Electrical generator system for an aircraft, and associated method

Abstract

An electrical generator system comprising a control device (2) configured to detect a fault (OL) in an electrical distribution unit (EDU), to issue a priority parameter setpoint value (PpCONS 2), for regulating the voltage (RegU), in the event of detecting a fault (OL), to an assisting converter (C2) having an assisting power (Pass), and, once the fault (OL) has been corrected, to issue a priority parameter setpoint value (PpCONS 2), for auxiliary regulation (RegA), to the assisting converter (C2) on the basis of the latest assisting power (Pass).

Description

Electrical generation system for an aircraft and associated method

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

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by different countries. In particular, an ambitious standard applies to both new types of aircraft and those already in operation, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively contributing to the fight against climate change for several years now.

[0003] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors impacting all phases of design and development in order to obtain 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 aircraft energy efficiency.

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

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

[0006] To increase electrical power generation, a power generation system 100 has been proposed. This system is configured to extract mechanical energy from a low-pressure shaft (LP) and a high-pressure shaft (HP) of an aircraft turbomachine (T) to supply an aircraft electrical network (REA) with a calibrated distribution voltage. In other words, the power generation system 100 has at least two power supply paths: one LP path and one HP path. The power generation system 100 can also be connected to electrical sources (BAT) or electrical loads (LOAD), such as propulsion motors.

[0007] In practice, the electrical generation system 100 is configured to receive an operating setpoint P ECU This operating instruction P is derived from the ECU of the turbomachine T. ECUallows us to determine, for example, the amount of electrical power to be generated, the mechanical load on each shaft, etc. In other words, the operating setpoint P ECU allows us to determine the chosen hybridization strategy.

[0008] With reference to the diagram, the electrical generation system 100 comprises two generators G1 and G2 (electrical sources) connected respectively to the low-pressure shaft BP and the high-pressure shaft HP of the turbomachine T. The electrical generation system 100 further comprises two converters C1 and C2, specifically inverters, which are associated with the two generators G1 and G2. Each generator G1 and G2 generates an alternating current which is then rectified by its converter C1 and C2 to provide a distribution voltage V DCto an electrical distribution unit EDU which is electrically connected to the aircraft electrical network REA, to the electrical sources BAT or to the electrical loads LOAD.

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

[0010] For the sake of clarity and conciseness, only the generator function is presented. For a motor function, the ECU provides an operating command P ECU allowing, for example, the determination of the mechanical power injection on each shaft, etc. The hybrid system is bidirectional to allow the generation of electrical power as well as the injection of mechanical power. The ECU allows for general monitoring by determining an operating setpoint P ECU which is a function of the availability and capacity of electrical sources but also of the needs of electrical loads.

[0011] As is known, each converter C1, C2 includes a plurality of switches, specifically power transistors, which allow modification of the electrical power generated and the electrical power drawn by each generator G1, G2 on each shaft BP, HP. The electrical generation system 100 includes a control device 200 for issuing parameter setting instructions P CONS1 , P CONS2 to each converter C1, C2 depending on the operating setpoint P ECU in order to obtain a distribution voltage V DC that is suitable for the EDU electrical distribution unit.

[0012] As is known, each converter C1, C2 is configured to receive parameterization instructions P CONS1 , P CONS2 of several types: A voltage regulation setpoint RegU configured to control converter C1, C2 according to a distribution voltage setpoint V DC *An auxiliary control setpoint RegA configured to control the converter C1, C2 to a power setpoint or a torque setpoint of the aircraft turbomachine T.

[0013] Preferably, the distribution voltage setpoint V DC * is predetermined and known to each converter C1, C2.

[0014] In particular, the control device 200 can determine the type of regulation of each converter C1, C2 by determining the parameter setpoint P CONS1 , P CONS2 .

[0015] In practice, the control device 200 is connected to each converter C1, C2 by one or more communication cables (point-to-point or multi-subscriber link) to communicate the parameterization instructions P CONS1 , P CONS2 Such communication cables, particularly of the CAN type, allow communication of parameter setting instructions. CONS1 , P CONS2approximately every 15ms, which is slow. Therefore, reactive and dynamic regulation is not possible.

[0016] In nominal operation, a first converter C1 is generally voltage regulated RegU in order to optimally control the distribution voltage V DC while the second converter C2 is regulated in an auxiliary RegA manner.

[0017] When loads require a large amount of electrical power at the electrical distribution unit EDU, the first converter C1 saturates and cannot supply all the electrical power from the first generator G1.

[0018] For this purpose, the ECU must determine a new operating instruction P ECU which aims to allow the definition of new parameterization instructions P CONS1 , P CONS2in order to enable the two converters C1, C2 to supply electrical energy to the electrical distribution unit EDU to meet the electrical needs of the loads.

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

[0020] The invention thus seeks to eliminate these drawbacks by proposing a method for regulating an electrical generation system that eliminates at least some of them. FR3137664A1 teaches an electrical generation system according to the prior art. PRESENTATION OF THE INVENTION

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

[0022] Thanks to the invention, the control device can autonomously and reactively modify the converter parameter settings to respond to a detected fault, such as an overload. This eliminates the need to wait for a general operating command. Advantageously, a converter in auxiliary regulation assists the electrical distribution unit in maintaining the distribution voltage. This allows it to support load requirements, for example, from propulsion motors or a temporary overload of the aircraft's electrical system.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0042] This is a schematic representation of electrical power during the different phases of electrical generation.

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

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

[0045] The electrical generation system 1 is configured to draw mechanical energy from the low-pressure shaft (BP) and mechanical energy from the high-pressure shaft (HP) to supply the aircraft's electrical network (REA) with a calibrated voltage. The electrical generation system 1 can also be connected to electrical sources (BAT) or to electrical equipment requiring power (LOAD), such as electric propulsion motors.

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

[0047] The electrical generation system 1 is configured to receive a general operating command P ECU G This instruction comes from the ECU of the turbomachine T. This general operating instruction P ECU G allows us to determine, for example, the amount of electrical power to be generated, the mechanical load on each shaft, etc. In other words, the general operating setpoint P ECU G allows us to determine the chosen hybridization strategy. In practice, the general operating instruction P ECU G is presented in the form of a power setpoint called "Setpoint PS" or a power sharing setpoint called "Mode PS".

[0048] With reference to the diagram, the electrical generation system 1 comprises two generators, G1 and G2, connected respectively to the low-pressure shaft BP and the high-pressure shaft HP of the turbomachine T. The electrical generation system 1 includes: A first power supply path V1 comprising: A first generator G1 configured to generate alternating current by drawing mechanical energy from the low-pressure shaft BP; A first converter C1, associated with the first generator G1, to convert the generated alternating current into a first distribution current I DC1 Depending on its configuration, a second power supply channel V2 comprises: a second generator G2 configured to generate alternating current by drawing mechanical energy from the high-pressure shaft HP; and a second converter C2, associated with the second generator G2, to convert the generated alternating current into a second distribution current I. DC2. Depending on its settings,

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

[0050] With reference to the, the electrical generation system 1 includes an electrical distribution unit EDU which is electrically connected to the aircraft electrical network REA, to the electrical sources BAT or to the electrical loads LOAD.

[0051] Each converter C1, C2 can provide a distribution voltage V DCto the electrical distribution unit EDU. Preferably, the electrical distribution unit EDU includes a voltage bus.

[0052] As is known, each converter C1, C2 contains a plurality of switches, in particular transistors, which allow modification of the electrical power generated and the mechanical power drawn from each shaft BP, HP to adapt the distribution current I DC 1, I DC 2. Depending on the needs.

[0053] According to the invention, with reference to the, the electrical generation system 1 comprises a control device 2 configured to receive the general operating command P ECU G and to determine a first parameter setting P CONS1 for the first converter C1 and a second parameter setting P CONS 2 for the second converter C2.

[0054] Preferably, each parameter setting P CONS1 , PCONS2 allows the switching of the transistors in converters C1 and C2 to be controlled. Preferably, each converter C1 and C2 includes a control block configured to convert a parameter setpoint P CONS1 , P CONS2 in the form of a pulse width modulation (PWM) signal. Such a control block is familiar to those skilled in the art.

[0055] Subsequently, with reference to figures 4 to 7, each parameter setting P CONS1 , P CONS2 is either a voltage regulation setpoint RegU to control the converter C1, C2 to a distribution voltage setpoint V DC * be a setpoint in auxiliary regulation RegA, for example, a power regulation setpoint or a torque regulation setpoint configured to control the converter C1, C2 to a power / torque of the high pressure shaft HP or the low pressure shaft BP of the aircraft turbomachine T.

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

[0057] As mentioned previously, a RegU voltage regulator offers an advantageous way to control the distribution voltage V DC of the electrical distribution unit EDU by allowing a target distribution voltage V DC* .

[0058] An example of the implementation of an electrical energy generation process will now be presented with reference to figures 4 to 9.

[0059] As illustrated in Figure 1, during a nominal operating phase E1, the control device 2 receives a general operating command P ECUG to determine a first parameter setting P CONS1 for the first converter C1 and a second parameter setting P CONS2for the second converter C2.

[0060] In this example, the first converter C1 is in voltage regulation RegU mode according to a distribution voltage setpoint V DC The first converter, C1, ensures the quality of the VDC distribution voltage for the EDU power distribution unit, which supplies the LOAD loads. The second converter, C2, provides auxiliary regulation (RegA) based on an auxiliary parameter (Pa*) and optimizes the power and torque of the HP (high-pressure) element. It goes without saying that the roles of converters C1 and C2 could be reversed.

[0061] As illustrated in Figures 8 and 9, during the nominal operating phase E1, the distribution voltage V DC is essentially constant. The first converter C1 generates a first electrical power PE1, essentially constant, to ensure the maintenance of the distribution voltage V DCThe second converter C2 does not provide any second electrical power PE2 to support the distribution voltage V DC .

[0062] With reference to the load, LOAD loads require a large amount of electrical energy, which affects the distribution voltage (V). DC which falls significantly as illustrated in the.

[0063] The control device 2 detects a fault, here an overload OL, in the electrical distribution unit EDU, in particular, by comparing the distribution voltage V DC at least a predetermined voltage threshold S1. It goes without saying that other methods of detecting an OL overload could be implemented.

[0064] In this example, the predetermined voltage threshold S1 is a low threshold, but it goes without saying that the invention also applies to a high threshold in the event of temporary overproduction of energy.

[0065] Following the detection of an OL overload, control device 2 issues a second priority parameter setting Pp CONS 2nd voltage regulation RegU to the second converter C2 which is in auxiliary regulation RegA. Unlike a "classic" parameter setting, a priority parameter setting Pp CONS is not determined from the general operating instruction P ECUGmais directement par le dispositif de contrôle 2, ce qui permet de gagner en réactivité.

[0066] Thus, during the assistance phase E2, the second converter C2 is designated the "assistance converter". The voltage of the second converter C2 is then regulated based on the distribution voltage setpoint V DC * Preferably, each C1, C2 converter is associated with an assistance parameter H, for example a boolean, which allows indicating whether a C1, C2 converter is in assistance (H=1) or not in assistance (H=0).

[0067] As illustrated in Figures 8 and 9, during the assistance phase E2, the distribution voltage V DC drops sharply following the OL overload, then rises again due to the parallelization of the two converters C1, C2 which both ensure the maintenance of the distribution voltage V DC With reference to the first electrical power PE1 generated by the first converter C1 increases, and the same is true of the second electrical power PE2 generated by the second converter C2 until the distribution voltage V stabilizes. DC The second electric power PE2 is designated "Pass assistance power" during the assistance phase E2.

[0068] With reference to the, LOAD loads no longer require a large amount of electrical energy, the distribution voltage V DCstabilizes. As a result, the first electrical power PE1 and the second electrical power PE2 stabilize.

[0069] Following the disappearance of the OL overload, control device 2 issues a second priority parameter setting Pp CONS 2nd auxiliary regulation RegA to the second converter C2. As mentioned previously, unlike a "classic" parameter setting, a priority parameter setting Pp CONS is not determined from the general operating instruction P ECUGmais directement par le dispositif de contrôle 2, ce qui permet de gagner en réactivité.

[0070] During the E3 transition phase, the second converter C2, which is still in assist mode (H=1), is regulated in an auxiliary manner based on the last assist power value Pass. This is because the control unit may not have had time to provide a new general operating command P. ECUGFurthermore, an auxiliary RegA control system allows for the shutdown of parallel power, but this is done safely from the last available electrical power. The transition is therefore optimal and seamless.

[0071] As illustrated in Figure 1, during the E3 transition phase, the distribution voltage V DC The voltage is stabilized, and the first electrical power PE1 and the second electrical power PE2 (assist power Pass) are essentially stable. The second converter C2 has advantageously resumed its auxiliary regulation function RegA, but its operating setpoint is a transition setpoint. This advantageously prevents two converters C1 and C2 from competing to regulate the voltage over a long period of time.

[0072] As illustrated in Figure 1, during a normalization phase E4, the control device 2 receives a new general operating instruction P' ECUGto determine a new first parameter setting P' CONS1 for the first converter C1 and a new second parameter setting P' CONS2 for the second converter C2.

[0073] Preferably, the new general operating instruction P' ECUG includes an end-of-assistance RAZ information which allows the assistance of the second converter C2 (H=0) to be stopped, which can then perform its auxiliary regulation function RegA with the auxiliary parameter Pa* provided by the new second parameter setting P' CONS2.

[0074] In this example, as illustrated in Figures 8 and 9, the first converter C1 is asked to increase the first electrical power PE1 generated, while the second electrical power PE2 generated by the second converter C2 is asked to decrease. The normalization phase E4 thus corresponds to a new nominal operating phase E1.

[0075] Thanks to the electrical generation system 1, it is possible to reactively resolve a fault in the electrical distribution unit (EDU), i.e., an overload resulting from a temporary demand for electrical energy from the LOAD loads, a surplus resulting from a temporary overproduction of electrical energy from the electrical generators G1 and G2, or an underload or load shedding of the LOAD loads. This electrical generation method allows for a reactive switch to voltage regulation without resorting to a general operating setpoint, which is inherently slow. One converter can thus provide assistance to another converter in a practical and safe manner. Advantageously, at the end of the assistance period, the assisting converter can resume its auxiliary regulation function without causing any disturbance or resorting to the general operating setpoint, thus ensuring optimal operation.

Claims

Electrical generation system (1) for supplying at least one aircraft electrical network (AAN), the aircraft comprising at least one aircraft turbomachine (T) comprising a low-pressure shaft (LP) and a high-pressure shaft (HP) configured to be driven in rotation, the electrical generation system (1) being configured to receive a general operating command (P ECU G ) defining a hybridization strategy, the electrical generation system (1) comprising: An electrical distribution unit (EDU) having a distribution voltage (V DCA first power supply path (V1) comprising: A first generator (G1) configured to generate alternating current by drawing mechanical energy from one of the low-pressure (LP) and high-pressure (HP) shafts; A first converter (C1), associated with the first generator (G1) to supply the electrical distribution unit (EDU), to convert the generated alternating current into a first distribution current (I DC1 Depending on its configuration, a second power supply (V2) includes: a second generator (G2) configured to generate alternating current by drawing mechanical energy from the other of the low-pressure (LP) and high-pressure (HP) shafts; and a second converter (C2), associated with the second generator (G2) to supply the electrical distribution unit (EDU), converting the generated alternating current into a second distribution current (I). DC2) depending on its settings, A control device (2) configured to receive the general operating instruction (P ECU G ) and issue an initial parameter setting instruction (P CONS1 ) for the first converter (C1) and a second parameter setting (P CONS2 ) for the second converter (C2), each parameter setting (P CONS1 , P CONS2 ) being either a voltage regulation setpoint (RegU) to control the converter (C1, C2) to a distribution voltage setpoint (V DC *) either an auxiliary control setpoint (RegA) of the turbomachine (T) associated with an auxiliary parameter (Pa*), the auxiliary control setpoint (RegA) being a power control setpoint or a torque control setpoint configured to control a converter (C1, C2) to a power / torque of the high-pressure (HP) shaft or the low-pressure (LP) shaft of the aircraft turbomachine (T), the control device (2) is configured to: issue a priority parameter setpoint (Pp CONS 2) Voltage regulation (RegU) to a converter (C2) which is in auxiliary regulation (RegA) in the event of a fault (OL) detection in the electrical distribution unit (EDU), the converter (C2) being designated "assist converter", the assist converter (C2) being voltage regulated from the distribution voltage setpoint (V DC *), the assistance converter (C2) having an assistance power (Pass), following the disappearance of the fault (OL), issues a priority parameter setting instruction (Pp CONS 2) Auxiliary regulation (RegA) to the assistance converter (C2), the assistance converter (C2) being regulated from the last assistance power (Pass). Electrical generation system (1) according to claim 1, wherein the control device (2) is configured to issue a new first parameter setting setpoint (P' CONS1 ) for the first converter (C1) and a new second parameter setting (P' CONS2 ) for the second converter (C2) following the receipt of a new general operating instruction (P' ECU G ) including end-of-support information (RAZ). Electrical generation system (1) according to any one of claims 1 to 2, wherein the control device (2) is configured to detect a fault (OL) of the electrical distribution unit (EDU) by comparison of the distribution voltage (V DC ) at least a predetermined voltage threshold (S1). Electrical generation system (1) according to any one of claims 1 to 3, wherein the fault is an overload (OL) involving a drop in the distribution voltage (V DC ). Aircraft comprising at least one aircraft turbomachine (T) comprising a low pressure shaft (LP) and a high pressure shaft (HP) configured to be driven in rotation, at least one electrical generation system (1), according to any one of claims 1 to 4, supplying at least one aircraft electrical network (REA). A method for generating electrical power to supply at least one aircraft electrical network (AAN) from an electrical generation system (1) according to any one of claims 1 to 4, the aircraft comprising at least one aircraft turbomachine (T) comprising a low-pressure shaft (LP) and a high-pressure shaft (HP) configured to be driven in rotation, the method comprising steps of: issuing a priority parameter setpoint (Pp CONS 2) Voltage regulation (RegU) to a converter (C2) which is in auxiliary regulation (RegA) in the event of a fault (OL) detection in the electrical distribution unit (EDU), the converter (C2) being designated "assist converter", the assist converter (C2) being voltage regulated from the distribution voltage setpoint (V DC *), the assistance converter (C2) having an assistance power (Pass), following the disappearance of the fault (OL), issues a priority parameter setting instruction (Pp CONS 2) Auxiliary regulation (RegA) to the assistance converter (C2), the assistance converter (C2) being regulated from the last assistance power (Pass). A computer program-type product, comprising at least one sequence of instructions stored and readable by a processor and which, once read by that processor, causes the execution of the steps of the process of claim 6.

Images