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
• • 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
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/30—Aircraft characterised by electric power plants
  • B64D27/33—Hybrid electric aircraft
• • 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
  • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
  • B64D31/16—Power plant control systems; Arrangement of power plant control systems in aircraft for electric power plants
  • B64D31/18—Power plant control systems; Arrangement of power plant control systems in aircraft for electric power plants for hybrid-electric power plants
• • 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
  • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
  • B64D35/02—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants
  • B64D35/021—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants
  • B64D35/022—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions specially adapted for specific power plants for electric power plants of hybrid-electric type
• • 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
  • B64D41/00—Power installations for auxiliary purposes
• • 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
• • 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
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

• the invention relates to an electrical architecture for an aircraft with thermal / electric hybrid propulsion comprising, for each turbine engine, such an architecture.
• thermoelectric power A hybrid propulsion installation for an aircraft, commonly called parallel hybridization, with generation of thermoelectric power is known from the state of the art.
• a hybrid propulsion installation generally comprises, for each turbine engine, several electrical distribution networks: a propulsion electrical distribution network for supplying the equipment linked to the propulsion system, a non-propelling electrical distribution network for supplying the loads of the propulsion system. aircraft, and an electrical distribution network for the loads of the electrified control system of the turbine engine.
• these electrical distribution networks are generally supplied by separate power sources.
• the object of the invention is to propose a solution making it possible to remedy at least some of these drawbacks.
• the aim of the invention is to provide a hybrid thermal-electric propulsion architecture which respects the main principles of electrical safety, such as the electrical insulation between the propulsion electrical distribution network, the non-propulsive electrical distribution network and the distribution network. electrical loads of the electrified control system of the turbine engine, as well as the electrical insulation between the electrical distribution networks of the turboshaft engines, and which is optimized in terms of the number of components or equipment.
• the present invention proposes a hybrid propulsion architecture allowing the injection and the withdrawal of power from the high and low pressure shafts of the turbine engines for the propulsive needs of the aircraft, the supply of electrical power to the loads of the aircraft, and the supply of electrical power to the loads of the electrified control systems of the turbine engines of the aircraft, in an optimal and safe manner.
• the invention relates to an electrical architecture for an aircraft with thermal / electric hybrid propulsion, said aircraft comprising two turbine engines, each turbine engine being provided with an electrified control system, and for each turbine engine, said architecture comprises: a network of high voltage continuous propulsion electrical distribution, a non-propulsive electrical distribution network coupled to loads of the aircraft or of the turbine engines, a plurality of first electrical machines mechanically coupled to a high pressure shaft of said turbine engine, each of said first electrical machines being configured for operate in engine mode to provide mechanical propulsive power and in generator mode to receive mechanical power and provide electrical power, at least one second electrical machine mechanically coupled to a low pressure shaft of said turbine engine and configured to operate in engine mode to provide mechanical propulsive power and in generator mode to receive mechanical power and provide electrical power, at least one auxiliary energy source coupled to said propulsive electrical distribution network and configured to supply energy to said first and second electrical machines when said first and / or
• the propulsion electrical distribution network is intended to supply high power equipment, in particular equipment related to the propulsion system, such as electrical machines. This network has the highest voltage level in the architecture.
• the use of the propulsion electrical distribution network only for high power equipment makes it possible to minimize the current to be supplied, and consequently, makes it possible to reduce the number of cables with a large section, and thus to reduce the size and weight. due to electric cables.
• the non-propulsion electrical distribution network is intended to supply electricity to intermediate power equipment, that is to say equipment related to the non-propulsion system designated as “loads” of the aircraft, or low power loads. turbine engines or aircraft. This network has a voltage level lower than the voltage level of the propulsion electrical distribution network.
• the non-propellant electrical distribution network can be a direct or alternating electrical distribution network.
• the first electrical machines are electrical sources when they operate in generator mode, and loads when they operate in engine mode, in particular when the turbine engine is started.
• the second electrical machine or machines are electrical sources when they operate in generator mode, and loads when they operate in engine mode, in particular when the turbine engine is started.
• the architecture according to the invention has synergies between its various components, and in particular between the main sources (first and second electrical machines) and ancillary sources (auxiliary energy source) for supplying electrical energy to the machine. all consumers of the electrical distribution networks in the different operating phases, which allows optimization of the mass and volume of the latter, in particular thanks to the pooling of equipment to perform different functions within the aircraft.
• the architecture according to the invention guarantees the availability of the various functions within the aircraft, and ensures the safe operation of the aircraft.
• the architecture according to the invention can be reconfigured, which allows availability and operational reliability adapted to the needs of the aircraft.
• the energy management and the dimensioning of the architecture according to the invention are optimized, in particular thanks to the presence of ancillary sources on the propulsion electrical distribution network.
• This advantageously allows an optimization of the mass and the volume of the architecture. Indeed, it is possible to choose at any time the source of electrical energy most suited to the needs of the aircraft, and the best distribution between the different sources (sources in the turbine engine (first and second electrical machines) or sources in the aircraft (auxiliary power source)).
• the sizing of the equipment, for example of the motor pump type, of the electrified control system of the turboshaft engines is optimized, in particular by virtue of the flexibility of the electrical supply supplied.
• the propulsion electrical distribution network can be designed with less stringent network quality constraints than those of the non-propelling electrical distribution network. This advantageously makes it possible to limit the mass of the filtering elements necessary to guarantee the quality of the network (because this network will be dedicated to a number of loads or high power energy sources naturally less sensitive than the loads of the aircraft. powered by the non-propellant electrical distribution network). This also makes it possible to limit the constraints on the breaking capacity of the protection components of the propulsion electrical distribution network (by limiting fault currents), thanks to the control of the various electronic power converters.
• the electrical distribution network coupled to loads of the electrified control system may comprise: a first continuous electrical distribution sub-network, said first continuous electrical distribution sub-network being configured to be supplied by said propulsion electrical distribution network or by said non-propulsive electrical distribution network, and a second alternating electrical distribution sub-network.
• the architecture may also include isolation and cut-off means configured to pass from a first configuration in which said second alternating electrical distribution sub-network is coupled to said third electrical machine so as to be powered by said third electrical machine. , to a second configuration in which said second alternating electrical distribution sub-network is coupled to said first DC electrical distribution sub-network, via at least one electronic power converter, so as to be supplied by said first distribution sub-network continuous electric, and vice versa.
• the architecture according to the invention can comprise at least one electronic power converter connecting said propulsion electrical distribution network and said non-propulsive electrical distribution network.
• the architecture according to the invention can comprise at least one electronic power converter connecting said propulsion electrical distribution network and said electrical distribution network coupled to loads of said electrified regulation system.
• the first electrical machines are mechanically coupled to the high pressure shaft in direct connection. According to another embodiment, the first electrical machines are mechanically coupled to the high pressure shaft by means of a first accessory box.
• the second electrical machine or machines are mechanically coupled to the low pressure shaft in direct connection.
• the second electrical machine or machines are mechanically coupled to the low pressure shaft by means of a second accessory box.
• the first electrical machines can be segregated from one another or from each other.
• the first electrical machines are segregated from one another or from one another on the first accessory box (complete segregation).
• the first electrical machines are segregated from one another or from each other on the high pressure shaft (complete segregation).
• the first electrical machines have a common casing on the high pressure shaft and are segregated from one another or from each other by means of magnetic and electrical circuits (internal segregation). Magnetic and electrical circuits, magnetic and electrical can be partially or totally segregated.
• the first electric machines have a common housing on the high pressure shaft and a common rotor magnetic circuit, and are segregated from one another or from each other magnetically and electrically on a stator.
• the first electrical machines have a common housing on the high pressure shaft and a common rotor and stator magnetic circuit, and are segregated from one another or from each other electrically. on the stator.
• the architecture according to the invention can comprise a plurality of auxiliary energy sources.
• the auxiliary power sources may include one or a plurality of reversible energy storage elements and / or one or a plurality of auxiliary electrical machines and / or one or a plurality of fuel cells.
• the auxiliary energy sources comprising reversible energy storage elements advantageously allow the architecture to be able to store the energy taken from the high pressure and low pressure shafts of the turbine engine in the sampling phases, and from other sources of energy auxiliary energy, to reuse it in other phases.
• the reversible energy storage element (s) may include batteries and / or supercapacitors.
• the electronic energy conversion means comprise reversible DC-DC electronic power converters coupled between the storage element (s) d reversible energy and the propellant electrical distribution network.
• the electronic energy conversion means comprise reversible DC-DC power electronic converters coupled between the energy storage element (s). reversible and the propulsion electrical distribution network.
• the reversible energy storage element (s) are batteries
• the reversible energy storage element (s) are coupled directly to the propulsion electrical distribution network.
• the auxiliary energy source (s) may be arranged in the aircraft, ie the auxiliary energy source (s) may not be integrated into the turbine engines.
• the auxiliary energy source (s) can be pooled for the two turbine engines.
• the electronic energy conversion means are arranged near the first and second electrical machines.
• the electronic energy conversion means are arranged at a distance from the first and second electrical machines, for example in the turbine engine, in particular in the nacelle, or in the aircraft.
• the propulsion electrical distribution network may include: a first propulsion electrical distribution sub-network coupled to the first and second electrical machines, and a second propulsion electrical distribution sub-network coupled to said auxiliary power source.
• the architecture may further comprise isolation and cut-off means arranged between the first and second propulsion electrical distribution sub-networks and configured to allow or interrupt the connection between said first and second propulsion electrical distribution sub-networks.
• the first and second electrical machines can be connected in parallel, via associated electronic power converters, to the first propulsion electrical distribution sub-network.
• the architecture may include isolation and cut-off means arranged between each first electrical machine with its associated electronic power converter and the first propulsion electrical distribution sub-network and configured to allow or interrupt the connection between each first electrical machine and the propulsion electrical distribution sub-network.
• the architecture can include isolation and cut-off means arranged between the second electrical machine or machines with their associated electronic power converters and the first propulsion electrical distribution sub-network and configured to allow or interrupt the connection between the second electrical machine (s) and the propulsion electrical distribution sub-network.
• the first and second electrical machines can be coupled to the first propulsion electrical distribution sub-network by means of the electronic energy conversion means.
• the electronic energy conversion means may include electronic DC-AC power converters coupled between the first electrical machines and the propulsion electrical distribution network.
• the electronic energy conversion means may comprise an electronic DC-AC power converter coupled between the second electrical machine (s) and the propulsion electrical distribution network.
• the architecture can include isolation and cut-off means arranged between the auxiliary energy source and the second propulsion electrical distribution sub-network and configured to allow or interrupt the connection between the auxiliary energy source and the sub-network. propulsion electrical distribution network.
• the auxiliary energy source can be coupled to the second propulsion electrical distribution sub-network by the electronic energy conversion means.
• the electronic energy conversion means may include an electronic power converter coupled between the auxiliary energy source and the propulsion electrical distribution network. This electronic power converter is DC-DC when the auxiliary energy source is of the battery or super capacitor type. This electronic power converter is DC-AC when the auxiliary energy source is of the starter-generator type.
• the first propulsion electrical distribution sub-network can be arranged in the turbine engine.
• the second propulsion electrical distribution sub-network can be arranged in the aircraft, that is to say that the second propulsion electrical distribution sub-network is not arranged in the turbine engine.
• the propulsion electrical distribution network is configured to directly supply part of the loads of the aircraft.
• the auxiliary electric machine (s) can be coupled to one or a plurality of auxiliary power units.
• the architecture may include at least one auxiliary power unit coupled with a starter-generator, said auxiliary power unit being coupled to the propulsion electrical distribution network, via at least one electronic DC-AC power converter.
• the electronic DC-AC power converter can be configured to supply power to the starter-generator to start the auxiliary power unit and to supply power to the propulsion electrical distribution network when the auxiliary power unit is started.
• the architecture may include a diode bridge arranged between the auxiliary power unit and the propulsion electrical distribution network.
• the electronic DC-AC power converter can be configured to, once the auxiliary power unit has been started, supplying electrical machines of the aircraft, such as compressors of an air conditioning system of the aircraft.
• the voltage of the first continuous electrical distribution sub-network may be less than or equal to the voltage of the propulsion electrical distribution network.
• the electronic energy conversion means may comprise an electronic DC-DC power converter coupled between the first DC electrical distribution sub-network and the propulsion electrical distribution network.
• the electronic DC-DC power converter may have galvanic isolation.
• the electronic energy conversion means may include an electronic power converter coupled between the first DC electrical distribution sub-network and the non-propellant electrical distribution network.
• the electronic power converter is an electronic DC-DC power converter.
• the electronic power converter is an electronic DC-AC power converter.
• the third electric machine can be a permanent magnet machine.
• the electronic energy conversion means may comprise electronic DC-AC power converters arranged in parallel between the first DC electrical distribution sub-network and the second AC electrical distribution sub-network.
• the electronic energy conversion means can comprise at least one or more electronic power converters coupled between the non-propulsion electrical distribution network and the propulsion electrical distribution network.
• Electronic power converters can be connected to each other in parallel. Electronic power converters can be reversible. Electronic power converters can be galvanically isolated. This makes it possible to guarantee the non-propagation of certain types of fault from one of the electrical distribution networks to the other.
• the converters Power electronics are electronic converters of DC to DC power.
• the electronic power converters are electronic DC-AC power converters. These converters can be synchronized with the auxiliary power unit or with external sources, to avoid drops in the supply voltage of the loads during source switching, or to make it possible to manage and optimize consumption according to the different power sources. 'energy.
• the invention also relates to an aircraft with thermal / electric hybrid propulsion comprising two turbine engines, each turbine engine comprising a high pressure shaft and a low pressure shaft, and for each turbine engine, said aircraft comprises a hybrid propulsion architecture according to the invention.
• the propulsion electrical distribution network of a first turbine engine is coupled to the propulsion electrical distribution network of a second turbine engine.
• the aircraft further comprises isolation and cut-off means arranged between the propulsion electrical distribution networks of the first and second turbine engines and configured to allow or interrupt the connection between these electrical distribution networks.
• the propulsion electrical distribution networks of the first and second turbine engines are independent and segregated.
• the aircraft can also include a non-propulsive back-up electrical distribution network.
• the emergency non-propulsive electrical distribution network can be supplied by the non-propulsive electrical distribution networks of the two turboshaft engines.
• the non-propelling electrical distribution network of a first turbine engine can be segregated from the non-propelling electrical distribution network of a second turbine engine.
• the loads may include an aircraft environmental control system (ECS, acronym for the English expression "Environmental Control System”), which controls the pressure and temperature of the aircraft cabin, and the converter.
• ECS aircraft environmental control system
• Power electronics can be configured to function as a starter for the auxiliary power unit, and as an electronic power converter of the aircraft environmental control system when connected to said aircraft environmental control system. aircraft.
• the auxiliary power unit can be configured to be switched over a diode bridge to provide continuous electrical power to the second propulsion electrical distribution sub-network.
• Propulsion electrical distribution networks and non-propelling electrical distribution networks can be segregated and galvanically isolated.
• Non-propellant electrical distribution networks can be alternative electrical distribution networks.
• the non-propulsive power distribution networks and the second AC power distribution sub-network can be synchronized and coupled in parallel.
• the auxiliary power unit can be a fuel cell.
• the architecture comprises an electronic DC-DC power converter arranged between the auxiliary power unit and the propulsion electrical distribution network.
• FIG. 1 schematically represents a hybrid propulsion architecture according to one embodiment of the invention
• FIGS. 2 to 6 diagrammatically represent embodiments of the first electric machines of the hybrid propulsion architecture according to the invention
• FIG. 7 schematically represents a hybrid propulsion architecture according to another embodiment of the invention.
• FIG. 8 schematically represents a hybrid propulsion architecture according to another embodiment of the invention
• FIG. 9 schematically represents the mutualisation of an electronic power converter between an auxiliary electric machine and a load of the aircraft.
• FIG. 1 represents an electrical architecture for an aircraft of the twin-engine type with thermal / electric hybrid propulsion.
• the architecture is here described and shown only for one of the two turbine engines of the aircraft, but is composed of two almost symmetrical parts associated with each turbine engine. Although not shown, the part associated with the second turbine engine of the architecture is repeated in mirror image.
• the architecture comprises a part associated with the first turbine engine 10, a part associated with the aircraft 12, and a part associated with the second turbine engine (not shown).
• the dotted lines A, B represent the separation between the two turbine engines and the aircraft.
• the architecture includes two electric machines MG1 HP, MG2 HP mechanically coupled, by direct coupling or through a reduction box, ie a gear system, to a high pressure shaft of the turbine engine.
• Each MG1 HP, MG2 HP electric machine is configured to operate in motor mode to provide mechanical propulsive power and in generator mode to receive mechanical power and provide electrical power.
• the electric machines MG1 HP, MG2 HP provide injection and mechanical power withdrawal functions dedicated to the propulsion needs of the turbine engine, including power injection for starting, and constituting a parallel hybridization of the turbine engine.
• the MG1 HP, MG2 HP electric machines also provide electrical power generation functions (not propulsion) for the needs of the aircraft and of the turbine engine, in particular for the equipment of an electrified control system of the turbine engine.
• the MG1 HP, MG2 HP electric machines are therefore electrical sources when they operate in generator mode, and loads when they operate in engine mode, in particular when the turbine engine is started.
• the MG1 HP, MG2 HP electric machines can be mechanically coupled to the high pressure shaft in direct connection.
• the electric machines MG1 HP, MG2 HP are mechanically coupled to the high pressure shaft by means of an accessory box (AGB, acronym of the English expression “Accessory Gear Box”).
• the accessories box can be dedicated to electric machines MG1 HP, MG2 HP.
• an angle transmission can be arranged between each electric machine MG1 HP, MG2 HP and the high pressure shaft.
• the electric machines MG1 HP, MG2 HP can be segregated from each other.
• different configurations are possible depending on the degree of segregation desired.
• FIG. 2 represents the electric machines MG1 HP, MG2 HP mechanically coupled to the high pressure shaft by means of an accessory box 14.
• the mechanical inlet 16 of the accessory box 14 is intended to be coupled to the. high pressure shaft.
• a first mechanical output 18 of the accessory box 14 is coupled to the electrical machine MG1 HP, and a second mechanical output 20 of the accessory box 14 is coupled to the electrical machine MG2 HP.
• Each electric machine MG1 HP, MG2 HP comprises a stator 22a, 22b, a rotor 24a, 24b, a casing 28a, 28b which is specific to it.
• the electric machines MG1 HP, MG2 HP are segregated from one another on the accessory box 14.
• the electric machines MG1 HP, MG2 HP can have rotation speeds different from the speed of rotation of the high shaft. pressure according to the multiplication ratio defined by the accessory box 14.
• FIG. 3 represents the electric machines MG1 HP, MG2 HP mechanically coupled to the high pressure shaft 26 in direct connection.
• the MG1 HP, MG2 HP electric machines rotate at the same speed as the high pressure shaft.
• Each MG1 HP, MG2 HP electric machine comprises a stator 22a, 22b, a rotor 24a, 24b, and a housing 28a, 28b which is specific to it.
• the electric machines MG1 HP, MG2 HP are segregated from each other on the high pressure shaft 26.
• FIG. 4 represents the electric machines MG1 HP, MG2 HP mechanically coupled to the high pressure shaft 26 in direct connection.
• Each electric machine MG1 HP, MG2 HP comprises a stator 22a, 22b and a rotor 24a, 24b which is specific to it, and a casing 28 which is common to the two electric machines.
• the electric machines MG1 HP, MG2 HP are segregated from each other, internally, by means of magnetic and electric circuits (details of which are not shown).
• FIG. 5 represents the electric machines MG1 HP, MG2 HP mechanically coupled to the high pressure shaft 26 in direct connection.
• Each MG1 HP, MG2 HP electric machine comprises a stator 22a, 22b which is specific to it, and a rotor 24 and a casing 28 which are common to the two electric machines, as well as a common rotor magnetic circuit (the details of which are not not shown).
• the electric machines MG1 HP, MG2 HP are segregated from one another magnetically and electrically on the stators 22a, 22b.
• FIG. 6 represents the electric machines MG1 HP, MG2 HP mechanically coupled to the high pressure shaft 26 in direct connection.
• the electric machines MG1 HP, MG2 HP comprise a stator 22, a rotor 24 and a casing 28 which are common to the two electric machines, as well as a magnetic circuit of the stator and of the common rotor (the details of which are not shown).
• the electric machines MG1 HP, MG2 HP are segregated from one another electrically on the stator 22.
• the architecture comprises at least one MG BP electric machine mechanically coupled, by direct coupling or through a reduction box, to a low pressure shaft of the turbine engine.
• the architecture can include a plurality of MG BP electric machines mechanically coupled to a low pressure shaft of the turbine engine.
• MG BP electric machine is configured to operate in motor mode to provide mechanical propulsive power and in generator mode to receive mechanical power and provide electrical power.
• the MG BP electric machine performs injection and mechanical power withdrawal functions dedicated to the propulsion needs of the turbine engine, and constituting a parallel hybridization of the turbine engine.
• the MG BP electric machine also performs functions of generating electric power (non-propulsive) for the needs of the aircraft and of the turbine engine, in particular for equipment of the electrified control system of the turbine engine.
• the MG BP electric machine is an electrical source when it operates in generator mode, and a load when it operates in motor mode.
• the MG BP electric machine can be mechanically coupled to the low pressure shaft in direct connection.
• the MG BP electric machine is mechanically coupled to the low pressure shaft by means of an accessory box.
• the accessory box can be dedicated to MG BP electric machine.
• an angle transmission can be arranged between the MG BP electric machine and the low pressure shaft.
• MG BP electric machines can be segregated from each other.
• the various configurations shown in FIGS. 2 to 6 for the MG1 HP and MG2 HP electric machines are possible for the MG BP electric machines.
• the MG BP electric machines can be mechanically coupled to the low pressure shaft by means of an accessory box, the mechanical input of which is intended to be coupled to the low pressure shaft.
• a first mechanical output from the accessory box is intended to be coupled to a first electrical machine MG BP
• a second mechanical output from the accessory box is intended to be coupled to a second electrical machine MG BP.
• Each MG BP electric machine can include a stator, a rotor, and a housing which is specific to it.
• MG BP electric machines can be segregated from each other on the accessory box.
• MG BP electric machines can have rotation speeds different from the speed of rotation of the high pressure shaft depending on the gear ratio defined by the accessory box.
• the MG BP electric machines can be mechanically coupled to the low pressure shaft in direct connection. MG BP electric machines can rotate at the same speed as the low pressure shaft.
• Each MG BP electric machine can include a stator, a rotor, and a housing which is specific to it. MG BP electric machines can be segregated from each other on the high pressure shaft.
• the MG BP electric machines can be mechanically coupled to the high pressure shaft in direct connection.
• Each MG BP electric machine can include a stator and a rotor which is specific to it, and a casing which is common to the two electric machines.
• MG BP electric machines can be segregated from each other internally by means of magnetic and electric circuits.
• the MG BP electric machines can be mechanically coupled to the high pressure shaft in direct connection.
• Each MG BP electric machine can include a stator which is specific to it, and a rotor and a housing which are common to the two electric machines, as well as a common rotor magnetic circuit.
• MG BP electric machines can be segregated from each other magnetically and electrically on the stators.
• the MG BP electric machines can be mechanically coupled to the high pressure shaft in direct connection.
• MG BP electric machines can include a stator, a rotor and a housing which are common to the two electric machines, as well as a common magnetic stator and rotor circuit.
• MG BP electric machines can be segregated from each other electrically on the stator.
• the architecture includes auxiliary energy sources 30 in order to have additional sources (linked to the concept of hybridization) during power injection phases to the high pressure and low pressure shafts of the turbine engine, and to supply a propulsion electrical distribution network 32 if the electric machines MG1 HP, MG2 HP, MG BP are not available (when the electric machines MG1 HP, MG2 HP, MG BP are used for power injection and therefore cannot themselves supply power, or when the turbine engine is off or broken).
• the auxiliary energy sources 30 are coupled to the propulsion electrical distribution network 32 and configured to supply energy to the electrical machines MG1 HP, MG2 HP, MG BP when these electrical machines are operating in motor mode and to supply the electrical machine. propulsion electric distribution network 32 when the electric machines MG1 HP, MG2 HP, MG BP are not available.
• the auxiliary energy sources 30 can be used even if the electric machines MG1 HP, MG2 HP, MG BP are theoretically available, for energy optimization or sizing purposes. For example, it may be less costly in terms of energy to take energy from the auxiliary energy sources 30 than from the electric machines MG1 HP, MG2 HP, MG BP of the turbine engine in certain phases. Likewise, it may be less costly to reduce the power of the electric machines MG1 HP, MG2 HP, MG BP (ie of the main electric machines), and to use the auxiliary energy sources (ie auxiliary sources) to provide additional energy.
• auxiliary energy sources ie auxiliary sources
• the auxiliary energy sources 30 may include reversible energy storage elements 34, 34 '(the storage element 34' being coupled to the electrical distribution network 32 'of the second turbine engine).
• the storage elements 34 can include batteries and / or super-capacitors. As shown in FIG. 1, the storage elements 34 are preferably arranged in the aircraft part 12 of the architecture, and not in the turbine engine part 10. The storage elements 34 can be shared between the two parts associated with the turbine engines. of architecture. As a variant, as shown in FIG. 1, the storage elements 34, 34 'are independent for each turbine engine.
• the auxiliary power sources 30 can comprise one or more auxiliary electric machines APU SGI which are auxiliary power units 36.
• the electric APU SGI machines can be used to start these auxiliary power units 36.
• the SGI APU auxiliary electrical machines can be arranged in the aircraft part 12 of the architecture, and not in the turbine engine part 10.
• the SGI APU auxiliary electrical machines can be shared between the two parts associated with the turbine engines of the architecture, as represented in FIG. 1.
• the variants of mutualization represented in FIG. 4, 5 and 6 can be applied to the auxiliary electrical machines APU SGI.
• the auxiliary electrical machines APU SGI can be independent for each turbine engine.
• Auxiliary energy sources 30 may include fuel cell (s) (not shown).
• the fuel cells can be located in the aircraft, that is to say they are not arranged in the turbine engine.
• the fuel cells can be shared between the two parts associated with the turbine engines of the architecture, or can be independent for each turbine engine. In the architecture of Figure 1, fuel cells can replace the auxiliary power unit 36.
• the architecture comprises electronic energy conversion means coupled to the electric machines MG1 HP, MG2 HP, MG BP, to the auxiliary energy sources 30 and to the propulsion electrical distribution network 32.
• the electronic energy conversion means are associated with the auxiliary energy sources 30 to control the energy and the associated propulsion electrical distribution network 32.
• Electronic energy conversion means i.e. power electronics
• Each electric machine MG1 HP, MG2 HP is coupled to the propulsion electric distribution network 32 by at least one or more reversible electronic power converters 38a, 38b arranged in parallel.
• the propulsion electric distribution network 32 being a direct electric distribution network, these converters 38a, 38b are direct-to-alternating converters (DC / AC in FIG. 1, acronym of the English terms “Direct Current”, DC, and “Alternative Current » AC). These converters 38a, 38b perform a function of controlling the electric power taken from or sent to the electric machines MG1 HP, MG2 HP to perform the functions thereof.
• the MG BP electric machine is coupled to the propulsion electric distribution network 32 by at least one or more reversible electronic power converters 40 arranged in parallel.
• the propulsion electrical distribution network 32 being a continuous electrical distribution network, these converters 40 are DC / AC converters. These converters 40 perform a function of controlling the electric power taken from or sent to the electric machine MG BP in order to perform the functions thereof.
• the converters 38a, 38b, 40 are connected to the propulsion electrical distribution network 32 supplying the necessary power or transferring the electrical power coming from the electrical machines MG1 HP, MG2 HP, MG BP to the storage elements 34, 34 'or to consumers (ie loads). These converters 38a, 38b, 40 also participate in the stabilization of the propulsion electrical distribution network 32. These converters 38a, 38b, 40 can be located near, and in particular as close as possible (for example integrated), of the MG1 HP electric machines. , MG2 HP, MG BP.
• these converters 38a, 38b, 40 can be arranged at a distance from the electrical machines MG1 HP, MG2 HP, MG BP, that is to say be relocated to another location of the turbine engine, for example in the compartment of the engine. fan, in the heart or in a pylon of the turbine engine, or in the aircraft (that is to say outside the turbine engine).
• the storage elements 34, 34 ′ are batteries
• the latter can be connected to the propulsion electrical distribution network 32, 32 ′ by one or more electronic converters 42, 42 ′ of reversible DC / DC power (the converter 42 ′ being coupled to the propulsion electrical distribution network 32 'and to the storage elements 34' associated with the second turbine engine).
• the batteries can be coupled directly to the propulsion electrical distribution network 32, 32 '.
• the architecture therefore comprises, for each turbomachine, a high voltage continuous propulsion electrical distribution network 32, 32 '.
• the propulsion electrical distribution network 32, 32 ′ is intended to supply equipment linked to the propulsion system.
• the electric machines MG1 HP, MG2 HP, MG BP and the auxiliary energy sources 30 are connected to the propulsion electric distribution network 32, 32 ', possibly through their converters 38a, 38b, 40, 42, 42' .
• the voltage U of the propulsion electrical distribution network 32, 32 ′ is regulated around a predetermined value between 540 V DC and 1000 V DC, in 0 V DC and + U VDC versions, or ⁇ U / 2 V DC.
• the voltage regulation of the propulsion electrical distribution network 32, 32 ' is ensured by the converters 38a, 38b, 40, 42, 42', 74, 74 '.
• the propulsion electrical distribution network 32, 32 comprises a first propulsion electrical distribution sub-network 44 located in the turbine engine and to which the electrical machines MG1 HP, MG2 HP, MG BP associated with their converters 38a, 38b are connected in parallel. , 40.
• the first propulsion electrical distribution sub-network 44 is arranged in the turbine engine part 10 of the architecture, and not in the aircraft part 12.
• Insulation and cut-off means 48a, 48b, 50 are arranged between each electrical machine MG1 HP, MG2 HP, MG BP and the first propulsion electrical distribution sub-network 44 so as to authorize or interrupt the connection between each electrical machine MG1 HP, MG2 HP, MG BP with its associated converter and the 32, 32 'propulsion electrical distribution network.
• the isolation and cut-off means 48a, 48b, 50 have functions of reconfiguration and protection of the first propulsion electrical distribution sub-network 44.
• the isolation and cut-off means 48a, 48b, 50 can be installed in a local distribution box 49, as shown in Figures 1, 7 and 8.
• the propulsion electrical distribution network 32, 32 ' also includes a second propulsion electrical distribution sub-network 46, 46' located in the aircraft and on which are connected the auxiliary energy sources 30 associated with their converters 42, 42 ', 74, 74'.
• the second propulsion electrical distribution sub-network 46, 46 ' is arranged in the aircraft part 12 of the architecture, and not in the turbine engine part 10.
• Insulation and cut-off means 52 are arranged between the propulsion electrical distribution sub-networks 44, 46 (the isolation and cut-off means 52 'being arranged between the propulsion electrical distribution sub-networks of the electrical distribution network propellant 32 'of the second turbine engine). These isolation and cut-off means 52 are configured to allow or interrupt the connection between the propulsion electrical distribution sub-networks 44, 46.
• the isolation and cut-off means 52 have functions of reconfiguration and protection of the sub-networks. propulsion electrical distribution networks 44, 46.
• Insulation and cut-off means 54, 54 ' are arranged between the storage elements 34, 34' (and the associated converters 42, 42 ') and the propellant electrical distribution sub-networks 46, 46' (the means of 'isolation and cutoff 54' being coupled between the storage elements 34 'and the propulsion electrical distribution network 32' of the second turbine engine).
• These isolation and cut-off means 54 are configured to allow or interrupt the connection between the storage elements 34 and the propulsion electrical distribution sub-network 46.
• the propulsion electrical distribution networks 32, 32 'of the turbine engines are independent and segregated.
• the propulsion electrical distribution sub-network 46 of the first turbine engine cannot be directly connected to the propulsion electrical distribution sub-network 46 'of the second turbine engine.
• the propulsion electrical distribution networks 32, 32 ′ of the turbine engines are connected to one another. Insulation and cut-off means are arranged between the propulsion electrical distribution networks 32, 32 'of the turbine engines, and are configured to allow or interrupt the connection between the propulsion electrical distribution networks 32, 32' of the turbine engines. These isolation and cut-off means have functions of reconfiguring and protecting the propulsion electrical distribution networks 32, 32 ′ of turbine engines.
• the connection between Propulsion electrical distribution networks 32, 32 'of turbine engines can be in an open or closed state.
• the propulsion electrical distribution networks 32, 32 ′ of the turbine engines can be directly electrically connected and exchange electrical power.
• storage elements 34 'of the propulsion electrical distribution network 32' of the second turbine engine can contribute to the supply of power to an electrical machine MG1 HP, MG2 HP, MG BP of the first turbine engine 10.
• the architecture comprises a non-propelling electrical distribution network 56, 56 '(the network 56' being the non-propelling electrical distribution network associated with the second turbine engine) configured to supply loads of the aircraft.
• the non-propellant electrical distribution networks 56, 56 ' are segregated.
• Insulation and cut-off means 104 can be arranged between the non-propellant electrical distribution networks 56, 56 'so as to allow or interrupt the connection between the non-propellant electrical distribution networks 56, 56'.
• the isolation and cut-off means 104 have functions of reconfiguring and protecting the non-propulsive electrical distribution networks 56, 56 '.
• the aircraft can also include a non-propulsive emergency (or emergency) electrical distribution network 58.
• the non-propulsive emergency electrical distribution network 58 is independent of the non-propulsive electrical distribution networks 56, 56 ′.
• the emergency non-propellant electrical distribution network 58 can be supplied by the non-propulsive electrical distribution networks 56, 56 '.
• the non-propellant electrical distribution networks 56, 56 ′ supply, through the propulsion electrical distribution sub-networks 46, 46 ′ and the converters 60, 60 ′, the loads of the aircraft.
• the non-propellant electrical distribution networks 56, 56 ' can be supplied by external sources 62, 62' and / or by one or more auxiliary electrical machines APU SG2 which are coupled to one or more.
• the auxiliary power unit 64 can be confused with the auxiliary power unit 36, on which a plurality of electric machines of the starter-generator type are installed.
• the propulsion electrical distribution sub-networks 46, 46 ' can be supplied directly by the external sources 62, 62'.
• the auxiliary electrical machines APU SG2 can be arranged in the aircraft part 12 of the architecture, and not in the turbine engine part 10.
• the auxiliary electrical machines APU SG2 can be shared between the two parts associated with the engine. turbine engines of the architecture, as shown in FIG. 1.
• the auxiliary electric machines APU SG2 can be independent for each turbine engine.
• the auxiliary electrical machine APU SG2 is connected only to the non-propellant electrical distribution network 56.
• the auxiliary electrical machines APU SG2 can be coupled to one or more electronic DC / AC power converters 66.
• the connection between the propulsion electrical distribution network 32 and the non-propulsive electrical distribution network 56 can be achieved by means of one or more electronic power converters 60, 60 '(the converters 60' being connected to the power supply networks). propulsion 32 ′ and non-propulsive 56 ′ electrical distribution associated with the second turbine engine) connected in parallel. These converters 60, 60 'can be reversible, or non-reversible.
• Insulation and cut-off means 102, 102 ' can be arranged between the propulsion electrical distribution sub-network 46, 46' and the converter 60, 60 '(the isolation and cut-off means 102' being connected to the network power distribution 32 ′ and converters 60 ′ associated with the second turbine engine), so as to allow or interrupt the connection between the electric distribution networks 32, 56.
• the isolation and cut-off means 102 have reconfiguration functions and protection of electrical distribution networks 32, 56.
• the non-propellant electrical distribution network 56, 56 ′ can be a DC or AC electrical distribution network.
• the converters 60, 60 'can therefore be DC / DC or DC / AC converters.
• the converters 60, 60' can have galvanic isolation, and thus be isolated converters. This makes it possible to guarantee the non-propagation of certain types of fault from one of the electrical distribution networks to the other.
• the converters 60, 60' are DC / AC converters, with galvanic isolation. This makes it possible to synchronize in phase and in frequency the non-propulsive electrical distribution network 56, 56 'with the auxiliary power unit 64 (which then does not require an associated electronic power converter).
• the auxiliary power unit 64 can then be an AC generator.
• This synchronization can make it possible to: either carry out an NBPT type transition (acronym of the English expression "No Break Power Transfer” meaning Uninterruptible Power Transfer) between the two sources (converters 60, 60 'and auxiliary electrical machines APU SG2) , which makes it possible not to cut the power supply to the loads of the aircraft during the change of source, or to use the two sources in parallel.
• Isolated converters make it possible to reference the potential of the non-propulsive electrical distribution network 56, 56 'to the structure of the aircraft, that is to say to the mechanical mass of the aircraft. This makes it possible to use the structure of the aircraft to ensure the current return for low power loads (for example, single-phase current in AC, or 0 V / + 270 V or 0 V / - 270 V in DC). This also makes it possible to guarantee simple, fast and efficient protection (for example by circuit breaker, or by RCCB (acronym of the English expression "Remote-Current Circuit Breaker” meaning remotely controllable current circuit breaker), or by fuses).
• RCCB remote-Current Circuit Breaker
• non-propellant electrical distribution 56, 56 'in the event of default makes it possible to choose a referencing of the propulsion electrical distribution network 32, 32 'to the ground of the aircraft which is different from that of the non-propulsion electrical distribution network 56, 56': the electrical distribution network impeded by ratio to ground to ensure greater availability of the propulsion electrical distribution network 32, 32 ', and the electrical distribution network referenced to ground to ensure easier protection of the propulsion electrical distribution network 32, 32' .
• part of the loads 68, 70, 72, 68 ', 70', 72 'of the aircraft can also be supplied directly from the propulsion electrical distribution network 32, 32 '(the loads 68', 70 ', 72' being coupled to the propulsion electrical distribution network 32 'of the second turbine engine), and in particular from the propulsion electrical distribution sub-network 46.
• the propulsion electrical distribution network 32, 32 ' the external sources 62, 62' are disconnected, by means of the isolation and cut-off means 63, 63 ', from the power supply network. electric propulsion distribution 32, 32 '.
• Loads 68, 70, 72 can include a WIPS (acronym of the English expression "Wing Ice Protection System” meaning system of protection of the wings against frost), an ECS (acronym of the English expression “Environmental Control System” meaning aircraft environmental control system), which controls the pressure and temperature of the aircraft cabin, or an etaxi (an electric wheel taxing system).
• WIPS Wifros Ice Protection System
• ECS Electronic Control System
• etaxi an electric wheel taxing system
• the loads of higher power can advantageously be supplied from the propulsion electrical distribution network 32, so as to limit the currents passing through. in the harnesses supplying the loads, to reduce the power of the isolated DC / DC converters and to use the more efficient supply paths.
• isolation and cut-off means 69, 69 ' can be arranged between the propulsion electrical distribution sub-network 46, 46' and the loads 68, 68 ', so as to allow or interrupt the connection between the propulsion electrical distribution network 32 and the loads 68, 68'.
• isolation and cut-off means 71, 7 can be arranged between the propulsion electrical distribution sub-network 46, 46 'and the loads 70, 70', so as to allow or interrupt the connection between the propulsion electrical distribution network 32 and the loads 70, 70 '.
• isolation and cut-off means 73, 73 ' can be arranged between the propulsion electrical distribution sub-network 46, 46' and the loads 72, 72 ', so as to allow or interrupt the connection between the propulsion electrical distribution network 32 and the loads 72, 72 '.
• the SGI APU auxiliary electrical machines are starters-generators of auxiliary power units 36, and are connected to the propulsion electrical distribution network 32, 32 'via electronic DC / power converters 74, 74'.
• AC of the starter-generators (the converter 74 'being coupled to the propulsion electrical distribution network 32' of the second turbine engine).
• the connections between the auxiliary electrical machines APU SGI and each converters 74, 74 ' can be of the three-phase type, that is to say comprise three wires as shown at the start of the stators 22a, 22b and 22 in FIGS. 2 to 6.
• the converters 74, 74 ' are DC / DC converters.
• the converter 74 is dedicated to starting the auxiliary power unit 36 (in start-up mode), and, once the auxiliary power unit 36 has started, is used for supplying power to the propulsion electrical distribution network 32 (in generation mode) .
• the converter 74 can be pooled for other functions, in particular for controlling other electric motors of the aircraft. More precisely, the converter 74 can be used as a converter for starting the auxiliary power unit 36, then, once the auxiliary power unit 36 has been started and controlled at constant speed (by a computer of the auxiliary power unit 36), a bridge of diodes arranged between the auxiliary electrical machine APU SCG1 and the propulsion electrical distribution 32 can be used to supply a DC voltage to the propulsion electrical distribution network 32.
• the other converters 38a, 38b, 40, 42, 60 on the propulsion electrical distribution network 32 then make it possible to regulate the voltage, and so to control the flow of power and energy.
• the converter 74 is then available and can be used. to supply other electrical machines of the aircraft, such as, for example, compressors of an air conditioning system of the aircraft.
• FIG. 9 represents a block diagram of the mutualisation of the converter 74 between the auxiliary electrical machine APU SGI and a load (the ECS) 70.
• the switch K1 When the switch K1 is open, the switch K2 is closed and the switch K3 is open, the converter 74, here an inverter, controls the starting of the auxiliary electrical machine APU SGI.
• switch K1 When switch K1 is open, switch K2 is open and switch K3 is closed, the propulsion electrical distribution sub-network 46 is supplied by the auxiliary electrical machine APU SGI.
• switch K1 is closed, switch K2 is open and switch K3 is closed, converter 74 can be used to supply and control ECS 70.
• the use of the diode bridge allows to provide a continuous supply network, and not an alternating network.
• the converter 74 is shared with the auxiliary electrical machine APU SGI, and not with a starter-generator of the main power supply.
• these functions are redundant in the architecture, which makes it possible to restart the auxiliary electrical machine APU SGI in flight of the aircraft by one of the converters 74, 74 ', by cutting only part of the DHW 70, 70 ', or by using converter 66 so as not to cut DHW 70, 70'.
• isolation and cut-off means 106, 106 ' can be arranged between the propulsion electrical distribution sub-network 46, 46' and the converters 74, 74 '(the isolation means and cut-off 106 'being coupled to the propulsion electrical distribution network 32' and to the converter 74 'associated with the second turbine engine), so as to allow or interrupt the connection between the propulsion electrical distribution network 32 and the auxiliary power unit 36.
• the isolation and cut-off means 52, 54, 63, 69, 71, 73, 102, 106 can be installed in a local distribution box 99, such as shown in Figures 7 and 8.
• Each turbine engine is fitted with an electrified regulation system (or MEE, acronym for the English expression “More Electric Engine”).
• MEE acronym for the English expression “More Electric Engine”
• the architecture includes an electrical distribution network 76 coupled to loads of the electrified control system.
• the electrical distribution network 76 comprises a continuous high-voltage electrical distribution sub-network 78 dedicated to part of the loads 80 of the electrified regulation system.
• the electrical distribution sub-network 78 can be dedicated to variable geometries, or to TRAS (acronym for “Thrust Reverser Actuation System”), or to NAI (acronym for the English expression “Nacelle Anti-lcing” meaning anti-icing. platform).
• the voltage of the electrical distribution sub-network 78 may be less than or equal to the voltage of the propulsion electrical distribution network 32.
• the electrical distribution sub-network 78 can be supplied by the propulsion electrical distribution network 32.
• An electronic DC / DC power converter 82 can be coupled between the electrical distribution sub-network 78 and the propulsion electrical distribution network 32.
• the converter 82 may have galvanic isolation, and therefore be an isolated converter.
• Isolation and cut-off means 98 can be arranged between the propulsion electrical distribution sub-network 44 and the converter 82, so as to allow or interrupt the connection between the electrical distribution sub-network 78 and the power sub-network. propulsion electrical distribution 44. Insulation and cut-off means 98 have functions of reconfiguration and protection of the electrical distribution sub-networks 78, 44.
• the electrical distribution sub-network 78 can be supplied by the non-propellant electrical distribution network 56, in the phases where the propulsion electrical distribution network 32 is not available.
• one or more electronic power converters (not shown) can be arranged between the non-propulsive electrical distribution network 56 and the electrical distribution sub-network. 78.
• the electronic power converters are DC / DC converters.
• the non-propellant electrical distribution network 56 is an AC electrical distribution network, the electronic power converters are DC / AC converters.
• Insulation and cut-off means 100 can be arranged between the electrical distribution sub-network 78 and the non-propellant electrical distribution network 56, so as to allow or interrupt the connection between the electrical distribution sub-network 78 and the non-propulsive electrical distribution network 56.
• the isolation and cut-off means 100 have functions of reconfiguring and protecting the electrical distribution networks 76, 56.
• the electrical distribution network 76 comprises an alternating electrical distribution sub-network 84, the frequency and voltage levels of which are proportional to the speed of the high pressure shaft of the turbine engine (constant voltage / frequency ratio, otherwise called "V / Constant F ”).
• the electrical distribution sub-network 84 is dedicated to part of the loads 86 of the electrified regulation system.
• the electrical distribution sub-network 84 is dedicated to motor-pump type loads, such as a fuel pump 86 or an oil pump 88.
• the electrical distribution sub-network 84 can be supplied by a dedicated PMG3 HP electrical machine, mechanically coupled to the high pressure shaft of the turbine engine (also called a generator dedicated to regulation functions).
• This PMG3 HP electric machine can be a permanent magnet machine (PMG, acronym of the English expression "Permanent Magnet Generator”). This makes it possible to obtain an almost constant V / F ratio, without the need for power electronics.
• the active parts of the permanent magnet machine PMG3 HP can be located within the same casing 90 as the electric machines MG1 HP, MG2 HP, as shown in Figure 1.
• the electrical distribution sub-network 84 can be supplied by the electrical distribution sub-network 78, via one or more electronic DC / AC power converters 92 arranged in parallel.
• the converter 92 can supply the electrical distribution sub-network 84 with other voltage and frequency characteristics proportional to the speed of the high pressure shaft of the turbine engine. This allows particular operating modes of the loads directly connected to the electrical distribution sub-network 84, in particular a speed control independent of the speed of the high pressure shaft of the turbine engine for certain loads of motor-pump type (variable speed or constant speed). at low speed). This also allows optimization of the sizing of these motor-driven pumps and associated systems.
• converter 92 may feed power distribution sub-network 84 with "constant V / F" characteristics, as a redundancy of the electromechanical conversion solution. This redundancy can provide power identical to the nominal level that the generator dedicated to the regulation functions would be capable of providing, or a lower power with a degraded performance level, but guaranteeing sufficient operability of the turbine engine.
• Insulation and cut-off means 94 make it possible to choose between a power supply by the dedicated PMG3 HP electrical machine and a power supply by the electrical distribution sub-network 78, via the converter 92.
• the isolation and cut-off means 94 are configured to pass from a first configuration in which the electrical distribution sub-network 84 is coupled to the electrical machine PMG3 HP so as to be powered by the latter, to a second configuration in which the electrical distribution sub-network 84 is coupled to the electrical distribution sub-network 78, via the converter 92, so as to be supplied by the latter, and vice versa.
• the isolation and cut-off means 94 are shown in a position at rest (NC, standing for “normally closed”) as supplying the electrical distribution sub-network 84 from the electrical machine PMG3 HP.
• the isolation and cut-off means 94 could be, in an idle position (NO, standing for “normally opened”) as supplying the electrical distribution sub-network 84 from the electrical distribution sub-network.
• the isolation and cut-off means 94 can be installed in a local distribution box 95, as shown in FIGS. 1, 7 and 8.
• the isolation and cut-off means 96 can be arranged between the sub- electrical distribution network 78 and the converter 92, so as to authorize or interrupt the connection between the electrical distribution sub-network 78 and the electrical distribution sub-network 84.
• the isolation and cut-off means 96 have functions of reconfiguration and protection of the electrical distribution sub-networks 78, 84.
• the isolation and cut-off means 96, 100 can be installed in a local distribution box 97, as shown in FIGS. 1, 7 and
• the invention has mainly been described for one of the two turbine engines of the twin-engine aircraft. Of course, these characteristics apply for the other mirror turbine engine.
• the invention has mainly been described for a double-body turbomachine, comprising a high pressure body (HP) and a low pressure body (LP).
• HP high pressure body
• LP low pressure body
• the architecture according to the invention can be integrated into a three-body turbomachine, comprising a high pressure body, a low pressure body and an intermediate pressure body.
• the electrical machines are coupled to the HP and LP shafts.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Control Of Eletrric Generators (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Supply And Distribution Of Alternating Current (AREA)

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• 2019
  • 2019-11-21 FR FR1912988A patent/FR3103647B1/fr active Active
• 2020
  • 2020-11-12 CN CN202080080350.7A patent/CN114728699B/zh active Active
  • 2020-11-12 US US17/756,132 patent/US12097965B2/en active Active
  • 2020-11-12 WO PCT/FR2020/052067 patent/WO2021099720A1/fr not_active Ceased
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