• 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:
    Series hybrid propulsion unit (40) comprising a gas turbine (42) driving a mechanical shaft of an electric generator (44) having n phases at output and supplying an AC distribution bar (46), and a control system for the speed of the gas turbine (48), the AC distribution bar supplying a plurality of AC distribution channels (50) each composed of an electric rectifier and a battery (58) sharing the power necessary for the supply of a DC bus (54), the DC bus in turn supplying a plurality of propulsive subchannels composed of electric inverters (62) supplying under the control of a control module (64) of the motors (66) driving thrusters (68), assembly further comprising a battery charger (70) for charging the battery from the DC bus, a power management module (72) delivering a power reference for the electric generator, and a module for hybrid rate management ation (74) controlling the DC bus voltage, the battery being connected directly to the DC bus via a passive component (diode 60) and the electric rectifier being a passive converter (diode bridge 52).
    公开号:FR3085667A1
    申请号:FR1858172
    申请日:2018-09-12
    公开日:2020-03-13
    发明作者:Jean-Philippe Herve Salanne；Stephane PETIBON；Florent ROUGIER
    申请人:Safran SA；
    IPC主号:
    专利说明:

    Series hybrid propulsion system for aircraft
    Invention background
    The invention relates to electric propulsion dedicated to aircraft and relates more particularly to new architectures relying on series hybridization of electrical power sources which makes it possible to multiply the number of rotors and therefore potentially improve the robustness of aircraft vis-à-vis rotor failures.
    The series hybridization of electric power sources consists in associating a turbogenerator (gas turbine + electric generator) with a battery. This hybridization makes it possible to associate the performance of each of the sources and makes it possible to benefit from a safer system in the event of the loss of one of the electrical sources.
    Conventionally and as shown in FIG. 7, a series 10 hybrid propulsion unit comprises a gas turbine 12 (with a free or linked turbine) driving the mechanical shaft of an electric generator 14 having n phases at the output and supplying a bar of AC distribution 16, and a control system (measurement and control) of the speed of the gas turbine 18 (fixed rotation speed NI). The AC distribution bar 16 supplies a plurality of AC distribution channels 20 each composed of an electric rectifier 22 of the controlled rectifier type supplying a DC bus 24, of an electrical storage or dissipation device 26 making it possible to manage the releases of loads (limitation of the DC bus voltage), of a battery 28 in series with a reversible DC / DC converter 30 making it possible to manage the charge and discharge of the battery and supplying the DC bus 24 in parallel with the electric rectifier 22. The DC bus 24 in turn supplies a plurality of propulsion sub-channels composed of electrical inverters 32 supplying, under the action of a thrust control module 34, the motors 36 driving the propellers of the aircraft 38.
    The problem with such an architecture is that the reversible DC / DC converter is necessarily oversized. Indeed, the latter manages the charge and discharge of the battery but also the rate of hybridization between the battery and electric generator which shares the power necessary to supply the DC bus. The converter is therefore sized relative to the discharge power to be supplied, i.e. the power of the thrusters (or a large part of this power), which, for example for a li-ion battery, represents three at six times the charging power of the battery. The converter is therefore oversized and its weight and its volume strongly outweigh the weight of the aircraft and consequently the transportable load.
    Subject and summary of the invention
    The present invention therefore proposes a new architecture of a series hybrid propulsion assembly for aircraft overcoming the aforementioned drawbacks.
    This object is achieved with a series hybrid propulsion unit comprising a gas turbine driving a mechanical shaft of an electric generator having n phases at output and supplying an AC distribution bar, and a system for controlling the speed of the turbine at gas, said AC distribution bar supplying a plurality of AC distribution channels each composed of an electric rectifier and a battery sharing the power necessary for supplying a DC bus, said DC bus in turn supplying a plurality of propulsion sub-channels composed of electric inverters supplying under the control of a motor control module driving propellants, assembly characterized in that it further comprises:
    . a battery charger for charging said battery from said DC bus,. a power management module delivering a power reference for said electric generator,. a hybridization rate management module for managing the power sharing between said electric generator and said battery by controlling the voltage of said DC bus, and in that said battery is connected directly to said DC bus via a passive component and said rectifier electric is a passive converter (not controlled).
    Advantageously, said passive component is formed of a simple diode and said passive converter is formed of a simple bridge of diodes. Said battery charger is formed by a simple non-reversible DC / DC converter.
    Thus, by using a diode for discharging the battery and a non-reversible DC / DC converter, dedicated and dimensioned only for charging the battery, it is possible to reduce the electric rectifier with a single diode bridge and to optimize the connection of the battery to the DC bus, the voltage control of which also makes it possible to effectively control the rate of hybridization.
    According to the embodiment envisaged, the assembly includes an autonomous device for limiting the voltage of the DC bus or said battery charger forms a device for limiting the voltage of the DC bus while also ensuring management of the releases of charges.
    According to a particular embodiment, said hybridization rate management module is configured to control said DC bus voltage via the speed of rotation of said electric generator or via the output voltage of said electric generator. When the electric generator is a generator with a wound rotor, said output voltage is controlled via the excitation current imposed on the rotor of said electric generator.
    Brief description of the drawings
    The invention will be better understood on reading the description given below for information but not limitation with reference to the following figures in which:
    FIG. 1 is a block diagram of a series hybrid propulsion unit according to the invention,
    FIG. 2 is a flow diagram for controlling the rate of hybridization via the output speed of the gas turbine,
    FIG. 3 illustrates an exemplary embodiment of the control of FIG. 2 by regulating the speed of the gas turbine,
    FIG. 4 shows the different waveforms at the level of characteristic points of the propulsion unit of FIG. 1,
    FIG. 5 is a flow diagram for controlling the rate of hybridization via the output voltage of the generator,
    FIG. 6 illustrates an exemplary embodiment of the control of FIG. 4 by regulating the voltage of the generator, and
    - Figure 7 is a block diagram of a series hybrid propulsion unit according to the prior art.
    Detailed description of embodiments of the invention
    The invention finds more particularly application in propulsion applications of VTOL type (for Vertical Take Off & Landing) where each propellant is associated with a converter.
    Figure 1 shows a series 40 hybrid propulsion unit according to the invention and comprising a gas turbine 42 (free or linked turbine) driving the mechanical shaft of an electric generator 44 having n phases at output and supplying a bar AC 46 distribution system, and a control (measurement and control) system for the speed of the gas turbine 48. The AC distribution bar 46 supplies a plurality of AC distribution channels 50 each composed of an electric rectifier 52, converter passive formed of a simple diode bridge supplying a DC bus 54, optionally of an autonomous device 56 for storage or electrical dissipation making it possible to manage the release of charges (limitation of the voltage of the DC bus), of a battery 58 directly connected to the DC bus via a simple diode 60, a passive component allowing its discharge. The DC bus 54 in turn supplies a plurality of propulsive subchannels composed of electrical inverters 62 supplying, under the action of a thrust control module 64, motors 66 driving propellers of the aircraft (propellants 68).
    According to the invention, this series hybrid propulsion unit also comprises a battery charger 70 formed of a simple non-reversible DC / DC converter, dedicated to charging the battery and connected to the DC bus 54, a power management module 72 and a hybridization rate management module 74.
    The power management module 72 defines a power reference PGen_Max which the generator 44 must supply from the state of charge of the battery (State-Of-Charge in English, SOC) and other useful information such as the altitude, speed, temperature, location, fuel reserves, etc ..., which makes it possible to share power between the generator and the battery 58. This maximum reference power is supplied to the rate management module of hybridization 74 which will control the voltage of the DC bus 54 in order to control the rate of discharge of the battery and therefore manage this power sharing between generator and battery. If the DC bus voltage is higher than the battery voltage then the battery cannot be discharged, the diode 60 being blocked. On the contrary, if the DC bus voltage is lower than the battery voltage, then the battery will supply power, the diode 60 then being on. The battery can be recharged via the dedicated battery charger 70.
    The control of the voltage of the DC 54 bus can be done according to two distinct embodiments either by controlling the speed of rotation of the electric generator (and therefore the speed at the outlet of the gas turbine) or by controlling the voltage. alternative output of this electric generator.
    FIG. 2 illustrates by a flow diagram the strategy for controlling the rate of hybridization by controlling the exit speed of the gas turbine which can be described by the following steps.
    In a first step 100, it is determined by the hybridization rate management module 74 the power requirement of the different loads then in a step 102 the distribution of the power between the battery and the thermal source as a function of the capacities of each of them is defined by the hybridization rate management module 74. The voltage level of the DC bus is then defined in a next step 104 by the hybridization rate management module 74 to obtain power sharing desired and the control of the speed of the thermal source is controlled in a final step 106 by the hybridization rate management module 74 to ensure that this DC bus voltage is indeed that desired.
    In fact, when using a permanent magnet generator (or a generator with constant rotor flux), we can write, as a first approximation, the following equation:
    Vdc_busbar = k_gen * ûJ * k_rectifier
    With V dc _busbar the voltage of Bus DC, k_gen, the coefficient linked to the generator, ω, the speed of rotation of the generator, k to rectify, the gain linked to the electric rectifier.
    Since the parameters k can be considered constant, the speed ω therefore makes it possible to control the voltage of the DC bus and consequently the rate of discharge of the battery.
    FIG. 3 shows an example of implementation at the level of the hybridization management module 74 of the hybridization strategy using the method of FIG. 2, N2 being the speed of the gas turbine and of the electric generator and pGen_Max the power maximum reference that the generator must provide. In this case, the reference N2_ref will lead directly to a DC bus voltage. The speed N2 is determined to limit the power supplied by the gas turbine, it being understood that the battery will naturally supply the rest to the loads. Thus, when the generator voltage drops (equivalent to the speed N2), the generator provides less power and the battery compensates for the difference compared to the need for loads. On the other hand, when the generator voltage rises, the power of the latter increases, limiting the use of the battery.
    FIG. 4 shows different waveforms which can be observed within the propulsion unit of the invention. In FIG. 4a, we observe the different powers supplied to the thrusters 68, to the battery 58 and to the electric generator 44 as well as the limitation of the latter by the power management module 72 to the maximum power PGen_Max- In FIG. 4b , we observe the speed of the electric generator and the reference speed N2_ref and we can note in 300 the need for a dissipation device (autonomous 56 or battery charger 70) to avoid overspeeding of the gas turbine 42. A FIG. 4c shows the DC bus voltage and that of the battery.
    FIG. 5 illustrates by a flow diagram the strategy for controlling the rate of hybridization by controlling the output voltage of the electric generator which can be described by the following steps.
    In a first step 200, the need for power of the different loads is determined by the module for managing the hybridization rate 74, then in a step 202 the distribution of the power between the battery and the thermal source as a function of the capacities of each. of them is defined by the hybridization rate management module 74. The voltage level of the DC bus is then defined in a next step 204 by the hybridization rate management module 74 to obtain power sharing desired and the control of the excitation of the electric generator is ensured in a final step 206 by the hybridization rate management module 74 to ensure that this DC bus voltage is indeed that desired.
    When using a generator with a wound rotor, the output voltage can be controlled via the excitation current imposed on the rotor of the machine. We can write, as a first approximation, the following equation:
    V dc_busbar = K_gen * æ * lexc * ^ .rectifier
    With V dc _busbar the voltage of Bus DC, k gen, the coefficient linked to the generator, ω, the speed of rotation of the generator, lexc / the excitation current, k to rectify, the gain linked to the electric rectifier.
    Since the parameters k and ω can be considered constant, the excitation current I exc therefore makes it possible to control the voltage of the DC bus and therefore the rate of discharge of the battery.
    FIG. 6 shows an example of implementation at the level of the hybridization management module 74 of the hybridization strategy using the method of FIG. 5, Vgen being the voltage at the terminals of the electric generator and as before Pcen_Max the maximum power that the generator can provide. In this case, the reference Vgen_ref will lead directly to a DC bus voltage. It is determined to limit the power supplied by the gas turbine, it being understood that, as before, the battery will naturally supply the rest to the loads. And as before, when the generator voltage drops, the generator provides less power and the battery compensates for the difference compared to the need for loads. On the other hand, when the generator voltage rises, the power of the latter increases, limiting the use of the battery.
    With a battery connected via a simple passive component for its discharge, the invention is nevertheless capable of hybridizing this battery indirectly with the electric generator by controlling the voltage of the electric source composed of the thermal machine, of this electric generator and the passive converter. Hybridization control is therefore done without the aid of controllable power electronics (with the exception of battery recharging) as required by the prior art. In addition, when the propulsion unit does not include a specific device for releasing charges, the battery charger can also perform the function of limiting the DC bus voltage.
    This capacity for indirect hybridization by controlling a bus voltage by the electrical source while the battery is connected with passive components is particularly innovative in view of the state of the art.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Series hybrid propulsion unit (40) comprising a gas turbine (42) driving a mechanical shaft of an electric generator (44) having n phases at output and supplying an AC distribution bar (46), and a system of control of the speed of the gas turbine (48), said AC distribution bar supplying a plurality of AC distribution channels (50) each composed of an electric rectifier (52) and a battery (58) sharing the power required to supply a DC bus (54), said DC bus in turn supplying a plurality of propellant subchannels composed of electrical inverters (62) supplying under the control of a control module (64) motors (66) driving propellants (68), an assembly characterized in that it further comprises:
    . a battery charger (70) for charging said battery from said DC bus,. a power management module (72) delivering a power reference for said electric generator,. a hybridization rate management module (74) for managing the power sharing between said electric generator and said battery by controlling the voltage of said DC bus, and in that said battery is connected directly to said DC bus via a passive component (60) and said electric rectifier is a passive converter.
    [2" id="c-fr-0002]
    2. A series hybrid propulsion unit according to claim 1, characterized in that said passive component is formed by a simple diode (60).
    [3" id="c-fr-0003]
    3. A series hybrid propulsion unit according to claim 1, characterized in that said passive converter is formed by a simple diode bridge (52).
    [4" id="c-fr-0004]
    4. A series hybrid propulsion unit according to claim 1, characterized in that said battery charger is formed by a simple non-reversible DC / DC converter.
    [5" id="c-fr-0005]
    5. A series hybrid propulsion unit according to claim 1, characterized in that it further comprises an autonomous device (56) for limiting the voltage of the DC bus.
    [6" id="c-fr-0006]
    6. A series hybrid propulsion unit according to claim 1, characterized in that said battery charger forms a device for limiting the voltage of the DC bus while also ensuring charge release management.
    [7" id="c-fr-0007]
    7. A series hybrid propulsion unit according to any one of claims 1 to 6, characterized in that said hybridization rate management module is configured to control said DC bus voltage via the speed of rotation of said electric generator.
    [8" id="c-fr-0008]
    8. A series hybrid propulsion unit according to any one of claims 1 to 6, characterized in that said hybridization rate management module is configured to control said DC bus voltage via the output voltage of said electric generator.
    [9" id="c-fr-0009]
    9. A series hybrid propulsion unit according to claim 8, in which the electric generator is a generator with a wound rotor, characterized in that said output voltage is controlled via an excitation current imposed on a rotor of said electric generator .
    [10" id="c-fr-0010]
    10. A series hybrid propulsion unit according to any one of claims 1 to 9, characterized in that said propellants are propellers of an aircraft.
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP3849908A2|2021-07-21|
    US20210339877A1|2021-11-04|
    CN112689598A|2021-04-20|
    WO2020053502A3|2020-06-04|
    FR3085667B1|2020-11-20|
    WO2020053502A2|2020-03-19|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20150367950A1|2013-03-14|2015-12-24|Rolls-Royce Corporation|Hybrid turbo electric aero-propulsion system control|
    EP2995555A1|2014-09-02|2016-03-16|Hamilton Sundstrand Corporation|Propulsion system|
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    EP3296212A1|2016-09-19|2018-03-21|Rolls-Royce plc|Aircraft propulsion system|CN111605713A|2020-06-01|2020-09-01|扬州翊翔航空科技有限公司|Hybrid rectifying device and control method of hybrid power system of unmanned aerial vehicle|
    US11214378B2|2018-08-21|2022-01-04|Zunum Aero, Inc.|System controller for series hybrid powertrain|
    法律状态:
    2019-08-20| PLFP| Fee payment|Year of fee payment: 2 |
    2020-03-13| PLSC| Publication of the preliminary search report|Effective date: 20200313 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 3 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1858172A|FR3085667B1|2018-09-12|2018-09-12|SERIES HYBRID PROPULSION KIT FOR AIRCRAFT|
    FR1858172|2018-09-12|FR1858172A| FR3085667B1|2018-09-12|2018-09-12|SERIES HYBRID PROPULSION KIT FOR AIRCRAFT|
    CN201980059402.XA| CN112689598A|2018-09-12|2019-09-02|Hybrid propulsion assembly for an aircraft|
    US17/274,542| US20210339877A1|2018-09-12|2019-09-02|Hybrid propulsion assembly for aircraft|
    PCT/FR2019/052021| WO2020053502A2|2018-09-12|2019-09-02|Hybrid propulsion assembly for aircraft|
    EP19774167.1A| EP3849908A2|2018-09-12|2019-09-02|Hybrid propulsion assembly for aircraft|
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