Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J4/00—Circuit arrangements for mains or distribution networks not specified as AC or DC; Circuit arrangements for mains or distribution networks combining AC and DC sections or sub-networks
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits specially adapted for starting of engines
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J4/00—Circuit arrangements for mains or distribution networks not specified as AC or DC; Circuit arrangements for mains or distribution networks combining AC and DC sections or sub-networks
  • H02J4/20—Networks integrating separated AC and DC power sections
  • H02J4/25—Networks integrating separated AC and DC power sections for transfer of electric power between AC and DC networks, e.g. for supplying the DC section within a load from an AC mains system
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/1423—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/865—Battery or charger load switching, e.g. concurrent charging and load supply
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D2221/00—Electric power distribution systems onboard aircraft
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
  • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
  • H02J2105/32—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles for aircrafts
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
  • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
  • H02J7/143—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple generators

Definitions

• the present invention relates to an electrical distribution and conversion system for an aircraft.
• the aircraft is for example an aircraft in which the non-propulsion systems are powered mainly by electric power.
• the non-propulsive systems of an aircraft are generally powered by three power networks taken from the engines or turbojet engines of the aircraft, namely a hydraulic power network, an electrical power network and a pneumatic power network.
• the hydraulic power network is generally used to supply actuators for flight control, landing gear extension and retraction systems, front wheel guidance and braking systems.
• the power grid is typically used to power technical loads such as avionics, lighting, fuel pumps, fans, and commercial loads such as galleys (ie kitchen areas) and passenger entertainment systems.
• the pneumatic power is mainly used to supply the pressurization and air conditioning system of the cabin, the protection system of the wing and pods against frost and engine start.
• Such systems are used only when necessary, so that the power draw on the aircraft engines can be optimized. Moreover, the maintenance cost of such systems is lower than the cost of maintenance of hydraulic or pneumatic systems.
• the document FR 2 907 762 for example discloses an electrical distribution and conversion system for an aircraft in which each converter is dedicated to a particular function (supply of a motor-compressor of the air conditioning system, for example).
• the invention aims in particular to provide a simple, effective and economical solution to this problem.
• an electric distribution and conversion system for an aircraft comprising at least one synchronous starter-generator intended to be coupled to an engine of the aircraft, characterized in that it comprises:
• At least one conversion channel comprising at least a first DC voltage bus connected to a plurality of power converters capable of transforming a DC voltage into an AC voltage or vice versa, at least one line intended to be connected to a load requiring a voltage alternative and at least another line intended to be connected to an AC voltage source, the conversion channel further comprising first switching means capable of selectively connecting or disconnecting each power converter to the first DC voltage bus, and second switching means capable of selectively connecting or disconnecting each of said lines to each converter,
• At least one distribution channel comprising at least one second DC voltage bus capable of supplying at least one electric load
• the synchronous generator-starter being connected to the first and / or the second DC voltage bus via at least one line equipped with a voltage rectifier.
• the invention thus makes it possible to pool a set of power converters, the various switching means making it possible to supply specific electrical loads from the available sources, according to the needs.
• Such an architecture makes it possible in particular to reduce the cost and the mass of the electrical distribution and conversion system.
• the distribution channel can be used to supply electrical loads related to flight controls, landing gear, de-icing systems or pumps.
• the conversion path makes it possible to link:
• NGS nitrogen generation system
• a voltage rectifier makes it possible to convert an alternating voltage into a DC voltage.
• the system may comprise a first generator-starter and a second generator-starter intended to be coupled to the same engine of the aircraft, the first generator-starter being connected to the first DC voltage bus, via a line equipped with a first voltage rectifier, the second generator-starter being connected to the second DC voltage bus via another line equipped with a second voltage rectifier.
• the first and second DC buses are preferably capable of being interconnected selectively via switching means.
• the switching means are for example formed by at least one contactor.
• the first DC voltage bus and / or the second DC voltage bus is connected to at least one battery by a line equipped with a boost converter.
• a converter-Boost also called parallel chopper
• Boost is a switching power supply that converts a DC voltage into another DC voltage of higher value.
• At least one battery is connected to the generator-starter via a line equipped with a transformer-rectifier.
• a transformer-rectifier makes it possible both to modify the voltage and intensity values of the delivered electric current and to convert an alternating voltage into a DC voltage.
• the conversion path comprises at least one line connecting an AC voltage bus, intended for a domestic network of the aircraft, to a switching matrix.
• the line connecting the switching matrix to the AC voltage bus for the home network can be equipped with a sine filter.
• system may comprise at least one auxiliary synchronous generator-starter intended to be coupled to an Auxiliary Power Unit (APU) and connected by a line to the first DC voltage bus and / or to the second DC voltage bus.
• APU Auxiliary Power Unit
• the system comprises:
• At least a first and a second synchronous starter generator intended to be coupled to the same engine of the aircraft
• At least a first and a second conversion channel each comprising at least a first DC voltage bus connected to a set of power converters capable of transforming a DC voltage into an AC voltage or vice versa, at least one line intended to be connected a load and at least one other line intended to be connected to an AC voltage source, each conversion channel further comprising first switching means capable of selectively connecting or disconnecting each converter to the first DC voltage bus, and second switching means capable of selectively connecting or disconnecting at least one of said lines to one of the converters,
• At least one first and one second distribution channel each comprising at least one second DC voltage bus capable of supplying electrical charges
• the first synchronous generator-starter being connected to the first and / or the second DC voltage bus of the first conversion channel or the first distribution channel via at least one line equipped with a voltage rectifier
• the second synchronous generator-starter being connected to the first and / or second DC voltage bus of the second conversion channel or the second distribution channel, via at least one line equipped with a voltage rectifier .
• the invention also relates to an aircraft, such as for example an airplane, characterized in that it comprises at least one system of the aforementioned type.
• FIG. 1 is a schematic view illustrating an embodiment of an electrical distribution and conversion system for an aircraft, in accordance with the foregoing, this figure being divided into two visible parts respectively in FIG. 1A and FIG. Figure 1B,
• FIG. 2 is a schematic view illustrating a part of the system of FIG. 1, in particular a power converter,
• FIG. 1 An electric distribution and conversion system for an aircraft, according to a preferred embodiment is illustrated in FIG.
• the aircraft conventionally comprises a first engine referenced Engine 1 (or turbojet engine) and a second engine referenced Engine 2.
• the first engine is coupled in rotation to a first generator-starter S / G1 and a second generator-starter S / G2 synchronous .
• the second motor is coupled to a third generator / starter S / G3 and a fourth generator / starter S / G4.
• Each generator-starter is a synchronous machine capable of either starting the corresponding motor when it is powered by an alternating voltage (starter mode), or generating an alternating voltage when the engine is started (generator mode).
• starter mode the voltage generated has a variable frequency which is a function of the speed of rotation of the motor.
• the voltage generated is for example 230 V and the frequency is for example between 360 and 800 Hz.
• the aircraft also comprises a first and a second AUX S / G1 and AUX S / G2 auxiliary synchronous starter generators coupled to an auxiliary power unit referenced AUX (or Auxiliary Power Unit, in English).
• the first generator-starter S / G1 is connected to a BUS bus busbar BUS1 intended to deliver a DC voltage, for example of the order of 540V, via a successively equipped line (of the first generator-starter S / G1 to the first busbar DC BUS1) of a contactor CTG1, a bus bus conductor bus BUS1 intended to deliver an alternating voltage of the order of 230V at a variable frequency of between 360 and 800 Hz (by example), a contactor CT1, a rectifier RU1, an LC filter rated LC1 and a contactor CTR1.
• the rectifier RU1 makes it possible to convert the AC voltage coming from the AC BUS1 bar into a DC voltage.
• the function of the LC1 filter is to limit the inrush current, to stabilize the DC voltage and to filter the current harmonics.
• the DC BUS1 bar belongs to a conversion channel.
• This conversion channel comprises a set of n power converters denoted CV1, CV2, CVn, connected in parallel to the busbar DC BUS1 via lines equipped with DC1 contactors, DC2, ... DCn.
• the power converters are connected to loads or alternating voltage sources, via lines equipped with three-phase inductors L1, L2, Ln, contactors AC1, AC2, Acn, a matrix switching device (composed of contactors M1, M2, ... Mn), and contactors S1 to S5.
• the power converters CV1, CV2, CVn make it possible to convert a DC voltage into an AC voltage (inverter mode), or conversely (rectifier mode).
• the switch S1 equips a line connected for example to the starter generator S / G1, to the generator / starter AUX S / G1 and to the starter generator S / G3, respectively via contactors DEMI, DEM2 and DEM3 equipping separate branches. of the above line.
• the contactor S2 equips a connected line for example:
• the AC2 BUS1 bar is intended to power a home network of the aircraft, at an alternating voltage of 1 15V to 400Hz.
• the S3, S4 and S5 contactors equip lines intended to feed motorized loads.
• These charges may, for example, be respectively compressors of an air conditioning circuit of the cabin of the aircraft CAC1 and CAC3 and a pump P1.
• the second generator-starter S / G2 is connected to a BUS bus busbar BUS2 intended to deliver a DC voltage, for example of the order of 540V, via a successively equipped line (of the second generator-starter S / G2 to the second conductor DC BUS2) of a CTG2 contactor, a BUS bus BUS2 bus conductor intended to deliver an AC voltage of the order of 230V at a variable frequency, for example between 360 and 800 Hz, a contactor CT2, a rectifier RU2, an LC filter noted LC2 and a contactor CTR2.
• a BUS bus busbar BUS2 intended to deliver a DC voltage, for example of the order of 540V, via a successively equipped line (of the second generator-starter S / G2 to the second conductor DC BUS2) of a CTG2 contactor, a BUS bus BUS2 bus conductor intended to deliver an AC voltage of the order of 230V at a variable frequency, for example between 360 and 800 Hz
• the DC BUS1 and DC BUS2 busbars are connected by a line equipped with a DC BUS TIE1 contactor.
• AC BUS1 and AC BUS2 are connected by a line equipped with a AC BUS TIE1 contactor.
• the busbar AC BUS1 and / or the AC busbar 2 are connected to a HOT bus busbar1 intended to deliver a DC voltage, for example of the order of 28V, via a line equipped successively (from the ACBUS1 or ACBUS 2 bar to the HOT BUS1) bar of a CTTRU 1 1 contactor, a TRU1 transformer-rectifier and a CTTRU12 contactor.
• a BATT1 battery is connected to the HOT BUS1 bar.
• the BATT1 battery is also connected to the DC BUS1 bus via (from the BATT1 battery to the DC BUS1 busbar), the HOT BUS1 busbar, a CTBATCONV12 switch, a Boost BC converter and a contactor CTBATCONV1 1.
• the DC BUS2 bar belongs to a distribution channel making it possible to supply one or more so-called technical electrical loads, connected in parallel with the DC BUS2 bar:
• contactors CT1 1, CT12,... CT1 n in the case of high power technical loads, such as, for example, a flight control supply system, a deicing system, , a landing gear braking system, etc. ,
• SW1 1, SW12, SW1 n (or Solid State Power Controller, in English), when it comes to lower power technical loads, such as, for example the actuators of secondary flight control.
• Such an architecture is therefore mixed in that it includes a distribution channel and a conversion channel.
• the third generator-starter S / G3 is connected to a BUS BUS busbar BUS3 intended to deliver a DC voltage, by example of the order of 540V, via a successively equipped line (from the third generator-starter S / G3 to the busbar DC BUS3) of a contactor CTG3, a bus bus conductor bus BUS3 for to deliver an alternating voltage of the order of 230V at a variable frequency, for example between 360 and 800 Hz, a contactor CT3, a rectifier RU3, an LC filter LC3 and a contactor CTR3.
• the BUS3 DC bar belongs to a conversion channel.
• This conversion channel comprises a set of n power converters rated CV'1, CV'2, CV'n, connected in parallel to the DC bus BUS3 via lines equipped with DC'1, DC'2 contactors, ... DC'n.
• the power converters are connected to loads or alternating voltage sources, by means of lines equipped with inductors L 1, L 2, L n, of contactors AC '1, AC' 2, AC n, a switching matrix (composed of contactors ⁇ , M'2, ... M'n), and contactors S'1 to S'5.
• the CV'1, CV'2, CV'n power converters convert a DC voltage into an AC voltage (inverter mode), or vice versa (rectifier mode).
• the contactor S'1 equips a line connected for example to the generator-starter S / G2, the generator-starter AUX S / G2 and the generator-starter S / G4, respectively via contactors DEM'1, DEM'2 and DEM'3 equipping separate branches of the aforementioned line.
• the contactor S'2 equips a connected line for example:
• the AC2 BUS2 bar is intended to power a home network of the aircraft, at an alternating voltage of 1 15V to 400Hz.
• the contactors S'3, S'4 and S'5 equip lines for supplying motorized loads, respectively compressors of an air conditioning circuit of the cabin of the aircraft CAC2 and CAC4 and a pump P2.
• the fourth generator-starter S / G4 is connected to a BUS bus busbar BUS4 intended to deliver a DC voltage, for example of the order of 540V, via a successively equipped line (of the fourth generator-starter S / G4 to the second busbar DC BUS4) of a contactor CTG4, a BUS bus bus conductor bus4 intended to deliver an alternating voltage of the order of 230V at a variable frequency, for example between 360 and 800 Hz , a contactor CT4, a rectifier RU4, an LC filter noted LC4 and a contactor CTR4.
• the DC bus BUS3 and DC BUS4 are connected by a line equipped with a DC BUS TIE2 contactor.
• AC BUS3 and AC BUS4 are connected by a line equipped with a AC BUS TIE2 contactor.
• the busbar AC BUS3 and / or the busbar BUS4 are connected to a bus busbar HOT BUS2 intended to deliver a DC voltage, for example of the order of 28V, via a line equipped successively (of the ACBUS3 or ACBUS4 bar to the HOT BUS2) of a CTTRU21 contactor, a TRU2 transformer-rectifier and a CTTRU22 contactor.
• a BATT2 battery is connected to the HOT BUS2 bar.
• the BATT2 battery is also connected to the DC BUS3 bus via (from the BATT2 battery to the BUS1 busbar) of the HOT BUS2 busbar, a CTBATCONV22 switch, a Boost BC converter and a contactor CTBATCONV21.
• the DC BUS4 bar belongs to a distribution channel that can supply one or more technical electrical loads, connected in parallel to the DC BUS4 bar:
• contactors CT21, CT22,... CT2n in the case of high-power technical loads such as, for example, a flight control supply system, a de-icing system, a system braking of the landing gear, etc. ,
• bus bars AC BUS1 and ACBUS 4 are interconnected by a line equipped with contactors A1 1 and A13, said line being also connected at a point between the two aforementioned contactors, AUX S-generator generator / G1.
• the AUX S / G1 generator-starter is connected to the bus bars AC BUS1, AC BUS2 and AC BUS4 via lines respectively equipped with contactors A1 1, A12 and A13. Furthermore, the second AUX-S / G2 generator-starter is connected to the bus bars AC BUS3, AC BUS4 and AC BUS2 via lines respectively equipped with contactors A21, A22 and A23.
• the DC BUS1 and DC BUS3 busbars are interconnected by a line equipped with a DC BUS TIE3 contactor.
• the contactors mentioned above can be controlled between opening and closing states, so as to allow or not the passage of current through the power line or the corresponding branch.
• FIG. 2 illustrates in particular the structure of a power converter CV1, CVn, CV'1, CV'n.
• Each power converter has a conventional structure of three-phase converter type, comprising six switching cells, each cell comprising a diode and a transistor, in particular an insulated gate bipolar transistor (IGBT or Insulated Gate Bipolar Transistor).
• IGBT Insulated Gate Bipolar Transistor
• the inductances L1, Ln are three-phase inductances, these inductances facilitating the parallel operation of the power converters and their reversibility.
• This mixed architecture makes it possible to pool and standardize the power electronics (power converters, etc.) while adapting to different modes of operation.
• the supply of electrical charges can be carried out in whole or in part using the BATT1 and BATT2 batteries connected to the HOT BUS1 and HOT BUS2 bars, particularly through Boost BC and BC converters.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Eletrric Generators (AREA)
• Stand-By Power Supply Arrangements (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

Country Status (5)

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Citations (3)

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• 2014
  • 2014-01-31 FR FR1450782A patent/FR3017257B1/fr active Active
• 2015
  • 2015-01-28 CN CN201580006749.XA patent/CN106068591B/zh active Active
  • 2015-01-28 US US15/113,872 patent/US10110015B2/en active Active
  • 2015-01-28 EP EP15706867.7A patent/EP3100332A1/de not_active Withdrawn
  • 2015-01-28 WO PCT/FR2015/050191 patent/WO2015114249A1/fr not_active Ceased

Patent Citations (3)

Non-Patent Citations (1)

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