• 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 present invention relates to an electrical architecture (2) of an aircraft (1) comprising a main electric machine (8) connected to a heat engine (3) and a secondary electric machine (9) connected to a transmission unit (60). power. A high voltage electric core (10) is connected by a first line (31) and a second line (32) to a multifunction converter (16), said high voltage electric core connecting said first line (31) to said machine secondary electrical system and said second line (32) to at least said main electrical machine (8) and said secondary electric machine (9). The multifunction converter (16) includes a supervisor connected to an avionics system (40) and a control system (50) controlling the engine (3) and a high voltage electrical heart controller (10).
    公开号:FR3023989A1
    申请号:FR1401593
    申请日:2014-07-17
    公开日:2016-01-22
    发明作者:Matthieu Sautreuil；Gilles Bezes
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to an electrical architecture of an aircraft, an aircraft and a method implemented by this electrical architecture. The present invention is therefore in the field of aircraft, and in particular aircraft comprising a rotary wing. More particularly, the invention relates to aircraft having a so-called "hybrid" engine for rotating at least one rotor of a rotary wing through a main power transmission gearbox of this aircraft. Such a main power transmission gearbox is more simply referred to hereafter as "power transmission gearbox". A "hybrid" engine means an installation comprising at least one heat engine and at least one electric device for moving a power transmission gearbox or for transmitting power to the engine during transient engine power phases. The electrical member may be an electric motor, namely an electrical apparatus performing a driving function only. However, this electric member may also be an electric machine, namely an electrical apparatus performing a driving function and a function "electricity generator". An electric machine can thus operate either in an "electric motor" mode for rotating mechanical members, or in an "electric generator" mode for generating electrical energy. An electric machine is sometimes called "reversible" insofar as the electric machine can switch from "electric motor" mode to "electric generator" and vice versa. An electric generator is an electrical appliance that only performs an electricity generating function.
    [0002] Then we group under the name "electric body" an electric motor, an electric machine and an electric generator. In addition, a rotary wing aircraft may comprise one or more lift or propulsion rotors called "main rotors". this rotary wing aircraft may comprise one or more auxiliary rotors for controlling the yaw movement of the aircraft for example. The power plant conventionally then comprises at least one heat engine rotating the main rotors through the power transmission gearbox. This heat engine can cooperate with an electric machine. This electric machine then operates in "electric motor" mode at the start of the aircraft to start the engine.
    [0003] For example, the heat engine may be a turbine engine equipped with a gas generator. The first electrical machine then rotates the gas generator at startup. When the heat engine is started, the first electric machine can then operate in "electric generator" mode to supply electrical power to the aircraft's onboard network. The electric machine then transforms electrical energy into mechanical energy to start the heat engine according to a first function, and transforms mechanical energy from the heat engine into electrical energy for the onboard network according to a second function.
    [0004] The document FR 2993243 describes a hybrid power supply architecture in mechanical power of a rotor, managed from the onboard network of a rotorcraft. According to this document FR 2993243, the electric machine connected to a heat engine can assist in flight this engine. Such assistance is provided by a supply of mechanical energy to the heat engine from the electric machine. In addition, rotorcraft integrate more and more electrical functions to replace hydraulic systems, for example to fulfill new functions. Indeed, a manufacturer tends to use electrical devices given the flexibility offered by electrical energy in terms of conversion or transformation. In addition, the electrical energy is available on board the aircraft via generators or batteries in flight, or via batteries and power outlets on the ground. However, the various electrical components of an aircraft have different needs, and are controlled differently. Some electrical components operate using low voltage direct current, high voltage direct current, or high voltage alternating electric current. For example, the direct electric current can flow at a low voltage of the order of 28 Vdc. On the other hand, the direct electric current can circulate at a high voltage of the order of 270 Vdc, the alternating electric current being able to circulate in a three-phase voltage system with a phase voltage of 115Vac and frequency of 400Hz. A voltage greater than 60 volts can then be described as high voltage as opposed to a voltage below 60 volts, described as low voltage. In addition, some electrical devices produce electrical energy while other organs consume electrical energy. Therefore, a manufacturer tends to provide an electrical converter 10 upstream of each electrical component to adapt the characteristics of the electrical network to the operation of this body. Apart from the operating phases of the electric member, these converters represent a dead on-board ground which adversely affects the mass balance of the aircraft. The present invention relates to an architecture tending to minimize this problem. The technological background includes documents CN102201744, EP2122271, EP-911515, IN2010MU03358, JP2011004507, US6954366, US7050312, US20080123375, US20100165673, US20130039104, US20130039104, WO2012137210, US 7923865. The invention relates to an electrical architecture of an aircraft. comprising a power transmission assembly connected to at least one lift rotor and driven by at least one heat engine, said electrical architecture comprising a high voltage electrical network including a main electric machine to be connected to said engine and a secondary electric machine to be connected to the power transmission assembly. This high voltage electrical network comprises at least one high voltage electrical core connected to at least one electrical source. The high-voltage electrical core is connected by a first line and a second line to a multifunction converter, this high-voltage electrical core having a first link connecting the first line to the secondary electrical machine, the high-voltage electric core comprising a second link connecting the second line to at least said main electrical machine and said secondary electrical machine. For example, the high voltage electrical network comprises at least one high voltage electrical core by a heat engine.
    [0005] The multifunction converter comprises a high-voltage direct current bus connected to a bidirectional inverter. This bidirectional inverter is connected to the second line. In addition, the high-voltage direct current bus electrically communicates with the first line.
    [0006] The multifunction converter further comprises a supervisor connected to an avionics system as well as a control system controlling the heat engine and a controller of the high voltage electrical core for electrically powering at least one electrical machine and / or for collecting electricity. electrical energy via the multifunction converter from at least one of said electrical machines according to operating phases determined from said avionic system and said control system.
    [0007] The supervisor and the controller are of a known type and are used in a particular way. Thus, the supervisor controls the torque / speed control of the electrical components. This supervisor determines the electrical characteristics to provide according to the order received. The controller communicates to the supervisor the configuration of the electrical network and the functions to be undertaken. According to one variant, the functions to be undertaken are determined by the supervisor of the multifunction converter and not by the controller.
    [0008] For the record, the term "high voltage" is used to describe a device carrying a high-voltage electric current, of the order of at least 60 volts, for example. The high voltage power network is for example a network powered by a voltage of 115Vac / 200Vac-400Hz or 270Vdc or 330Vdc, whose configuration and protection are managed by high voltage electrical cores. Conversely, the term "low voltage" is used to describe a device carrying a low-voltage electrical current, of the order of 28 volts, for example. This multifunction converter is thus connected to a high-voltage electrical core. high voltage being itself connected to a plurality of electrical organs. . These electrical organs can be an electric machine, an electric motor or an electric generator.
    [0009] Therefore, this architecture allows to use a single multi-function converter by thermal engine that communicates electrically with a plurality of electrical members.
    [0010] This architecture allows according to its variants to provide electrical power, via a single multifunction converter judiciously integrated into the electrical network of the aircraft: - on the ground, to an accessory box, - to the main electric machine to start a thermal engine from various electrical sources - to the main electric machine to assist the engine as part of a hybrid drive, - to a low-voltage power grid, - to a high-voltage power grid. This simplification tends to optimize the mass of the electrical architecture of the aircraft. In addition, this architecture allows to drive an accessory box of the transmission assembly by the secondary electrical machine. Thus, the secondary electric machine can allow the ground operation of hydraulic and pneumatic accessories by drawing electrical energy. This architecture thus makes it possible to avoid partial electrification of certain accessories.
    [0011] The architecture may further include one or more of the following features. Thus, the high voltage direct current bus can be connected directly to the first line. In this case, the power source can generate a high voltage of 270 Vdc for example. Remember that the acronym Vdc refers to the English expression "Volt Direct Current" However, this power source can also generate a three-phase high-voltage system, with a phase voltage of 115Vac or 230Vac for example. Therefore, the high voltage direct current bus electrically communicates with the first line by being connected to a high voltage / high voltage direct current alternating current converter, this high voltage / high voltage direct current alternating current converter being connected to the first line.
    [0012] The high voltage / high voltage direct current alternating current converter then represents an input rectifying stage of the multifunction converter. Furthermore, the power source may include a high voltage park plug electrically powering a high voltage electric core. This high-voltage park plug can enable the electrical architecture to be connected to a high-voltage power supply means. In addition, the architecture may comprise at least one electric motor 20 powered electrically by the second line through the high voltage electric core. The electric motor can be the engine of a compressor of an air conditioning system or a hydraulic pump for example. This motor can be used when the multifunction converter is not otherwise required. In particular, the electric motor can be used on the ground to power the air conditioning function, then used to start a heat engine, then feed the air conditioning function once the startup is complete. According to one embodiment, the architecture comprises two thermal engines, each heat engine being connected to a multifunction converter by a high voltage electric core, the high voltage electrical cores being connected to each other, at least one high voltage electrical core being connected to a park catch. As a result, each heat engine is part of a high voltage subassembly comprising a high voltage electrical core and a multifunction converter. At least one of the high voltage electrical cores is then connected to a high voltage park plug. Furthermore, the architecture may comprise at least one electrical equipment operating with a high voltage alternating current connected to a high voltage electric core. In addition, this architecture may comprise a low-voltage electrical network connected to each high-voltage electric core by a low-voltage DC / DC high-voltage converter, the electrical source supplying the high-voltage electrical network comprising at least one connected battery. to high voltage / low voltage direct current alternating current converter via a low voltage electric core. The aircraft then comprises a low voltage electrical network for example at 28 Vdc, managed by low voltage electrical cores to which are connected one or more batteries.
    [0013] According to an alternative variant, the low-voltage electrical network is devoid of battery. When using the main electric machine to assist the thermal engine in flight, some architectures 5 then tend to induce electrical breaks on the low voltage power grid. The multi-function converter nevertheless makes it possible to supply the main electrical machine and the low-voltage electrical network in parallel, for example by means of an electric power generated by the secondary electric machine. Thus, the architecture may comprise a low-voltage electrical network connected to each high-voltage electrical core by a high-voltage / low-voltage DC alternating current converter, said electrical power source comprising at least one low-voltage park plug connected to a low voltage electrical core of said low voltage electrical network. Furthermore, the multifunction converter may comprise a high-voltage DC / low-DC converter connected to a low-voltage electrical network and to said high-voltage DC bus. As a result, the multifunction converter may comprise three electrical conversion means capable of operating together, namely a bidirectional inverter, a high voltage / high voltage direct current converter and the high voltage / low voltage converter. electrical, the invention is an aircraft comprising a power transmission assembly connected at least to a lift rotor and driven by at least one engine. This aircraft has such an electrical architecture. The lift rotor can also participate at least partially in the propulsion of the aircraft. On the other hand, the transmission assembly optionally comprising a power transmission gearbox driven by each heat engine, the secondary electric machine can be connected to the power transmission gearbox. This secondary electric machine can then participate in the drive of the power transmission to participate in the drive of the lift rotor. The necessary electrical energy can come from a source dedicated to the operation of the secondary electrical machine during such a phase of operation. In addition, the secondary electric machine can generate electrical energy by being driven by the power transmission gearbox. In addition, the transmission assembly possibly comprising a power transmission gear driven by each engine, this power transmission box driving an accessory box, the secondary electrical machine is connected to the accessory box. This secondary electrical machine can then allow the operation of accessories by driving the accessory box. In addition, the secondary electric machine can generate electrical energy by being driven by the accessory box. Furthermore, the transmission assembly comprising a power transmission gear driven by each engine, said power transmission box driving an accessory box, said architecture comprises an auxiliary motor driving said accessory box. This auxiliary engine can be a motor known by the acronym APU is "Auxiliary Power Unit" in English.
    [0014] The auxiliary motor provides mechanical power to the accessory box, or even to the power transmission. The auxiliary motor can drive the secondary electric machine through the accessory box, the secondary electric machine then generating electrical energy to represent a high voltage power source. In addition, the invention relates to a method of using this aircraft. According to this method, during a step of starting said heat engine carried out during a ground operation phase, electrical energy is withdrawn from said electrical source and then this electrical energy is conveyed into said high voltage electrical network to said converter. multifunction, a second line and said high voltage electric core, said main electrical machine 20 operating in engine mode to start said engine, - during an electric generation start step, electrical energy is generated with said main electric machine operating in electric generator mode, and transferring said electrical energy to said multifunction converter successively via a high-voltage electric core and a second line, for example to supply equipment of the aircraft or to start another engine, - in flight and during a hyb phase ridation, electrical energy is taken from said electrical source and then this electrical energy is conveyed in said high voltage electrical network to said multifunction converter, a second line and then said high voltage electric core, said main electric machine operating in motor mode . The start step is referred to as convenience "second step" thereafter. Indeed, the method may allow the implementation of a first step on the ground not involving the heat engine. Thus, the supervisor determines via the engine control system that the engine is completely stopped for example. If a start command is transmitted, the supervisor 15 communicates with the controller so that the collected electrical energy is directed to the main electrical machine to operate in motor mode. The supervisor then controls the inverter to drive the main electrical machine as required. In addition, the controller controls switches 20 of the high voltage electrical core to power the main electrical machine. From a certain point, the engine is started. If necessary, the supervisor starts a step of electrical generation called "third step". For example, the supervisor determines that the engine comprises a gas generator having reached a speed threshold. The supervisor deduces that the engine is started.
    [0015] Therefore, the supervisor communicates with the controller to receive if necessary electrical energy using the main electric machine operating in electric generator mode.
    [0016] This electrical energy is for example transmitted to a low-voltage electrical network and / or equipment of the high-voltage electrical network. Furthermore, the heat engine can be assisted by the main electric machine in flight during a hybridization phase. A manufacturer then determines avionic parameters to compare with thresholds. The supervisor thus makes a comparison to initiate if necessary a phase of hybridization called "fourth step". During this fourth step, the supervisor communicates with the controller so that the electrical energy withdrawn is directed to the main electrical machine to operate in motor mode. This method may also include one or more of the following features. During a ground operation phase called "first stage", electrical energy is taken from said electrical source and then this electrical energy is conveyed in said high voltage electrical network to the secondary electric machine successively via at least one electric core. high voltage, a first line, a multifunction converter, a second line and said high voltage electric core, the secondary electric machine operating in motor mode to at least partially drive said transmission assembly. More particularly, the secondary electrical machine may allow the operation of equipment on the ground, including equipment connected to an accessory box. In addition, during a phase of operation on the ground, electrical energy can be taken from said electrical source and then this electrical energy is conveyed to a low-voltage electrical network successively via at least one high-voltage electrical core, a first line and said multifunction converter. Whatever the operating step, electrical energy can be taken from said electrical source by taking electrical energy from a high-voltage park plug 15 supplying at least one high-voltage electrical core. Alternatively, electrical power can be taken from said power source by: - driving an accessory box from said power transmission assembly via an auxiliary motor, - generating electrical power from a machine secondary electrical power socket on said accessory box to require the operation of said secondary electric machine in electric generator mode, said secondary electrical machine representing said electrical source 25 electrically supplying at least one high voltage electric core. According to a variant, electrical energy is taken from said electrical source by taking electrical energy from a low-voltage electrical source of a low-voltage electrical network, and transferring this electrical energy to said multifunction converter. For example, starting an electric motor may require significant electrical power. Therefore, the second step is favorably achieved by using a power source of the high voltage electrical network, namely a high voltage park plug, or the secondary electric machine.
    [0017] However, the electrical energy can be taken from the low-voltage grid and converted by the multifunction converter. This electrical energy can also be taken from the low-voltage electricity network, converted by a converter 15 of the low-voltage electrical network and then transmitted to the multifunction converter by a high-voltage electrical core. Indeed, the electrical energy can be routed to a multifunction converter via at least one high voltage electric core and then a first line. In this mode, the electric power supplied to the main electric machine is possibly lower than the required electric power, thus leading to a start of the engine with lower performance. This operating configuration can also be used to provide electrical power to a thermal engine gas generator by drawing energy from the battery during a hybridization phase.
    [0018] Moreover, it is possible to supply at least one electrical equipment operating with high voltage alternating current via a multifunction converter. The invention and its advantages will become more apparent in the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a schematic view of an aircraft according to FIG. FIG. 2 is a schematic view of a multifunction converter, and FIG. 3 is a diagrammatic view of a high-voltage electrical core. The elements present in several separate figures are assigned a single reference. FIG. 1 shows an aircraft 1. This aircraft is for example a rotorcraft equipped with at least one lift rotor 7. Consequently, this lift rotor 7 participates at least partially in the lift of the aircraft 1, or even in the propulsion 20 of the aircraft. This aircraft then comprises a power plant to in particular rotate this lift rotor. This power plant comprises at least one heat engine 3 driving a power transmission assembly 60. Such a heat engine 3 may be a turbine engine comprising a gas generator 4. This gas generator 4 is then conventionally provided with at least one compression stage 402 connected to a high pressure turbine 401. In addition, the turbine engine may comprise minus one free turbine stage 301 integral with an output shaft which is connected generally indirectly to the power transmission assembly 60. For example, each output shaft can be connected to the power transmission assembly 60 by a kinematic chain including a free wheel, a connecting shaft and members allowing an angular misalignment and / or axial between mechanical parts.
    [0019] Figure 1 shows two engines engine type turbine engine. As a result, the power transmission assembly 60 is provided with a power transmission box 61 set in motion by the heat engines 3. This transmission box 61 comprises a rotor mast driving the lift rotor 7 in rotation. furthermore, the power transmission assembly 60 may comprise an accessory box 62 which is mechanically connected to the power transmission box 61 by at least one intermediate shaft 13. The accessory box may allow the operation of accessories 75. Thus, the accessory box is connected to these accessories 75. In addition, the aircraft may comprise an auxiliary motor 70 setting the accessory gearbox 62 into operation. Such an auxiliary motor may be a motor known by the acronym APU. Furthermore, the aircraft is equipped with a control system 50 by a heat engine. The control system 50 can make it possible to receive data relating to the operation of the heat engine and / or can control the operation of the heat engine, for example by controlling a fuel metering device. Such a control system may be a system known by the acronym FADEC or the acronym ECU. The acronym FADEC refers to the term "Full Authority Digital Engine Control", the expression ECU referring to the English expression "Engine Control Unit". Reference will be made to the literature for descriptions of a power plant of an aircraft.
    [0020] Moreover, this aircraft 1 comprises an electrical architecture 2 cooperating with the power plant. This electrical architecture 2 comprises a high-voltage electrical network 100 mechanically connected to the power plant, or even a low-voltage electrical network 200 electrically connected to the high-voltage electrical network 100. This high-voltage electrical network 100 comprises a sub-voltage. high voltage assembly 101, 102 by heat engine 3. On a multi-engine aircraft, the high voltage subassemblies 101, 102 are possibly electrically connected to each other. Figure 1 shows a two-engine aircraft with two subassemblies. However, this Figure 1 illustrates a variant of the invention, the aircraft may comprise a single heat engine and therefore a single subset, or at least three heat engines and therefore at least three subassemblies for example. In other words, the invention proposes an aircraft comprising at least one heat engine associated with an electrical architecture comprising at least one subassembly.
    [0021] Each high-voltage subassembly 101, 102 comprises a main electrical machine 8 mechanically connected to a heat engine 3. The main electric machine 8 operates: - either in an electric motor mode during which the main electrical machine 8 takes energy to drive the gas generator 4, or in an electric generator mode during which the main electrical machine 8 is driven by the gas generator 4 to generate electrical energy. In addition, each high voltage subassembly 101, 102 may comprise a secondary electrical machine 9 mechanically connected to the power transmission assembly 60.
    [0022] Therefore, a secondary electrical machine 9 can be mechanically connected to the power transmission box 61 or an accessory box 62. For example, a first high voltage subassembly 101 includes a secondary electrical machine 9 connected to the box to accessories 62, and a second high voltage subassembly 102 comprises a secondary electrical machine 9 connected to the power transmission box 61. Each secondary electrical machine 9 operates: - either in an electric motor mode during which the secondary electric machine 9 draws electrical energy to at least partially drive the power transmission assembly 60, - either in an electric generator mode during which the secondary electrical machine 9 is driven by the power transmission assembly 60 to generate power 'electric energy.
    [0023] Furthermore, at least one high-voltage subassembly 101, 102 may comprise an electrical member of the electric motor type. This electrical member is more simply called "electric motor 34". Therefore, each high-voltage subassembly comprises a single high-voltage electrical core 10 and a single multifunction converter 16 for electrically powering the electrical machines of the sub-assembly, and / or for taking electrical energy from these electrical machines. . Two separate high-voltage subassemblies can be electrically connected to each other. According to one variant, two distinct high-voltage sub-assemblies each comprise a high-voltage electrical core 10, the two high-voltage electrical cores being connected to each other, for example by means of switches.
    [0024] According to an alternative variant, two distinct high voltage subassemblies comprise a single common high voltage electric core. As a result, the aircraft may comprise a multifunction converter 16 and a main electric motor 8 by a heat engine. Thus, a "high voltage subsystem" is a portion of a high voltage electrical network comprising a high voltage electrical core, a multifunction converter and a main electric motor.
    [0025] As a result, a high voltage electrical core 10 is connected to a multifunction converter 16 by a first electrical line called "first line 31". In addition, the multifunction converter 16 may be directly connected to the main electrical machine 8. However, this multifunction converter 16 may be connected indirectly to the main electrical machine 8 by the electric core. Therefore, the multifunction converter 16 shown in Figure 1 is connected to a high voltage electric core 10 by said first line 31, but also by a second electrical line called "second line 32". Therefore, the high voltage electrical core 10 is electrically connected to at least one electrical source. Thus, the high voltage electrical core 10 includes a first electrical connection 91 connected to the first line 31 for conveying an electric current from an electrical source to the multifunction converter. Two high voltage electrical cores of two subassemblies can also be electrically connected by their first link. This electrical source may be a high-voltage park socket 17, a low-voltage park socket 17 ', a battery 23 and a secondary electrical machine 9. Thus, a high-voltage park plug 17 connected to the first link a high-voltage electrical core 10 can transmit electrical energy to the first link of another high-voltage electrical core 10 according to the variant of FIG. 1. In addition, the electrical architecture can comprise a network low-voltage electrical appliance 200 comprising at least one electrical source capable of being powered electrically or to be electrically powered by the multifunction converter. This low voltage electrical network 200 includes a plurality of low voltage equipment 15 operating using a low voltage electric current. Accordingly, the low voltage electrical network 200 is provided with a plurality of low voltage electrical cores 12 connected to the low voltage equipment and connected in pairs. The low-voltage electrical network 200 is provided with at least one low-voltage electrical core 12, such a low-voltage electrical core 12 being connected to a high-voltage electrical core by a high voltage / low-voltage direct current alternating current converter. 11. As a result, the electrical source may comprise at least one battery 23 electrically connected to a low-voltage electrical core 12. This power source may also include a low-voltage park socket 17 'electrically connected to a low-voltage electric core. Voltage 12. In addition to a first link 91, the high voltage electrical core 10 has a second electrical connection 92 connected to the second line 32 and to each electrical member. The second link 92 is thus connected to the main electrical machine 8 as well as to the secondary electric machine 9 and, if appropriate, to an electric motor 34.
    [0026] Furthermore, the second link 92 of a high voltage electrical core 10 can electrically power an electrical equipment 14 operating with a high voltage alternating current. Such equipment is referred to as "high voltage equipment" for convenience. Furthermore, each converter is connected by a wired or non-wired link with the control system 50 of the corresponding heat engine. In addition, this multifunction converter is connected to an avionics system 40 of the aircraft.
    [0027] This avionics system is capable of acquiring data representing the operating states of the multifunction converter, such as its status / status, operational parameters and faults. This avionics system may include information storage means and possibly a display system for displaying this information to a crew. The avionics system comprises conventional sensors for acquiring environmental data such as the outside temperature and the altitude of the aircraft. The data from the avionics system can be retransmitted to the control system 50 by the multifunction converter 16. For example, the control system 50 then adapts the power demand necessary to start the heat engine, then communicates to the multifunction converter 16 the level of torque, speed or acceleration requested.
    [0028] Alternatively, levels of torque, speed or acceleration are stored in the multifunction converter, the multifunction converter selecting the appropriate levels according to the environmental context data provided by the avionics system and / or the control system 50.
    [0029] A controller then determines the available power sources and optionally selects a power source to match the demand for power required by control system 50.
    [0030] Therefore, the multifunction converter of a high-voltage subassembly communicates with the high-voltage electrical core of this high-voltage subassembly to electrically power at least one electrical machine 8, 34, 9 and at least one electrical equipment. 14 and / or for taking electrical energy from at least one of said electrical machines 8, 9 according to the current operating phase. Indeed, the multifunction converter determines from data from the avionics system 40 and the control system 50 the nature of the current operating phase, and drives the electric machines accordingly. Therefore and with reference to FIG. 2, a multifunction converter comprises a high-voltage direct current bus 27. This high-voltage direct current bus 27 is connected to the second line 32 by a bidirectional inverter 28. In addition, the bus high-voltage direct current 27 is electrically connected directly or indirectly to the first line 31. According to the variant of FIG. 2, the high-voltage direct current bus 27 is electrically connected indirectly to the first line 31 by a high-voltage alternating-current converter However, this high-voltage / high-voltage direct current converter 29 may possibly be omitted depending on the nature of the electric current transmitted by a high-voltage park plug, for example. In addition, the high-voltage direct current bus 27 is electrically connected to the low-voltage electrical network by a high-voltage DC / low-DC converter 30. The bidirectional inverter 28, the high-voltage DC / DC-low converter 30, the high-voltage / high-voltage direct current alternating current converter 29 and the high-voltage direct current bus 27 are then controlled by a supervisor 26 of the multifunction converter. With reference to FIG. 3, this supervisor 26 also communicates with a controller 80 of the corresponding high-voltage electrical core 10. Indeed, this high-voltage electric core 10 comprises multiple switches and an electric bus controlled by the controller 80 on the order of the supervisor 26. Thus, the first link 91 comprises a bus 93. This bus 93 is then connected: the secondary electrical machine 9 by a first section 91 'of the first link 91 including a first primary switch 25, - at the first line 31 by a second section 91 "of the first link 91 including a second primary switch 19, 25 - to a low-voltage electrical network 200 by a third section 91 "'of the first link 91 including a third primary switch 201, - to another high-voltage electrical core by a fourth section 91" "of the first link 91 including a fourth primary switch 20, 21, - at a parking lot by a fifth section of the first link 91 including a fifth primary switch 22. In addition, the second link ison is connected - to the main electrical machine 8 by a first segment including a first secondary switch 24, - to the electric motor 34 by a second segment including a second secondary switch 33, - to the secondary electric machine 9 by a third segment including a third secondary switch 18, - an electrical equipment 14 by a fourth segment including a fourth secondary switch 140. Such an electrical architecture can operate in various modes depending on the current operating phase. During a first step STP1 corresponding to a phase of ground operation, all the heat engines 3 are extinguished. However, certain hydraulic, electrical or pneumatic accessories on the aircraft may possibly be used. In particular, accessories 75 connected to the accessory box 62 can be solicited. 25 Therefore, electrical energy is taken from an electrical source and then routed in the high-voltage electrical network 100 to a secondary electrical machine 9 through the multifunction converter 16. This secondary electric machine 9 operates in electric motor mode to drive the accessory box 62.
    [0031] For example, the supervisor of the multifunction converter 16 detects via the avionics system that the aircraft is on the ground, by means of information relating to a force exerted on a landing gear for example. In addition, this supervisor detects via the control systems that the heat engines are off.
    [0032] This supervisor can also detect that the operation of an accessory is required. For example, the operation of a control button of an accessory sends a signal to the supervisor by the avionics system. Therefore, the supervisor orders the high-voltage electrical core controller to close the third secondary switch 18. In addition, the controller orders the first primary switch 25, the first secondary switch 24 and the second secondary switch 33 to open. Alternatively, the controller receives the order of operation of an accessory. This controller then closes the appropriate contactors, and signals to the supervisor which accessory should work. The controller and the supervisor can also receive the order of operation of an accessory at the same time. Regardless of the variant, if the electrical energy is taken from a high-voltage park plug 17 connected to the high-voltage electric core concerned, the fifth primary switch 22 and the second primary switch 19 are closed.
    [0033] If the electrical energy is taken from a high-voltage park plug 17 connected to a high-voltage electrical core distinct from the driven high voltage electric core, then the second primary switch 19, the fifth primary switch 22 and the fourth primary switches 20, 21 are closed. The supervisor can determine that a high voltage park plug 17 is used via the avionics system. The controller 80 may also determine that a high voltage park plug is used, to send this information to the avionics system which itself will allow the activation of either function of the multifunction converter. The supervisor then drives the high-voltage direct current bus 27, the two-way inverter 28 and, if applicable, the high-voltage high-voltage direct current / high-voltage converter 29 to supply the required electrical power to the secondary electric machine 9. If Electrical energy is taken from the low-voltage electrical network 200 by a battery or a low-voltage park plug. This energy is transmitted to the multifunction converter directly by a low-voltage electrical core 12, or indirectly by a low-voltage high-voltage DC / AC converter 11 and a high-voltage electrical core 10. The supervisor can determine that the low-voltage electrical network voltage 200 is used via the avionic system, or via a low-voltage electrical core 12. The supervisor then drives the high-voltage direct current bus 27, the bidirectional inverter 28 and the high-voltage direct current / low-voltage DC converter 30 to provide the required electrical power to the secondary electrical machine 9. During the first step, electrical energy can be withdrawn and fed to the low-voltage electrical network 200 successively via at least one high-voltage electrical core 10, a first line 31 and said multifunction converter 16. This energy can alo rs serve to recharge the battery 23 and / or operate low voltage equipment 10, in addition to or independently of the high voltage / low voltage direct current alternating converter 11. If the electric power is taken from a park socket at high voltage 17 connected to the high voltage electrical core 15 concerned, the fifth primary switch 22 and the second primary switch 19 are closed. If the electrical energy is taken from a high-voltage park plug 17 connected to a high-voltage electric core distinct from the controlled high-voltage electric core, then the second primary switch 19, the fifth primary switch 22 and the fourth switches primary 20, 21 are closed. The supervisor then drives the high-voltage direct current bus 27, the high-voltage direct current converter 25 / low-voltage DC current 30 and, if applicable, the high-voltage / high-voltage direct current converter 29 to supply the required electric current to the network. low voltage electrical system 200.
    [0034] During a second step STP2 corresponding to a step of starting a heat engine 3 carried out during a ground operation phase, electrical energy is taken from an electrical source and then fed into the high voltage electrical network 100 to a main electrical machine. 8 through the multifunction converter 16, a second line 32 and the high voltage electrical core 10. The main electrical machine 8 then operates in engine mode to start said engine.
    [0035] According to a first variant, the energy is taken from a high-voltage park socket. If the electrical energy is taken from a high-voltage park socket 17 connected to the high-voltage electrical core concerned, the fifth primary switch 22 and the second primary switch 19 and first secondary switch 24 are closed. The second secondary switch 33, the fourth secondary switch 140 and the first primary switch 25 are open. If the electrical energy is taken from a high voltage park plug 17 connected to a high-voltage electrical core distinct from the driven high-voltage electrical core, then the second primary switch 19, the fifth primary switch 22, the fourth primary switches 20, 21 and first secondary switch 24 are closed. The second secondary switch 33, the fourth secondary switch 140 and the first primary switch 25 are open. During these phases, the third primary switch 201 is favorably closed. More generally, the third primary switch 201 is closed when the high voltage electrical network is powered either by the high voltage park plug 17, or by the secondary electric machine 9. The supervisor then drives the high-current bus voltage 27, the bidirectional inverter 28 and, if applicable, the high-voltage / high-voltage direct current converter 29 for supplying the electric current required to the main electrical machine 8. According to a second variant, the electrical energy is generated by the secondary electric machine. Therefore, the auxiliary motor 70 is biased to produce an electric current with the secondary electric machine. This auxiliary motor has been previously started, for example on battery or 28Vdc park socket via a 28Vdc starter. The first primary switch 25, the second primary switch 19, the first secondary switch 24 and the fourth primary switches 20, 21 are closed. The second secondary switch 33 and the fourth secondary switch 140 are open. The supervisor then drives the high voltage direct current bus 27, the bidirectional inverter 28 and, if applicable, the high voltage / high voltage direct current alternating converter 29 to supply the required electrical power to the main electrical machine 8. According to a In the third degraded variant, the energy is taken from a low-voltage park plug or a battery. Therefore, the third primary switch 201, the second primary switch 19 and the first secondary switch 24 are closed.
    [0036] The supervisor then drives the high-voltage direct current bus 27, the bidirectional inverter 28 and, if applicable, the high-voltage high-voltage direct current / direct current converter 29 to supply the electric power required to the main electrical machine 8. The multifunction converter It can also be powered directly by the low-voltage electrical network 200. The second step can stop when the supervisor detects that the engine is started. For example, the supervisor monitors for this purpose the evolution of the speed of rotation of a gas engine of the engine, possibly via the control system 50. During a third step STP3 corresponding to an electrical generation step, the supervisor may require the generation of an electric current. For example, the supervisor may detect a loss of battery capacity or the need to electrically power either low voltage equipment 15 or high voltage equipment 14.
    [0037] Therefore, the main electrical machine 8 can operate in electric generator mode to generate electrical energy. This electrical energy is then transmitted to the multifunction converter 16 successively via a high-voltage electrical core 10 and a second line 32.
    [0038] Therefore, the first secondary switch 24, or possibly the second primary switch 19 and the third primary switch 201 are closed. The other switches are open.
    [0039] The supervisor then controls the high-voltage direct current bus 27, the bidirectional inverter 28, and if necessary the high-voltage high-voltage direct current / high-voltage converter 29 or the high-voltage DC / low-DC converter 30. The energy electrical power is then transmitted to the low-voltage electrical network by the high-voltage DC / low-DC converter 30, or to a high-voltage electric core via the first line 31.
    [0040] Similarly, the secondary electric machine 9 can operate in electric generator mode to generate electrical energy. This electrical energy is then transmitted to the multifunction converter 16 successively via a high-voltage electrical core 10 and a second line 32.
    [0041] Therefore, the third secondary switch 18 and possibly the second primary switch 19 are closed. The other switches are open. The supervisor then drives the high-voltage direct current bus 27, the bidirectional inverter 28, and if necessary the high-voltage high-voltage direct current / high-voltage converter 29 and / or the high-voltage DC / low-DC converter 30. The electrical energy is then transmitted to the low-voltage grid by the high-voltage DC / DC-voltage converter 30, or to a high-voltage electrical core via the first line 31. During a fourth stage STP4 corresponding in flight to a first phase. hybridization, electrical energy is taken from said electrical source and then this electrical energy is conveyed into said high voltage electrical network 100 to said multifunction converter 16, a second line 32 and then said high voltage electrical core 10, said electrical machine main 8 operating in motor mode.
    [0042] This energy can come from the secondary electric machine operating in generator mode. Therefore, the first primary switch 25, the second primary switch 19, the first switch, secondary 24 and the third primary switch 201 are closed. The other switches are open.
    [0043] The supervisor then controls the high-voltage direct current bus 27, the bidirectional inverter 28, and if necessary the high-voltage / high-voltage direct current converter 29. This energy can come from the low-voltage electrical network 200. Therefore, the first secondary switch 24 and the third primary switch 201 are closed. The other switches are open. The supervisor then controls the high-voltage direct current bus 27, the bidirectional inverter 28, and the high-voltage DC / low-DC converter 30. Furthermore, the architecture also makes it possible to draw electrical energy from the network. Thus, the third primary switch 201, the second primary switch 19 and the fourth secondary switch 140 are closed. The other switches are open.
    [0044] The supervisor then drives the high-voltage direct current bus 27, the bidirectional inverter 28, and the high-voltage DC / low-DC converter 30. Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all the possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (21)
    [0001]
    REVENDICATIONS1. Electrical architecture (2) of an aircraft (1) comprising a power transmission assembly (60) connected at least to a lift rotor (7) and driven by at least one heat engine (3), said architecture (2) electrical system comprising a high-voltage electrical network (100) including a main electric machine (8) to be connected to this heat engine (3) and a secondary electric machine (9) to be connected to the assembly (60) of power transmission, characterized in that said high voltage electrical network (100) comprises at least one high voltage electric core (10) connected to at least one electric source (9, 17, 17 ', 23), said electric core high voltage circuit (10) being connected by a first line (31) and a second line (32) to a multifunction converter (16), said high voltage electrical core (10) having a first link (91) connecting said first line (31) to ladi the secondary electrical machine, said high voltage electric core (10) having a second link (92) connecting said second line (32) to at least said main electrical machine (8) and said secondary electrical machine (9), said multifunction converter Apparatus (16) comprising a high voltage direct current bus (27) connected to a bidirectional inverter (28), said bidirectional inverter (28) being connected to the second line (32), said high voltage direct current bus (27) communicating electrically with the first line (31), said multifunction converter (16) comprising a supervisor (26) connected to an avionics system (40) and a control system (50) for controlling the engine (3) and a controller (80) of the high voltage electrical core (10) for electrically powering at least one electrical machine (8, 34, 9) and / or drawing electrical power via the multifunction converter (16) from at least one of said electric machines (8, 9) as a function of operating phases determined from said avionics system (40) and said control system (50).
    [0002]
    2. Electrical architecture according to claim 1, characterized in that said power source comprises a high voltage park plug (17) electrically supplying a high voltage electric core (10).
    [0003]
    3. Electrical architecture according to any one of claims 1 to 2, characterized in that said architecture (2) comprises at least one electric motor (34) electrically powered by said second line (32) through said high voltage electric core. (10).
    [0004]
    4. Electrical architecture according to any one of claims 1 to 3, characterized in that said architecture (2) comprises two heat engines (3), each heat engine (3) being connected to said multifunction converter (16) by a high voltage electrical core (10), said high voltage electrical cores (10) being interconnected, at least one high voltage electrical core (10) being connected to a high voltage park plug (17).
    [0005]
    5. Electrical architecture according to any one of claims 1 to 4, characterized in that said architecture (2) comprises at least 25 electrical equipment (14) operating with a high-voltage alternating current connected to a high-voltage electric core. (10).
    [0006]
    6. Electrical architecture according to any one of claims 1 to 5, characterized in that said architecture (2) comprises a low voltage electrical network (200) connected to each high voltage electric core (10) by an AC converter. high voltage / low voltage direct current (11), said power source comprising at least one battery (23) connected to said high voltage / low voltage direct current converter (11) via a low voltage electric core (12).
    [0007]
    7. Electrical architecture according to any one of claims 1 to 6, characterized in that said architecture (2) comprises a low voltage electrical network (200) connected to each high voltage electric core (10) by an AC converter. high voltage / low voltage direct current (11), said power source comprising at least one low voltage park plug (17 ') connected to a low voltage electrical core (12) of said low voltage electrical network (200).
    [0008]
    8. Electrical architecture according to any one of claims 1 to 7, characterized in that said multifunction converter (16) comprises a DC high voltage converter / low DC voltage (30) connected to a low voltage electrical network (200) and to said high voltage direct current bus (27).
    [0009]
    9. Electrical architecture according to any one of claims 1 to 8, characterized in that said high voltage direct current bus (27) electrically communicating with the first line (31) being connected to a high-voltage / direct current alternating current converter. high voltage (29), this AC high voltage / high voltage direct current converter (29) being connected to the first line (31).
    [0010]
    10. Aircraft (1) comprising a power transmission assembly (60) connected at least to a lift rotor (7) and driven by at least one engine (3), characterized in that said aircraft (1) comprises a architecture (2) according to any one of claims 1 to 9.
    [0011]
    11. Aircraft according to claim 10, characterized in that said transmission assembly (60) comprising a power transmission gearbox (61) driven by each heat engine (3), said secondary electric machine (9) is intended to be connected. to said power transmission gearbox (61).
    [0012]
    12. Aircraft according to any one of claims 10 to characterized in that said transmission assembly (60) comprising a power transmission gearbox (61) driven by each heat engine (3), said power transmission gearbox (61). ) driving an accessory box (62), said secondary electrical machine (9) is intended to be connected to said accessory box (62).
    [0013]
    13. Aircraft according to any one of claims 10 to 12, characterized in that said transmission assembly (60) comprising a power transmission gearbox (61) driven by each heat engine (3), said transmission gearbox (61) driving an accessory box (62), said architecture (2) comprises an auxiliary motor (70) driving said accessory box (62).
    [0014]
    14. A method of using an aircraft according to any one of claims 10 to 13, characterized in that: during a start step (STEP2) of said engine (3) carried out during a phase of operation on the ground electrical energy is withdrawn from said electrical source (9, 17, 17 ', 23) and then this electrical energy is conveyed into said high voltage electrical network (100) to said multifunction converter (16), a second line (32) then said high voltage electric core (10), said main electric machine (8) operating in engine mode to start said engine - during an electrical generation step (STEP3), electrical energy is generated with said main electric machine (8) operating in electric generator mode, and transferring said electrical energy to said multifunction converter (16) successively via a high voltage electrical core (10). ) and a second line (32), in flight and during a hybridization phase (STEP4), electrical energy is taken from said electrical source (9, 23) and this electrical energy is then conveyed into said electrical network. high voltage (100) to said multifunction converter (16), a second line (32) and said high voltage electric core (10), said main electric machine (8) operating in motor mode.
    [0015]
    15. Electrical process according to claim 14, characterized in that during a ground operation phase (STEP1), electrical energy is taken from said electrical source (17, 17 ', 23) and this electrical energy is then conveyed. in said high-voltage electrical network (100) to said secondary electrical machine (9) successively via at least one high voltage electric core (10), a first line (31), a multifunction converter (16), a second line ( 32) and then said high voltage electric core (10), said secondary electric machine (9) operating in motor mode for at least partially driving said transmission assembly (60).
    [0016]
    16. Electrical process according to any one of claims 14 to 15, characterized in that during a ground operation phase (STEP1), electrical energy is withdrawn from said electrical source and then this electrical energy is conveyed to a low-voltage electrical network (200) successively via at least one high-voltage electrical core (10), a first line (31) and said multi-function converter (16). 20
    [0017]
    17. A method according to any one of claims 14 to 16, characterized in that electrical energy is taken from said electrical source by drawing electrical energy from a high-voltage park socket (17) supplying power to the power source. minus a high voltage electric core (10).
    [0018]
    18. A method according to any one of claims 14 to 17, characterized in that takes electrical energy on said power source by: - driving an accessory box (62) of said assembly (60) of power transmission via an auxiliary motor (70), - generating electrical energy from a secondary electrical machine (9) engaged with said accessory box (62) to require operation of said secondary electric machine (9) by electric generator mode, said secondary electric machine (9) representing said electrical source electrically supplying at least one high voltage electric core (10).
    [0019]
    19. A method according to any one of claims 14 to 18, characterized in that electrical energy is taken from said electrical source by taking electrical energy from a low voltage electrical source of a network. low voltage electrical system (200), and transferring this electrical energy to said multifunction converter (16).
    [0020]
    20. The method of claim 19, characterized in that said electrical power is conveyed to a multifunction converter (16) via at least one high voltage electric core (10) and a first line (31).
    [0021]
    21. Method according to any one of claims 14 to 20, characterized in that supplies at least one electrical equipment (14) operating with a high-voltage alternating current via a multifunction converter (14).
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    同族专利:
    公开号 | 公开日
    US20160016670A1|2016-01-21|
    EP2974964B1|2016-08-24|
    FR3023989B1|2016-08-26|
    US9873518B2|2018-01-23|
    EP2974964A1|2016-01-20|
    KR101730996B1|2017-04-27|
    KR20160010355A|2016-01-27|
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    法律状态:
    2015-06-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-01-22| PLSC| Search report ready|Effective date: 20160122 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-04-27| ST| Notification of lapse|Effective date: 20180330 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1401593A|FR3023989B1|2014-07-17|2014-07-17|ELECTRIC ARCHITECTURE OF AN AIRCRAFT, AIRCRAFT AND METHOD USED|FR1401593A| FR3023989B1|2014-07-17|2014-07-17|ELECTRIC ARCHITECTURE OF AN AIRCRAFT, AIRCRAFT AND METHOD USED|
    EP15175225.0A| EP2974964B1|2014-07-17|2015-07-03|Electrical architecture for an aircraft, aircraft and method of implementation|
    US14/799,845| US9873518B2|2014-07-17|2015-07-15|Electrical architecture for an aircraft, an aircraft, and a method of using it|
    KR1020150101380A| KR101730996B1|2014-07-17|2015-07-17|An electrical architecture for an aircraft, an aircraft, and a method of using it|
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