• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an electrical distribution and conversion system for an aircraft, the system comprising a synchronous generator-starter (ENG S / G) intended to be coupled to a motor of the aircraft, a rectifier (R) able to transform an alternating voltage in a DC voltage, an auxiliary synchronous generator-starter (AUX S / G) intended to be coupled to an auxiliary power unit, a first, a second and a third power converters (CV1, CV2, CV3) capable of transforming a DC voltage into an AC voltage or vice versa, and at least one battery (BATT).
    公开号:FR3017258A1
    申请号:FR1450791
    申请日:2014-01-31
    公开日:2015-08-07
    发明作者:Roland Casimir；Vincent Giorgis；Wergifosse Eric De
    申请人:Hispano Suiza SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an electrical distribution and conversion system for an aircraft.
    [0002] 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. Finally, 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.
    [0003] New architectures of non-propulsive systems requiring a larger share of electrical energy have recently emerged. Technological advances in the field of electrical energy conversion offer the possibility of performing all the aforementioned functions with systems powered by electric power.
    [0004] The use of electrical or electromechanical systems including, inter alia, power electronics and actuators has the following advantages. 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 main disadvantage, however, is the generalization of electrical systems having dedicated power electronics elements (dedicated power converters, etc.). 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). This document also discloses an interface between one or more batteries and power converters. This interface is performed in particular via a DC / DC type converter, named "Buck Boost Converter Unit". This interface, however, does not provide an electrical start of an auxiliary synchronous generator-starter to be coupled to an auxiliary power unit (or Auxiliary Power Unit - APU). It therefore appears necessary to have an electrical distribution and conversion system for an aircraft, making it possible to reduce the number of electronic power elements, such as, for example, converters, while ensuring maximum functions within the aircraft. the aircraft. The invention aims in particular to provide a simple, effective and economical solution to this problem.
    [0005] For this purpose, it proposes an electrical distribution and conversion system for an aircraft, the system comprising at least one synchronous starter generator intended to be coupled to an engine of the aircraft, a rectifier capable of transforming an alternating voltage into a DC voltage, at least one auxiliary synchronous generator-starter for coupling to an auxiliary power unit, at least a first, a second and a third power converters adapted to transform a DC voltage into an AC voltage or vice versa, at least a battery capable of delivering a DC voltage, connecting and switching means capable of electrically connecting, in a first mode of operation, the battery to the auxiliary synchronous generator-starter, via successively the third power converter, of the first power converter and the second power converter, said means linking and switching ss being also able to electrically connect, in a second mode of operation, the synchronous generator-starter to the battery via successively the rectifier, the first power converter and the third power converter. Thus, in the first mode of operation, it is possible to start the auxiliary power unit with the battery. Alternatively, in the first mode of operation, the battery can be charged using the auxiliary power unit. In the second mode of operation, the battery can be charged using the engine of the aircraft. The system may include a transformer located between the first power converter and the third power converter. In this case, the transformer may be of single-phase type and include first and second input / output terminals and first and second output / input terminals.
    [0006] In addition, the first and second power converters may be three-phase and each comprise six switching cells, each cell comprising for example a diode and a transistor, in particular a bipolar insulated gate transistor, the first and the second power converters. each having first and second input / output terminals and first, second and third output / input terminals. In this case, the first output / input terminal of the first power converter can be adapted to be connected to the first input / output terminal of the transformer, the second output / input terminal of the first power converter being adapted to be connected to the second input / output terminal of the transformer. In addition, the third output / input terminal of the first power converter can be adapted to be connected to the first input / output terminal of the transformer, to the second input / output terminal of the transformer, or to any of said transformer input / output terminals. This thus makes it possible to overcome a possible failure of the link between the first output / input terminal of the first power converter and the first input / output terminal of the transformer, or of the connection between the second output / input terminal of the transformer. power converter and the second input / output terminal of the transformer. Advantageously, the first input / output terminal of the first power converter is connected to the first input / output terminal of the second power converter, the second input / output terminal of the first power converter being connected to the second power converter. input / output terminal of the second power converter. Preferably, the first and second power converters each comprise three branches connected in parallel with each other, at two connection ends, each branch comprising two switching cells arranged in series and a connection point located between the two switching cells, each output terminal / input of the corresponding power converter being connected to one of the said connection points, each input / output terminal of the corresponding power converter being connected to one of the said connection ends . According to one characteristic of the invention, the third power converter comprises two branches connected in parallel to each other, at two connection ends, each branch comprising two switching cells arranged in series and a connection point. located between the two switching cells, each input / output terminal of the third power converter being connected to one of said connection points, each output terminal / input of the third power converter being connected to one of said ends link. In this case, each output terminal of the transformer is connected to one of the input / output terminals of the third power converter, each output / input terminal of the third power converter being connected to one of the two poles of the power converter. battery. The invention will be better understood and other details, characteristics and advantages will become apparent on reading the following description given by way of nonlimiting example with reference to the appended drawings in which: FIG. 1 is a diagrammatic view of An embodiment of the system according to the invention, - Figure 2 is a schematic view of a part of the system according to the invention, illustrating the first mode of operation, - Figure 3 is a schematic view of a part of the system according to the invention, illustrating the second mode of operation. An electric distribution and conversion system for an aircraft, according to a preferred embodiment is illustrated in FIG. 1. The aircraft conventionally comprises a motor coupled in rotation to a synchronous generator-starter ENG S / G, and a group auxiliary power unit (or Auxiliary Power Unit, in English), rotatably coupled to an AUX S / G auxiliary synchronous generator-starter. Each ENG S / G, AUX S / G generator-starter is a three-phase 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 motor is started (generator mode). It will be noted that, in generator 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 or 115 V (in simple voltages) and the frequency is for example between 360 and 800 Hz. The generator-starter comprises terminals 1, 2, 3, connected to inputs 4, 5, 6 of a rectifier R, respectively via contactors CT51, CT52 and CT53. The rectifier R has two outputs referenced 7, 8. Such a rectifier R allows, as is known per se, to transform a three-phase AC voltage into a DC voltage. The outputs 7, 8 are respectively connected, via contactors CT61 and CT62, to bus bars + DC BUS and -DC BUS whose potentials are respectively + 270V or +135 V for the + DC-BUS busbar and -270V or -135V for the -DC_BUS bar. The + DC_BUS bar is also connected to a first input / output terminal of a first power converter CV1 and to a first input / output terminal of a second power converter CV2. The bar -DC_BUS is connected to a second input / output terminal of the first power converter CV1 and a second input / output terminal of the second power converter CV2. Each power converter CV1, CV2 is of the three-phase type and is able to transform a DC voltage into an AC voltage, or vice versa. More particularly, each power converter CV1, CV2 comprises three branches 9 connected in parallel with each other, at two connecting ends 10, 11 forming the input / output terminals of said converter CV1, CV2, each branch 9 comprising two switching cells 12 arranged in series and a connection point 13 situated between the two switching cells 12. Each switching cell 12 comprises a diode and a transistor, in particular a bipolar transistor with an insulated gate, as is known. in itself. Each power converter has three output / input terminals referenced 14, 15, 16, each output / input terminal 14, 15, 16 of the corresponding power converter CV1, CV2 being connected to one of said connection points 13. A capacitor C1, C2 is mounted between the input / output terminals 10,11 of each converter CV1, CV2. The output / input terminals 14, 15, 16 of the second power converter CV2 are connected to the three terminals of the auxiliary synchronous generator / starter AUX S / G, respectively via inductors L21, L22, L23, of contactors CT21, CT22, CT23 belonging to a switching matrix 17 and contactors CT41, CT42, CT43. The output / input terminals 14 and 15 of the first power converter CV1 are connected to input / output terminals 18, 19 of a transformer TR, respectively via inductors L11, L12, of contactors CT11. , CT12 belonging to the switching matrix 17, and contactors CT31, CT32. The output / input terminal 16 of the first power converter CV1 can be connected either to the terminal 18 or to the terminal 19 of the transformer TR, via an inductor L13, of a contactor CT13 belonging to the switching matrix 17, and a contactor CT33. More particularly, the contactor CT33 has three positions, a first position for connecting the terminal 16 to the terminal 18, a second position for connecting the terminal 16 to the terminal 19, and a third position for disconnecting the terminal 16 of the terminal 18 and the terminal 19. The corresponding line can be connected to one or other of the terminals 18, 19, in case of failure.
    [0007] The transformer TR makes it possible to carry out a galvanic isolation and to increase or reduce, according to the transformation ratio, the AC voltage between the corresponding terminals of the transformer TR. The output / input terminals 20, 21 of the transformer TR are connected to input / output terminals of a third power converter CV3, said power converter CV3 being able to transform a DC voltage into a single-phase AC voltage, or Conversely. More particularly, the power converter CV3 is of single-phase type and comprises two branches 9 connected in parallel to one another, at two connecting ends 22, 23, each leg 9 having two switching cells 12 arranged in series and a connection point 13 located between the two switching cells 12. Each input / output terminal 20, 21 of the third power converter CV3 is connected to one of said connection points 13. Moreover, each terminal of output / input 22, 23 of the third power converter CV3 is connected to one of said connection ends. A capacitor C3 is mounted between the terminals 22 and 23. Likewise, a battery BATT is mounted between the terminals 22 and 23 of the power converter CV3.
    [0008] A first mode of operation of such a system is illustrated in FIG. 2. In this mode, the battery BATT is connected to the auxiliary generator / starter AUX S / G via the third power converter CV3, of the transformer TR, of the first power converter CV1 and the second power converter CV2.
    [0009] In this first mode of operation, it is possible to start the auxiliary generator / starter AUX S / G, and therefore the auxiliary power unit coupled thereto, using the battery BATT. In this operating mode, the ENG S / G starter generator and the rectifier R are disconnected from the + DC BUS and DC_BUS bars, and therefore from the CV1 and CV2 converters. The battery BATT becomes the only source of energy supplying the converters CV1 and CV2. For this purpose, the CV3 converter (also called Buck Boost Converter, in English), can generate an AC voltage at 400 Hz and single phase, from the DC voltage source formed by the BATT battery. This AC voltage is then raised to a voltage of 115V or 230V by the single-phase transformer TR. The frequency then remains fixed at 400 Hz. It will be noted that the output voltage of the transformer TR can be filtered via a low-pass filter, called a sine filter or LC filter. This filter has the role of smoothing the voltage edges of the waveform to obtain a sinusoidal shape. Impedances L11, L12, L13 and L21, L22, L23 may form part of the low-pass filter. The CV1 converter is used to rectify the AC voltage supplied by the transformer TR. Two techniques for rectifying the AC voltage at the level of the CV1 converter are possible: a so-called passive rectification, making it possible to raise the DC output voltage of said CV1 converter at 270V or 540V for, respectively, an input AC voltage of 115V or 230V. In this case, only the diodes of the switching cells 12 make it possible to rectify the voltage. - A so-called Power Factor Correction (PFC) to raise the AC input voltage to a voltage greater than 270V, from a 115V DC output voltage. For this, the voltage is rectified thanks to the transistors and the diodes of the switching cells 12. The advantage of such an active rectification is that the voltage is regulated by the control of the CV1 converter regardless of the power level called by the auxiliary generator / starter AUX S / G. In addition, the power factor (phase difference between the AC voltage and the AC current) is almost unitary.
    [0010] The CV2 converter is then used to control the start of the auxiliary generator AUX S / G. This converter CV2 then makes it possible to transform a DC voltage into a three-phase AC voltage. In a variant, in the mode illustrated in FIG. 2, if the AUX S / G auxiliary starter generator is started, it is then possible to recharge the battery. The converter CV2 then transforms the AC voltage supplied by the auxiliary generator / starter AUX S / G into a DC voltage and the converter CV1 converts this DC voltage into an AC voltage. Then, the AC voltage supplied at the output of the transformer TR, between the terminals 20 and 21, is again transformed into a DC voltage, thanks to the converter CV3, this voltage being applied across the battery BATT to recharge it. FIG. 3 illustrates another mode of operation in which the ENG S / G starter generator and the R rectifier are connected to the + DC_BUS and -DC_BUS bars and to the CV1 converter via the CT61 and CT62 contactors. In this case, the battery BATT forms an electric charge. This mode of operation makes it possible to recharge the BATT battery, from the ENG S / G starter generator, that is to say during operation of the engine which is coupled to the ENG S / G starter generator. In the case of the invention, the power converters CV1 and CV2 can be chosen indifferently from a matrix of converters comprising n power converters of identical structures CV1, CV2, CVn. It is therefore necessary to ensure that, if necessary, at least one of the converters of the matrix (in the case of the operating mode of FIG. 3) or at least two converters of the matrix (in the case of the operating mode of Figure 2) are available. The other converters of the matrix can be used to power electric loads, as is known per se.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Electrical distribution and conversion system for an aircraft, the system comprising at least one synchronous generator-starter (ENG S / G) intended to be coupled to an engine of the aircraft, a rectifier (R) able to transform an alternating voltage in a DC voltage, at least one auxiliary synchronous generator-starter (AUX S / G) for coupling to an auxiliary power unit, at least first, second and third power converters (CV1, CV2, CV3) each capable of transforming a direct voltage into an alternating voltage or vice versa, at least one battery (BATT) capable of delivering a DC voltage, connecting and switching means capable of electrically connecting, in a first mode of operation, the battery ( BATT) to the auxiliary synchronous generator-starter (AUX S / G), via successively the third power converter (CV3), the first power converter (CV1) and the second power converter (CV2), said connecting and switching means being also capable of electrically connecting, in a second mode of operation, the synchronous generator-starter (ENG S / G) to the battery (BATT) by the intermediate successively the rectifier (R), the first power converter (CV1) and the third power converter (CV3).
    [0002]
    2. System according to claim 1, characterized in that it comprises a transformer (TR) located between the first power converter (CV1) and the third power converter (CV3).
    [0003]
    3. System according to claim 2, characterized in that the transformer (TR) is single-phase and comprises a first and a second input / output terminal (18, 19) and a first and a second output / input terminal (20). , 21).
    [0004]
    4. System according to claim 3, characterized in that the first and the second power converters (CV1, CV2) are tryphase and each comprise six switching cells (12), each cell (12) comprising for example a diode and a transistor , in particular an insulated gate bipolar transistor, the first and second power converters (CV1, CV2) each having a first and a second input / output terminal (10, 11) and a first, a second and a third output / input terminals (14, 15, 16).
    [0005]
    5. System according to claim 4, characterized in that the first output terminal / input (14) of the first power converter (CV1) is adapted to be connected to the first input / output terminal (18) of the transformer ( TR), the second output / input terminal (15) of the first power converter (CV1) being adapted to be connected to the second input / output terminal (19) of the transformer (TR).
    [0006]
    System according to Claim 5, characterized in that the third output / input terminal (16) of the first power converter (CV1) is adapted to be connected to the first input / output terminal (18) of the transformer ( TR), to the second input / output terminal (19) of the transformer (TR), or to any of the input / output terminals (18, 19) of the transformer (TR).
    [0007]
    System according to one of Claims 4 to 6, characterized in that the first input / output terminal (10) of the first power converter (CV1) is connected to the first input / output terminal (10). of the second power converter (CV2), the second input / output terminal (11) of the first power converter (CV1) being connected to the second input / output terminal (11) of the second power converter (CV2) .
    [0008]
    8. System according to one of claims 4 to 7, characterized in that the first and the second power converters (CV1, CV2) each comprise three branches (9) connected in parallel with each other, to the at two connecting ends (10, 11), each branch (9) having two switching cells (12) arranged in series and a connection point (13) between the two switching cells (12), each output terminal / input (14, 15, 16) of the corresponding power converter (CV1, CV2) being connected to one of said connection points (13), each input / output terminal (10, 11) of the corresponding power converter (CV1, CV2) being connected to one of said connecting ends (10, 11).
    [0009]
    9. System according to one of claims 4 to 7, characterized in that the third power converter (CV3) comprises two branches (9) connected in parallel to one another, at the place of two ends of link (22, 23), each branch (9) having two switching cells (12) arranged in series and a connection point (13) located between the two switching cells (12), each input / output terminal of the third power converter (CV3) being connected to one of said connection points (13), each output / input terminal of the third power converter (CV3) being connected to one of said connecting ends (22, 23).
    [0010]
    10. System according to claim 9, characterized in that each output terminal (20, 21) of the transformer (TR) is connected to one of the input / output terminals of the third power converter (CV3), each terminal output / input (22, 23) of the third power converter (CV3) being connected to one of the two poles of the battery (BATT).
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3100333B1|2019-03-27|Electrical conversion and distribution system for an aircraft
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    FR2930085A1|2009-10-16|ELECTRICAL NETWORK
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    FR2907762A1|2008-05-02|Electrical starting system for e.g. bleedless type airplane, has electrical distribution channels for high power loads and electrical distribution channels for conventional loads, where channels are separated and are powered by generators
    FR2930084A1|2009-10-16|METHOD FOR MANAGING AN ELECTRICAL NETWORK
    FR2949436A1|2011-03-04|ELECTRICAL NETWORK OF AN AIRCRAFT AND METHOD FOR OPERATING THE ELECTRICAL NETWORK
    FR2738411A1|1997-03-07|MIXED ELECTRIC POWER SUPPLY SYSTEM INVERTER AND CONTINUOUS-CONTINUOUS CONVERTER
    EP2727206B1|2015-05-13|Power management system comprising a power source, a source of renewable energy, and a power converter
    FR2962407A1|2012-01-13|Power supply device for electrical equipment of commercial aircraft, has rectifier or inverter converting alternating current voltage received through ground connection and different from nominal alternating current, into direct voltage
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    EP3681756A1|2020-07-22|Vehicle charger comprising a dc-to-dc converter
    同族专利:
    公开号 | 公开日
    FR3017258B1|2016-01-15|
    EP3100333A1|2016-12-07|
    US20160380437A1|2016-12-29|
    CN105993104A|2016-10-05|
    EP3100333B1|2019-03-27|
    US10110016B2|2018-10-23|
    WO2015114252A1|2015-08-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2907762A1|2006-10-27|2008-05-02|Airbus France Sas|Electrical starting system for e.g. bleedless type airplane, has electrical distribution channels for high power loads and electrical distribution channels for conventional loads, where channels are separated and are powered by generators|
    FR2941107A1|2009-01-09|2010-07-16|Hispano Suiza Sa|ELECTRICAL SYSTEM FOR STARTING THE ENGINES OF AN AIRCRAFT|
    FR2990573A1|2012-05-11|2013-11-15|Hispano Suiza Sa|SYSTEM FOR CONTROLLING AND POWERING TURBOMACHINES OF A HELICOPTER|
    US6018233A|1997-06-30|2000-01-25|Sundstrand Corporation|Redundant starting/generating system|
    US7439634B2|2004-08-24|2008-10-21|Honeywell International Inc.|Electrical starting, generation, conversion and distribution system architecture for a more electric vehicle|
    WO2011098117A1|2010-02-09|2011-08-18|Areva T&D Uk Limited|Converter for high voltage dc dc transmission|FR3017257B1|2014-01-31|2017-11-10|Hispano-Suiza|ELECTRICAL DISTRIBUTION AND CONVERSION SYSTEM FOR AN AIRCRAFT|
    JP6883396B2|2016-08-25|2021-06-09|矢崎総業株式会社|Quick charging device|
    GB201615900D0|2016-09-19|2016-11-02|Rolls Royce Plc|Aircraft propulsion system|
    US10205381B1|2018-05-10|2019-02-12|Vlt, Inc.|Start-up control in power systems using fixed-ratio power conversion|
    法律状态:
    2015-01-15| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-01-13| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2018-06-01| TP| Transmission of property|Owner name: LABINAL POWER SYSTEMS, FR Effective date: 20180425 |
    2018-12-20| PLFP| Fee payment|Year of fee payment: 6 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-05-29| CA| Change of address|Effective date: 20200420 |
    2020-05-29| CD| Change of name or company name|Owner name: SAFRAN ELECTRICAL & POWER, FR Effective date: 20200420 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1450791A|FR3017258B1|2014-01-31|2014-01-31|ELECTRICAL DISTRIBUTION AND CONVERSION SYSTEM FOR AN AIRCRAFT|FR1450791A| FR3017258B1|2014-01-31|2014-01-31|ELECTRICAL DISTRIBUTION AND CONVERSION SYSTEM FOR AN AIRCRAFT|
    CN201580006748.5A| CN105993104A|2014-01-31|2015-01-28|Electrical conversion and distribution system for an aircraft|
    US15/115,182| US10110016B2|2014-01-31|2015-01-28|Electrical conversion and distribution system for an aircraft|
    EP15706871.9A| EP3100333B1|2014-01-31|2015-01-28|Electrical conversion and distribution system for an aircraft|
    PCT/FR2015/050196| WO2015114252A1|2014-01-31|2015-01-28|Electrical conversion and distribution system for an aircraft|
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