阅读说明：本技术 用于监控航空器混合的方法和装置 (Method and device for monitoring aircraft mixing ) 是由 加兰斯·文森 弗洛朗·鲁吉耶 斯特凡·迈尔·贝多克 于 2020-03-20 设计创作，主要内容包括：一种用于监控混合动力推进系统中功率分配的方法,该混合动力推进系统包括一个或多个输送AC电压的电源以及一个或多个电池,每个AC电压与AC到DC的受控的整流器相关联,其中,AC到DC的受控的整流器和电池直接地连接到为一个或多个电气负载供电的HVDC DC母线,通过基于电池的测量功率(Pbat)的功率给定值(Pref)的反馈回路,以及基于HVDC母线的测量电压(V-(HVDC))的电压给定值(Vref)的反馈回路,通过单独的受控的AC/DC整流器(16)执行功率分配的监控,基于输送AC电压的电源的电流(Igen),这两个反馈回路中的任一个为反馈回路输送RMS电流给定值Idref和Iqref。(For monitoringMethod of controlling power distribution in a hybrid propulsion system comprising one or more power supplies delivering AC voltages and one or more batteries, each AC voltage being associated with an AC-to-DC controlled rectifier, wherein the AC-to-DC controlled rectifiers and the batteries are directly connected to an HVDC DC bus supplying one or more electrical loads, through a feedback loop based on a power setpoint (Pref) of a measured power (Pbat) of the batteries, and based on a measured voltage (V) of the HVDC bus HVDC ) Is monitored by means of a separately controlled AC/DC rectifier (16), either of which feeds the feedback loop with RMS current set-points Idref and Iqref, based on the current (Igen) of the power supply feeding the AC voltage.)

1. A method for controlling power distribution in a hybrid propulsion system comprising at least one power supply (18A, 18B) delivering an AC voltage associated with a controlled AC/DC rectifier (16) and at least one battery (14), the method being characterized in that the controlled AC/DC rectifier and the battery are each directly connected to an HVDC DC bus (12) supplying at least one electrical load, through a regulation loop on a given power value (Pref) based on a measured power (Pbat) of the battery, and on a measured voltage (V) based on the HVDC bus_HVDC) On the given voltage value (Vref), the control of the power distribution being carried out solely by means of a controlled AC/DC rectifier (16), one or the other of these two regulating circuits delivering to the regulating circuit the given secondary currents Idref and Iqref, respectively, on the basis of the current (Igen) of the power supply delivering the AC voltage.

2. Method according to claim 1, characterized in that the secondary current setpoint Iqref is selectively delivered by one or the other of the two regulation loops at a power setpoint or voltage setpoint, depending on the hybrid setpoint of the hybrid propulsion system for one of the two regulation loops and on one of the thermal or starting ratings of the hybrid system for the other of the two regulation loops.

3. Method according to claim 2, characterized in that the secondary current setpoint Iqref fed to the regulation loop is added beforehand to a current value equal to an estimate of the power consumed by said at least one electrical load.

4. A method as claimed in claim 1, characterized in that the given value of secondary current Idref is delivered by a flux management module (30).

5. The method according to any one of claims 1 to 4, characterized in that the voltage setpoint (Vref) is delivered by a power manager (28) and defines the voltage to be applied to the at least one electrical load.

6. The method according to any one of claims 1 to 5, characterized in that a power setpoint (Pref) is delivered by the mixing assembly (44) and defines a desired power distribution between the at least one power source delivering the AC voltage and the at least one battery.

7. An apparatus for controlling the power distribution between a power supply delivering an AC voltage associated with a controlled AC/DC rectifier and a battery, each connected directly to an HVDC DC bus supplying at least one electrical load, characterized in that it is configured to pass through a regulation loop on a given power value (Pref) based on the measured power (Pbat) of the battery, and on a measured voltage (V) of the HVDC bus_HVDC) Is controlled by a controlled AC/DC rectifier (16), one or both of which is based on the current (Igen) of the power supply delivering the AC voltageThe other one supplies the regulation loop with the given values of secondary current Idref and Iqref, respectively.

8. A hybrid propulsion system comprising the apparatus for controlling power distribution of claim 7.

9. A VTOL VTOL aerial vehicle comprising the hybrid propulsion system of claim 8.

Technical Field

The present invention relates to hybrid propulsion systems for aircraft, and more particularly to hybrid propulsion systems for aircraft with Vertical Take Off and Landing (VTOL), and it relates to a system for controlling power distribution between power sources according to different ratings of the aircraft.

Background

VTOLs tend to be used as a form of intra-and inter-urban transport suitable for transporting goods or transporting personnel, however, due to the limited autonomy of current batteries, there is a high demand for hybrid propulsion systems, preferably integrated hybrid propulsion systems.

In such a hybrid propulsion system, there are two power sources: a turbine generator and a set of batteries, which supply one or more electrical loads (in practice, one or more electric motors) via one or more DC power buses (HVDC buses). The battery functions to supplement the turbine generator at operating points where the turbine generator alone cannot meet load (instantaneous or constant) requirements, thus avoiding over-sizing or overloading the turbine generator.

The maximum power of the turbine generator is dependent on temperature and altitude and is dynamically limited. The advantages of the battery are due to the fact that: in the case of rapid power consumption, the battery can supply power with faster dynamic performance than the power supplied by the turbine generator.

Conventionally, such hybrid propulsion systems include several ratings:

the starting rating of the turbogenerator and the pre-charging of the bus (where the power supplying the DC bus must be limited until the capacitor is pre-charged),

-a mixed rating of both power supplies,

only the electrical rating of the battery supply (in the case of a given value or of a turbogenerator loss), an

Only the thermal rating of the power supplied by the turbine generator (in the case of a given value or of a loss of battery).

Fig. 4 more accurately illustrates the hybrid rating covering four different cases:

in 1), the battery provides high dynamic performance (during charging and discharging) not covered by the turbine generator,

in 2), the battery provides a power margin when the turbine generator is at its power limit,

in 3), there is a load peak on the battery to compensate for the rapid drop in load (the turbine generator remains at high power due to its slow dynamic performance, so this power, which is no longer used by the electrical load, enters the battery until the power of the turbine generator equals the power required by the electrical load), and

in 4), the turbine generator charges the battery.

This requires controlling the hybrid propulsion system to manage the power distribution between the two power sources, taking into account the different ratings.

In current systems, local optima are sought by either connecting the battery to the DC/DC converter of the HVDC bus when the rectifier at the generator output of the turbine generator is not controlled, or by completing such hybrid control via control of the battery current by the DC/DC converter and the AC/DC rectifier when the rectifier at the generator output of the turbine generator is controlled.

However, such seeking of optimality has proven particularly difficult, and therefore, a system for controlling AC mixing is needed.

Disclosure of Invention

It is therefore an object of the present invention to provide a control of the mixing of a hybrid propulsion system that is simpler, more efficient, more modular and more scalable, while also allowing an optimized integration and installation on board an aircraft. Another object of the invention is to allow control modes of current and voltage to accommodate different flight phases and different operating points. Yet another object is to make it possible to meet the requirements of different uses (thermal, electrical or hybrid) of the propulsion system.

These objects are achieved by a method for controlling power distribution in a hybrid propulsion system comprising a power supply and a battery, the power supply delivering an AC voltage associated with a controlled AC/DC rectifier, the method being characterized in that the controlled AC/DC rectifier and the battery are each directly connected to an HVDC DC bus supplying at least one electrical load, the control of the power distribution being performed solely by the controlled AC/DC rectifier through a regulation loop on a power setpoint based on a measured power of the battery and a regulation loop on a voltage setpoint based on a measured voltage of the HVDC bus, the two regulation loops each delivering a secondary current setpoint for the regulation loop based on a current of the power supply delivering the AC voltage.

This configuration eliminates the DC/DC converter between the battery and the HVDC bus and thus indirectly controls the battery.

Advantageously, the secondary current setpoint value Iqref is selectively delivered by one or the other of the two control loops at a power or voltage setpoint value as a function of a hybrid setpoint value of the hybrid propulsion system for one of the two control loops and of a thermal or start-up setpoint value of the hybrid propulsion system for the other of the two control loops. Likewise, a given secondary current value Idref is delivered by the flux management module.

Preferably, the given value of secondary current Iqref delivered to the regulation circuit is previously added to a current value equal to an estimated value of the power consumed by the at least one electrical load.

Advantageously, the voltage setpoint is delivered by the power manager and defines a voltage to be applied to the at least one electrical load.

Preferably, a power setpoint is delivered by the mixing assembly, and the power setpoint defines a desired power distribution between the at least one power source delivering the AC voltage and the at least one battery.

The invention also relates to a device for controlling the power distribution implementing the above method, a hybrid propulsion system comprising such a power distribution control device, and an aircraft, in particular with a VTOL, comprising such a hybrid propulsion system.

Drawings

Other features and advantages of the present invention will become apparent from the detailed description given below, without any limitation, with reference to the following drawings, in which:

figure 1 shows an architecture for controlling the mixing in an aircraft to implement the power distribution method according to the invention,

figure 2 is a flow chart illustrating the steps of the method in a first operating configuration,

figure 3 is a flow chart illustrating the steps of the method in a second operating configuration,

fig. 4 shows the variation of battery load, power supply power and total load power in a prior art hybrid control architecture.

Detailed Description

According to the invention, the hybrid control is accomplished by controlling the voltage, power (or output current) of one or more controlled AC/DC rectifiers (i.e. active rectifiers), rather than by a DC/DC converter arranged between the battery and the HVDC DC bus as is conventional. Thus, the power of the battery is indirectly controlled by one or more active rectifiers.

Fig. 1 shows an architecture allowing such control of the mixing in a hybrid propulsion system intended to supply at least one propulsion unit 10 with power from at least one HVDC DC bus 12, to which bus 12 at least one battery 14 and at least one controlled AC/DC rectifier 16 are connected. Active rectifiers 16 are assembled at the output of one or more power sources 18A, 18B that deliver AC voltages and are associated with these AC voltages to convert them to DC voltages. The power source may be a simple generator, a RAT, an APU or a turbine generator equipped with a gas turbine 20 (its control unit or FADEC 20A shown in dashed lines).

According to the invention, the control of the power distribution in the hybrid propulsion system is provided by a command comprising three regulation loops, through the controlled AC/DC rectifier 16, so that all the ratings of the hybrid propulsion system can be met: based on HVDC busbar V_HVDCA first voltage regulation loop 22 at a voltage setpoint Vref based on a voltage measurement of the battery, a second power control loop 24 at a power setpoint Pref based on a power measurement of the battery Pbat, and a third local current regulation loop 26 at a secondary current setpoint Idref, Iqref based on a measurement of the current Igen of the AC power source.

The voltage and power regulation loops are selectively used depending on the rating of the hybrid propulsion system. Thus, voltage regulation is used at start-up for pre-charging of the HVDC DC bus 12 and in battery-less mode (thermal rating), while power regulation is used for hybrid ratings. The selection of one or other of these two forms of regulation according to the desired nominal value is made by a power manager 28, which power manager 28 also delivers a voltage setpoint Vref.

Note that the presence of the two regulation loops 22 and 24 selected by the power manager 28 enables very simple management of the battery losses or losses of the AC power source (e.g. a turbo-generator) by changing from a power regulation mode enabled in a hybrid rating to a voltage regulation mode enabled in a thermal rating or in a full electrical rating.

The output of the regulation loop (voltage or power) produces a portion of the secondary current torque setpoint Iqref, which is sent to the current regulation loop 26, and another portion of the flux secondary current setpoint Idref, which is output from the flux management module 30. The current loop is unitary and is used at the output of the voltage loop 22 and the power loop 24 to likewise provide vector control of the controlled AC/DC rectifier 16. The latter is voltage-controlled, the secondary current having to be converted into a three-phase voltage by means of a suitable conversion module 32, just like the three-phase current Igen from the AC power supply, and into the secondary currents Id, Iq by means of a corresponding conversion module 34. The synchronization of the conversion is done according to the location of the AC power supplied by the appropriate module 36. Finally, the modulation module 38 applies the required vector commands.

Note that once the nominal value has been selected by power manager 28, an adder 40 may be added to add the current setpoint to a current value equal to an estimate of the power consumed by load 10 before it is sent into current regulation loop 22. This current value constitutes an optional load compensation, which may be in a suitable compensation module 42 from the current I of the HVDC DC bus 12_HVDCIs subtracted from the measurement of (1). This allows the active rectifier 16 to be more responsive, thus relieving the battery 14.

The power setpoint Pref comes from the hybrid module 44, whose function is to determine the hybrid rating, i.e. the power supplied by the battery and the power supplied by the turbine generator. The hybrid assembly is aware of the state of charge of the battery Ebat and the power state available to the AC voltage power source (turbo generator or other) Egen, and therefore the battery power can be defined in suitable modules 46, 48 to ensure that the state of charge of the battery and the power that the battery must provide according to the power supply capacity of the gas turbine (for example, in the case of a turbo generator), and therefore, to provide the desired power split between the two. It also defines some minimum and maximum power thresholds for the battery in threshold module 50, for example, by not requiring it to provide too much or too little power. The hybrid assembly also allocates a minimum and maximum power per HVDC DC bus for each HVDC DC bus if there are several HDVC DC buses on the same AC voltage supply.

Fig. 2 and 3 show two flow charts illustrating the method of the invention.

In fig. 2, the battery is first connected to the HVDC DC bus, and then the AC power source is connected to the HVDC DC bus, and thus the HVDC DC bus has been pre-charged by the battery. More precisely, in a first step 60, pre-charging and connection of the battery 14 to the HVDC DC bus 12 is performed. Then, in the next step 62, the hybrid propulsion system is enabled to operate at the load power rating. Next, in step 64, the gas turbine 20 is started. In the next step 66 there is a pre-charging of the voltage of the controlled AC/DC rectifier 16 in the voltage regulation mode and in step 68 there is a regulation of the voltage of the controlled AC/DC rectifier 16, still in the voltage regulation mode, to the same value as the battery 14 voltage. In the next step 70, once the controlled AC/DC rectifier 16 is connected to the HVDC DC bus 12, operation in a power regulation mode with mixed ratings can be performed in a final step 72.

In fig. 3, the AC voltage supply is first connected to the HVDC DC bus, and then the battery is connected to the HVDC DC bus, and the HVDC DC bus has therefore been pre-charged by the AC voltage supply. More precisely, in a first step 80 the gas turbine 20 is started and in a step 82 the controlled AC/DC rectifier 16 is connected to the HVDC DC bus 12. In the next step 84 there is a pre-charging of the voltage of the HVDC DC bus in voltage regulation mode and in step 86 there is a regulation of the voltage of the controlled AC/DC rectifier 16, still in voltage regulation mode, to the same value as the voltage of the battery 14. Then, in a next step 88, the hybrid propulsion system can be operated at the thermal rating. Once the battery is connected to the HVDC DC bus in step 90, it may be run in a power regulation mode at a mixed rating in a final step 92.

Thus, with the present invention, it is possible to:

managing the power distribution by defining what power comes from the AC voltage power source (e.g. a turbine generator) and what power comes from the battery, and performing the control of the power source by checking the power setpoint defined by the distribution that is actually being applied,

to accommodate different ratings (thermal, electrical, hybrid) of the hybrid propulsion system,

adapting the power and energy supply capacity of both power sources and the power requirements of the electrical load (propulsion unit),

providing a scalable hybrid solution that can meet different requirements (series hybrid, parallel hybrid, full or partial system, centralized or isolated system, etc.) and keep up with the variation of battery capacity,

-providing a weight-optimized hybrid solution,

providing a hybrid solution (in terms of number of modules, logic, etc.) that is as simple as possible,

-optimizing the reliability.