Hybrid electrical system for supplying electrical equipment of an aircraft with power from a turbine engine

Abstract

The invention relates to a hybrid electrical system (8) for supplying electrical equipment of an aircraft with power from a turbine engine (1) comprising an HP shaft (7) and an LP shaft (3), the system (8) comprising a control unit (20), two electric machines (9, 10), each with two windings, and two electrical distribution control units (12) connected at output to a high-voltage DC electrical network (16) and to electrical loads (14), wherein one of the machines (9) is connected to the HP shaft (7) and the other machine (10) is connected to the LP shaft (3). Additionally, for each control unit (12), a first bidirectional DC-AC converter (13) is connected between a winding of the first machine (9) and the control unit (12), and a second bidirectional DC-AC converter (15) is connected between a winding of the second machine (10) and the control unit (12). For each control unit (12), it comprises a directly connected high-voltage DC battery (17), the control unit (20) controlling the two converters (13, 15) so as to keep a voltage quality of the network (16) within a voltage specification and control power sharing between all sources in order to carry out hybridization functions.

Description

[0001] Description

[0002] Title of the invention: Hybrid electrical system for powering electrical equipment of an aircraft from a turbomachine

[0003] Technical Field

[0004] The invention relates to the internal hybridization of a turbomachine for electrified aircraft, and more particularly to an electric hybrid system for supplying electrical equipment of an aircraft from a turbomachine.

[0005] Previous technique

[0006] 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 service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change.

[0007] 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.

[0008] 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.

[0009] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly 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.

[0010] In the context of aircraft propulsion, the hybridization of a turbomachine is achieved using an electrical system that interfaces between the turbomachine's mechanical shafts and the aircraft's electrical network. This electrical system must perform the following functions: power generation, turbomachine assistance, turbomachine startup, and reconfiguration in response to faults.

[0011] Such an electrical system must provide a stable and reliable power supply to the aircraft's electrical distribution system by drawing power from the low-pressure and high-pressure sections of the turbomachine (power generation). It must also allow for the injection or withdrawal of power from the high-pressure and / or low-pressure sections based on commands received from the turbomachine's computer (turbomachine assistance). Furthermore, during turbomachine startup, it must provide sufficient mechanical power to the high-pressure shaft, potentially from an external source (turbomachine start-up). Finally, the system must allow for reconfiguration in the event of an internal or external failure.

[0012] The distribution architecture within the framework of the invention corresponds to an internal hybridization scheme for a turbomachine based on parallel-connected continuous power channels (DC channels). These DC channels comprise an electric machine (often a permanent magnet synchronous machine) coupled to a controlled power electronics converter (with one channel for the high-pressure shaft and one channel for the low-pressure shaft) supplying a DC bus. This provides power converters as an interface between the electric machines and the grid, or DC bus. An external source, such as an auxiliary power unit (APU) or a battery, can also be connected to this DC bus.

[0013] In more detail, such an internal DC power bus hybridization system classically comprises a first machine, of the permanent magnet synchronous (PMG) type, consisting of two independent stator windings on the high-pressure shaft of the turbomachine, a first DC / AC converter connected to each stator winding of the first machine, a second machine, of the permanent magnet synchronous (PMG) type, consisting of two independent stator windings on the low-pressure shaft of the turbomachine, a second bidirectional DC / AC converter connected to each stator winding of the second machine, and two power distribution units (PDMUs) putting the first converter and the second converter in parallel on the same DC power bus and allowing the distribution of high-voltage direct current (HVDC) electrical energy to the aircraft and to the internal electrical loads of the turbomachine.The expression bidirectional DC / AC converter by stator winding covers both a bidirectional converter box and two unidirectional converter boxes (in two opposite directions).

[0014] One of the main functions of a power system is the generation of electrical power, that is to say, to provide a continuous electrical network ensuring network quality to the aircraft's electrical distribution by drawing power from the low pressure or high pressure parts.

[0015] For this, in the state of the art, it is known to provide in addition a battery associated with two bidirectional DC / DC converters connected to each output of the two PDMUs, as well as two bidirectional DC / DC converters connected between each output of the two PDMUs (800 VDC bus) and the aircraft's DC bus (540 VDC) in order to segregate and isolate the aircraft's DC network from the hybridization's DC network.

[0016] Despite the advantages and fuel savings of a hybrid architecture, the weight of the equipment involved can offset these gains, as increased mass leads to higher fuel consumption. Indeed, the size of the batteries and associated converters is substantial (50 to 3000 kg for power outputs up to 700 kW) and represents a pure weight increase, as this equipment is not currently found on commercially available aircraft.

[0017] Description of the invention

[0018] The invention, particularly advantageous for reducing the environmental impact of aircraft, aims to provide an electric hybrid system for supplying electrical equipment of an aircraft from a turbomachine, enabling the hybridization functions to be performed while limiting or even eliminating the risks of breakage of the high-pressure and low-pressure shafts, even with flexible shafts, and maintaining sufficient voltage quality on the aircraft's high-voltage network, all while reducing the total mass of the equipment added to perform the hybridization functions, resulting in fuel consumption savings.

[0019] In a first object of the invention, a hybrid electrical power supply system is proposed for supplying electrical equipment of an aircraft from an aircraft turbomachine comprising a high-pressure shaft and a low-pressure shaft. The power supply system comprises:

[0020] - a first electrical machine intended to be mechanically connected to the high-pressure shaft of the turbomachine and comprising two stator windings,

[0021] - a second electrical machine intended to be mechanically connected to the low-pressure shaft of the turbomachine and comprising two stator windings,

[0022] - two electrical distribution control units intended to be connected at the output to a high-voltage direct current electrical network for the electrical loads of the turbomachine, the system further comprising for each electrical distribution control unit:

[0023] - a first bidirectional DC-AC converter connected between a stator winding of the first electrical machine and said electrical distribution control unit, and

[0024] - a second bidirectional DC-AC converter connected between a stator winding of the second.

[0025] According to a general feature of the invention, for each electrical distribution control unit, the system further comprises a high-voltage continuous battery connected directly to said electrical distribution control unit.

[0026] The hybrid electrical power supply system according to the invention enables voltage control of a hybrid electrical network using two permanent magnet synchronous machines coupled respectively to the high-pressure and low-pressure shafts of the turbomachine and a battery. This is achieved while ensuring network quality and respecting the mechanical constraints and limitations of the turbomachine's low-pressure and high-pressure shafts.

[0027] This architecture also allows these functions to be performed without converters that would be placed between the batteries and the electrical distribution control units and between the electrical distribution control units and the aircraft network, with the constraint of a certain complexity in the voltage control of the high voltage direct current network to maintain the quality of the electrical network between 500 VDC and 900 VDC, these two threshold values ​​being in practice adjustable by design.

[0028] This architecture thus makes it possible to perform the hybrid functions of the turbomachine, namely, power generation, turbomachine assistance and turbomachine starting, while, on the one hand, taking into account the mechanical constraints of the low pressure and high pressure shafts of the turbomachine to avoid a risk of breakage and, on the other hand, maintaining a sufficient quality for the network voltage.

[0029] The architecture allows for power generation, meaning it provides a continuous electrical network with high-quality power to the aircraft's electrical distribution system. This is achieved by drawing power from the low-pressure and / or high-pressure sections and / or from the battery included in the architecture, depending on battery charging optimization or the turbomachine's fuel consumption. The battery manages the voltage quality of the network at high frequencies or at frequencies unattainable by the machines due to mechanical constraints.

[0030] In terms of turbomachine assistance, the architecture allows power to be injected or extracted from both the high-pressure shaft and the low-pressure shaft depending on the instructions received by the system's control unit.

[0031] During turbomachine startup, the architecture allows the grid to supply power to the high-pressure and / or low-pressure shafts. This power can come from a source external to the grid or directly from the battery.

[0032] In the first aspect of the system, the aforementioned electrical distribution control units are also intended to be connected directly to the aircraft's high-voltage DC power grid. In the second aspect of the system, the second electrical machine is a wound-rotor synchronous machine with an electrical output intended to be directly connected to the aircraft's main AC power grid.

[0033] In a third aspect of the system, the system may further include at least one control unit connected to the first converter and the second converter, and configured to control the first and second converters to maintain a high-voltage DC power grid voltage quality within a voltage template.

[0034] In a fourth aspect of the system, the first converter and the second converter each include an internal control board comprising a regulation stage and a control stage, the regulation stage being configured to receive a setpoint generated by the control unit and convert the setpoint into a current setpoint, and the control stage being configured to convert said current setpoint of the regulation stage into a control setpoint of the converter, the setpoint generated by the control unit being a power setpoint or a voltage setpoint, the power setpoint being configured to control a power draw or injection on the shaft of the turbomachine associated with the converter or on the battery, and the voltage setpoint being configured to control the maintenance of a voltage quality of the high-voltage DC power grid (16) within the voltage template (minimum and maximum thresholds).

[0035] In a fifth aspect of the system, the regulation stage and the control stage each include at least one control loop of the proportional, or proportional-integral, or proportional-integral-derivative type.

[0036] In a sixth aspect of the system, the internal control board of each converter may further include a power regulation module, a voltage regulation module, a conversion module, and a selector configured to receive said setpoint generated by the control unit and transmit it to the power regulation module if it is a power setpoint or to the voltage regulation module if it is a voltage setpoint, the power regulation module and the voltage regulation module generating at output a torque setpoint to the conversion module which converts said torque setpoint into a current setpoint.

[0037] In a seventh aspect of the system, the regulation stage may further include a battery power regulation module configured, on the one hand, to receive said voltage setpoint generated by the control unit and voltage and current measurements taken at the battery terminals, and, on the other hand, to determine a network voltage setpoint to be applied, and the voltage regulation module being configured, on the one hand, to receive said network voltage setpoint to be applied as well as voltage and current measurements taken on the associated converter, and, on the other hand, to determine the torque setpoint as a function of the network voltage setpoint to be applied, the received voltage and current measurements and the voltage setpoint generated by the control unit.

[0038] According to another aspect of the invention, a turbomachine for an aircraft is proposed, comprising a high-pressure shaft and a low-pressure shaft and a power supply system for electrical equipment of an aircraft as defined above.

[0039] According to yet another aspect of the invention, an aircraft is proposed comprising at least one turbomachine as defined above.

[0040] According to yet another aspect of the invention, a method for controlling the hybrid electrical power supply system as defined above is proposed. The method comprises:

[0041] - a voltage command received by one of the converters, either the first converter or the second converter,

[0042] - a power command received by the other of the converters, either the first converter or the second converter,

[0043] - the generation of a current setpoint for the first converter and a current setpoint for the second converter, each current setpoint being generated from the received voltage or power setpoint,

[0044] - a transformation of each current setpoint into a control setpoint for the corresponding converter, said at least one received power setpoint being configured to control a power draw or injection on at least one of the shafts of the turbomachine or on the battery, and said at least one received voltage setpoint being configured to control the maintenance of a voltage quality of the high voltage DC power grid within a given voltage template, the power injection or draw on the battery being carried out without using any converter other than the first converter or the second converter.

[0045] In a first implementation mode of the control method, the voltage setpoint generated by the control unit is configured to operate the first or second converter at high frequency to manage the transients of the HVDC network (load inrush or load release) within the limits of the physical capacities of the converter and the mechanical shafts; the battery can act as a buffer and maintain the voltage in the frequency ranges not covered by the converter, and the power setpoint generated by the control unit is configured to operate the other converter, between the second converter and the first converter, at low frequency to optimize the operation of the turbomachine.

[0046] Thus, the battery, through its direct connection to the HVDC network, can guarantee the desired grid voltage and quality without limitations, and the electrical machines can follow the received power commands. This ensures grid quality with a converter, as the battery manages all grid transients (load surges or releases) to maintain a constant voltage. The lower-frequency power commands allow the first and second converters to control the first and second electrical machines, guaranteeing the integrity of the mechanical shafts and optimizing the turbomachine's operating point and therefore its fuel consumption. This also allows for battery charging optimization when needed by requesting the machines to generate power for the grid.

[0047] Furthermore, the generation of current setpoints and the transformation of current setpoints into converter control setpoints can each involve proportional, proportional-integral, or proportional-integral-derivative regulation. Brief description of the drawings

[0048] The invention will be better understood upon reading the following, by way of example but not limitation, with reference to the attached drawings in which:

[0049] [Fig. 1] Figure 1 schematically presents a turbomachine of an aircraft equipped with a system for supplying electrical equipment of the aircraft according to a first embodiment of the invention.

[0050] [Fig. 2] Figure 2 schematically illustrates a control board of one of the first or second converters of the power supply system of Figure 1.

[0051] [Fig. 3] Figure 3 schematically presents a flowchart of a method for controlling the power supply system of Figure 1 according to one embodiment of the invention.

[0052] Description of the implementation methods

[0053] Figure 1 schematically illustrates a turbomachine of an aircraft equipped with a system for supplying electrical equipment of the aircraft according to an embodiment of the invention.

[0054] The turbomachine 1 includes a blower 2 coupled to a low-pressure shaft 3, the blower 2 acting as a low-pressure compressor and the low-pressure shaft 3 also being coupled to a low-pressure turbine 4. The turbomachine 1 further includes a high-pressure compressor 5 and a high-pressure turbine 6 coupled to a high-pressure shaft 7.

[0055] The turbomachine 1 further includes an electrical power supply system 8, which is a hybrid electrical power supply system for electrical equipment. The power supply system 8 includes a first electrical machine 9 and a second electrical machine 10, both of which are permanent magnet synchronous electrical machines, and two electrical distribution control units (PDMUs) 12.

[0056] The first electric machine 9 is mechanically connected to the high-pressure shaft 7 of the turbomachine 1 and has two independent stator windings. The second electric machine 10 is mechanically connected to the low-pressure shaft 3 of the turbomachine 1 and has two independent stator windings.

[0057] For each first stator winding of the first electric machine 9, the power supply system 8 includes a first bidirectional DC-AC power converter 13 electrically connected between the first stator winding and an electrical distribution control unit 12. Each first electrical converter 13 is connected to a different electrical distribution control unit 12.

[0058] For each second stator winding of the second electric machine 10, the power supply system 8 includes a second bidirectional DC-AC power converter 15 electrically connected between the second electric machine 10 and a corresponding electrical distribution control unit 12. Each second power converter 15 is connected to a different electrical distribution control unit 12.

[0059] Each electrical distribution control unit 12 is connected at output to a main continuous electrical network 16 (HVDC) of the aircraft, on the one hand, and to electrical loads 14 of the turbomachine 1, on the other hand.

[0060] Thus, the architecture allows local domestic loads 14 of the turbomachine 1 to be supplied via the PDMU electrical distribution control units 12 and provides a possibility of drawing or injecting power on the high pressure shaft 7 via the HVDC network 16.

[0061] In addition to the main DC electrical network 16, the aircraft electrical network, referenced 21, also includes a main AC electrical network 11. In the case where the second electrical machine 10 is a wound-rotor synchronous electrical machine, it may have an electrical output directly connected to the aircraft's main AC electrical network 11.

[0062] The power supply system 8 further includes, for each electrical distribution control unit 12, a battery 17 directly connected electrically to an input of the electrical distribution control unit 12, without any converter, thus providing direct current to the electrical distribution control unit 12 to which it is coupled. The power supply system 8 includes an electronic control unit 20 electrically connected to each of the first converters 13 and the second converters 15, as illustrated by the dashed control lines. The control unit 20 is configured to send power and / or voltage commands to the various converters 13 and 15.

[0063] The first converter 13 and the second converter 15 each include an internal control board 30, an example of which is schematically illustrated in Figure 2.

[0064] Each internal control board 30 comprises a control stage 31 and a control stage 32. The control stage 31 is configured to receive a hybridization setpoint, CP / T, generated by the control unit 20 and convert the hybridization setpoint into a current setpoint, Ccurrent. The CP / T hybridization setpoint can be a power setpoint or a voltage setpoint. The control stage 32 is configured to convert the current setpoint from the control stage 31 into a converter control setpoint, Cconvert, for delivery to the first converter 13 or the second converter 15.

[0065] The power setpoints of the control unit 20 are configured to command a power draw or injection on at least one of the shafts between the low pressure shaft 3 and the high pressure shaft 7 of the turbomachine 1. And the voltage setpoints of the control unit 20 are configured to command the maintenance of a voltage quality of the high voltage DC power network 16 within a given voltage template, defined by a minimum voltage threshold and a maximum voltage threshold.

[0066] The control stage 32 of the internal control board 30 includes a current control loop of the proportional, proportional-integral or proportional-integral-derivative type configured to convert the current setpoint, Ccurrent, delivered by the regulation stage 31 into a converter control setpoint, Cconvert.

[0067] The regulation stage 31 includes a selector 310, a power regulation module 312, a voltage regulation module 314, a conversion module 316 and a battery power regulation module 318.

[0068] Selector 310 is configured to receive the CP / T hybridization setpoint from control unit 20 and transfer it to power regulation module 312 if it is a power setpoint or to voltage regulation module 314 if it is a voltage setpoint.

[0069] The power control module 312 and the voltage control module 314 are configured to convert the power setpoint or voltage setpoint, respectively, into a torque setpoint, Ccoupie, for the electrical machine 9 or 10 to which the first converter 13 or the second converter 15 is connected. The power control module 312 and the voltage control module 314 each include a power control loop or a voltage control loop of the proportional, proportional-integral, or proportional-integral-derivative type, respectively.

[0070] The conversion module 316 is configured to transform the torque setpoint, Ccoupie, delivered by the power regulation module 312 or the voltage regulation module 314 into a current setpoint, Ccourant, using the electromagnetic parameters of the electrical machine to which the first converter 13 or the second converter 15 is associated.

[0071] The battery power regulation module 318 receives as input the hybridization command from the control unit 20 when this is a voltage command, as well as voltage and current measurements taken at the terminals of the battery 17. The battery power regulation module 318 is configured to determine a network voltage command to be applied from the voltage command and the measurements taken at the terminals of the battery 17.

[0072] Furthermore, the voltage regulation module 314 also receives as input the mains voltage setpoint to be applied, determined by the battery power regulation module 318, as well as current and voltage measurements taken on the converter 13 or 15 to which the internal control board 30 is connected. The voltage regulation module 314 is configured to determine the torque setpoint to be delivered to the conversion module 316 based on the mains voltage setpoint to be applied, the received voltage and current measurements, and the voltage setpoint generated by the control unit.

[0073] Figure 3 schematically presents a flowchart of a method for controlling the power supply system of Figure 1 according to an embodiment of the invention. The method for controlling the hybrid electrical power supply system 8 of Figure 1 comprises, firstly, a step 400 of receiving a voltage setpoint by at least one of the converters, either the first converter 13 or the second converter 15, and, simultaneously, a step 410 of receiving a power setpoint by at least one of the converters, either the first converter 13 or the second converter 15. In other words, the control unit 20 sends two hybridization setpoints, one to each of converters 13 and 15. One of the hybridization setpoints is a voltage setpoint and the other a power setpoint. Thus, one of the converters receives a voltage setpoint and the other a power setpoint.

[0074] The control process then includes a step 420 of generating a current setpoint for the first converter 13 and a current setpoint for the second converter 15, using proportional, or proportional-integral, or proportional-integral-derivative regulation.

[0075] The generation of the current setpoint within the framework of voltage regulation takes into account both the voltage and current parameters measured at the terminals of the battery and the voltage and current parameters measured at the terminals of the associated converter 13 or 15.

[0076] The control process then includes a step 430 of transforming each current setpoint into a corresponding converter control setpoint using proportional, or proportional-integral, or proportional-integral-derivative regulation.

[0077] The control process finally includes a step 440 of controlling the two converters 13 and 15.

[0078] The invention, particularly advantageous for reducing the environmental impact of aircraft, thus provides a hybrid electrical system for supplying electrical equipment of an aircraft from a turbomachine, enabling the hybridization functions to be performed while limiting the mass carried, and maintaining sufficient voltage quality on the aircraft's high-voltage network.

[0079] The battery provided in the architecture of the hybrid power system makes it possible in particular to control the DC voltage of the network with the desired network quality without limitation and to use an additional converter, thus limiting the weight on board, and thus to guarantee the quality of the network, the battery manages all the transients to maintain a DC voltage without stressing the high pressure, HP, and low pressure, BP, high frequency mechanical shafts, and the lower frequency power setpoints are intended to allow a converter to control one of the electric machines in order to optimize the operating point of the turbomachine and therefore the fuel consumption of the turbomachine, while allowing optimization of the battery charge if needed by asking the electric machines to generate energy for the network.

Claims

Demands

1. Hybrid electric power supply system (8) for supplying electrical equipment of an aircraft from a turbomachine (1) of the aircraft comprising a high-pressure shaft (7) and a low-pressure shaft (3), the power supply system (8) comprising: - a first electrical machine (9) intended to be mechanically connected to the high-pressure shaft (7) of the turbomachine (1) and comprising two stator windings, - a second electrical machine (10) intended to be mechanically connected to the low-pressure shaft (3) of the turbomachine (1) and comprising two stator windings, - two electrical distribution control units (12) intended to be connected at the output to a high-voltage direct current electrical network (16) to electrical loads (14) of the turbomachine (1), the system (8) further comprising for each electrical distribution control unit (12): - a first bidirectional DC-AC converter (13) connected between a stator winding of the first electrical machine (9) and said electrical distribution control unit (12), and - a second bidirectional DC-AC converter (15) connected between a stator winding of the second electric machine (10) and said electrical distribution control unit (12), characterized in that, for each electrical distribution control unit (12), the system (8) further comprises a high-voltage DC battery (17) connected directly to said electrical distribution control unit (12).

2. System (8) according to claim 1, wherein said electrical distribution control units (12) are further intended to be connected at output directly to a high-voltage direct current electrical network (16) of the aircraft.

3. System (8) according to any one of claims 1 or 2, wherein the second electrical machine (10) is a wound-rotor synchronous electrical machine having an electrical output intended to be directly connected to the aircraft's main AC electrical network (11).

4. System (8) according to any one of claims 1 to 3, further comprising at least one control unit (20) connected to the first converter (13) and the second converter (15), and configured to control the first and second converters (13, 15) to maintain a voltage quality of the high-voltage DC power grid (16) within a voltage template.

5. System (8) according to claim 4, wherein the first converter (13) and the second converter (15) each comprise an internal control board (30) having a regulation stage (31) and a control stage (32), the regulation stage (31) being configured to receive a setpoint generated by the control unit (20) and convert the setpoint into a current setpoint, and the control stage (32) being configured to convert said current setpoint of the regulation stage (31) into a control setpoint of the converter (13, 15), the setpoint generated by the control unit (20) being a power setpoint or a voltage setpoint, the power setpoint being configured to control a power draw or injection on the shaft (3, 7) of the turbomachine (1) associated with the converter (13, 15) or on the battery (17),and the voltage setpoint being configured to control the maintenance of a high-voltage DC power grid voltage quality (16) within the voltage range.

6. System (8) according to claim 5, wherein the regulation stage (31) and the control stage (32) each comprise at least one control loop of the proportional, or proportional-integral, or proportional-integral-derivative type.

7. System according to any one of claims 5 or 6, wherein the internal control board (30) of each converter (13, 15) further includes a power regulation module, a voltage regulation module, a conversion module, and a selector configured to receive said setpoint generated by the control unit (20) and transmit it to the power regulation module if it is a power setpoint or to the voltage regulation module if it is a voltage setpoint, the power regulation module and the voltage regulation module generating at output a torque setpoint to the conversion module which converts said torque setpoint into a current setpoint.

8. System (8) according to claim 7, wherein the regulation stage (31) further comprises a battery power regulation module configured, on the one hand, to receive said voltage setpoint generated by the control unit (20) and voltage and current measurements taken at the terminals of the battery (17), and, on the other hand, to determine a mains voltage setpoint to be applied, and the voltage regulation module being configured, on the one hand, to receive said mains voltage setpoint to be applied as well as voltage and current measurements taken on the associated converter, and, on the other hand, to determine the torque setpoint as a function of the mains voltage setpoint to be applied, the received voltage and current measurements and the voltage setpoint generated by the control unit (20).

9. Turbomachine (1) of an aircraft comprising a high-pressure shaft (7) and a low-pressure shaft (3) and an electrical equipment power supply system (8) of an aircraft according to any one of claims 1 to 8.

10. Aircraft comprising at least one turbomachine (1) according to claim 9.

11. A method for controlling the hybrid electric power supply system (8) according to any one of claims 1 to 8, the method comprising: - a reception (400) of a voltage setpoint by one of the converters (13, 15) between the first converter (13) and the second converter (15), - a reception (410) of a power command by the other of converters (13, 15) among the first converter (13) and the second converter (15), - a generation (420) of a current setpoint for the first converter (13) and a current setpoint for the second converter (15), each current setpoint being generated from the received voltage or power setpoint, - a transformation (430) of each current setpoint into a control setpoint of the corresponding converter, said at least one received power setpoint being configured to control a power draw or injection on at least one of the shafts (3, 7) of the turbomachine (1) or on the battery (17), and said at least one received voltage setpoint being configured to control the maintenance of a voltage quality of the high voltage DC power grid (16) in a given voltage template, the power injection or draw on the battery being carried out without using any converter other than the first converter or the second converter.

12. A control method according to claim 11, wherein said voltage setpoint generated by the control unit (20) is configured to operate the first converter (13) or the second converter (18) at high frequency to handle high-frequency transients by means of the battery (17), and said power setpoint generated by the control unit (20) is configured to operate the other converter, among the second converter (15) and the first converter (13), at low frequency to optimize the operation of the turbomachine (1).

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