric motor 130 in step 405. In other words, in these embodiments, the motor is controlled by a first subset of electrical channels, the measurement(s) are performed on a second subset of electrical channels, and the first and second subsets of electrical channels are disjoint. In these embodiments, it is therefore understood that N > 2.

[0121] In other embodiments, the parameterizable power electronics device belongs to the subset of k power electronics devices used to control the electric motor 130 in step 405. In particular, k may be equal to 1. In this case, the motor is controlled by the parameterizable power electronics device, and the measurement is carried out on the corresponding electrical channel (i.e. associated with the parameterizable power electronics device).

[0122] In step 415, the control unit 300 determines, from at least one value of the received physical quantity, the value of the electric motor control parameter for the power electronics device to be configured. The value determined in step 415 thus corresponds to an estimate or a measurement of the "true" value of the electric motor control parameter 130 for the power electronics device to be configured.

[0123] The value determined in step 415 can be used in different ways, always with the aim of securing the operation of the electric propulsion unit 100 by ensuring that the value of the parameter stored in the memory (element 121c on the [Fig.2]) of the power electronics device to be parameterized corresponds to the value of the parameter of the electric motor 130 to which it is connected.

[0124] In particular, the value determined in step 415 can be used for two distinct purposes:

[0125] - verify that the value determined in step 415 conforms to an expected value, and, if the determined value does not conform to the expected value, issue an alert (steps 420 to 435);

[0126] - record the value determined in step 415 in the device's memory power electronics to be parameterized, in order to automatically parameterize the power electronics device (steps 440 to 450).

[0127] Thus, in one or more embodiments, the value of the electric motor control parameter determined in step 415 can be compared to one or more reference values ​​or to a range of reference values ​​in a step 425.

[0128] If the value determined in step 415 is equal to the reference value or does not show a significant deviation from any of the reference values ​​or is within the reference range (Y arrow at the output of test 425), the value determined in step 415 may be considered compliant (step 430).

[0129] If the value determined in step 415 differs from the reference value, deviates significantly from any of the reference values, or falls outside the reference range (arrow N at the output of test 425), the determined value may be considered non-compliant, and an alert message may be issued to inform an operator of a possible problem (step 435). In some embodiments, when the determined value is considered non-compliant, the control unit 300 may send a blocking command to the power electronics devices 121, 122, 123, 124, or to an external control module to prevent the motor 130 from starting.

[0130] The reference value can be, for example, a value stored in memory 121c of the power electronics device to be parameterized. Thus, if it is detected that this stored value differs from the determined value, this may mean that the control parameter values ​​stored in the power electronics device are incorrect (which can happen, for example, when a power electronics device has been replaced and its parameters have not been updated after the replacement).

[0131] It can also be verified that the value determined in step 415 does not differ significantly from the value recorded in the memory 121c of the power electronics device to be parameterized, which means that the relative error between the recorded value and the value stored in the memory 121c does not exceed a predefined percentage (for example, between 0.5% and 5%).

[0132] Alternatively, the determined value can be compared to a predefined range of values, corresponding, for example, to an interval of "expected" values ​​for the control parameter. This makes it possible to detect abnormal values ​​of the electric motor's control parameter, which may indicate a malfunction of the motor.

[0133] It is noted that several comparisons can be made in step 420; for example, it can be determined whether the value determined in step 415 deviates significantly from a value stored in the memory 121c of the power electronics device and whether it is within a predefined range of values. In this case, the value determined in step 415 is considered not compliant (step 435) if it deviates significantly from the stored value or if it is outside the predefined range of values.

[0134] In certain embodiments, two significance thresholds may be defined: a first threshold called the "alert" threshold and a second threshold called the "invalidity" threshold. In these embodiments, it is determined whether the value determined in step 415 has a deviation from the stored value greater than the first threshold and, if so, whether the value determined in step 415 has a deviation from the stored value greater than the second threshold.

[0135] If the value determined in step 415 has a deviation from the stored value that is less than the first threshold, the determined value is considered to be compliant.

[0136] If the value determined in step 415 deviates from the stored value by more than the first threshold and by less than the second threshold, the determined value is considered to have a significant deviation from the stored value, but this deviation remains acceptable from the perspective of engine controllability. This deviation may indicate a drift in an engine characteristic. An alert may then be sent to an operator to indicate that maintenance should be scheduled.

[0137] If the value determined in step 415 deviates from the stored value by more than the second threshold, this deviation is too large to ensure proper motor control. A blocking command can then be issued to prevent the motor from starting, for example, until an operator intervenes.

[0138] In other embodiments, the value of the electric motor control parameter determined in step 415 can be stored in the memory 121c of the power electronics device to be parameterized, and thus be used to initialize or update this memory 121c. For example, it can be checked, during a step 440, whether a value for the control parameter is already stored in the memory 121c of the power electronics device 121, 122, 123, 124. If no value for the control parameter is stored in the memory (output of test 440, arrow "N"), the value determined in step 415 is recorded as the value of the control parameter in the memory 121c of at least one power electronics device 121, 122, 123, 124 (step 445).If a value for the control parameter is already stored in memory (output of test 440, arrow "Y"), this value is updated with the value determined in step 415 (step 450) - in other words, the value determined in step 415 is recorded in place of the value previously recorded in memory 121c.

[0139] These embodiments allow for automatic (or at least semi-automatic) configuration of power electronic devices, without intervention human. These embodiments also allow for updating the values ​​of certain parameters that may change depending on certain factors (this is the case, for example, of the electromotive force coefficient, which can vary over time).

[0140] It is noted that in steps 445 and 450, the value determined in step 415 may, in certain embodiments, be further stored in a memory other than that of the power electronics device to be parameterized (in addition to the memory of the power electronics device to be parameterized). Indeed, some parameters may be common to several power electronics devices 121, 122, 123, 124 (such as the recalibration angle of the rotor position of the electric motor shared between several electrical channels), while other parameters may be specific to a single power electronics device (for example, the inductance or resistance values ​​of the three-phase windings).

[0141] It is understood that the above embodiments are not mutually exclusive and can be combined. For example, a value determined in step 415 for the power electronics device to be configured can be compared to a range of reference values ​​(step 420) before being stored in the memory of the power electronics device to be configured (step 445 or 450). This makes it possible to verify that the value stored in the memory of the power electronics device, which will then be used to control the aircraft engine, is indeed within an expected range of values.

[0142] The method of [Fig.3] can advantageously be implemented during a pre-flight test, in production (i.e. during the construction and assembly of the aircraft) or in service (i.e. on an aircraft that has already flown).

[0143] Thanks to the method of [Fig.3], the motor control parameters can be identified for each electrical channel of the electric propulsion unit before takeoff, and then compared with predefined values ​​or with values ​​stored in the memories of the power electronics devices, thus ensuring a correct configuration of the electric propulsion unit.

[0144] The method of [Fig.3] can be used in any type of aircraft with an electrically powered propulsion unit, in particular a VTOL, STOL or CTOL aircraft.

[0145] Various examples of determining engine control parameters (steps 405 to 415) are described below.

[0146] In the first detailed examples below, the motor control parameter is a recalibration angle of the position of the electric motor rotor.

[0147] By "rotor position recalibration angle" is meant an angle value that allows the rotor and the position sensor attached to the stator (which returns an image of the rotor's angular position) to be realigned with each other. In other words, The recalibration angle corresponds to the angular difference between the measured rotor position by the sensor and the rotor's actual angular position. This recalibration angle allows the electric motor stator and the position sensor stator to be aligned with each other, resulting in a more accurate measurement of the rotor's actual angular position.

[0148] Example 1: Determination of the recalibration angle of the position of the electric motor rotor.

[0149] In this example, it is assumed that the motor is equipped with several angular position sensors on the motor, with an electrically routed angular position sensor 101, 102, 103, 104. The angular position sensor allows the angle 0 to be measured between an axis of the stator and the main axis of the rotor, as shown in [Fig. 5a].

[0150] More specifically, [Fig.5a] represents a three-phase winding 131 of the stator of the electric motor 130 comprising three phases A, B, C. The angle 0 between the stator and the rotor is defined here as the axis Ds of phase A of the three-phase winding 131 and the axis DR of the rotor.

[0151] When a current is sent to the stator, the rotor rotates, thus changing the angle θ. Figure 5b shows the sinusoidal voltage curve UA on phase A (middle curve) and the curve of the variation of angle θ with time (top curve). Angle θ can be measured using an angular position sensor of the motor, for example, the angular position sensor located on the electrical phase 101 associated with the three-phase winding 131 under consideration. The voltage UA on phase A can be measured using a voltage sensor located at phase A of the three-phase winding 131.

[0152] To maximize the torque supplied to the motor, the zero point on the falling phase of the UA curve must coincide with the zero point on the 0 curve. It can be observed on the UA and 0 curves that the zero points do not coincide, and that there is an angular offset θ. This angular offset θ <p correspond à l’angle de recalage appliquer pour recaler les courbes entre elles. la courbe du bas la [fig.5b] représente ainsi variations 0r avec le temps, correspondant recalé, après application ôq>, between the stator and the rotor. On this curve, the zeros are well aligned with the zeros in the falling phases of the UA curve (middle curve).

[0153] Thus, according to the invention, the recalibration angle of the position of the electric motor rotor can be determined as follows:

[0154] - Control k electrical channel(s), with 1 < k < Nl, among the different channels electrical 101, 102, 103, 104 to rotate the electric motor 130. Electrical power is thus sent from each of the k electrical channel(s) 101, 102, 103, 104 in order to rotate the electric motor 130. In practice, for each of the k electrical channels, at least two phase-to-phase voltages, or even three phase-to-phase voltages VAB, VBc and VCA, are applied to the associated three-phase winding 131, 132, 133, 134. In particular, the applied phase-to-phase voltages can be balanced (which means that the three phases, brought to the same alternating potential, are phase-shifted from each other by 120° and all have the same amplitude) - this allows the power drawn to be equally distributed on each of the phases used;

[0155] - Receive, for one electrical channel among the remaining (Nk) electrical channels (i.e. the (Nk) electrical track(s) not used to rotate the motor), a set of measurements representing the variations of angle 0 with time, the set of measurements being from a position sensor of the electrical track considered;

[0156] - Determine, from the set of measurements received and the voltage values The electrical UA function of time represents the value of the angle ôq> of the angular position sensor of the rotor of the electric motor of the track in question. This value can then, in certain embodiments, be stored in the memory of the power electronics device of the track in question.

[0157] The process can be repeated for each electric track 101, 102, 103, 104 of the electric propulsion unit 100.

[0158]

[0159] Alternatively, the value of the calibration angle ôq> can be determined not from the voltage curve UA in the time domain, but from the observation of the phase voltages Vd, Vq in the Park frame, where Vd corresponds to the forward voltage and Vq to the quadratic voltage, during zero-current, non-zero-speed regulation. The value of the calibration angle ôq> is then given, in a known manner, by the relation: ô <p = arctan(vd vq). l’avantage de cette méthode est s’affranchir l’erreur mesure du capteur tension phase a (liée au filtrage analogique par exemple).

[0160] il noté que les deux méthodes calcul ci-dessus peuvent être mises en œuvre successivement pour effectuer une double vérification la valeur obtenue.

[0161] le procédé l’exemple 1 avantageusement mis sur un moteur ne tournant pas à vide, c’est-à-dire lorsqu’une charge connectée l’arbre sortie moteur. en variante, le peut tourner vide.

[0162] exemple 2 : détermination l’angle recalage position rotor électrique,

[0163] selon l’invention, il possible déterminer ôq>recalibration when the motor is unloaded, without a load connected to the motor's output shaft, typically when the motor is being assembled, as follows:

[0164] - Control the injection of a direct current Id on one of the electrical channels 101, 102, 103, 104 of the electric propulsion unit 100;

[0165] - Determine whether or not the motor starts rotating. This step can be put into This work is carried out by an expert (human) observing the motor's operation (visual observation when the motor shaft is visible – which may not be the case when the motor is mounted on a gearbox or in the case of a female coupling – or "auditory" observation – which consists of determining whether or not the motor emits a rotational noise), or by analyzing the signals from the position sensor, or even by analyzing the voltages across an unpowered winding, for example. Then:

[0166] ■ If the motor does not rotate, this means there is no offset angular difference between the actual angular position of the rotor and the angular position measured by the rotor angular position sensor; that is, the recalibration angle ôq> stored in the memory of the power electronics device of the channel in question (the one on which the current Id was injected) is correct. The value of the recalibration angle ôq> stored in the memory of the power electronics device of the channel in question can optionally be retrieved and stored in the memories of the other electrical channels;

[0167] ■ If the motor starts rotating, this means that there is an angular offset between the rotor and the rotor angular position sensor, i.e., the timing angle ôq> stored in the memory of the power electronics device for the channel in question (the one on which the current Id was injected) is incorrect. In this case, the value of the timing angle ôq> stored in the memory of the power electronics device for the channel in question (and therefore used for motor control) is modified until the motor stops rotating, for example, using a control algorithm (e.g., a "Proportional-Integral" control). The value of the timing angle ôq> at which the motor stops rotating is obtained is recorded as the "final" value of the timing angle ôq> in the memory of the power electronics device for the channel in question (and possibly in the memories of the other electrical channels, if the motor is such that the timing angle is the same for all electrical channels). 。

[0168] Thus, according to this example, the measurement is carried out on the electrical channel used to control the electric motor. Conversely, in Example 1 above, the measurements are carried out on a channel separate from the k channel(s) used to control the electric motor.

[0169] It is noted that in Example 2, the determination of the physical quantity does not require the use of the position sensor, unlike the calculation methods presented in Example 1.

[0170] Example 3: Determination of the inductance and resistance of the stator or of a stator winding.

[0171] When the motor does not include an angular position sensor, it is necessary to determine the inductance and resistance of the stator to properly control the motor.

[0172] In the case of an electric propulsion unit such as that described with reference to Figures 1 and 3, it is then necessary to determine, for each three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of the electric motor 130, the inductance and resistance of this three-phase winding.

[0173] Indeed, if the inductance and resistance values ​​of a three-phase stator winding are estimated using a sensorless algorithm, then the angular error between the estimated position and the actual position of the motor is defined by the following relation:

[0174]

[0175] where rs corresponds to the (actual) resistance of the stator, corresponds to the estimated resistance of the stator, Lq corresponds to the (actual) inductance of the stator, Lqc corresponds to the estimated inductance of the stator, ^pm corresponds to the magnetic flux of the machine, ï^o corresponds to the estimated projected current in the d axis, iro corresponds to the estimated projected current in the q axis and wo corresponds to the estimated electrical speed (the electrical speed being defined as the product of the rotational speed of the winding considered and the number of pole pairs of the three-phase winding considered).

[0176] It follows from the above equation that the quality of the motor position estimation is directly related to the estimated values ​​of the inductance and resistance of the stator.

[0177] According to the invention, to determine, for each three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of the electric motor 130, the inductance of this three-phase winding, the following steps can be implemented:

[0178] - Control a subset of k electrical channels from among the N electrical channels 101, 102, 103, 104, with 1 < k < Nl, to rotate the electric motor 130, the subset of k electrical paths not including the electrical path to which belongs the three-phase winding for which the inductance is determined (electrical path to be parameterized);

[0179] - Control the injection of a quadratic current Iq on the electrical channel at parameterize, so that the impact of this current Iq on the motor's rotational speed is known. This means that the "expected" speed, which corresponds to the theoretical speed obtained after injection of the current Iq if the value of the inductance stored in the memory of the corresponding power electronics device is correct, is known;

[0180] - Determine if the motor rotation speed after current injection Iq corresponds to the expected rotational speed:

[0181] ■ If the motor rotation speed after current injection Iq corresponds to the The expected rotational speed means that the inductance value of the three-phase winding stored in the memory of the power electronics device for this channel is correct. The determination stops without any value being recorded;

[0182] ■ If the motor's rotational speed after current injection Iq does not correspond At the expected rotational speed, this means that the three-phase winding inductance value stored in the memory of the power electronics device for the circuit being configured is incorrect. The three-phase winding inductance value is then adjusted until the motor rotational speed matches the expected speed, for example, using a control algorithm (e.g., proportional-integral control). The three-phase winding inductance value at which the motor rotational speed after current injection (Iq) matches the expected rotational speed is recorded as the "correct" three-phase winding inductance value in the memory of the power electronics device for the circuit being configured.

[0183] According to the invention, to determine, for each three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of the electric motor 130, the resistance of this three-phase winding, the following steps can be implemented:

[0184] - Control one or more electrical channels from among the different channels electrical 101, 102, 103, 104 to rotate the electric motor 130, one or more electrical channels including the electrical channel to which belongs the three-phase winding for which the resistance is determined (channel being calibrated). Electrical power is thus sent from at least the electrical channel being calibrated in order to rotate the electric motor 130;

[0185] - Determine the rotational speed of the motor after it has been started rotating;

[0186] - Control the injection of a direct current Id on the electrical channel 101, 102, 103, 104 of the electric propulsion unit 100 corresponding to the three-phase winding for which the resistance is determined;

[0187] - Determine if the engine rotation speed is modified after injection of currentId:

[0188] ■ If the motor's rotational speed is not changed, this means that the value of the resistance of the three-phase winding stored in the memory of the electronic device The power of this channel is correct. The determination stops without any value being recorded;

[0189] ■ If the motor's rotational speed is changed, this means that the value of the The three-phase winding resistance stored in the power electronics device's memory for this channel is incorrect. The three-phase winding resistance value can be adjusted until the motor speed equals the speed before current injection (Id), for example, using a control algorithm (e.g., proportional-integral control). The three-phase winding resistance value at which the motor speed returns to its pre-injection speed (Id) is recorded as the "final" value of the three-phase winding resistance in the power electronics device's memory for that channel.

[0190] The above steps can be implemented for each three-phase winding among the N three-phase windings 131, 132, 133, 134 of the stator of the electric motor 130. It is noted that each pair [inductance; resistance] of determined values ​​is specific to a single electrical path.

[0191] The determination methods of Example 3 can be implemented on a motor under no-load conditions, or not. However, the values ​​determined are more accurate when the motor is not under no-load conditions, i.e., with a load connected to the motor's output shaft.

[0192] Example 4: Determination of the electromotive force coefficient.

[0193] The electromotive force coefficient (or "torque constant") corresponds to the ratio between the electromotive force and the rotational speed of the motor. According to the invention, the electromotive force coefficient can be determined as follows:

[0194] - Control a subset of k electrical channels from among the N electrical channels 101, 102, 103, 104, with 1 < k < Nl, to rotate the electric motor 130 at different rotational speeds;

[0195] - For each rotational speed of the electric motor 130:

[0196] ■ To receive, for a three-phase winding 131, 132, 133, 134 from an electrical channel 101, 102, 103, 104 not belonging to the subset of k electrical channels, measurements of the voltages between phases VAb, VBc and VCa (Vy corresponding to the voltage between phases i and j of the three-phase winding, with i,je {A, B, C});

[0197] ■ Calculate an electromotive force coefficient from the voltages VAb, VBc and VCA measured. In a classical way, an electromotive force coefficient ky between two phases i and j can be determined from the relation: Vy = ky x rotation_speed;

[0198] - Determine a value of the electromotive force coefficient from a arithmetic mean of the electromotive force coefficients calculated for the different rotation speeds of the electric motor 130.

[0199] The value of the electromotive force coefficient Ke thus determined can then be recorded in the memory of the power electronics device of the electric track on which the phase-to-phase voltage measurements were carried out, but also in the memories of all the other power electronics devices 121, 122, 123, 124 of the electric propulsion unit (this value being the same for all the electric tracks 101, 102, 103, 104).

[0200] In some embodiments, a temperature value of the motor can be recorded during the above determination, ideally a temperature measured as close as possible to the magnets, to include compensation of the electromotive force coefficient as a function of temperature.

[0201] The method of Example 4 is advantageously implemented on a motor not running under no-load conditions, that is, when a load is connected to the motor's output shaft. This allows for thermal heating (due to the current flowing through the windings), which is more representative of the motor's actual operation. Alternatively, the method can be implemented on a motor running under no-load conditions.

Claims

1. Demands A computer-implemented method for parameterizing an electric propulsion unit (100) of an aircraft, the electric propulsion unit (100) comprising a DC voltage source (110) and an electric motor (130), the electric propulsion unit (100) further comprising N power electronic devices (121, 122, 123, 124) connected to the DC voltage source (110) and the electric motor (130), with N a natural number greater than or equal to 1, wherein each power electronic device comprises a respective memory (121c) in which values ​​of a set of control parameters for the electric motor (130) are stored, wherein each power electronic device is configured to control the electric motor (130) from said values ​​of the set of control parameters for the electric motor (130), wherein the electric motor (130) comprises a stator with N windings (131, 132, 133, 134),For each power electronics device among the N power electronics devices (121, 122, 123, 124) forming an electrical path (101, 102, 103, 104) from the DC voltage source (110) to a respective winding (131, 132, 133, 134) among the N windings (131, 132, 133, 134) of the electric motor (130), the method comprises, for a power electronics device, called the parameterizable power electronics device, among the N power electronics devices (121, 122, 123, 124): - commanding (405) a subset of k power electronics devices among the N power electronics devices, with 1 < k < N, to control the electric motor (130) in order to rotate the electric motor (130) ;, - receive (410) at least one measurement of a physical quantity relating to the electric motor (130) after the electric motor (130) has been started rotating, said at least one measurement being carried out on the electrical channel (101, 102, 103, 104) associated with the power electronics device to be parameterized; and - determine (415), from at least one value of the received physical quantity, a value of a control parameter of the electric motor (130) for the power electronics device to be parameterized.

2. Method according to claim 1, further comprising: - comparing (420) the value of the control parameter of the electric motor (130) determined to at least one reference value.

3. Method according to claim 2, wherein at least one reference value is determined from a value of the control parameter of the electric motor (130) stored in the memory (121c) of the power electronics device to be parameterized.

4. A method according to any one of the preceding claims, further comprising: - storing (430, 445, 450) the value of the control parameter of the electric motor (130) determined in the memory (121c) of the power electronics device to be parameterized.

5. A method according to any one of the preceding claims, wherein the subset of k power electronics devices includes the power electronics device to be parameterized.

6. A method according to any one of claims 1 to 4, wherein N > 2, and wherein the subset of k power electronics devices does not include the power electronics device to be parameterized.

7. A method according to any one of the preceding claims, wherein the control parameter of the electric motor (130) is one of: a recalibration angle of the position of a rotor (140) of the electric motor (130), an inductance of a winding (131, 132, 133, 134) among the N windings (131, 132, 133, 134) of the stator of the electric motor (130), a resistance of a winding (131, 132, 133, 134) among the N windings (131, 132, 133, 134) of the stator of the electric motor (130) and an electromotive force coefficient.

8. An aircraft electric propulsion system comprising an electric propulsion unit (100) and a control unit (300), wherein the electric propulsion unit (100) comprises: - a DC voltage source (110); - an electric motor (130) comprising a stator with N windings (131, 132, 133, 134), with N a natural number greater than or equal to 1; and - N power electronics devices (121, 122, 123, 124) connected to the DC voltage source (110) and the electric motor (130), wherein each of the N power electronics devices (121, 122, 123, 124) forms an electrical path (101, 102, 103, 104) from the DC voltage source (110) to a respective winding (131, 132, 133, 134) among the N windings (131, 132, 133, 134) of the electric motor (130), in which each power electronics device includes a respective memory (121c) in which are stored values ​​of a set of control parameters of the electric motor (130), in which each power electronics device is configured to control the electric motor (130) from said values ​​of the set of control parameters of the electric motor (130);in which the control unit (300) is configured to, for a power electronics device, called the parameterized power electronics device, from among the N power electronics devices (121, 122, 123, 124): - command (405) a subset of k power electronics devices from among the N power electronics devices, with 1 < k < N, to control the electric motor (130) in order to rotate the electric motor (130); - receive (410) at least one measurement of a physical quantity relating to the electric motor (130) after the electric motor (130) has been rotated, said at least one measurement being carried out on the electrical channel (101, 102, 103, 104) associated with the parameterized power electronics device;and - determine (415), from at least one value of the received physical quantity, a value of a control parameter of the electric motor (130) for the power electronics device to be parameterized.;

9. Electrically powered or hybrid thermal / electric powered aircraft comprising an electric propulsion system according to claim 7.

10. Product computer program comprising instructions to implement the method according to any one of claims 1 to 7 when this program is executed by a processor.

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