WO2024153885A1 - Hybrid powered aircraft having an electromechanical distribution and protection junction - Google Patents

Abstract

The invention relates to an aircraft comprising: - drive units, - a plurality of batteries (B1, ..., BM) of the drive units, - at least one electrical generation source that is connected to one or more batteries (B1, ..., BM) and comprises at least one electrical converter (E1, ..., EN), and - a power supply control device for controlling each electrical generation source according to the power requirements of the drive units and for controlling each battery (B1, ..., BM) in a passive manner. The batteries (B1, ..., BM) are divided into groups (G1, ..., GN) which are each coupled to an electrical converter (E1, ..., EN). Each electrical converter (E1, ..., EN) is connected to each battery (B1, ..., BM) of the group (G1, ..., GN) to which it is coupled via a respective junction (102) that includes two electromechanical contactors or relays and a diode. Each junction (102) can operate exclusively in a unidirectional state in which the current flows from the electrical converter (E1, ..., EN) to the battery (B1, ..., BM), a bidirectional state and a blocking state.

Description

Description

Title: Aircraft with hybrid energy source and electromechanical distribution and protection junction

The field of the invention relates to aircraft, and more particularly to aircraft with electric motors.

Aeronautics is currently experiencing numerous developments linked to environmental constraints, and in particular to the requirement for a gradual reduction in greenhouse gas emissions such as carbon dioxide (CO2). As such, the development of electric-powered aircraft appears to be real progress.

The classic architecture of an electric-powered aircraft integrates at least one electrical generation source arranged to power battery packs - or "battery packs" in English -, which provide power to drive groups according to their needs. For example, in the case of an electric vertical take-off and landing aircraft (also known by the acronym eVTOL for “electric Vertical Take-Off and Landing”), the batteries are combined with vertical drive units and horizontal drive groups. The multiplication of batteries makes it possible to meet safety standards requiring redundancy of components to guarantee continuity of flight and landing - or “continued safe flight and landing” in English.

In particular, in the case of an aircraft with a hybrid energy source, the electrical generation source comprises a fuel-fired electrical energy generator, for example a turbine engine or a fuel cell.

The battery power circuit can be configured so that the batteries are connected to each other in parallel. Such a circuit is then provided with a separation protection system to isolate the batteries from each other in the event of failure, and in particular a short circuit. Activation of a However, such a protection system results in a significant loss of power due to the isolation of one of the batteries.

A possible solution to avoid the propagation of a failure to all the batteries while limiting the possible loss of power consists of directly separating the batteries and organizing the power circuit accordingly. However, such a principle of separation is thwarted in the case of an aircraft with a hybrid energy source. Indeed, an aircraft with a hybrid energy source has the particularity that the batteries are generally more numerous than the electrical generation sources for reasons of redundancy, which involves connecting the batteries together via electrical generation sources. shared. Such an interconnection constitutes a common point of failure between batteries powered by the same electrical generation source.

Furthermore, each battery is generally coupled to an electrical converter, for example an inverter or a rectifier. As a result, the multiplication of batteries, and therefore of electrical converters, has a significant impact on the weight of the aircraft and therefore on its consumption of electrical energy during a flight.

The present invention improves the situation.

As such, the invention relates to an aircraft with a hybrid energy source comprising:

- at least two drive groups each comprising a propeller and an electric motor,

- a plurality of sources of stored electrical energy each arranged to supply electrical energy to one or more of the electric motors,

- at least one electrical generation source comprising a fuel-fired electrical generator and connected to one or more of the stored electrical energy sources, and

- a power supply control arranged to issue a power command to the at least one electrical generation source according to the power requirements of the drive units, the plurality of stored electrical energy sources being arranged to provide electrical energy based on the difference between the power requirements of the drive units and the power supplied by the at at least one electrical generation source based on the power control, the at least one electrical generation source further being capable of recharging the plurality of stored electrical energy sources such that each stored electrical energy source is processed passively.

The sources of stored electrical energy are divided into several groups,

Each electrical generation source comprises at least one electrical converter, the total number of electrical converters being equal to the number of groups, each electrical converter being respectively coupled to a group.

Each electrical converter is connected to each stored electrical energy source of the array to which the electrical converter is coupled via a respective junction including a first electromechanical contactor or relay, a second electromechanical contactor or relay and a diode.

The power supply control is arranged to control the operation of each junction according to a set of states consisting of: a unidirectional state in which the current flows from the electrical converter to the source of stored electrical energy, a bidirectional state in which the current flows in both directions and a blocking state in which the flow of current is blocked.

In one or more embodiments, at least one junction comprises an electrical circuit within which the first contactor or electromechanical relay is connected in series with the diode, which has a direction passing from the electrical converter towards the source of stored electrical energy, and the second electromechanical contactor or relay is connected in parallel with the first electromechanical contactor or relay and the diode.

In one or more embodiments, at least one source of stored electrical energy is a battery. In one or more embodiments, the drive units include at least one takeoff drive unit and at least one cruise drive unit.

For example, at least one takeoff drive unit is a vertical takeoff/landing drive unit and at least one cruise drive unit is a horizontal drive unit.

In one or more embodiments, the fuel-fired electrical energy generator of at least one electrical generation source is a turbine engine and each electrical converter of the electrical generation source is an alternating-direct current converter.

The turbine engine can be powered by fuel, biofuel or synthetic gasoline.

In one or more embodiments, the fuel-fired electrical power generator of at least one electrical generation source is a fuel cell and each electrical converter of the electrical generation source is a DC-DC converter.

In one or more embodiments, the aircraft is arranged to operate at least in a turbo mode in which the power requirements of the drive groups require a supply of power from the at least one electrical generation source and of the plurality of stored electrical energy sources, and wherein the power control controls each junction according to the unidirectional state.

In one or more embodiments, the aircraft is arranged to operate at least in an energy saving mode in which the power control controls each junction according to the blocking state.

In one or more embodiments, the aircraft is arranged to operate in at least one charging mode in which the power control issues a power command to the at least one electrical generation source to satisfy the power requirements drive units while charging stored electrical energy sources. Typically, in the charging mode, the power supply control sequentially controls each junction in one or more charging phases, the power supply control being arranged to implement each charging phase by associating each electrical converter with a power source. stored electrical energy of the group to which the electrical converter is coupled, by controlling each junction between an electrical converter and an associated stored electrical energy source according to the unidirectional state and by controlling any other junction according to the blocking state, and this until ensures that each source of stored electrical energy is charged.

Advantageously, in the charging mode, the power supply control sequentially controls each junction in one or more charging phases, the power supply control being arranged to implement each charging phase by associating each electrical converter with several power sources. stored electrical energy of the group to which the electrical converter is coupled, by controlling each junction between an electrical converter and an associated stored electrical energy source according to the bidirectional state and by controlling any other junction according to the blocking state, and this until ensures that each source of stored electrical energy is charged.

In one or more embodiments, the aircraft is arranged to operate at least in a buffer mode in which the power control issues a power command to the at least one electrical generation source to satisfy the power requirements of the drive groups via the sources of stored electrical energy, and in which the power control sequentially controls each junction in one or more power phases, the power control being arranged to implement each power phase by associating each electrical converter with a stored electrical energy source of the array to which the electrical converter is coupled, by controlling each junction between an associated electrical converter and a stored electrical energy source according to the unidirectional state and by controlling any other junction depending on the blocking state, and this until the power requirements of the drive units are met.

Other characteristics, details and advantages will appear on reading the detailed description below, and on analyzing the appended drawings in which:

[Fig. 1] represents a schematic view of the electrical architecture of an aircraft according to the invention comprising a single electrical generation source,

[Fig. 2] represents a schematic view of the electrical architecture of an aircraft according to the invention comprising two electrical generation sources,

[Fig. 3] illustrates a battery supply circuit by electrical converters via junctions within the electrical architecture of an aircraft according to the invention,

[Fig. 4] illustrates the possible states of a junction,

[Fig. 5] schematically illustrates the electrical circuit of a junction,

[Fig. 6] illustrates an electrical converter and a coupled battery bank of the power circuit of [Fig. 3] in a so-called “turbo mode” operating mode of the aircraft,

[Fig. 7] illustrates the turbo mode of [Fig. 6] in the event that a failure appears at the level of a battery in the group,

[Fig. 8] illustrates the turbo mode of [Fig. 6] in the event that a failure appears at the level of the electrical converter coupled to the group,

[Fig. 9] illustrates an electrical converter and a coupled battery bank of the power circuit of [Fig. 3] in an operating mode called “energy saving mode” of the aircraft,

[Fig. 10] illustrates an electrical converter and a coupled battery bank of the power circuit of [Fig. 3] in an operating mode called “charging mode” or in an operating mode called “buffer mode” of the aircraft, and

[Fig. 1 1 ] illustrates the charge mode or buffer mode in [Fig. 10] in a particular case. [Fig. 1] illustrates an aircraft 2 comprising a power supply control 4, a plurality of drive groups 6, 8, 10, 12, 14 and 16, a plurality of sources of stored electrical energy 18, 20, 22 and 24 as well than a source of electrical generation 26.

Typically, the two drive groups 6 and 8 are cruise drive groups used during the flight phase between takeoff and landing, while the four drive groups 10, 12, 14 and 16 are take-off drive groups used during the take-off phase.

For example, the aircraft 2 may be an electric vertical takeoff and landing aircraft - or eVTOL -, in which case the four takeoff drive groups 10, 12, 14 and 16 are vertical drive groups and the two cruise drive groups 6 and 8 are horizontal drive groups.

In the example illustrated in [Fig. 1 ], the cruise drive unit 6 comprises a direct-alternating current converter 30, an electric motor 32 and a thruster 34. Likewise, the cruise drive unit 8 comprises a direct-alternating current converter 38 , an electric motor 40 and a thruster 42.

The direct-alternating current converter 30 (respectively 38) can also be called an “inverter” – or “inverter” in English literature – and is arranged to generate an alternating current from a direct current.

The propeller 34 (respectively 42), which corresponds for example to a propeller, is arranged to allow the aircraft 2 to move in a substantially horizontal direction. In flight mode, the propeller 34 (respectively 42) consumes a power of around 150 kilowatts (kW).

The cruise drive group 6 (respectively 8) is connected at the input to a switch 36 (respectively 44) which makes it possible to connect this input to the output of the takeoff drive group 10 (respectively 14) or to that of the group take-off drive 12 (respectively 16). The take-off drive group 10 (respectively 12, 14 and 16) comprises a propeller 46 (respectively 50, 54 and 58) driven by an electric motor 62 (respectively 66, 70 and 74) and a propeller 48 (respectively 52, 56 and 60) driven by an electric motor 64 (respectively 68, 72 and 76).

In the context of the invention, propellers 46, 48, 50, 52, 54, 56, 58 and 60 are considered as thrusters, in the same way as thrusters 34 and 42.

The electric motors 62 and 64 (respectively 66 and 68, 70 and 72, 74 and 76) are respectively powered by direct-alternating current converters 78 and 80 (respectively 82 and 84, 86 and 88, 90 and 92). The direct-alternating current converters 78 and 80 (respectively 82 and 84, 86 and 88, 90 and 92) are connected to an electrical bus of the take-off drive group 10 (respectively 12, 14 and 16).

The stored electrical energy source 18 (respectively 20, 22 and 24) is arranged to store electrical energy in order to supply it to the take-off drive group 10 (respectively 12, 14 and 16) as required. in power of it. Furthermore, the stored electrical energy sources 18 and 20 (respectively 22 and 24) are also arranged to supply electrical energy to the cruise drive group 6 (respectively 8) via the switch 36 (respectively 44).

To do this, the stored electrical energy source 18 (respectively 20, 22 and 24) is connected, by the electrical bus of the take-off drive group 10 (respectively 12, 14 and 16), to the direct current converters- alternative 78 and 80 (respectively 82 and 84, 86 and 88, 90 and 92). Furthermore, the electrical bus of each of the take-off drive groups 10 and 12 (respectively 14 and 16) is connected to a respective output of the latter to which the switch 36 (respectively 44) can be selectively connected.

The stored electrical energy source 18 (respectively 20, 22 and 24) is typically a battery pack - or "battery packs" in English -, that is to say electric accumulator batteries each intended for the storage of 'electric energy. Alternatively, the sources of stored electrical energy 18, 20, 22 and 24 can be supercapacitors or a combination of batteries and supercapacitors.

In the remainder of the description, for the sake of brevity, the stored electrical energy source 18 (respectively 20, 22 and 24) is called battery 18 (respectively 20, 22 and 24).

Typically, batteries 18, 20, 22 and 24 together deliver a power of around 800 kilowatts (kW) at 100% of their respective capacities.

The electrical generation source 26 is arranged to generate electrical energy and power each of the batteries 18, 20, 22 and 24. To do this, the electrical generation source 26 has several electrical distribution buses.

In the example of [Fig. 1], the electrical generation source 26 is connected to each of the take-off drive groups 10, 12, 14 and 16 via a respective electrical distribution bus. The electrical distribution buses make it possible to connect each take-off drive group 10, 12, 14 and 16 to the respectively associated battery 18, 20, 22 and 24.

In the example of [Fig. 1 ], the electrical generation source 26 comprises two electrical converters 94 and 96 as well as a fuel-fired electrical energy generator 98.

More particularly here, the electrical converters 94 and 96 are alternating-direct current converters while the fuel-fired electrical energy generator 98 is a turbine engine, for example a turbine generator - or turbogenerator.

The alternating-direct current converter 94 (respectively 96) is connected to the respective inputs of the take-off drive groups 10 and 12 (respectively 14 and 16). Thus, the alternating-direct current converter 94 defines the starting point of the electrical distribution buses connecting the electrical generation source 26 respectively to the inputs of the take-off drive groups 10 and 12 while the alternating-direct current converter 96 defines the starting point of electric distribution buses connecting the electrical generation source 26 respectively to the inputs of the take-off drive groups 14 and 16.

The alternating-direct current converter 94 (respectively 96) can also be called a “rectifier” – or “rectifier” in English literature – and is arranged to generate a direct current from an alternating current.

Typically, the 98 turbine engine can deliver power of around 300 kilowatts (kW) at 100% of its capacity.

It should be noted that the electrical generation source 26 can operate with both direct current and alternating current, in which case the converters 94 and 96 are, depending on the case, alternating-direct current converters or direct current converters. -continuous - or “DC-to-DC converter” in English literature.

The electrical generation source 26 can thus be based on a turbine engine powered by a tank of conventional fuel, biofuel or synthetic gasoline (also known by the English term “synthetic fuel” or “synfuel”). In such a case, the electrical converters 94 and 96 are alternating-direct current converters. Alternatively, the electrical generation source 26 may be based on a hydrogen-based energy source, such as a fuel cell. In such a case, the electrical converters 94 and 96 are direct-direct current converters. In the context of the invention, such energy sources are considered as fuel-fired electrical energy generators.

The power supply control 4 is a low voltage device arranged to control, on the one hand, the electrical generation source 26 and, on the other hand, the switches 36 and 44, as well as various protection elements not shown on the [ Fig. 1 ],

The electrical architecture of aircraft 2 allows for a real hybridization of batteries 18, 20, 22 and 24, and not a simple juxtaposition. Thus, depending on the power requirements, the batteries 18, 20, 22 and 24 and the electrical generation source 26 can operate in concert. Batteries 18, 20, 22 and 24 are conventional batteries whose operation is governed by a conventional control system (better known by the English acronym BMS for “Battery Management System”). Such a system makes it possible to perform functions such as monitoring parameters - voltage, temperature, state of charge, state of health, etc. -, the prevention of any risk of leaving the intended operating range - overvoltage, overcurrent, overheating, etc. - or even the optimization of battery capacities. In the context of the invention, no other intelligence, in particular software or hardware, is necessary. Consequently, the batteries 18, 20, 22 and 24 are treated passively in the sense that their integration does not require any particular adaptation apart from the manner, detailed below, in which the batteries 18, 20, 22 and 24 are connected to the electrical converters 94 and 96. From the point of view of the rest of the electrical architecture of the aircraft 2, the batteries 18, 20, 22 and 24 are seen as simple energy buffers - in the sense here of the English term “buffer”. This goes against existing solutions in which: either an element is specifically designed to optimize the operation of the batteries and plays a control role, or an element is provided to compensate for a possible battery failure, but in exclusive alternation, c that is to say without the batteries and this element being able to operate simultaneously.

In the embodiment illustrated in [Fig. 1], the aircraft 2 comprises a single electrical generation source, namely the electrical generation source 26. However, it must be understood here that the aircraft 2 can comprise a plurality of electrical generation sources.

As an example, [Fig. 2] represents an embodiment in which the aircraft 2 comprises two electrical generation sources 26 and 28. The electrical generation source 26 (respectively 28) comprises an electrical converter 94 (respectively 96) and a fuel-fired electrical generator 98 (respectively 96). respectively 100). In the example of [Fig. 2], the fuel-fired electric generator 98 (respectively 100) is a turbine engine and the electric converter 94 (respectively 96) is an alternating-direct current converter.

Typically, the fuel-fired electric generators 98 and 100 can each deliver power of the order of 150 kilowatts (kW) at 100% of their respective capacities. Here again, each of the electrical generation sources 26 and 28 can be based on a turbine engine powered by a tank of conventional fuel, biofuel or synthetic gasoline. Alternatively, an energy source powered by a hydrogen tank, such as a fuel cell, can be used.

The overall electrical architecture of aircraft 2 has been described with reference to [Fig. 1 ] and [Fig. 2],

As detailed previously, the aircraft 2 comprises at least one electrical generation source - a single electrical generation source 26 in [Fig. 1 ], two electrical generation sources 26 and 28 in [Fig. 2] - arranged to power one or more sources of stored electrical energy - four batteries 18, 20, 22 and 24 in [Fig. 1 ] and [Fig. 2],

Aircraft 2 is an aircraft with a hybrid energy source and as such generally includes more batteries than electrical generation sources. Furthermore, the starting point of each electrical distribution bus of each electrical generation source is defined by an electrical converter - here the alternating-direct current converters 94 and 96 - so that the number of electrical converters is reduced and that the weight of the aircraft 2 is reduced. In other words, the electrical converters are at the level of the electrical generation sources and not at the level of the batteries.

As an illustration, the electrical architectures respectively represented in [Fig. 1 ] and [Fig. 2] only include two electrical converters 94 and 96 for four batteries 18, 20, 22 and 24.

However, this advantage relating to the weight of the aircraft 2 has a counterpart: the batteries 18, 20, 22 and 24 are connected to each other via the electrical generation source(s) 26 and 28. Consequently, any short circuit occurring at level of an electrical generation source or battery is likely to propagate.

To solve this problem, the Applicant proposes the power supply circuit shown in [Fig. 3]. In the remainder of the description, we now focus on the way in which the electrical converters are connected to the batteries.

[Fig. 3] illustrates a circuit for supplying several sources of stored electrical energy B1,...,BM by several electrical converters E1,...,EN. Here, M is a natural number greater than or equal to 2 corresponding to the number of sources of stored electrical energy while N is a natural number greater than or equal to 2 corresponding to the number of electrical converters.

We understand that the power supply circuit described here is a generalization of the part of the electrical architecture in [Fig. 1] or [Fig. 2] relating to the electrical converters 94 and 96 and the batteries 18, 20, 22 and 24. Thus, by taking M = 4 and N = 2, we find the same configuration as that of [Fig. 1 ] or [Fig. 2], the sources of stored electrical energy B1, B2, B3 and B4 corresponding respectively to batteries 18, 20, 22 and 24; the electrical converters E1 and E2 corresponding respectively to the electrical converters 94 and 96.

For the sake of brevity, the stored electrical energy sources B1,...,BM are respectively called batteries B1,...,BM hereinafter.

The batteries B1,...,BM are distributed into several groups G1,...,GN so that the number of groups G1,...,GN is equal to the number of electrical converters E1,..., IN. Generally speaking, and as long as this condition is verified, each group can include one or more batteries, and the number of batteries can also vary from one group to another.

Given that the number of groups G1,...,GN is equal to the number of electrical converters E1,...,EN, it is possible to couple each electrical converter to a group. In other words, a bijection can be constructed between the set of electrical converters E1,...,EN and the set of groups G1,...,GN.

The distribution of batteries B1,...,BM into groups makes it possible to obtain effective isolation between batteries in different groups.

In the example of [Fig. 3], each electrical converter E1,...,EN is respectively coupled to a group G1,...,GN. In particular, the electric converter E1 is coupled to the group G1 while the electric converter EN is coupled to the group GN. The groups G1 and GN here include the same number P of batteries, where P is a non-zero natural number. In particular, the G1 group includes the batteries B1,...,BP while the GN group includes the batteries BM-P+1,...,BM.

As shown in [Fig. 3], each electrical converter E1,...,EN is connected to each battery of the group to which it is coupled by a respective junction 102. Thus, the electric converter E1 is connected to each battery B1,...,BP of the group G1 via a respective junction 102 while the electric converter EN is connected to each battery BM-P+1,...,BM of the group GN via a respective junction 102.

Consequently, each group includes as many junctions as it has batteries. There are thus P junctions in the G1 group and P batteries in the GN group.

As shown in [Fig. 4], the junction 102 is arranged to operate exclusively in three possible states: a unidirectional state, a bidirectional state and a blocking state. More specifically, the operation of each junction 102 is controlled by the power supply control 4.

In the unidirectional state, junction 102 allows current to flow from the electrical converter to the battery. Of course, the current cannot then flow in the opposite direction, that is to say from the battery to the electrical converter. In the bidirectional state, junction 102 allows current to flow in both directions, namely from the electrical converter to the battery but also from the battery to the electrical converter.

Finally, in the blocking state, junction 102 blocks the flow of current, in one direction or the other.

It must be understood here that junction 102 can only operate in these three states. In particular, the power control 4 cannot control the junction 102 to operate in a state in which current could only flow from the battery to the electrical converter.

Junction 102 includes a first contactor, a second contactor and a diode.

[Fig. 5] illustrates an embodiment of the junction 102. The first contactor 104 is connected in series with the diode 106. The diode 106 is arranged so that the forward direction goes from the electrical converter to the battery. The second contactor 108 is connected in parallel with the first contactor 104 and the diode 106.

The junction 102 is in the unidirectional state when the first contactor 104 is closed and the second contactor 108 is open. The junction 102 is in the bidirectional state when the first contactor 104 and the second contactor 108 are closed. Junction 102 is in the blocking state when the first contactor 104 and the second contactor 108 are open.

The position - open or closed - of each of the contactors 104 and 108 is controlled by the power supply control 4.

Alternatively, each of the contactors 104 and 108 can be replaced by an electromechanical relay.

As detailed below, the proposed power circuit, and in particular the use of junctions 102, adapts both to the nominal operation of the aircraft 2 and in the event of failure, that is to say when at least one battery is unavailable or when at least one electrical converter is unavailable. [Fig. 6] illustrates an operating mode of the aircraft 2 - or turbo mode - in which the power requirements of the drive units, and more precisely of their respective electric motors, are very high to the point that the batteries B1,.. .,BM and the electrical generation source(s), therefore the electrical converters E1,...,EN, are used to the maximum of their capacities.

More particularly, [Fig. 6] represents the electric converter E1 coupled to the group G1 of batteries B1,...,BP. Of course, those skilled in the art understand that the following can apply to any other grouping.

Power control 4 controls each junction 102 to operate in the unidirectional state. Thus, the electrical converter E1 supplies each battery B1,...,BP of the group G1. In the event of a failure, for example a short circuit, at one of the batteries B1,...,BP, this cannot propagate to the other batteries B1,...,BP since the current generated by a short circuit is blocked by each junction 102 to which the faulty battery is connected. It is the same in the case where the failure appears at the level of the electrical converter: the current generated by a short circuit cannot flow from a battery to the faulty electrical converter.

In either case, the power supply control 4 can then isolate the faulty element. To do this, the power supply control 4 controls the junctions 102 connected to the faulty element to make them go from the unidirectional state to the blocking state.

This principle is also true from one group to another. Since two batteries belonging to different groups are not connected to each other, any failure, for example a short circuit, in one of the two batteries cannot propagate to the other. It is the same for two electric converters since they are not connected to any common battery.

In the case, illustrated in [Fig. 7], where a failure appears at the level of the battery B1, the power supply control 4 isolates the battery B1 by passing the junction 102 via which the electrical converter E1 is connected to the battery B1 from the unidirectional state to the blocking state. Furthermore, given that a battery, here the battery B1 is no longer powered, the electrical energy which was originally intended for it can be distributed to the other batteries, here the batteries B2,...,BP. It is understood that the power supply circuit is sufficiently flexible to implement a dynamic allocation of power and thus provide electrical energy to a battery whose needs are higher than those of the others.

In the case, illustrated in [Fig. 8], where a failure appears at the level of the electrical converter E1, the power supply control 4 isolates the electrical converter E1 by passing all the junctions 102 via which the electrical converter E1 is connected to the batteries B1,...,BP of the unidirectional state to the blocking state. Here again, due to the allocation of a different group to each electrical converter, no propagation from one group to another is possible.

[Fig. 9] illustrates an operating mode of the aircraft 2 - or energy saving mode - in which no power is required from the electrical generation source(s), therefore electrical converters E1,..., IN.

More particularly, [Fig. 9] represents the electric converter E1 coupled to the group G1 of batteries B1,...,BP.

Power control 4 controls each junction 102 to operate in the blocking state. In the event of a failure, for example a short circuit, at the level of one of the batteries B1,...,BP or the electrical converter E1, it cannot propagate since the current generated by a short circuit is blocked by each junction 102.

[Fig. 10] illustrates a mode of operation of the aircraft 2 - or charging mode - in which the power requirements of the drive units, and more precisely of their respective electric motors, are low to the point that the electrical converters E1,. ..,EN supply the drive groups with electrical energy via the batteries B1,...,BM while charging the latter.

More particularly, [Fig. 10] represents the electric converter E1 coupled to the group G1 of batteries B1,...,BP. Each electric converter E1,...,EN is respectively associated with a battery among the batteries of the group G1,...,GN to which it is coupled.

The power supply control 4 controls each junction 102 so that, within each group, the junction 102 between the electrical converter coupled to the group and the battery with which it is associated is in the unidirectional state, and that the other junctions 102 - that is to say the respective junctions 102 between the electrical converter and the batteries with which it is not associated - are in the blocking state.

When the N batteries each associated with an electrical converter are charged, the electrical converters E1,...,EN, are all assigned a new battery from their respective group to charge and so on. On the scale of the G1 group, the batteries B1,...,BP are thus sequentially charged one at a time per charging phase - or iteration. On the scale of the power circuit, the batteries B1,...,BM are sequentially charged N at a time at most per iteration. Of course, an electric converter E1,...,EN is not associated with a new battery if all the batteries in the group to which it is coupled are already charged.

[Fig. 10] thus illustrates an iteration in which the electric converter E1 is associated with the battery B1.

The number of iterations necessary to charge all the batteries B1,...,BP of the group G1 is P.

On the scale of the power supply circuit, the number of iterations necessary to charge all the batteries B1,...,BM corresponds to the number of batteries in the group comprising the largest number of batteries.

The selection, at each iteration, of the battery to be charged at the level of each group - and therefore of the N batteries to be charged in total at the level of the power circuit - may depend on the respective charge levels of the batteries B1,..., BM, for example to give priority to the batteries with the lowest charge level or, conversely, to the batteries with the highest charge level. Furthermore, [Fig. 10] also illustrates another mode of operation of the aircraft 2 - or buffer mode - in which the power requirements of the drive groups, and more precisely of their respective electric motors, are low, but in which the batteries B1, ...,BM do not need to be loaded.

Batteries B1,...,BM are treated passively, like energy buffers. In other words, the power supplied by the electrical converters E1,...,EN simply passes through the batteries B1,...,BM to power the drive groups.

In a manner similar to charging mode, power control 4 implements one or more power phases - or iterations. At each iteration, each electric converter E1,...,EN is respectively associated with a battery among the batteries of the group G1,...,GN to which it is coupled. The power supply control 4 then controls each junction 102 so that the junction 102 between an electrical converter and the battery with which it is associated is in the unidirectional state, and that the other junctions 102 - that is to say the respective junctions 102 between an electrical converter and the batteries with which it is not associated - are in the blocking state. Buffer mode ends when the power requirements of the drive units are satisfied.

In the example of [Fig. 10], each electrical converter is successively associated with a battery. However, it is also possible to associate, at each iteration, several batteries from a group with the electrical converter coupled to this group.

Thus, in the case illustrated in [Fig. 1 1 ], the electric converter E1 is associated with a number Q of batteries, where Q is a natural number strictly greater than 1. In this case, the electric converter E1 is associated with the first Q batteries of the group G1, namely the batteries B1,...,BQ.

The power supply control 4 controls each junction 102 so that, within each group, the junction 102 between the electrical converter coupled to the group and a battery with which it is associated is in the state bidirectional, and that the other junctions 102 - that is to say the respective junctions 102 between the electric converter and the batteries with which it is not associated - are in a blocking state.

Thus, in the example of [Fig. 1 1 ], the junction 102 between each of the batteries B1,...,BQ and the electrical converter E1 is in the bidirectional state. On the other hand, the junction 102 between each of the batteries BQ+1,...,BP and the electrical converter E1 is in the blocking state.

In the charging mode of the aircraft 2, the embodiment of [Fig. 1 1 ] has the advantage of reducing charging time.

The bidirectional state of the junctions 102 between an electrical converter and the Q batteries with which it is associated makes it possible to obtain a cross flow - or "crossflow" in English - between these Q batteries so that they are not seen by the electric converter to which they are associated as a single battery.

The consequence of bidirectionality is that any failure, for example a short circuit, which occurs at one battery propagates to Q-1 other batteries associated with the same electrical converter. This effect is however limited to the Q batteries and does not propagate to the other batteries of the same group due to the blocking state of the junctions 102 by which these other batteries are connected to the electrical converter. Of course, there is no propagation to the batteries of other groups either.

The configuration of the junctions 102 illustrated in [Fig. 11 ] can also apply to buffer mode, not just charge mode.

Claims

Claims [Claim 1] Aircraft (2) with a hybrid energy source comprising: - at least two drive groups (6, 8, 10, 12, 14, 16) each comprising a propeller (34, 42, 46, 48, 50, 52, 54, 56, 58, 60) and an electric motor (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), - a plurality of stored electrical energy sources (18, 20, 22, 24) each arranged to supply electrical energy to one or more of the electric motors (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), - at least one electrical generation source (26, 28) comprising a fuel-fired electrical generator (98, 100) and connected to one or more of the stored electrical energy sources (18, 20, 22, 24), and - a power supply control (4) arranged to issue a power command to the at least one electrical generation source (26, 28) according to the power requirements of the drive groups (6, 8, 10, 12 , 14, 16), the plurality of stored electrical energy sources (18, 20, 22, 24) being arranged to provide electrical energy depending on the difference between the power requirements of the drive units (6 , 8, 10, 12, 14, 16) and the power supplied by the at least one electrical generation source (26, 28) based on the power control, the at least one electrical generation source (26 , 28) being further adapted to recharge the plurality of sources of stored electrical energy (18, 20, 22, 24) so that each source of stored electrical energy (18, 20, 22, 24) is treated in such a manner passive, said aircraft (2) being characterized in that the sources of stored electrical energy (18, 20, 22, 24) are distributed into several groups (G1,...,GN), in that each generation source electrical converter (26, 28) comprises at least one electrical converter (94, 96), the total number of electrical converters (94, 96) being equal to the number of groups (G1,...GN), each electrical converter (94, 96) being respectively coupled to a group (G1,...,GN), in that each electrical converter (94, 96) is connected to each source of stored electrical energy (18, 20, 22, 24) of the group (G1,...,GN) to which said electrical converter (94, 96) is coupled via a respective junction (102) including a first contactor (104) or electromechanical relay, a second contactor (108) or electromechanical relay and a diode (106), and in that the power supply control (4) is arranged to control the operation of each junction (102) according to a set of states consisting of: a unidirectional state in which the current flows from the electrical converter (94, 96) to the stored electrical energy source (18, 20, 22, 24), a bidirectional state in which the current flows in both directions and a blocking state in which the current flow is blocked. [Claim 2] Aircraft (2) according to claim 1, characterized in that at least one junction (102) comprises an electrical circuit within which the first contactor (104) or electromechanical relay is connected in series with the diode (106). ), which has a direction passing from the electrical converter (94, 96) towards the stored electrical energy source (18, 20, 22, 24), and the second contactor (108) or electromechanical relay is connected in parallel with the first contactor (104) or electromechanical relay and the diode (106). [Claim 3] Aircraft (2) according to claim 1 or 2, characterized in that at least one source of stored electrical energy (18, 20, 22, 24) is a battery. [Claim 4] Aircraft (2) according to one of the preceding claims, characterized in that the drive groups (6, 8, 10, 12, 14, 16) comprise at least one take-off drive group (10 , 12, 14, 16) and at least one cruise drive group (6, 8). [Claim 5] Aircraft (2) according to claim 4, characterized in that at least one takeoff drive group (10, 12, 14, 16) is a vertical takeoff/landing drive group and at least a cruise drive unit (6, 8) is a horizontal drive unit. [Claim 6] Aircraft (2) according to one of the preceding claims, characterized in that the fuel-fired electrical energy generator (98, 100) of at least one electrical generation source (26, 28) is a turbine engine and in that each electrical converter (94, 96) of said electrical generation source (26, 28) is an alternating-direct current converter. [Claim 7] Aircraft (2) according to claim 6, characterized in that the turbine engine is powered by fuel, biofuel or synthetic gasoline. [Claim 8] Aircraft (2) according to one of the preceding claims, characterized in that the fuel-fired electrical energy generator (98, 100) of at least one electrical generation source (26, 28) is a battery fuel and in that each electrical converter (94, 96) of said electrical generation source (26, 28) is a direct-direct current converter. [Claim 9] Aircraft (2) according to one of the preceding claims, characterized in that it is arranged to operate at least in a turbo mode in which the power requirements of the drive groups (6, 8, 10, 12, 14, 16) require a supply of power from the at least one electrical generation source (26, 28) and the plurality of stored electrical energy sources (18, 20, 22, 24), and wherein the power control (4) controls each junction (102) according to the unidirectional state. [Claim 10] Aircraft (2) according to one of the preceding claims, characterized in that it is arranged to operate at least in an energy saving mode in which the power supply control (4) controls each junction (102 ) depending on the blocking state. [Claim 11] Aircraft (2) according to one of the preceding claims, characterized in that it is arranged to operate at least in one charging mode in which the power control (4) issues a power command to the 'at least one electrical generation source (26, 28) to satisfy the power requirements of the drive units (6, 8, 10, 12, 14, 16) while charging the stored electrical energy sources (18, 20, 22, 24). [Claim 12] Aircraft (2) according to claim 1 1, characterized in that, in the charging mode, the power supply control (4) sequentially controls each junction (102) in one or more charging phases, the control power supply (4) being arranged to implement each charging phase by associating each electrical converter (94, 96) with a stored electrical energy source (18, 20, 22, 24) of the group (G1,...,GN) to which said electrical converter (94, 96) is coupled, by controlling each junction (102) between an electrical converter and a source of stored electrical energy (18, 20, 22, 24) associated according to the unidirectional state and by controlling any other junction (102) according to the blocking state, until each source of electrical energy stored (18, 20, 22, 24) is loaded. [Claim 13] Aircraft (2) according to claim 1 1, characterized in that, in the charging mode, the power supply control (4) sequentially controls each junction (102) in one or more charging phases, the control power supply (4) being arranged to implement each charging phase by associating each electrical converter with several sources of stored electrical energy (18, 20, 22, 24) of the group (G1,...,GN) to which said electrical converter (94, 96) is coupled, controlling each junction (102) between an associated electrical converter and stored electrical energy source (18, 20, 22, 24) in the bidirectional state and controlling any other junction (102) according to the blocking state, until each source of stored electrical energy (18, 20, 22, 24) is charged. [Claim 14] Aircraft (2) according to one of the preceding claims, characterized in that it is arranged to operate at least in a buffer mode in which the power control (4) issues a power command to the at least one electrical generation source (26, 28) to satisfy the power requirements of the drive units (6, 8, 10, 12, 14, 16) via the stored electrical energy sources (18, 20, 22 , 24), and in which the power control (4) sequentially controls each junction (102) in one or more power phases, the power control (4) being arranged to implement each power phase by associating each electrical converter (94, 96) with a source of stored electrical energy (18, 20, 22, 24) of the group (G1,...,GN) to which said electrical converter (94, 96) is coupled, by controlling each junction (102) between an electrical converter and a stored electrical energy source (18, 20, 22, 24) associated according to the unidirectional state and by controlling any other junction (102) according to the blocking state, and this until the power requirements of the drive groups (6, 8, 10, 12, 14, 16) are satisfied.