Providing energy in an aircraft using droop control

Abstract

The apparatus (100) comprises: - a DC bus (116) to which at least one electrical load (120A, 120B) is intended to be connected; - a plurality of electrical sources (110) connected to the DC bus (116), these electrical sources (110) including a turbomachine electrical source (110BP, 110HP, 110APU); - for each electrical source (110), a local controller (124) designed to control the electrical source (110) concerned by implementing droop control using a droop gain associated with the electrical source (110) concerned; and - a central controller (122); each local controller (124) is designed to implement a deadband with a variable height, depending on a command received from the central controller (122), this height (H) being able to be zero; and the central controller (122) is designed to control: • selectively any one of the local controllers (110), including that of the turbomachine electrical source (110BP, 110HP, 110APU), so that its deadband has a non-zero height, and • at least one other local controller (110) so that its deadband has a different height.

Description

Description TITLE: POWER SUPPLY IN AN AIRCRAFT USING DROP CONTROL Technical field of the invention

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

[0002] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various carbon emission restrictions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new aircraft types and those currently in operation, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been mobilizing 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 consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental impacts with the aim of improving the energy efficiency of aircraft.

[0004] Consequently, the Applicant is constantly working to reduce its climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This sustained research and development work focuses on new generations of aircraft engines, the lightening of aircraft, particularly through the materials used and lighter on-board equipment, and the development of the use of electrical technologies to ensure propulsion. and, essential complements to technological progress, aeronautical biofuels.

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

[0007] However, depending on the flight phases, the available electrical sources are not the same. For example, the main configurations of the sources found according to the normal flight phases are as follows. When the aircraft is on the ground and when starting the auxiliary turbomachine, the battery is the only available source. During taxi and when starting the propulsion turbomachine, the auxiliary turbomachine is also available and is desired to have priority, the battery remaining as backup. During the other flight phases (takeoff, cruise and landing), it is the electrical sources linked to the propulsion turbomachine that are desired to have priority for bus voltage control. The battery and the auxiliary turbomachine are then in backup.

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

[0009] Conventionally, the voltage drop used in droop control is the bus voltage drop relative to a maximum voltage. When there is no electrical load on the bus, this voltage drop is zero. As soon as an electrical load draws electrical power, the bus voltage is lower than the maximum voltage. Thus, in practice, the bus voltage varies depending on the electrical loads.

[0010] It is also known, when the sources consist of a battery and a propulsion turbomachine, to implement a dead zone in the battery droop regulation. The dead zone consists of a predefined voltage drop threshold, below which the current setpoint supplied by the battery is set to zero. In other words, the battery is not activated as long as the voltage drop is small, close to zero. The dead zone is intended to avoid battery charge / discharge cycles. By implementing this battery dead zone, the battery is activated after the electrical sources associated with the propulsion turbomachine, that is to say when the voltage drop exceeds the predefined threshold.

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

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

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

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

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

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

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

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

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

[0020] Optionally also, the DC bus is divided into a first part and a second part, and the installation further comprises: - a contactor for selectively connecting and disconnecting the two parts of the DC bus; and - a device for measuring a voltage of the second part of the DC bus; the central controller being designed, when the contactor is open, to calculate the correction for the local controller of each electrical source connected to the second part of the DC bus, from the measured voltage of the second part of the DC bus.

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

[0022] Also optionally, the installation further comprises: - a device for measuring a voltage of the first part of the DC bus; the central controller being designed, when the contactor is open, to calculate the correction for the local controller of each electrical source connected to the first part of the DC bus, from the measured voltage of the first part of the DC bus.

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

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

[0025] With reference to FIG. 1, an example of an installation 100 for supplying energy in an aircraft will now be described.

[0026] The installation 100 firstly comprises a propulsion turbomachine 102 comprising a propeller 104 (from the English “fan”), a low pressure (LP) body 106BP for driving the propeller 104, and a high pressure (HP) body 106HP.

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

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

[0029] These electrical sources 110 include in particular at least one turbomachine electrical source 110BP, 110HP, 110APU, that is to say an electrical source designed to take mechanical power from a turbomachine (such as the propulsion turbomachine 102 or the non-propulsion turbomachine 108), in order to provide electrical power.

[0030] For example, the electrical sources 110 include a so-called low pressure electrical source 110BP designed to draw mechanical power from the low pressure body 106BP of the propulsion turbomachine 102. Still for example, the electrical sources 110 include a so-called high pressure electrical source 110 HP designed to draw mechanical power from the HP body 106 of the propulsion turbomachine 102. Still for example, the electrical sources 110 include an electrical source called auxiliary 110 APU designed to take mechanical power from the non-propulsion turbomachine 108. For example, each electrical source 110BP, 110HP, 110APU comprises an electrical machine 112BP, 112 HP , 112 APU followed by an AC-DC voltage converter 114 BP , 114 HP , 114 APU .

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

[0032] All 110 electrical sources can be bidirectional.

[0033] The installation 100 further comprises a DC bus 116 (from the English “Direct Current”) to which the electrical sources 110 are connected in parallel to provide it with electrical power. For example, the DC bus 116 comprises two parts 116A, 116B and a contactor 118 designed to connect these two parts 116A, 116B together. For example, the propulsion turbomachine electrical source(s) 110BP, 110HP are connected in parallel to the first part 116A, while the non-propulsion turbomachine electrical source(s) 110APU and / or the storage electrical source(s) 110BAT are connected in parallel to the second part 116B.

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

[0035] The installation 100 further comprises a so-called central controller 122 and, for each electrical source 110, a so-called local controller 124. The installation 100 thus comprises, in the example illustrated, the local controllers 124BP, 124HP, 124BAT, 124APU for the electrical sources 110 respectively. BP , 110 HP , 110 BAT , 110 APU. The term “controller” is a functional term that does not prejudge the actual implementation. Each controller 122, 124 may be implemented on one or more computers dedicated. Conversely, the same computer can implement several controllers 122, 124.

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

[0037] Generally speaking, the droop regulation consists of letting the DC bus 116 have a bus voltage U which can vary slightly, between a maximum voltage U max and a minimum voltage U min , so that the electrical power supplied by each electrical source 110 depends on the bus voltage U. The maximum voltage U max corresponds to the bus voltage in the absence of load.

[0038] The bus voltage U is thus used to couple the electrical sources 110 together, without requiring communication between them. More precisely, each electrical source 110 is regulated to provide a current I dependent on the bus voltage drop ΔU (equal to U max – U). In this way, the regulations of the electrical sources 110 can be carried out independently of each other, but nevertheless remaining coupled by the bus voltage U so as to reach a balance point together. For example, each local controller 124 is designed to regulate the current supplied by the associated electrical source 110 so that this supplied current follows a reference current calculated as a function of the voltage drop ΔU.

[0039] With reference to Figure 2, it is possible to provide a droop regulation with a dead zone ZM. The latter corresponds to a bus voltage range U extending below the maximum voltage Umax, from the latter. When the bus voltage U is included in this voltage range defining the dead zone ZM of the electrical source 110 considered, the electrical source 110 is commanded to be deactivated, that is to say not to supply current I to the DC bus 116, nor to draw it in the case of a bidirectional electrical source.

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

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

[0042] When the voltage drop ΔU exceeds the height H of the dead zone ZM, the local controller 124 controls the electrical source 110 to provide a current I increasing with the voltage drop ΔU, for example by setting the current setpoint I* increasing with the voltage drop ΔU. The electrical source 110 is then in an operating zone called increasing zone ZC. For example, the current I (or, where appropriate, the current setpoint I*) increases linearly with the voltage drop ΔU, according to a droop coefficient K (“gain droop” in English).

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

[0044] Each local controller 124 is thus designed to implement a dead zone ZM with a height H defined according to a definition received from the central controller 122. This height H may be zero, in which case, this amounts to not implementing a dead zone ZM for the electrical source 110 considered. The central controller 122 is thus capable of defining the heights H of the dead zones ZM of all the electrical sources 110. For example, the central controller 122 is designed to vary the heights H of the dead zones ZM over time, for example according to the flight phases and / or the electrical sources 110 available. The central controller 122 is further designed to transmit to each local controller 124 the definition of the dead zone height H that this local controller 124 must implement.

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

[0046] Alternatively, preferably, the central controller 122 is designed to transmit a priority number p to each local controller 124 from which each local controller 124 is designed to calculate the height H of its dead zone ZM.

[0047] In the latter case, with reference to Figure 3, each local controller 124 is designed to calculate the height H of the dead zone ZM of the associated electrical source 110 from the priority number received, for example according to the following formula: H = p • Δv, where p is the priority number received and Δv a predefined step, preferably the same for all the local controllers 124. Thus, a zero priority gives a zero height H, and therefore an absence of dead zone ZM. The height H of the dead zone ZM thus increases with the priority.

[0048] Referring to Figure 4, the central controller 122 is designed to prioritize the electrical sources 110 among themselves so that the highest priority electrical sources 110 activate first. This prioritization is implemented by the central controller 122 by controlling the local controllers 124 so that the heights H of the dead zones ZM are increasing in order of priority. In the example where priority numbers p are used, this is achieved by configuring the central controller 122 to transmit to the local controller 124 one of the predefined priority numbers to each electrical source 110.

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

[0050] More preferably, the central controller 122 is designed so that the increasing zones ZC of the electrical sources 110 are adjacent and / or overlap, but are never disjoint. In other words: (Umax – H)source 1 ≥ (ΔUmax)source 2. This avoids the presence of a voltage drop interval for which no electrical source 110 would be in its increasing zone ZC, that is to say for which each electrical source 110 would be either in its dead zone ZM or in its saturation zone ZS. For example, the increasing zones ZC all extend over the same voltage drop length ΔU, which depends on the droop coefficient K and the maximum current setpoint Imax* of the source considered.

[0051] In the example of Figure 4, the 110HP electrical source activates first, then, once the 110HP electrical source is in its saturation zone ZS, the 110 BP is added, then once the electrical source 110BP in its saturation zone ZS, the 110APU source is added, then once the 110APU electrical source is in its saturation zone, the 110BAT source is added.

[0052] Referring to Figure 5, the order of priority this time is: 110APU, 110HP, 110BP, 110BAT.

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

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

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

[0056] The local controller 124 further comprises a block 606 for calculating the current setpoint I* by multiplying the output of block 604 by the droop coefficient K, I* = K max(0, ΔU – p Δv).

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

[0058] The control module 124 further comprises a block 610 for generating commands (for example pulse width commands, from the English “Pulse Width Modulation”) for the associated electrical source 110, and in particular for the voltage converter 114 of this associated electrical source 110, from the current error ΔI.

[0059] According to the above, the voltage U of the DC bus 116 varies over time, depending on the electrical loads connected to it. However, some equipment requires the voltage U of the DC bus 116 to be stable. It is therefore generally desired that the bus voltage U remains equal to a reference voltage Uref between Umax and Umin, for example equal to the middle of the interval: Uref = (Umax – Umin) / 2. Alternatively, the reference voltage Uref could be chosen equal to Umax or even to Umin. For this, it is possible to provide a mechanism for regulating the bus voltage U to the reference voltage U ref This mechanism will now be described.

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

[0061] The electrical installation 100 further comprises a device 702B for measuring a voltage UB of the second part 116B of the DC bus 116. The voltage measurement is for example supplied to the local controller 124 of each electrical source 110 (the electrical sources 110 BAT and 110 APUin the example illustrated) connected to the second part 116B of the DC bus 116, as well as to the central controller 122. For the sake of simplification, the voltage measurements are designated by the same references as the measured voltages.

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

[0063] The electrical installation 100 further comprises, for each electrical source 110, a device for measuring a current supplied by this electrical source 110 to the DC bus 116. The current measurement is in particular supplied to the local controller 124 of the electrical source 110 considered. For the sake of simplification, the currents and their measurements bear the same references in the figures. These devices and the current measurements are thus denoted 704BP, 704HP, 704BAT, 704APU and IBP, IHP, IBAT, IAPU for the electrical sources 110BP, 110HP, 110BAT, 110APU respectively.

[0064] With reference to Figure 8, when the contactor 118 is closed, the two parts 116A, 116B of the DC bus 116 are connected to each other and their voltages UA, UB are therefore substantially equal. The central controller 122 can therefore globally control all the local controllers 124A, 124B. For this, the central controller 122 comprises for example the following blocks, activated when the contactor 118 is closed.

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

[0066] The central controller 122 further comprises a comparator block 804 designed to compare the voltage U with the reference voltage U ref and calculate a deviation δU of the bus voltage U with respect to the reference voltage U ref : δU = U ref – U.

[0067] The central controller 122 further comprises a corrector 806 designed to calculate a correction δ from the deviation δU in order to seek to cancel the latter, that is to say so that the bus voltage U tends towards the reference voltage U ref . The corrector 806 has zero static error. It is, for example, a proportional-integral corrector. The corrector 806 is further designed to transmit the correction δ to all the local controllers 124A, 124B.

[0068] To implement the priorities of the electrical sources 110, the central controller 122 comprises for example a block 807 to provide each local controller 124A, 124B with a definition of dead zone height to be implemented by the local controller 124. This definition is for example, as explained previously, a priority number pA, respectively pB, for the electrical sources 110 connected to the first bus part 116A, respectively to the second bus part 116B.

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

[0070] Referring to Figure 9 and Figure 10, when the correction δ is established by the corrector 602, the deviation δU is canceled so that the bus voltage U is equal to the reference voltage U ref. Each local controller 124 thus “sees” the corrected voltage drop ΔU' by the correction δ (ΔU' = ΔU + δ), and not the actual voltage drop ΔU. This allows each local controller 124 to control its associated source 110 with the same current setpoint as in the case without correction δ, while the bus voltage U is maintained at the reference voltage Uref. Indeed, the droop regulation is equivalent to a proportional corrector which has a non-zero static error in response to a unit step. Thus, this static error introduced by the droop regulation on the voltage U can be cancelled thanks to the correction δ.

[0071] With reference to Figure 11, when the contactor 118 is open, the two parts 116A, 116B of the DC bus 116 are no longer connected to each other and can therefore have different voltages UA, UB. It is therefore necessary for the central controller 122 to distinguish the two parts 116A, 116B of the DC bus 116. Since the equipment most sensitive to the DC bus voltage is that connected to the second part 116B of the DC bus 116, the central controller 122 is designed to, at a minimum, regulate the voltage UB. When the controller 122 is designed to regulate the two parts 116A, 116B of the bus 116, the central controller 122 is designed to control the two parts 116A, 116B of the bus 116 separately. In other words, the central controller 122 comprises two control instances: a central controller 122A of the part 116A of the bus 116 and a central controller 122B of the part 116B of the bus 116.

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

[0073] The central controller 122B thus comprises a comparator block 1102 designed to compare the voltage measurement UB with the voltage UrefB to calculate a deviation δUB of the voltage UB of the second part 116B of the DC bus 116 with respect to the reference voltage UrefB, for example: δUB = UrefB – UB.

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

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

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

[0077] The equipment connected to the first part 116A of the DC bus 116 is generally not very sensitive to voltage variations, so that it is possible to let the voltage UA deviate from the reference voltage U refin response to the droop regulation implemented in the local controllers 124A. In this case, the central controller 122 is designed, when the contactor 118 is open, not to transmit a correction to the local controller 124A of each electrical source 110 connected to the first part 116A of the DC bus 116 so that this or these local controllers 124A do not use a correction for the calculation of the voltage drop ΔUA' used for the droop regulation.

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

[0079] The central controller 122A thus includes a comparator block 1106 designed to compare the voltage measurement UA with the reference voltage U refA to calculate a deviation δUA of the voltage UA of the first part 116A of the DC bus 116 with respect to the reference voltage U ref A, for example: δUA = U ref A – AU.

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

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

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

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

[0084] In the detailed presentation of the invention given above, the terms used should not be interpreted as limiting the invention to the embodiments set forth in this description, but should be interpreted to include all equivalents the prediction of which is within the reach of those skilled in the art by applying their general knowledge to the implementation of the teaching just disclosed to them.

Claims

Claims [1] Installation (100) for supplying energy in an aircraft, comprising: - a continuous bus (116) to which at least one electrical load (120A, 120B) is intended to be connected; - several electrical sources (110) connected to the continuous bus (116), these electrical sources (110) including a turbomachine electrical source (110BP, 110HP, 110APU); - for each electrical source (110), a local controller (124) designed to control the electrical source (110) in question by implementing a droop regulation from a droop gain (K) associated with the electrical source (110) in question; and - a central controller (122); characterized in that: - each local controller (124) is designed to implement a dead zone (ZM) with a variable height (H), depending on a command received from the central controller (122), this height (H) being able to be zero;and - the central controller (122) is designed to control: • selectively any of the local controllers (110), including that of the turbomachine electrical source (110; BP , 110 HP , 110 APU ), so that its dead zone (ZM) has a non-zero height (H), and • at least one other local controller (110) so that its dead zone (ZM) has a different height (H). [2] Installation (100) according to claim 1, in which the electrical sources include: a so-called low pressure electrical source (110 BP ) designed to draw mechanical power from a low pressure body (106 BP ) of a propulsion turbomachine (102), and / or a so-called high pressure electrical source (110 HP ) designed to draw mechanical power from a high pressure body (106 HP ) of a propulsion turbomachine (102), and / or a so-called auxiliary electrical source (110 APU) designed to draw mechanical power from a non-propulsive turbomachine (108), and / or a so-called storage electrical source comprising an electrical energy storage device (112) such as a battery. [3] Installation (100) according to claim 1 or 2, wherein the central controller (122) is designed so that the height (H) of the dead zone (ZM) of at least one of the sources is zero. [4] Installation (100) according to any one of claims 1 to 3, wherein each local controller (124) is designed so that, when a voltage drop (ΔU) on the DC bus (116) with respect to a maximum bus voltage (U max) exceeds the height (H) of the dead zone (ZM), implementing a so-called increasing zone (ZC) where the electrical source (110) provides a current (I) increasing with the voltage drop (ΔU), and in which the central controller (122) is designed to define the heights (H) of the dead zones (ZM) so that the increasing zones (ZC) of the electrical sources (110) are adjacent and / or overlap. [5] Installation (100) according to any one of claims 1 to 4, in which the central controller (122) is designed to transmit a priority number (p) to each local controller (124), and in which each local controller (124) is designed to calculate the height (H) of the dead zone (ZM) from the priority number (p) received.[6] Installation (100) according to claim 5, in which each local controller (124) is designed to calculate the height (H) of the dead zone (ZM) from the priority number (p) received by the formula: H = p • Δv, where H is the height of the dead zone, p is the priority number received and Δv a predefined step, preferably the same for all the local controllers (124). [7] Installation (100) according to any one of claims 1 to 6, in which the central controller (122) is designed to provide, to each local controller (124), a correction (δ) calculated from a deviation (δU) of the voltage (U) of the DC bus (116) with respect to a reference voltage (Uref), so as to seek to cancel this deviation (δU), and each local controller (124) is designed to apply the correction (δ) to the voltage drop (ΔU) of the DC bus (116) to calculate a corrected voltage drop (ΔUA', ΔUB') used for the droop regulation.[8] Installation (100) according to claim 7, in which the continuous bus (116) is divided into a first part (116A) and a second part (116B), and further comprising:. - a contactor (118) for selectively connecting and disconnecting the two parts (116A, 116B) of the DC bus (116); and - a device (702B) for measuring a voltage (UB) of the second part (116B) of the DC bus (116); the central controller (122) being designed, when the contactor (118) is open, to calculate the correction (δB) for the local controller (124B) of each electrical source (110) connected to the second part (116B) of the DC bus (116), from the measured voltage (UB) of the second part (116B) of the DC bus (116). [9] Installation (100) according to claim 8, in which the central controller (122) is designed, when the contactor (118) is open, not to transmit a correction to the local controller (124A) of each electrical source (110) connected to the first part (116A) of the continuous bus (116).[10] Installation (100) according to claim 8, further comprising: - a device (702A) for measuring a voltage (UA) of the first part (116A) of the DC bus (116); the central controller (122) being designed, when the contactor (118) is open, to calculate the correction (δA) for the local controller (124A) of each electrical source (110) connected to the first part (116A) of the DC bus (116), from the measured voltage (UA) of the first part (116A) of the DC bus (116). [11] Aircraft comprising an installation according to any one of claims 1 to 10.

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