• 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:
    Electrical network (1) of an aircraft comprising: - a high voltage HVDC network (10), - a load (4) - an electric energy storage battery (5). The network comprises a converter (3) for transferring energy from the HVDC high-voltage network (10) to the load (4) and the battery (5), said converter comprising at least three ports (A, B, C) a first port (A) of which is connected to the HVDC high-voltage network (10), a second port (B) of which is connected to the load (4) and a third port (C) of which is connected to the battery (5) .
    公开号:FR3050882A1
    申请号:FR1600715
    申请日:2016-04-29
    公开日:2017-11-03
    发明作者:Arnaud Mahe；Guillaume Allain；Stephane Guguen
    申请人:Thales SA；
    IPC主号:
    专利说明:

    The invention relates to the electrical networks of aircraft and more particularly the conversion of electrical power in the electrical network of an aircraft. To date, many aircraft use 28 V DC or 28 VDC networks. These networks are known by the name of LVDC for their abbreviation Anglo-Saxon: Low Voltage Direct Current. These networks are essential because they feed all the control equipment of the aircraft forming loads.
    The electrical network of the aircraft also comprises at least one main power supply network which is a continuous high-voltage onboard network. A voltage commonly used is 115 V DC (Vdc) but is also considering voltages of 540 Vdc and 230 Vdc. These networks are known by the name of HVDC for their abbreviation of the Anglo-Saxon term: High Voltage Direct Current. In normal operation the electrical network of the aircraft comprises one or more DC / DC power converters. Such a power converter transforms the HVDC into a LVDC network to power a load connected to the LVDC network. The use of energy storage in the form of batteries powered by a LVDC network is conventional for aircraft electrical networks. In normal operation the battery is charged by a low voltage LVDC network just like the load connected to the LVDC network. In emergency operation, for example in the event of an HVDC network failure, the LVDC network draws energy directly from the battery to power the load. The battery can also be used to power the HVDC network in emergency mode via the DC / DC converter.
    An example of an electrical network of a conventional aircraft is shown in FIG. 1. This network comprises an AC main power supply S 100 supplying an HVCD network 101 through a DC AC / DC converter 102 and at least a first charge 102c electrically powered by means of the HVDC network, 101. The first charges may comprise electric actuators, in particular for landing gear or flight controls such as electromechanical actuators, electro-hydraulic actuators or hydraulic emergency power actuators. The electrical network also comprises a low-voltage LVDC network 103 for supplying a second load 104 and a backup battery 105. A DC / DC converter DC / DC converter 106 supplies the LVDC low-voltage network 103 to from HVDC high voltage network, 101. The DC / DC converter 106 is a two-port converter, one port is connected to the HVDC network, 101 and the other port is connected to the LVDC network 102 to which are connected the battery 105 and the second load 104.
    However, this arrangement has a number of disadvantages. The second load 104 and the battery 105 being connected in parallel on the same LVDC low-voltage network 103, the supply voltage of the second load 104 is necessarily the same as the voltage across the battery 105. If the battery 105 is discharged, it may happen that it imposes a voltage lower than 28 V across the second load 104 causing an increase in the current flowing in the cables electrically connecting the battery 105 and the second load 104 and in the second load 104 which imposes to over-size these cables and the components of the second load to enable them to withstand these strong currents. The mass, the cost and the volume of the cables as well as the cost of the second load can then become considerable, which is a major problem in the aeronautical field. In other words, it is important to regulate the network supplying the second load on 28 Vdc. In order to prevent the charge level of the battery 105 from becoming insufficient to supply the second charge with a voltage of 28 Vdc and to regulate the low-voltage network with a voltage of 28 Vdc, it is possible to provide mechanical switches 107, 108, 109, to direct the energy conveyed between the DC / DC converter, the LVDC low-voltage network and the battery 105 according to the state of charge of the battery, it is also necessary to provide associated controls (not shown ). This avoids power supply interruptions that can have dramatic consequences in the aeronautical field especially when the load includes a flight computer. However, the control of this type of architecture is complex, especially since the mechanical switches have a time inertia and therefore a significant response time. This poses problems of reliability and cost of the electricity network.
    An object of the invention is to limit or eliminate at least one of the aforementioned drawbacks. For this purpose, the subject of the invention is an electrical network of an aircraft comprising: a high-voltage HVDC continuous network; a load; an electric energy storage battery.
    The electrical network comprises a converter for transferring the HVDC high-voltage network energy to the load and the battery, said converter comprising at least three ports, a first port of which is connected to the HVDC high-voltage network, a second port of which is connected to the load and a third port is connected to the battery.
    Advantageously, the electrical network comprises at least one of the following characteristics taken alone or in combination: the converter comprises a galvanic isolation electrically isolating the three ports from each other, the third port is bidirectional current, each of the three ports is bidirectional in current, - each of the three ports has a step-up top-up, - the converter is active, - the three ports are identical, - the network comprises a plurality of converters connected in parallel for transferring the energy of the network HVDC high-voltage line to the load and the battery, each converter comprising at least three ports whose first port is hooked up to the HVDC high-voltage network, a second port connected to the load and a third port connected to the battery .
    The features and advantages of the invention will be better appreciated thanks to the description which follows, description which sets forth the invention through a particular embodiment taken as a non-limiting example and which is based on the appended figures, figures which represent: - Figure 1 already described an electrical network of an aircraft according to the prior art, - Figure 2 schematically shows an example of an electrical network of an aircraft according to the invention, - Figure 3 shows schematically an example of DC / DC converter used in the electrical network according to the invention. From one figure to another, the same elements are designated by the same references.
    FIG. 1 shows an example of an electrical network 1 of an aircraft according to the invention.
    This electrical network 1 comprises an AC power source SO, 12, an AC / DC AC / DC converter, 11, a HVDC high-voltage network, 10. The AC / DC converter, 11, makes it possible to transfer the energy delivered by the source SO, 12 to a HVDC high-voltage network, 10. This voltage is for example 540 Vdc, 115 Vdc or 230 Vdc. This high-voltage continuous network may, but not necessarily, supply at least one so-called high-voltage load, CH, 13. The high-voltage load may, by way of nonlimiting example, include one or more electric actuators and / or a starting system auxiliary power unit known as APU for its abbreviation: Auxiliary Power Unit.
    According to the invention, the network 1 comprises a DC / DC converter 3 making it possible to transfer the energy of the HVDC high-voltage network to a load 4, called a low-voltage load, and to a battery 5. The low-voltage load 4 can for example include one or more avionics computers, one or more other loads located in the cockpit or cabin as lighting cockpit and cabin, one or more multimedia devices located in the cabin.
    Alternatively, the network may include a plurality of DC / DC converters for transferring power from the high voltage HVDC network or respective high voltage DC networks to low voltage loads and respective batteries. The network 1 then comprises several charges and several batteries.
    The DC / DC converter 3 comprises at least three ports or channels A, B, C whose first port A is connected to the high-voltage HVDC network 10, a second port B of which is connected to the load 4 and a third port C is connected to the battery 5. The load 4 is connected to the DC / DC converter 3 via a low-voltage supply network LVDC, 6. The converter 3 is controllable. Advantageously, the electrical network comprises a controller 7 for controlling the DC / DC converter 3.
    The fact of providing a DC / DC converter 3 comprising at least three ports to which are connected respectively the high voltage network, the battery and the load makes it possible to regulate the LVDC network and the supply voltage of the low voltage load 4 to 28 Vdc only by driving the converter. The mass of the power cables and the constraints on the load are therefore lower. By choosing a suitable topology of this type of converter, it is possible, by simple control of the converter, to rescue the load 4 by means of the battery 5 via the converter in case of failure of the high voltage network HVDC. It is also possible to avoid power cuts of the low-voltage load 4 when switching from normal operating mode to emergency operating mode and during discharge of the battery by simply controlling a suitable topology converter. . This means less cost and complexity of the power grid. Moreover, it is not necessary to provide mechanical switches. In summary, it is possible to choose a DC / DC converter comprising three ports respectively connected to the HVDC network, to a load 4 and to a battery, having a topology making it possible to regulate the bus or low-voltage DC network on 28 Vdc, to charge the battery and to avoid breaks in supply energy of the LVDC low-voltage network simultaneously and / or sequentially by simply controlling the converter. The LVDC power supply power failure avoidance function is commonly called NBPT, the acronym for the term "no break power transfer".
    Advantageously, the converter is bidirectional current. In other words, each of the three ports is bidirectional in current. This makes it possible, in particular by simply controlling the converter, to supply the load and / or the battery by means of the HVDC high-voltage network in normal operating mode and to supply the load and / or the high-voltage continuous network with battery in backup operations. Reversibility allows the generation of a high voltage HVDC from the LVDC network or from the battery which can rescue the high voltage load CH 13 in case of failure of the LVDC network. In particular, it is possible to start the auxiliary power unit if the load includes an APU. In the absence of HVDC network, this APU system can be powered by a LVDC network and in the presence of the LVDC network, it can be powered by the HVDC network. This is achieved by simply controlling the converter so as to circulate the energy in one direction or the other in each of the ports.
    The choice of one of the previously described operating modes does not require the provision of mechanical switches or another converter which limits the risks of cutting off the supply of the load and improves the reliability of the network at lower cost.
    In summary, bidirectionality in current allows more precisely: - to transfer energy in both directions between the HVDC network and the battery, which allows either to supply the battery by means of the HVDC network in normal operation, or to power the HVDC network and the loads connected to the HVDC network by means of the battery in the event of HVDC network failure; - To transfer the energy in two directions between the HVDC network and the load, which allows either to feed the load 4, said low voltage, by means of the HVDC network in normal operation, or to supply the HVDC network to the by means of the load 4 in the event of failure of the HVDC network, - to transfer the energy in two directions between the load 4, said low-voltage, and the battery 5, which allows either to feed the load 4 by means of the battery 5 in emergency operation, or to supply the battery 4 by means of the load 5 if necessary.
    These energy transfers can be made almost constantly in all the directions listed above.
    The energy transfer directions are chosen by judicious control of the DC / DC converter, 3 according to the energy requirements by means of the controller 7.
    Alternatively, at least the third port C is bidirectional current. This allows to feed the load 4 by means of the battery 5 in case of failure of the HVDC network.
    Advantageously, the converter comprises a galvanic isolation for galvanically isolating the three ports A, B, C from each other. The galvanic isolation between the ports supplying the battery 5 and the load 4 makes it possible, by a simple control of the DC / DC converter, to regulate the voltage of the LVCD 6 low-voltage bus or network supplying the load 4 to 28 Vdc, regardless of the state of charge of the battery 5 without taking into account the state of charge of the battery 5. In fact, this insulation makes it possible to adjust the ratio between the voltages imposed at the different ports. Galvanic isolation is also used to regulate the LVDC low-voltage network at 28 Vdc, whatever the voltage level of the HVDC high-voltage network, which can vary enormously in the aeronautical field.
    In other words, the voltage across the load 4 does not depend on the state of charge of the battery 5. This results in a gain in mass and volume of the network 1 because it is not necessary to over-size the LVDC 5 network cables if the network is regulated to 28 Vdc. In addition, the constraints on the loads are reduced because it is possible to easily regulate their supply voltage on 28 Vdc.
    Advantageously, the network 1 comprises a sensor, not shown, for measuring the voltage of the LVDC network 6, that is to say the supply voltage of the load 4. Advantageously, the controller 7 is configured to drive the DC converter / DC to regulate the voltage of the LVDC supply network to 28 Vdc from measurements from the sensor.
    Advantageously, the network 1 comprises a detector, not shown, for detecting a cut in the HVDC network. This detector comprises for example a current sensor and / or a voltage sensor for measuring the current, respectively the supply voltage, of the HVDC network. Advantageously, the controller is configured to drive the converter so as to supply the load and / or the DC / DC converter by means of the battery, via the DC / DC converter, in case of interruption of the HVDC network.
    The DC / DC converter 3 is for example a tri-port converter but it may alternatively comprise more than three ports.
    There are several types of converters with galvanic and bidirectional current isolation. Advantageously, each port of the DC / DC converter has a step-up topology (or buck-boost in English terminology) which allows each port to raise or lower the voltage supplied to it as input to power one of the other ports. In less advantageous variants, at least one port is only step-down or only lift.
    Advantageously, the converter 3 is an active converter or active bridges. In the case of an active tri-port converter, we speak of a TAB with reference to the English expression Triple Active Bridge. Active converter means a converter whose switches forming bridges are controllable switches in opposition to passive elements such as diodes. This type of converter makes it possible, by controlling the controllable switches, to optimize the performance of the converter and in particular to maximize its efficiency as a function of the different operating points.
    Advantageously, at least the three ports A, B, C and preferably all the ports of the converter are identical, which limits the tests to be performed on the converter to manage the control of the converter.
    The converter may include more than three ports. It then comprises more than two secondary windings. Each additional port can be connected to a low voltage load via a LVDC network, to an HVDC network or to a battery.
    In Figure 3, there is shown an example of triple active bridge TAB. This converter 3 comprises 3 channels or ports A, B, C, identical. The ports are connected by means of a transformer 20 with three windings 21, 22, 23.
    Each winding 21, 22, 23 is connected to a port. The first winding 21 is connected to the first port A by means of an inductor L. The first winding is the primary winding of the transformer. The second winding 22 and the third winding 23 are two secondary windings of the transformer and are respectively connected to the load 4 and to the battery 5. The transformation ratios between the primary winding 21 and each of the secondary windings 22, 23 are predetermined. Each of the ports or channels 21, 22, 23 comprises an H-bridge 31, 32, 33 for controlling the polarity across the corresponding winding 21, 22, 23. The first H-bridge is connected to the HVDC network via a first one. capacitor Ci connected in parallel with the H 31 bridge and the AC / DC converter. The second H-bridge 32 is connected to the load 4 via a second capacitor C2 connected in parallel with the H-bridge 32 and the battery 4. The third H-bridge 33 is connected to the battery 5 via a third capacitor C3 connected in parallel with the H 33 bridge and the battery 5. The capacitors form capacitive filters. The first, second and third voltages V1, V2 and V3 are respectively the voltage of the HVDC network, the terminals of the load 4 and the terminals of the battery 5.
    Each H 31, 32, 33 bridge comprises four bidirectional current-controllable switches Tj (i = 1 to 4 for the first bridge 31, i = 5 to 8 for the second bridge 32, and i = 9 to 12 for the third bridge 33). Each controllable switch Tj comprises an insulated gate field effect transistor M more commonly known as MOSFET (Metal Oxide Semiconductor Field Effect Transistor) and a diode D. As a variant, the MOSFETs may be replaced by bipolar gate transistors. Isolated or IGBT, English Insulated Gate Bipolar Transistor. For clarity, the references to the switches are arranged next to the respective switches (formed by the diode and the transistor M) without being connected thereto.
    The DC / DC converter is controlled by means of the controller 7. In other words, the controllable switches are controlled by means of the controller. The direction of the energy transfer and the voltage ratios between the different ports are defined between each of the ports is chosen by controlling the controllable switches and in particular by the choice of phase shifts between the switches of the various bridges and / or by the choice of cyclic ratios of the different switches.
    The controller 7 can be realized by means of hardware and / or software elements. It can include one or more electronic circuits. It can be realized on a reprogrammable calculation machine (a processor or a microcontroller for example) executing a program comprising a sequence of instructions, and / or a computer executing a program comprising a sequence of instructions and / or on a machine dedicated calculation (for example a set of logic gates such as an FPGA or an ASIC, or any other hardware module).
    The controller 7 comprises at least one computer-readable storage medium (RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, DVD or other optical disk carrier, magnetic cassette, magnetic tape, disk of magnetic storage or other storage device, or other computer-readable non-transitory storage medium) encoded with a computer program (i.e., multiple executable instructions) which, when run on a processor or multiple processors, drive the switches of the converter.
    Advantageously, the network comprises several converters connected in parallel. In other words, each of the converters connected in parallel comprises at least three ports or channels A, B, C whose first port A is connected to the HVDC high-voltage network 10, a second port B of which is connected to the load 4, and one of which Third port C is connected to the battery 5. The first ports of each converter are connected in parallel, the second ports of each converter are connected in parallel and the third ports of each converter are connected in parallel. This makes it possible to increase the output power of the converters and / or replace one of the converters with another in the event of failure of one of the converters. Advantageously, each of the converters connected in parallel to at least one of the characteristics (bidirectional current, active converter, etc.) described above for the DC / DC converter, 3.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    An electrical network (1) of an aircraft comprising: - an HVDC high-voltage network (10), - a load (4) - an electric energy storage battery (5), - characterized in that it comprises a converter (3) for transferring the HVDC high voltage network energy (10) to the load (4) and the battery (5), said converter comprising at least three ports (A, B, C) whose a first port (A) is connected to the HVDC high-voltage network (10), a second port (B) of which is connected to the load (4) and a third port (C) of which is connected to the battery (5).
    [2" id="c-fr-0002]
    2. Electrical network (1) of an aircraft according to the preceding claim, wherein the converter comprises a galvanic isolation galvanically isolating the three ports (A, B, C) from each other.
    [3" id="c-fr-0003]
    3. The electrical network (1) according to any one of the preceding claims, wherein the third port (C) is bidirectional current.
    [4" id="c-fr-0004]
    4. The electrical network according to the preceding claim, wherein each of the three ports (A, B, C) is bidirectional current.
    [5" id="c-fr-0005]
    5. The electrical network according to any one of the preceding claims, wherein each of the three ports (A, B, C) has a step-up topology.
    [6" id="c-fr-0006]
    An electrical network according to any one of the preceding claims, wherein the converter is active.
    [7" id="c-fr-0007]
    An electrical network according to any one of the preceding claims, wherein the three ports are identical.
    [8" id="c-fr-0008]
    An electrical network according to any one of the preceding claims, comprising a plurality of converters connected in parallel for transferring power from the HVDC high-voltage network to the load and the battery, each converter comprising at least three ports including a first one. port is hooked up to HVDC high-voltage network, a second port is connected to the load and a third port is connected to the battery.
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    同族专利:
    公开号 | 公开日
    FR3050882B1|2020-08-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20040041473A1|2001-10-02|2004-03-04|Shinichi Deguchi|Replenishing power supply system|
    WO2014013058A2|2012-07-20|2014-01-23|Ies Synergy|Reversible converter|
    EP2980946A1|2014-08-01|2016-02-03|Thales|Aircraft electrical network|EP3730408A1|2019-04-25|2020-10-28|Airbus Defence and Space, S.A.U.|Power generation system for an aircraft|
    FR3095415A1|2019-04-26|2020-10-30|Safran Helicopter Engines|PROPULSION SYSTEM FOR MULTI-ROTOR AIRCRAFT WITH NETWORK OF RECONFIGURABLE ELECTRICAL ENERGY STORAGE UNITS|
    US10826409B2|2018-03-08|2020-11-03|Thales|Electrical architecture for controlling converters and aircraft comprising the architecture|
    FR3096936A1|2019-06-04|2020-12-11|Psa Automobiles Sa|IMPROVED MULTIFUNCTIONAL ELECTRICAL DEVICE FOR ELECTRIC OR HYBRID MOTOR VEHICLES|
    法律状态:
    2017-03-27| PLFP| Fee payment|Year of fee payment: 2 |
    2017-11-03| PLSC| Search report ready|Effective date: 20171103 |
    2018-03-27| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-26| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-25| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1600715A|FR3050882B1|2016-04-29|2016-04-29|AIRCRAFT ELECTRICAL NETWORK|FR1600715A| FR3050882B1|2016-04-29|2016-04-29|AIRCRAFT ELECTRICAL NETWORK|
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