Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
  • H02J3/007—Arrangements for selectively connecting one or more loads to one or more power sources or power lines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/30—Aircraft characterised by electric power plants
  • B64D27/34—All-electric aircraft
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
  • B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
  • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
  • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
  • H02J2105/32—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles for aircrafts

Definitions

• An electrical distribution system configured to power a plurality of electric propulsion motors for an aircraft from a plurality of electrical sources.
• the present invention aims in particular at a segregated electrical distribution system making it possible to ensure the propulsion of the aircraft in the event of a fault in one of the electrical sources.
• climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are or will be adopted by various states. In particular, an ambitious standard applies both to new types of aircraft but also to those in circulation requiring the implementation of technological solutions in order to make them comply with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change.
• an aircraft comprises four electric motors M11-M14 to enable its propulsion which are powered by two electric batteries B11, B12 via an electrical distribution system 100.
• the electrical distribution system 100 comprises a first electrical switch C11 connected to on the one hand to the first electric battery B11 and, on the other hand, to two propulsion motors M11, M12.
• the electrical distribution system 100 further comprises a second electrical switch C12 connected, on the one hand, to the second electric battery B12 and, on the other hand, to two other propulsion motors M13, M14.
• each electric battery B11, B12 has great power to power the motors M11-M14.
• This requires the use of specific expensive cables between an electric battery B11, B12 and its associated switch C11, C12, which presents an economic disadvantage.
• the risk of an electrical fault occurring is greater (electric arc, etc.).
• the first switch C11 is connected to the second electric battery B12 by a first reconfiguration electrical line R1.
• the second switch C12 is connected to the first electrical battery B11 by a second reconfiguration electrical line R2.
• the reconfiguration electrical lines R1, R2 are preferably unidirectional and only allow current to flow in one direction in order to avoid the occurrence of simultaneous failures. These reconfiguration lines R1, R2 also require the use of specific expensive cables, which also presents a disadvantage.
• the invention thus aims to eliminate at least some of these drawbacks.
• the nominal power of an electrical source can advantageously be distributed over several power buses in order to supply several electric stars of an electric motor in a segregated manner.
• the redundancy of the distribution system is thus improved.
• the power buses are connected by traditional electrical lines and it is not necessary to provide specific electrical lines dedicated to high power which are expensive and subject to electrical faults.
• each electrical source having a defined nominal power
• each electrical source comprises at least a first power output and a second power output having a defined elementary power lower than the defined nominal power.
• each output is not suitable for passing the entire nominal power via a single output which is limited to an elementary power.
• the electrical distribution system comprises at least one parking supply line, connected to the reconfiguration electrical line, configured to allow the recharging of the electrical sources via the switches connected to the reconfiguration electrical line.
• the electrical sources can be conveniently recharged by taking advantage of the reconfiguration line to enable common charging of the electrical sources.
• the reconfiguration power line comprises at least two reconfiguration switches, the parking power supply line being connected between the two reconfiguration switches.
• controlling the configuration switches allows one or the other of the electrical sources or both to be recharged simultaneously.
• each power bus is configured to be powered by a power output via a source power line.
• each source electrical line comprises at least one source switch so as to isolate the power output.
• each source line is free of a source switch.
• the power bus is directly connected, which reduces the number of switches. Electrical insulation is carried out directly by the power bus which can be inactivated.
• each power bus is configured to power an electrical star via an electrical load line.
• Each electrical load line comprises at least one electrical management device configured to allow, on the one hand, an electrical supply of the electrical star via the associated power bus and, on the other hand, an electrical supply of the bus powered by the associated electric star.
• the electrical management device comprises at least two pairs of switches which can be controlled in a coordinated manner. At least one of the controllable switches is configured to limit current draw during switching.
• the distribution system includes a converter mounted between a switch and its associated electric motor. This allows the electric stars of the electric motor to be supplied with alternating current via a DC electrical source.
• the power buses of the same switch are isolated from each other. This advantageously makes it possible to limit the switches by favoring segregation within the same switch.
• the distribution system includes only two power buses per switch.
• the invention also relates to an electrical architecture for an aircraft comprising at least a first electric motor and a second electric motor, at least a first electrical source and a second electrical source, each electric motor being a propulsion motor of an aircraft, each motor electrical comprising at least a first electrical star and a second electrical star configured to be powered independently, each electrical source having a defined nominal power, each electrical source comprising at least a first power output and a second power output having a defined elementary power lower than the defined nominal power, the architecture comprising at least one electrical distribution system, as presented previously, powering the electric motors from electrical sources.
• the sum of the elementary powers of the power supply outputs of an electrical source is greater than the nominal power of said electrical source.
• the nominal power is at least 400 kW.
• the elementary power is less than 300 kW, preferably greater than 200 kW.
• the architecture includes only two electrical sources.
• An aircraft will now be presented comprising an electrical architecture to ensure the propulsion of the aircraft.
• an electrical architecture comprising a first electric motor M1 and a second electric motor M2 for propelling the aircraft.
• the invention nevertheless applies to more than two electric motors M1, M2, in particular four or six.
• Each electric motor M1, M2 comprises at least a first electric star M1A, M2A and a second electric star M1B, M2B configured to be powered independently.
• the electric stars together form a stator of an electric motor M1, M2.
• the first electric motor M1 comprises only a first electric star M1A and a second electric star M1B.
• the second electric motor M2 comprises only a first electric star M2A and a second electric star M2B.
• the electric stars of an electric motor M1, M2 make it possible to generate independent magnetic fields so as to drive a rotor of an electric motor M1, M2.
• the use of an electric motor M1, M2 comprising several electric stars makes it possible to increase the reconfiguration by allowing a rotor of an electric motor M1, M2 to be driven by one or more magnetic fields generated by different electric stars .
• the use of such electric motors M1, M2 advantageously allows operation in a degraded mode as will be presented subsequently.
• the electrical architecture comprises a first electrical source B1 and a second electrical source B2. It is preferred to use only two electrical sources B1, B2 but the invention nevertheless applies to more than two electrical sources B1, B2, in particular four.
• Each electrical source B1, B2 has a defined nominal power Pnom.
• each electrical source B1, B2 is an electric battery or a fuel cell having a high voltage, in particular, of the order of 800Vdc.
• the nominal power Pnom is around 400 kW.
• each electrical source B1, B2 comprises a first power output B1A, B2A and a second power output B1B, B2B having a defined elementary power Pele which is less than the defined nominal power Pnom. It is preferred to use only two power outputs per electrical source B1, B2 but the invention nevertheless applies to more than two power outputs. The use of several power outputs makes it possible to distribute the nominal power Pnom of the electrical source B1, B2 and thus to transmit elementary powers Pele which are lower and simpler to transmit with traditional electrical lines.
• the sum of the elementary powers Pele of an electrical source B1, B2 is greater than the nominal power Pnom of said electrical source B1, B2 (Pele>Pnom).
• the other power output(s) make it possible to conduct a significant quantity of power to power the electric motors M1, M2.
• the propulsion thus remains satisfactory in a degraded mode.
• the elementary power Pele is greater than 200 kW, preferably less than 300 kW, more preferably equal to 250 kW. This allows more than half of the rated power Pnom to be transmitted via a single power output while using traditional power lines.
• the electrical architecture comprises an electrical distribution system 1 configured to ensure the transfer of electrical power between the electrical sources B1, B2 and the electric motors M1, M2.
• This energy transfer is preferably bidirectional to allow the recharging of the electrical sources B1, B2 via the electric motors M1, M2 (generator operation).
• the electrical distribution system 1 comprises a first switch C1 and a second switch C2, each switch C1, C2 being associated with an electrical source B1, B2 and with an electric motor M1, M2.
• the first switch C1 is associated with the first electrical source B1 and the first electric motor M1.
• the second switch C2 is associated with the second electrical source B2 and the second electric motor M2.
• a converter CONV1, CONV2 is mounted between each switch C1, C2 and its associated electric motor M1, M2.
• Each converter CONV1, CONV2 is preferably of the direct-alternating type.
• each converter CONV1, CONV2 is independent of the electric motor M1, M2 and external to the electrical distribution system 1.
• Each converter CONV1, CONV2 could be directly integrated into said electric motor M1, M2.
• each converter CONV1, CONV2 could belong directly to the electrical distribution system 1.
• each switch C1, C2 comprises a first power bus BUS1A, BUS1B and a second power bus BUS2A, BUS2B configured to respectively power the first electrical star M1A, M2A and the second electrical star M1B, M2B of the motor electrical M1, M2 associated with switch C1, C2. It is preferred to use two power buses per switch but the invention nevertheless applies to more than two power buses.
• the number of power buses is preferably the same as the number of power outputs of the associated electrical source B1, B2 and the number of electrical stars of the associated electric motor M1, M2 so as to maximize the distributed power .
• the first power bus BUS1A, BUS1B and the second power bus BUS2A, BUS2B of each switch C1, C2 are configured to be powered respectively by the first power output B1A, B2A and by the second power output B1B , B2B of the electrical source B1, B2 associated with the switch C1, C2.
• the power buses BUS1A, BUS1B, BUS2A, BUS2B are powered independently.
• the BUS1A, BUS1B, BUS2A, BUS2B power buses are powered with elementary power Pele.
• each power bus BUS1A, BUS1B, BUS2A, BUS2B is configured to power an electric star M1A, M1B, M2A, M2B via an LC load electric line.
• each electrical load line LC comprises at least one electrical management device DG configured to allow, on the one hand, an electrical supply of the electrical star M1A, M1B, M2A, M2B via the associated power bus BUS1A, BUS1B, BUS2A, BUS2B and, on the other hand, a power supply from the power bus BUS1A, BUS1B, BUS2A, BUS2B via the associated electrical star M1A, M1B, M2A , M2B.
• each electrical DG management device comprises at least two pairs of switches which can be controlled in a coordinated manner.
• Each LC load electrical line is sized to transmit the elementary power Pele. This advantageously allows the use of traditional power lines.
• each power bus BUS1A, BUS1B, BUS2A, BUS2B is configured to be powered by a power output B1A, B2A, B1B, B2B via an LS source power line.
• Each LS source electrical line is dimensioned to transmit the elementary power Pele. This advantageously allows the use of traditional power lines.
• each power bus BUS1A, BUS1B, BUS2A, BUS2B is associated with a monitoring and isolation module K1A, K1B, K2A, K2B in order to isolate a power bus BUS1A, BUS1B, BUS2A , BUS2B in the event of a fault.
• the electrical reconfiguration line LR1 comprises at least one reconfiguration switch I1 configured to be activated in the closed position in the event of a fault in one of the electrical sources B1, B2.
• the electrical distribution system 1 comprises more than two switches C1, C2, several reconfiguration electrical lines are provided to allow power transfer between said switches C1, C2.
• the electrical distribution system 1 comprises a parking power line LAP, connected to the reconfiguration electrical line LR1, which is configured to allow the recharging of the electrical sources B1, B2 via the switches C1, C2 connected to the electrical line of LR1 reconfiguration.
• the reconfiguration switch I1 can be closed to allow the simultaneous recharging of the two electrical sources B1, B2. This is particularly advantageous when the electrical sources B1, B2 are electric batteries.
• the LAP parking power line is configured to be connected to an airport power supply device, in particular, an EP power supply network.
• the electrical distribution system 1 makes it possible to ensure a degraded operating mode in which an electrical source B1, B2 makes it possible to power the two switches C1, C2 to power the two electric motors M1 , M2.
• the use of electric motors M1, M2 having several stars makes it possible to use an electric motor M1, M2 in a degraded mode. This allows each electric motor M1, M2 to participate in propulsion in the event of a fault in an electrical source B1, B2.
• the use of several power buses, several electrical stars and several power outputs makes it possible to use electrical sources B1, B2 having nominal powers Pnom which are high while using traditional electrical lines less subject to electrical faults and less expensive.
• the invention was presented to ensure the power supply of electric motors M1, M2 but the invention also applies to the use of electric motors M1, M2 as current generators to recharge the electrical sources B1, B2.
• each LS source electrical line includes at least one IS source switch.
• each source switch IS is controllable and allows the source electrical line LS to be opened/closed. A source switch LS can thus be opened in the event of a fault in the power supply output connected to the source electrical line LS.
• the power buses BUS1A, BUS1B, BUS2A, BUS2B, of the same switch C1, C2 are connected by an electrical connection line comprising a connection switch Z1, Z2 so as to allow them to be electrically connected together in a controllable manner .
• Such switches can be controlled by a monitoring device so as to isolate one or more electrical lines in order to isolate a fault, for example, a short circuit.
• Such a first embodiment comprises numerous switches allowing numerous reconfiguration possibilities in order to isolate an electrical fault to allow operation in degraded mode.
• each LS source power line is free from a source switch.
• the source power line LS cannot be controlled and provides a direct power supply. This advantageously makes it possible to reduce the number of switches, which reduces the cost and size of the electrical distribution system 1.
• the mass is significantly reduced by limiting the possibilities of reconfiguration because the occurrence of a fault on an electrical line source LS is weak.
• the electrical reconfiguration line LR1 comprises at least two reconfiguration switches I1, I2.
• the LAP parking supply line is connected between the two reconfiguration switches I1, I2. This allows the parking lot power line LAP to recharge electrical sources B1, B2 alternatively or simultaneously, which is advantageous depending on the charge level of said electrical sources B1, B2. Charging is thus more flexible.
• He is represented at the a third embodiment of the electrical distribution system 1 of the .
• electrical distribution system 1 will not be presented again. Only the differences compared to the second embodiment will be presented.
• the power buses of the same switch C1, C2 are isolated from each other so as to limit the number of switches, which reduces the cost and the size of the electrical distribution system 1.
• the reconfiguration electrical line only allows two power buses BUS1B, BUS2A of different switches C1, C2 to be connected. Charging via the LAP parking power line is only possible via the two power buses BUS1B, BUS2A.
• Such an architecture is optimized since it allows efficient distribution of electrical energy using traditional electrical lines which are inexpensive.
• the number of switches is significantly reduced, which is advantageous in terms of weight, size, reliability and maintenance.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Retarders (AREA)
• Remote Monitoring And Control Of Power-Distribution Networks (AREA)
• Direct Current Feeding And Distribution (AREA)

Applications Claiming Priority (2)

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• 2022
  • 2022-06-21 FR FR2206118A patent/FR3136907B1/fr active Active
• 2023
  • 2023-06-15 WO PCT/EP2023/066177 patent/WO2023247334A1/fr not_active Ceased
  • 2023-06-15 EP EP23736609.1A patent/EP4544656A1/de active Pending
  • 2023-06-15 CN CN202380045984.2A patent/CN119343847A/zh active Pending

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