• 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 network of an aircraft comprising: • several main generators (12), • several HVDC high-voltage continuous networks (22) each associated with one of the generators (12), • several LVDC low-voltage continuous networks (26) each associated with a high-voltage HVDC network (22); • a plurality of converters (24) each for transferring power from one HVDC high-voltage direct current network (22) to one of the LVDC low-voltage direct-current networks (26) A load (38) intended to be supplied in normal operation by the main generators (12) and in emergency operation by one of the LVDC low-voltage DC networks (26), characterized in that the converters (24) are reversible and in that in stand-by operation, the load (38) is supplied in parallel by a plurality of HVDC high-voltage DC networks (22) whose energy comes from LVDC low-voltage DC networks (26).
    公开号:FR3024606A1
    申请号:FR1401776
    申请日:2014-08-01
    公开日:2016-02-05
    发明作者:Frederic Lacaux；Christophe Bruzy；Pascal Thalin
    申请人:Thales SA；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The invention relates to the conversion of electrical power applied to aeronautical systems and more specifically to the implementation of low-voltage emergency edge networks using batteries. To date, many aircraft use continuous 28V or 28Vdc networks. These networks are known by the name of LVDC for their abbreviation Anglo-Saxon: Low Voltage Direct Current.
    [0002] Aircraft architecture is evolving towards greater use of electrical energy. The need for energy conversion and storage system is therefore also changing due to the electrification of systems usually using pneumatic or hydraulic energy. The emergence of new applications of high criticality requiring operation from a normal power source and / or backup, complicates the structure of power grids. These new applications impose new constraints that are difficult to reconcile with current normal and emergency power grids. Continuous high voltage networks are implemented on board modern aircraft. A commonly used voltage is 540V DC (540Vdc). It is also envisaged voltages of 350Vdc and 270Vdc. These networks are known as HVDC for their abbreviation Anglo-Saxon; High Voltage Direct Current. Electric actuators are increasingly used, especially for landing gear brakes or flight controls. These include electromechanical actuators, known as EMAs (Electro-Mechanical Actuators), electro-hydraulic actuators known as EHA (ElectroHydrostatic Actuators) and hydraulic actuators with electric reliefs known as the name of EBHA (Electrical Back-up Hydraulic Actuators). These actuators are generally powered by means of a HVDC high-voltage network. Moreover, other types of loads, such as avionic computers, generally use a low-voltage DC network. There is therefore a need for hybridization of network types both in normal operation and in relief. The use of energy storage in the form of 28Vdc batteries is typical for aircraft electrical networks. In normal operation, the batteries are charged by a LVDC low-voltage continuous network and in emergency mode, energy is drawn in to supply back-up networks. The continuous low-voltage back-up network draws its energy directly from a battery while a dedicated up-converter can supply the high-voltage continuous network from a battery. The multiplication of dedicated converters for each system represents a significant development / maintenance cost and weight. The adoption of advanced conversion techniques such as interleaving or soft switching can limit the weight and volume of these networks. However, the costs and the weight of these networks remain high. Currently, in normal operation a converter is associated with a load. To ensure backup operation, a second converter is most of the time added to feed the same load. For example, the braking system (or flight controls) is powered in normal operation directly by HVDC networks. In emergency braking mode or in the case where the main high voltage alternating network, known under the name of HVAC for its abbreviation Anglo-Saxon; High Voltage Alternating Current, is not available, specific backup converters are used to convert the energy coming from the 28Vdc battery and create an HVDC voltage. The braking system is known as EBAC for its abbreviation: Electrical Brake Actuation Controller. Similarly, the auxiliary power unit starting system, known as APU for its abbreviation: Auxiliary Power Unit, is supplied in normal operation by a main HVAC network. In the absence of a HVAC network, the APU start-up system is powered by a LVDC network through a specific LVDC / HVDC boost converter. The combination of a specific converter for each of the conversion functions associated with normal and back-up electric braking, when starting the battery-powered APU, and feeding the 28Vdc loads from the main HVAC network has several disadvantages. The weight of embedded converters is important due to the lack of optimization of the installed conversion power compared to the instantaneous need. The proportion of the weight of the upconverters is significant representing almost 50% of the weight of the complete system. In addition, the converters are specific to their functions, making the development and maintenance costs relatively high. The extensive use of dedicated converters in 28Vdc networks involves a significant cost and weight for these systems.
    [0003] Finally some applications require a high availability rate difficult to meet with a single converter. The loss of the converter represents the loss of the associated load, thus leading to the use of backup converter for high criticality applications further increasing the weight and associated cost.
    [0004] In aircraft-based 28Vdc electrical systems, the APU's backup and start-up systems use dedicated boost converters to create HVDC voltage from 28Vdc batteries. These converters operate only during particular flight phases and for relatively short periods of time. The boost converters associated with the backup and start-up system of the APU therefore have a very low utilization ratio. Outside their periods of short operations they represent a dead weight for the plane. In normal operation, the main conversion system uses power converters to transform the HVAC or HVDC main network into regulated 28Vdc. In the case of the HVAC network, the conversion is done in two stages, HVAC in HVDC and HVDC in 28Vdc. In case of backup or absence of the HVAC network, 28Vdc users are powered directly from the batteries leaving unused HVDC / 28vdc converters. In emergency operation or in the absence of the main network, EBAC or flight control braking systems use dedicated backup converters to convert energy from one of the 28Vdc battery to the HVDC. Similarly, in the absence of the main HVAC trunk network the APU start-up system uses a dedicated start-up converter to convert energy from one of the 28Vdc battery to HVDC. SUMMARY OF THE INVENTION The invention aims at overcoming all or part of the problems mentioned above by proposing an on-board electrical network on board an aircraft taking advantage of the complementarity of certain applications. These apps are likely to share the same conversion resources. The invention is based on the pooling and dynamic sharing of generic power converters between different consumers including those powered from 28Vdc batteries. For this purpose, the subject of the invention is an electrical network of an aircraft comprising: a plurality of main generators, a plurality of high voltage HVDC continuous networks each associated with one of the generators, a plurality of LVDC low voltage continuous networks each associated with a HVDC high-voltage continuous network, - a plurality of converters each enabling energy to be transferred from one of HVDC high-voltage direct-current networks to one of LVDC low-voltage DC networks, - a load intended to be supplied in normal operation by the main generators and in emergency operation by one of the low-voltage LVDC networks, 30 characterized in that the converters are reversible and in that backup operation, the load is supplied in parallel by several of the HVDC high-voltage networks of which the energy comes from LVDC low-voltage DC networks. Based on a reversible HVDC / LVDC converter structure, it is possible to pool the backup and start converters with the main converters required for power conditioning in normal operation. This makes it possible to have no dedicated converters for backup or start-up systems that would represent a significant deadweight penalizing the aircraft. Finally, some applications such as the start of the APU have very high power requirements for short periods, the system can parallelize several main converters for this phase of operation to avoid penalizing their definition for specific overload cases. The load is for example an auxiliary generator APU. Advantageously, the converters each have a non-zero apparent output impedance defined so as to allow parallelization of several converters without control means common to the different converters. Each of the converters may be configured to limit the intensity it is likely to deliver to a maximum value. The apparent output impedance advantageously has an increase in value beyond a predefined intensity delivered by the converter in question. The electrical network may comprise between each of the HVDC high-voltage networks and the load a secondary distribution for either isolating or connecting the load and the high-voltage HVDC network considered. The load can be supplied in parallel by several of the various HVDC HVDC networks through the secondary distribution. The electrical network advantageously comprises a secondary distribution control module configured to allow the closing of contactors if the main generators do not deliver power to HVDC high-voltage networks. The so-called first charge load may use a plurality of inverters in parallel and the network may further comprise: a plurality of second charges using the converters independently of each other and intended to be supplied separately by HVDC high-voltage networks; priority management between the first load and the second loads. The second loads may be EBAC braking systems for braking wheels of a landing gear of the aircraft. The electrical network may furthermore comprise: - several batteries each connected to one of the LVDC low-voltage DC networks, - battery charge management means making it possible to maintain a minimum load sufficient to supply the electric brakes. The electrical network may further comprise: an avionic system that can be connected in emergency operation to one of the LVDC low-voltage DC networks; at least one battery that can be dedicated to the avionics system. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood and other advantages will become apparent upon reading the detailed description of an exemplary embodiment, which is illustrated by the accompanying drawing in which: FIG. 1 represents an example of an electrical network according to the invention; FIG. 2 represents a variant of the network of FIG. 1; FIG. 3 represents a characteristic curve of a converter implemented in one of the networks of FIGS. 1 or 2; FIG. 4 shows several converters supplying the same load in parallel; FIG. 5 represents the control of one of the converters 30 feeding in parallel the same load; Figure 6 schematically shows the control of network contactors. For the sake of clarity, the same elements will bear the same references in the different figures. DETAILED DESCRIPTION OF THE INVENTION In general for the following description of the present invention, there are two types of HVDC and LVDC high-voltage and low-voltage networks. The most common voltage currently used for HVDC networks is 540Vdc and is 28Vdc for LVDC networks. It is understood that the invention can be implemented regardless of the voltage values of these two types of networks, the voltage of the high voltage network being greater than the voltage of the low voltage network. Mutualization of Network Converters FIG. 1 represents an example of an electrical network 10 according to the invention that can be implemented in a jumbo jet having four main generators 12 for delivering each 230V AC voltage to a main HVAC network 14 An aerogenerator 16 known under the name of ADG for its abbreviation Anglo-Saxon Air 20 Driven Generator can also issue, in case of last aid, an AC voltage of 230V. Each of the HVAC networks 14 is associated with a rectifier 18 via a contactor 20 to form four HVDC 540Vdc high-voltage HVAC networks 22. The contactor 20 is for example made from a MOS FET power transistor or an electromechanical relay. Subsequently other contactors will be described and can be implemented using the same techniques. Each of the HVDC networks 22 can supply particular loads using HVDC high voltage, such as flight controls or EBAC electric brake systems. Thereafter, only the power supply of the EBAC electric brakes will be described. It is understood that this use can be generalized to any load connected to one of the HVDC networks and does not require a power greater than the maximum power delivered by the networks considered in isolation. Four DC / DC converters 24 convert the voltages present on each of the HVDC networks 22 into four LVDC low voltage DC networks 26. Between each of the converters 24 and the corresponding LVDC networks 26, contactors 28 may direct the voltage from each of the converters 24 to either the corresponding LVDC network 26 or to a battery 30. The batteries 30 may be common to several LVDC networks 26 In the example shown, a battery 30 is common to two LVDC networks 26. The invention is illustrated with four LVDC networks 26 and two batteries 30. It is of course possible to design a network according to the invention with a number of 30 different batteries. For example, a battery can be used for a LVDC network 26. Similarly, the number of LVDC networks can vary without departing from the scope of the invention. In addition, the batteries 30 and the converters 24 and the rectifiers 18 can be grouped in a center of electrical power arranged in a specific location of the aircraft. It is also possible to spatially distribute in the aircraft the various components of the electrical network. The structure of the contactors is to be adapted according to the number and the location of the batteries 30 of the converters 24 and the rectifiers. Two types of operation are defined for the electrical network 10. Normal operation is effective when the main generators 12 operate. A backup operation is set up during a malfunction of the main generators 12 or more generally when the HVDC networks 22 are no longer powered by the main generators, for example in the event of a cut in an HVAC network 14 or in case of Failure of a rectifier 18. According to the invention, the converters 24 are reversible so as to allow the generation of HVDC high voltage from the LVDC networks 26. Thus in emergency operation, loads powered by the HVDC networks 22 can continue. their operation normally. The electrical network 10 includes another generator called auxiliary generator 34 called APU used when the aircraft is on the ground or in flight when the main generators 12 are out of service. The APU generally comprises a turbine powered by the fuel of the aircraft and an alternator 36 for supplying the HVAC network (s) 14. The APU 34 has an electric starting system 38 that can be powered by the batteries. 30. In the prior art, the starting system 38 of the APU 34 has a dedicated converter drawing its energy directly into the batteries 30. According to the invention, the starting system 38 is supplied in parallel by several of the HVDC networks 22 whose energy comes from the LVDC networks 26 through the converters 24. This is made possible by the fact that the converters 24 are bidirectional. Contactors 32 connect the various HVDC networks 22 to the starter system 38. The invention enables the converters 24 to be shared so as to optimize the weight and the volume of the conversion elements. Starting from the state-of-the-art architecture for on-board LVDC systems, the use of a modular conversion system makes it possible to pool the emergency converters dedicated to EBAC electric braking and the converters of the starter system 38. 'COULD. First, the converters 24 perform similar conversion functions transforming the LVDC voltage to HVDC. In addition, application mission profiles can be operationally considered complementary. Finally, the power requirements are similar. For example, for a twin-aisle airliner (known in the English literature as "twin-aisle aircraft"), the four EBAC 20 braking lanes require a total power of the order of 16kW. for 1min while the start of the APU requires a total power of about 15kW for 45sec. The complementary nature of the mission profiles, the similarity of the nature of the conversion and the power requirement make the APU braking and start-up applications of the candidates to share conversion resources. The modular conversion system allows the sharing of conversion resources between the different users who are candidates for sharing. The distribution elements switch the energy from the sources to the consumers and the conversion elements are used for the conditioning of energy in forms suitable for the users. In normal operation, the four rectifiers 18 transform the main HVAC network into HVDC to power the EBAC braking system and the converters 24 delivering the LVDC voltage. The converters operate as a step-down. The APU start system is powered directly by one or more HVDC networks 22 connected in parallel. In emergency operation, the four converters 24 operate as a voltage booster and are used to convert the energy from the batteries 30 and generate HVDC voltages, one for each of the HVDC networks 22. Without departing from the scope of the invention, it is possible that the number of batteries 30 and the allocation of the converters 24 in the different operating modes can be changed by adapting the control of the w contactors 28 and 32. The invention is described from loads such as the APU. requiring the implementation of several converters connected in parallel and EBAC electric brakes using only one converter 24 by braking. The invention can also be implemented for other is loads of the aircraft. There are simply two types of loads, the one using only one converter 24 and those requiring the implementation of several converters connected in parallel. Of, even the different loads requiring the implementation of several converters connected in parallel. parallel can each use different number of converters. FIG. 2 shows an electrical network 40 in which four main generators 42 directly deliver HVDC direct voltage to four HVDC main networks 44 each connected to the HVDC networks 22 via contactor 46. In the electrical network 40, there are converters 24, the LVDC networks 26, the contactors 28 and the battery 30. The electrical network 40 also comprises an APU 54 whose starting system 56 is supplied in normal operation by the HVDC main networks 44. Alternatively, still in normal operation 30 , the starting system 56 can be powered by the HVDC networks 22. The APU 54 comprises a direct current generator 56 for supplying the different HVDC main networks 44. The backup operation of the electrical network 40 is similar to that of the network 10 of the figurel. The starting system 56 is supplied with backup by the batteries 30 through the converters 24. s Paralleling the converters and independence The paralleling of the converters 24 is an important part of the invention. The paralleling of converters 24 is difficult to implement the sharing of currents between the different parallel converters. It is possible to provide a common control module for different converters intended to work in parallel. More precisely, a Master / Slave type control makes it possible to send current instructions derived by a central controller to all of the converters. The major advantage of this approach is the ideal current sharing between the converters. Nevertheless, in the aeronautical field, it is important to maintain as much independence as possible between the different networks and between the different converters. This independence is necessary for the operational safety and availability of the braking system. Indeed, this system includes four ways that it is desirable to keep the most independent possible. In case of failure of one of the tracks, the others can remain operational. An unavailability of a control module common to the various converters could result in the loss of all the converters and in particular compromise all the tracks of the braking system. It is therefore difficult to maintain the independence of the converters with this type of control. This imposes a particular design of the common module resulting in significant additional costs to ensure sufficient reliability. In addition, the fact of mutualizing the converters for loads 30 of different types, makes it difficult to achieve the independence of networks and converters. Some loads such as EBAC braking systems use the converters independently of each other and other loads like the APU starter system use multiple converters in parallel. The control modes of parallel converters must ensure current sharing while maintaining their independence. Advantageously, in order to maintain this independence, the converters 24 each have a non-zero apparent output impedance defined so as to allow a parallelization of several converters 24 without control means common to the different converters 24. Such an impedance makes it possible to balance the intensity that each delivers when the outputs of the converters 24 are connected. The impedance is for example of the resistive type. This non-ideal feature of the converters 24 allows the balancing of their output without any communication between the different converters and thus allows to maintain total independence between converters during their operation in parallel. FIG. 3 represents, for a converter 24, its output voltage U as a function of the intensity I it delivers. On its operating range, when the intensity is lower than an IMAX value, the voltage U is decreasing. This decrease is comparable to that obtained with the presence of a non-zero output impedance. This impedance can be a resistor placed in series at the output of the converter. It is advantageously generated by control means of the converter. Indeed, the presence of a physical impedance degrades the performance of the network. The output voltage of the converter is denoted U0 for a zero output current and UmAx for the current 'MAX. The voltage UmAx is greater than the voltage Uo. A difference between the intensities of the currents delivered by the different converters 24 connected in parallel is inevitable. Care is taken to define the tolerances of the voltages U0 and UmAx so that the current intensities delivered by the different converters do not exceed a maximum admissible value in order not to risk damaging one of these converters 24 by an overcurrent. The tolerances on the characteristics can be extended by limiting the maximum power that can be delivered by one of the converters by means of an increase of the apparent impedance beyond the intensity value IMAX. More specifically, between zero intensity and IMAX, the first portion 60 of the curve shown in FIG. 3 has a decay that is constant representative of a constant impedance. Beyond the IMAX intensity, the second portion 62 of the curve has a greater slope to be representative of a higher impedance. Thus, when a first of the converters 24 reaches the IMAX intensity, the additional power required to supply the load is provided by the other converters 24 connected in parallel with the first. FIG. 4 illustrates the power limitation of four converters 24, referenced herein 241, 242, 243 and 244, and supplying the APU in parallel. The converters 241, 243 and 244 deliver their maximum power and the converter 242 completes the power required for the operation of the APU. Figure 5 shows schematically a converter 24 and its control means for generating a non-zero apparent output impedance. The converter 24 comprises a plurality of electronic switches controlled by a controller 65 supplying the switches with closing and opening commands so as to form at the output of the converter a voltage V. The controller 65 receives the output voltage V and a voltage Vref reference. The controller 65 drives the converter 24 by slaving the tesnion V on the voltage Vref. For a zero output impedance, the voltage Vref is constant. On the contrary, to obtain a non-zero apparent output impedance, the voltage Vref is variable as a function of the intensity of the current I delivered to the output 66 of the converter 24. More precisely, a reference voltage generator 67 receives a measurement of the voltage output V and a measurement of the intensity I delivered by the converter 24. The generator 67 delivers to the controller 65 a voltage Vref function of the two measurement it receives. The function is for example defined so that the intensity I and the voltage U follow the curve of Figure 3. Other curves are of course possible. Priority Management FIG. 6 represents in schematic form the control of the various contactors of the electrical network. This command applies to both types of networks 10 or 40. One is interested in the control of the starting system of the APU and EBAC electric brakes. The converters 24 are dynamically shared between the EBAC braking system and the APU starting system depending on the operating modes of the aircraft system. The difference in criticality between the two loads (critical for the brake, essential for the APU start) makes it necessary to arbitrate the priorities between the two loads in the event of simultaneous request. Priority management for sharing the conversion resources is done at the network level by controlling a secondary distribution essentially comprising the contactors 32 in the variant of FIG. 1. A priority management module 70 can be implemented as a independent unit or in a network management unit already present in the aircraft and called BPCU for its abbreviation: Bus Power Control Unit. The module 70 receives various information including the level of charge of the battery or batteries 30, the operating mode: normal or emergency, the request for starting the APU by the pilot, the braking command EBAC. Other information can arrive at the module 70 by a bus. The module 70 controls the secondary distribution and in particular the contactors 32. During the braking phases, the converters 24 are allocated to the braking system EBAC with full priority, the starting system of the APU is deactivated and can not operate so much. that the braking system is activated. The converters 24 are disconnected from the braking system only during the phases where the braking system is not active and the starting system of the APU can then be activated. When the APU start system is activated and the EBAC brake system is idle, the secondary distribution connects the four converters 24 to the APU start system in parallel. If the EBAC braking system is activated during APU start-up, the EBAC braking system takes priority immediately and the APU start is aborted by means of the secondary distribution. Converters 24 are made immediately available for the EBAC braking system while the APU starter system is suspended. The EBAC braking system and the APU 35 start-up system potentially share, in addition to conversion resources 24, the same energy storage in the form of the battery or batteries 30. In FIG. 5, a single battery 30 is represented. In practice, as for example shown in Figures 1 and 2, it can be several separate batteries 30 whose overall load is monitored globally.
    [0005] The difference in criticality between the two applications, the EBAC braking system and the start-up of the APU, also makes it necessary to arbitrate the priorities between the two systems in terms of access to the spare energy available in the battery 30 in case emergency scenario. In the case of emergency operation, the pilot of the aircraft can try to restart the APU several times until potentially completely unload the battery 30 if the system does not prohibit it. The EBAC braking system is a critical function and necessary to ensure the safe landing of the aircraft, it is essential to ensure that the amount of energy required for its operation is reserved in the case of emergency operation. In this operating mode, the battery 30 is virtually partitioned into two sub-partitions 30a and 30b, 30a for the starting system of the APU and 30b entirely reserved for the EBAC braking system. Depending on the energy available in the battery 30, the module 70 may prohibit power supply to the starting system of the APU and conserve the energy required for the braking system EBAC. Avionics Systems Power Supply Converters 24 use the 28Vdc 30 battery for the EBAC braking system and the APU start. These two charges form high power loads requiring a network quality adapted in terms of low voltage and micro cut. It must be possible to allow the extraction of the maximum possible power from the battery 30 to supply this type of load. The aircraft also has a system called avionics system including computer loads. It is mainly instruments of flight and navigation using computers which requires a particular power supply. In emergency operation, it is possible to feed the avionics-type loads with the same battery as the high-power loads. Nevertheless, extracting a large amount of power from the battery can lower its voltage below a tolerance threshold for avionic-type loads. Advantageously, the avionics loads are powered by one of the dedicated batteries 30 with a network quality suitable for computer type loads. The decoupling of high power loads and avionic type loads makes it possible to optimize the characteristics of the batteries by enabling the high power loads to extract the maximum power without the minimum voltage constraint imposed by avionic type loads. The avionic loads are thus isolated from any disturbances created by high-power loads (brownout, drop in voltage, etc.). For example, in the case of a battery having a nominal voltage of 28Vdc, the low voltage threshold for avionic type loads can be set at 25Vdc. A battery designated to supply 15kW with a min. Voltage of 20Vdc is only capable of supplying 10kW with a min. Voltage of 25Vdc. Assuming at 15kW the need during the start of the APU and at 5kW the need for avionic loads. In cases where the batteries are permanently shared between the high power and avionics loads, two 10kW batteries with a minimum voltage of 25Vdc are required. On the other hand, in the case where a battery is used for high power loads and a battery for avionic loads, a 15kW battery with a min. Voltage of 20Vdc (equivalent to a 25k 10kW battery with a min. Voltage of 25Vdc) for the loads high power, a 5kW battery with a min. voltage of 25Vdc for avionics type loads are required. This therefore allows a significant optimization of the weight and the volume of the on-board batteries by reducing the need for power and on-board capacity. The allocation of one of the batteries 30 to the avionic loads can be done dynamically by the module 70. More specifically, as long as the overall charge of the batteries 30 allows the supply of the high-power charges without voltage drop below the tolerance threshold of the 35 avionics charges, we keep all the 30 shared batteries.
    [0006] As soon as the overall charge of the batteries 30 requires a large voltage drop, the module 70 isolates a battery 30 to reserve it for avionic loads and uses the remaining batteries 30 for the high power loads.
    [0007] The dynamic allocation may allow, in the event of a critical situation, beyond a battery backup operation situation, to eliminate the allocation of a battery dedicated to avionic loads to be reassigned to high-power loads. More precisely, it is possible to allow the loss of the avionics systems in case of extreme need in EBAC electrical braking.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. An electrical network of an aircraft comprising - a plurality of main generators (12; 42), - a plurality of high voltage HVDC networks (22) each associated with one of the generators (12; 42), - a plurality of associated low voltage LVDC networks (26). each to a HVDC high-voltage network (22), - a plurality of converters (24) each for transferring power from one HVDC high-voltage DC array (22) to one of the LVDC low-voltage DC networks (26), a load (38, 58) intended to be supplied in normal operation by the main generators (12; 42) and in emergency operation by one of the LVDC low-voltage continuous networks (26), characterized in that the converters (24) ) are reversible and that in stand-by operation, the load (38, 58) is supplied in parallel by several of the HVDC high-voltage direct current networks (22) whose energy comes from the LVDC low-voltage DC networks (26). .
    [0002]
    2. Electrical network according to claim 1, characterized in that the load is an auxiliary generator APU (34, 54). 20
    [0003]
    3. Electrical network according to one of the preceding claims, characterized in that the converters (24) each have a non-zero apparent output impedance defined to allow a parallel connection of several converters (24) without common control means to the different converters (24).
    [0004]
    4. Electrical network according to claim 3, characterized in that the apparent output impedance has an increase in value beyond a predefined intensity (IMAx) delivered by the converter (24) 30 considered.
    [0005]
    5. Electrical network according to one of the preceding claims, characterized in that each of the converters (24) is configured to limit the intensity it is likely to deliver to a maximum value.
    [0006]
    6. The electrical network according to one of the preceding claims, characterized in that it comprises between each HVDC high-voltage continuous network (22) and the load (38, 58) a secondary distribution (32) for either isolating or connecting the load (38,58) and the HVDC high-voltage DC network (22) under consideration and that the load (38,58) can be supplied in parallel by several of the various HVDC high-voltage direct current networks (22). through secondary distribution (32).
    [0007]
    7. Electrical network according to claim 6, characterized in that it comprises a control module (70) of the secondary distribution (32) configured to allow the closure of contactors (32) if the main generators (12; deliver no power to HVDC high-voltage networks (22).
    [0008]
    8. Electrical network according to one of the preceding claims, characterized in that the charge said first charge uses several converters in parallel and in that the network further comprises: - several second charges (EBAC) using the converters independently one others and intended to be fed separately by the HVDC high-voltage networks (22), - priority management means between the first load (38; 58) and the second loads (EBAC). 25
    [0009]
    9. Electrical network according to claim 8, characterized in that the second loads are EBAC braking systems for braking wheels of a landing gear of the aircraft. 30
    [0010]
    10. Electrical network according to claim 9, characterized in that it further comprises: - several batteries (30) each connected to one of the LVDC low-voltage DC networks (28), - means (70) for managing the load batteries (30) to maintain a minimum charge sufficient to power the electric brakes (EBAC).
    [0011]
    11. Electrical network according to one of the preceding claims, characterized in that it further comprises: - an avionic system that can be connected in emergency operation to one of the low voltage DC LVDC networks (28), - at least one battery (30) can be dedicated to the avionics system. 10
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    EP3588729B1|2020-12-09|Electrical architecture of an aircraft, aircraft comprising the architecture and operating method of the architecture
    FR3065840A1|2018-11-02|ELECTRIC GENERATION AND DISTRIBUTION SYSTEM AND AIRCRAFT
    EP3332467A1|2018-06-13|Auxiliary system for storage and supply of electrical energy for multiple uses incorporated in an electricity production plant
    FR2936220A1|2010-03-26|Power distribution system for airplane, has recuperative electrical energy storage units constituted by supercapacitors that are arranged at location of batteries, where supercapacitors are associated to ram air turbine
    FR2936221A1|2010-03-26|On-board electrical distribution system for distributing electric power to airplane, has supercapacitors associated to load for maintaining power supply of load for duration equal to preset duration during implementation of switching unit
    EP3953227A1|2022-02-16|Method and device for monitoring the hybridization of an aircraft
    同族专利:
    公开号 | 公开日
    CA2899254A1|2016-02-01|
    EP2980946A1|2016-02-03|
    FR3024606B1|2018-03-02|
    EP2980946B1|2017-08-23|
    US20160036220A1|2016-02-04|
    US9812860B2|2017-11-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2911442A1|2007-01-16|2008-07-18|Airbus France Sas|POWER SUPPLY SYSTEM AND METHOD FOR ACTUATORS ON BOARD AN AIRCRAFT|
    FR2930084A1|2008-04-09|2009-10-16|Thales Sa|METHOD FOR MANAGING AN ELECTRICAL NETWORK|
    FR3048564B1|2016-03-01|2019-04-19|Safran Electrical & Power|ELECTRICAL DISTRIBUTION DEVICE COMPRISING AT LEAST ONE POWER CONTROLLER|
    FR3050882B1|2016-04-29|2020-08-14|Thales Sa|AIRCRAFT ELECTRICAL NETWORK|
    GB201615900D0|2016-09-19|2016-11-02|Rolls Royce Plc|Aircraft propulsion system|
    GB2559956B|2017-02-15|2020-09-16|Ge Aviat Systems Ltd|Power distribution node for a power architecture|
    CN106972517B|2017-04-10|2019-04-02|国网浙江省电力公司|Reliability of UHVDC transmission system calculation method based on bipolar symmetrical feature|
    US10797612B2|2017-08-01|2020-10-06|Ge Aviation Systems Llc|Power distribution network|
    CN107863782B|2017-09-18|2019-08-20|陕西飞机工业（集团）有限公司|A kind of single-phase 115V exchange power supply-distribution system of transporter|
    US10906658B2|2018-11-05|2021-02-02|Rolls-Royce North American Technologies Inc.|Energy storage system for a hybrid power system|
    GB2587667A|2019-09-06|2021-04-07|Rolls Royce Plc|Electrical power distribution|
    WO2021180638A1|2020-03-10|2021-09-16|Ce+T Power Luxembourg Sa|Safe and resilient energy distribution system for a highly efficient microgrid|
    EP3879661A1|2020-03-10|2021-09-15|CE+T Power Luxembourg SA|Safe and resilient energy distribution system for a highly efficient microgrid|
    法律状态:
    2015-07-23| PLFP| Fee payment|Year of fee payment: 2 |
    2016-02-05| PLSC| Publication of the preliminary search report|Effective date: 20160205 |
    2016-07-29| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-28| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1401776|2014-08-01|
    FR1401776A|FR3024606B1|2014-08-01|2014-08-01|ELECTRICAL NETWORK OF AN AIRCRAFT|FR1401776A| FR3024606B1|2014-08-01|2014-08-01|ELECTRICAL NETWORK OF AN AIRCRAFT|
    EP15179362.7A| EP2980946B1|2014-08-01|2015-07-31|Aircraft electrical network|
    US14/815,197| US9812860B2|2014-08-01|2015-07-31|Electrical network of an aircraft|
    CA2899254A| CA2899254A1|2014-08-01|2015-07-31|Reseau electrique d'un aeronef|
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