ELECTRIC DRIVE FOR AIRCRAFT AND METHOD FOR CHARGING AN AIRCRAFT BATTERY

Description

Technical field of the invention

[0001] The invention relates to aircraft electric propulsion systems, and more particularly to propulsion battery charging devices and a battery charging method.

[0002] The invention further relates to a propulsion system comprising such devices and an aircraft comprising such a propulsion system. Prior art

[0003] Climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by different countries. In particular, an ambitious standard applies to both new types of aircraft and those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change.

[0004] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors impacting all phases of design and development in order to obtain less energy-intensive and more environmentally friendly aeronautical components and products, whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving the energy efficiency of aircraft.

[0005] Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes that minimize greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0006] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly lightweight on-board equipment, and the development of the use of electrical technologies to provide propulsion.

[0007] An electrically powered aircraft includes at least one electric motor driving a propulsion propeller, at least one battery storing the electrical energy required to power the motor, and a power converter supplying the motor with alternating voltage from a direct voltage delivered by the battery.

[0008] The battery is charged when the aircraft is parked on the ground.

[0009] For this purpose, a park unit providing an alternating voltage is connected to the aircraft to charge the battery.

[0010] However, as the park unit delivers an alternating voltage, usually three-phase, it is necessary to convert said voltage to a direct voltage in order to charge the battery.

[0011] It is known to implement in the park unit a power converter to transform the alternating voltage delivered by the park unit into a direct voltage charging the battery.

[0012] However, it is necessary to develop a new park group architecture and add a communication module between the park group and a battery charge management module implemented in the aircraft in order to regulate the battery charge.

[0013] It is also known to carry on board the aircraft a power converter to transform the alternating voltage delivered by the park unit into a direct voltage to charge the battery.

[0014] However, the implementation of a power converter and the wiring harnesses supplying said power converter with three-phase voltage increases the aircraft's mass, resulting in increased aircraft energy consumption, as the power converter is exclusively dedicated to charging the battery. US 2012 / 025032 A1 and FR 3 065 840 A1 also disclose an electric propulsion system for an aircraft, comprising a battery charging device, a first rotating propulsion machine configured to drive an aircraft propulsion propeller, a second rotating electric propulsion machine configured to drive an aircraft propulsion propeller, an electrical distribution device, a first battery, a second battery, and a first power converter.EP 3 588 729 A1 discloses an electric propulsion system for aircraft comprising a first and second battery, and two motors, each connected to a power converter. Description of the invention

[0015] The aim of the invention is to overcome all or part of these drawbacks.

[0016] To this end, the invention is the result of technological research aimed at significantly improving aircraft performance and, in this sense, contributes to reducing the environmental impact of aircraft. The invention relates to an electric propulsion system for an aircraft comprising a battery charging device, a first rotating electric propulsion machine configured to drive an aircraft propeller, a second rotating electric propulsion machine configured to drive an aircraft propeller, an electrical distribution device, a first battery, a second battery, and a first power converter.

[0017] The charging device includes a second reversible electric power converter having a power input configured to be connected to the second battery and a power output connected to the second rotating electric propulsion machine so that the second power converter transfers electrical energy between the second electric machine and the second battery.

[0018] The charging device further includes a means for disabling the propulsion propeller configured to prevent the rotation of the propulsion propeller, and a park socket connected to the power output.

[0019] The electrical distribution system includes a power supply line with an input connected to the second battery and an output connected to the power input of the second converter.

[0020] The electrical distribution system includes a second power supply line comprising an input connected to the first battery and an output connected to an input of the first power converter.

[0021] Each power supply line includes a power supply bus connected to the input of said power supply line by a first contactor and connected to the output of said power supply line by a second contactor, a first voltage sensor measuring a voltage between said input and the first contactor, a second voltage sensor measuring a voltage between the second contactor and the converter, a first current sensor measuring a current between the first contactor and the bus and a second current sensor measuring a current between the second contactor and the converter connected to said power supply line, and a control circuit configured to control the converter and the first and second contactors from the values ​​measured by the first and second voltage sensors and the values ​​measured by the first and second current sensors.

[0022] The distribution device further includes a distribution contactor connecting the power supply bus of the supply line to the power supply bus of the second power supply line, the control circuit being configured to control the distribution contactor.

[0023] The charging device allows the batteries of an aircraft to be charged from a bank group known from the prior art without implementing a power converter dedicated to charging the batteries in the aircraft so as not to increase the mass of the aircraft.

[0024] Charging the batteries utilizes a power converter already present in the aircraft to control a rotating propulsion machine of the aircraft.

[0025] Also proposed is the electric propulsion chain for aircraft as defined above, in which the means for disabling the propulsion propeller includes a load contactor linking the power output of the converter to the rotating electric machine.

[0026] Preferably, the second power converter includes a first reversible conversion module connecting the power input to the power output and a second conversion module connecting a second power input to a second power output, the conversion modules being independent of each other, the electrical distribution device including a third power supply line having an input connected to the second battery and an output connected to the second power input of the second converter, the second rotating electrical machine including two sets of redundant stator coils, a first set of stator coils being connected to the load contactor and the second set of stator coils being connected to the second power output of the converter.

[0027] Alternatively, the means for disabling the propulsion propeller includes a clutch configured to disengage the propulsion propeller from a shaft of the rotating electric propulsion machine to prevent the propeller from rotating.

[0028] Preferably, the second power converter comprises a first reversible conversion module connecting the power input to the power output and a second conversion module connecting a second power input to a second power output, the conversion modules being independent of each other, the power distribution device comprising a third power supply line having an input connected to the second battery and an output connected to the second power input of the converter, the second rotating electrical machine comprising two sets of redundant stator coils, a first set of stator coils being connected to the power output and the second set of stator coils being connected to the second power output of the converter.

[0029] Preferably, the electric propulsion chain further includes a redistribution contactor linking the power supply bus of the power supply line to the power supply bus of the third power supply line, the control circuit being further configured to control the redistribution contactor.

[0030] Advantageously, the control circuit is further configured to control a park group supplying the park outlet when the propulsion propeller is prevented from turning.

[0031] Also proposed is an aircraft comprising an electric propulsion system as defined above and as many propulsion pods as there are rotating electric propulsion machines, each electric machine being disposed in a different pod, the means for disabling the propulsion propeller and the parking socket being disposed in one of the pods.

[0032] The parking socket located in one of the aircraft nacelles, for example in the lower part of the nacelle, makes it possible to eliminate the load harness connecting the parking socket to the distribution device, thus further reducing the aircraft's mass.

[0033] Furthermore, a particularly advantageous aircraft battery charging method, aimed at reducing the environmental impact of aircraft, is proposed.The aircraft includes a first rotating electric propulsion machine, a first power converter, a first battery, a second reversible electric power converter having a power input connected to a second battery and a power output connected to a second rotating electric propulsion machine of the aircraft such that the power converter transfers electrical energy between the second electric machine and the second battery, and an electrical distribution device having a supply line having an input connected to the second battery and an output connected to the power input of the second converter, a second supply line having an input connected to the first battery and an output connected to a power input of the first converter, and a distribution contactor.

[0034] Each power line includes a power bus connected to the input of said power line by a first contactor and connected to the output of said power line by a second contactor, a first voltage sensor measuring a voltage between said input and the first contactor, and a second voltage sensor measuring a voltage between the second contactor and the converter, a first current sensor measuring a current between the first contactor and the bus and a second current sensor measuring a current between the second contactor and the converter connected to said power line.

[0035] The distribution contactor connects the power supply bus of the supply line to the power supply bus of the second power supply line.

[0036] The method includes activating a means of disabling the propulsion propeller to prevent the rotation of the propulsion propeller and supplying power to a park outlet connected to the power output when the propeller is prevented from rotating so that the second power converter transfers electrical energy from the park outlet to the second battery.

[0037] The method further includes closing the second contactor of the supply line and the redistribution contactor, opening the second contactor of the second supply line, and controlling the second power converter from the values ​​measured by the first and second current and voltage sensors of the supply line and the second supply line so that the power converter transfers electrical energy from the park outlet to the first battery. Brief description of the drawings

[0038] Other objects, features and advantages of the invention will become apparent from the following description, given solely by way of non-limiting example, and made with reference to the accompanying drawings in which: [ Fig 1 ] schematically illustrates an aircraft according to the invention; Fig 2 ] schematically illustrates an example of an embodiment of the electrical distribution device according to the invention; [ Fig 3 ] schematically illustrates a first example of the implementation of a charging device according to the invention; [ Fig 4 ] schematically illustrates a second example of implementing the charging device according to the invention, and [ Fig 5 ] schematically illustrates another example of the implementation of the charging device. Detailed description of at least one embodiment

[0039] We refer to the figure 1 which schematically illustrates an aircraft 1 comprising an electric propulsion chain 2 connected to a battery bank group 3.

[0040] The propulsion chain 2 comprises two rotating polyphase electric propulsion machines 4, 5 each arranged in a nacelle 6, 7 on either side of a longitudinal axis of the aircraft 1 and having respective shafts 101, 102 each equipped with a propeller 100 to propel the aircraft 1.

[0041] A first rotating machine 4 is arranged in a first nacelle 6, and the second rotating machine 5 is arranged in the second nacelle 7.

[0042] Machines 4 and 5, for example, are of the three-phase type.

[0043] Aircraft 1 is, for example, an airplane.

[0044] Alternatively, aircraft 1 may include more than two rotating electrical machines 4, 5 arranged in equal numbers on either side of the longitudinal axis of aircraft 1.

[0045] According to yet another version of the description,

[0046] Aircraft 1 may comprise a single rotating electrical machine.

[0047] Aircraft 1 may further include at least one turboprop or turbojet driven by a turbomachine burning fuel so that aircraft 1 is hybrid powered.

[0048] Each rotating electrical machine 4, 5 comprises a first set of stator coils 8, 9 and a second set of stator coils 10, 11.

[0049] The coils of each set of coils 8, 9, 10, 11 are for example connected together in a star configuration.

[0050] The propulsion chain 2 further includes two power converters 12, 13, a distribution device 14, two batteries 15, 16 connected to the distribution device 14, and a control circuit 43 for the propulsion chain 2.

[0051] The first converter 12 arranged in the first nacelle 6 is connected to the first rotating electrical machine 4, and the second converter 13 arranged in the second nacelle 7 is connected to the second rotating electrical machine 5.

[0052] Batteries 15, 16 are for example located in the lower part of the aircraft fuselage, in an additional fuselage so that if one of the batteries 15, 16 releases a gas, it is ejected from the additional fuselage in a direction oriented towards the ground in order to preserve the aircraft.

[0053] The location of batteries 15, 16 simplifies the construction of the fuselage by avoiding the need for chimneys in the fuselage to vent batteries 15, 16.

[0054] Each converter 12, 13 includes a first power input 121, 131, a second power input 122, 132, a first power output 123, 133, and a second power output 124, 134.

[0055] The distribution device 14 includes as many identical electrical supply lines 21, 22, 23, 24 as there are power inputs 121, 122, 131, 132, each supply line 21, 22, 23, 24 being connected to a different power input 121, 122, 131, 132.

[0056] The first power input 121 of the first converter 12 is connected to output terminals 25, 26 of a first power line 21, and the second power input 122 of the first converter 12 is connected to output terminals 27, 28 of a second power line 22.

[0057] The first three-phase power output 123 of the first converter 12 is connected to the first set of stator coils 8 of the first rotating machine 4, and the second three-phase power output 124 of the first converter 12 is connected to the second set of stator coils 10 of the first rotating machine 4.

[0058] The first converter 12 comprises two independent conversion modules 17, 18 so that if one of the conversion modules 17, 18 fails the other conversion module 18, 17 continues to operate optimally.

[0059] The conversion modules 17, 18 are each made from semiconductors, for example diodes and transistors.

[0060] A first conversion module 17 connects the first power input 121 to the first power output 123, and the second conversion module 18 connects the second power input 122 to the second power output 124.

[0061] Each conversion module 17, 18 receives a DC voltage on the power input 121, 122 and delivers a three-phase voltage system on the power output 124, 123 to power and control the first machine 4.

[0062] Input terminals 29, 30, 31, 32 of the first and second power lines 21, 22 are connected to the first battery 15.

[0063] The first and second power lines 21, 22 supply DC voltage to the conversion modules 17, 18 from the first battery 15.

[0064] The stator coil assemblies 8, 11 are each powered by a power supply circuit comprising a conversion module 17, 18 of the first converter 12 and the first and second power supply lines 21, 22.

[0065] The power supply circuits allow the rotating machine 4 to be supplied redundantly in order to compensate for a failure of one of the power supply circuits.

[0066] The first power input 131 of the second converter 13 is connected to output terminals 33, 34 of a third power line 23, and the second power input 132 of the second converter 13 is connected to output terminals 35, 36 of the fourth power line 24.

[0067] Input terminals 37, 38, 39, 30 of the third and fourth power lines 23, 24 are connected to the second battery 16.

[0068] The first three-phase power output 133 of the second converter 13 is connected to the first set of stator coils 9 of the second rotating machine 5.

[0069] The second three-phase power output 133 of the second converter 13 is connected to the second set of stator coils 11 of the second machine 5 via a load contactor 41.

[0070] In addition, a parking socket 42 is connected between the load contactor 41 and the second power output 134.

[0071] The load contactor 41 and the parking socket 42 are located in the nacelle 7 housing the second machine 5.

[0072] The parking outlet 42 is connected to a power output of the parking group 3 so that the parking group 3 supplies the parking outlet 42 with electrical energy, the parking group delivering for example a three-phase voltage system.

[0073] When the load contactor 41 is open, all phases of the second set of stator coils 11 of the second machine 5 are isolated from the park tap 42 so that the park group 3 supplies exclusively the second converter 13.

[0074] Since the second set of stator coils 11 of the second machine 5 is not energized, the shaft 102 of said machine is not driven.

[0075] Since the propeller 100 connected to the shaft 102 does not rotate, operators working on the second nacelle 7 are not likely to be injured by the propeller.

[0076] The control circuit 43 controls the first and second converters 12, 13, the supply lines 21, 22, 23, 24, and the load contactor 41, and includes, for example, a redundant processing unit.

[0077] The supply lines 21, 22, 23, 24 can also be connected together by redistribution and distribution contactors not shown in this figure.

[0078] When the aircraft is in flight, the second converter 13, supplied by a DC voltage on the power inputs 131, 132, delivers a three-phase voltage system on the power outputs 133, 134 to power and control the second machine 4.

[0079] The first power output 133 powers the first set of coils 9.

[0080] The load contactor 41 is closed so that the second power output 134 supplies the second set of coils 11.

[0081] The third and fourth power lines 23, 24 supply DC voltage to the second converter 13 from the second battery 16.

[0082] The second reversible converter 13 includes a conversion module 19 linking the first power input 131 to the first power output 133, and a reversible conversion module 20 linking the second power input 132 to the second power output 134.

[0083] The second reversible converter 13, the load contactor 41 and the parking socket 42 form a charging device.

[0084] When the aircraft is on the ground, as shown on the figure 1, the parking group 3 is connected to the parking socket 42 and the load contactor 41 is opened by the control circuit 43 so that the second power output 134 and the parking socket 42 are not electrically connected to the second set of coils 11.

[0085] In flight, the stator coil assemblies 9, 11 are each powered by a power supply circuit comprising a conversion module 19, 20 of the second converter 13 and the third and fourth power lines 23, 24.

[0086] The power supply circuits allow the rotating machine 5 to be supplied redundantly in order to compensate for a failure of one of the power supply circuits.

[0087] There figure 2 illustrates an example of the implementation of the distribution device 14 including the supply lines 21, 22, 23, 24.

[0088] Each supply line 21, 22, 23, 24 includes a power supply bus 50, 51, 52, 53 connected to the input terminals 29, 30, 31, 32, 37, 38, 39, 40 forming the input of said line by a first contactor 54, 55, 56, 57.

[0089] Each supply line 21, 22, 23, 24 includes a second contactor 58, 59, 60, 61 connecting the bus 50, 51, 52, 53 to the output terminals 25, 26, 27, 28, 33, 34, 35, 36 forming the output of said line.

[0090] Each supply line 21, 22, 23, 24 further includes a first voltage sensor 62, 63, 64, 65 measuring a voltage between the input of said line and the first contactor 54, 55, 56, 57, and a second voltage sensor 70, 71, 72, 73 measuring a voltage between the second contactor 58, 59, 60, 61 and the converter 12, 13 connected to said line.

[0091] Each supply line 21, 22, 23, 24 may further include a first current sensor 66, 67, 68, 69 measuring a current between the first contactor 54, 55, 56, 57 and the bus 50, 51, 52, 53, and a second current sensor 74, 75, 76, 77 measuring a current between the second contactor 58, 59, 60, 61 and the converter 12, 13 connected to said line.

[0092] The distribution device 14 may further include two redistribution contactors 78, 79.

[0093] A first redistribution contactor 78 connects buses 50, 51 of the first and second lines 21, 22 together, and the second redistribution contactor 79 connects buses 52, 53 of the third and fourth lines 23, 24 together.

[0094] Each redistribution contactor 78, 79 ensures the supply of the two sets of coils 8, 10, 9, 11 of the machine 4, 5 by a single supply line.

[0095] The distribution device 14 may further include a distribution contactor 80 connecting the bus 51 of the second line 22 to the bus 53 of the fourth line 24 connected to the reversible conversion module 20.

[0096] The converters 12, 13, the first and second contactors 54, 55, 56, 57, 58, 59, 60, 61, the redistribution contactors 78, 79, and the distribution contactor 80 are controlled by the control circuit 43 from the values ​​measured by the first and second current and voltage sensors 62 to 77.

[0097] Figure 3 schematically illustrates a first example of the implementation of the charging device to charge the second battery 16.

[0098] It is assumed that the park group 3 is connected to the park socket 42, the first and second contactors 54 to 61 of each of the lines 21, 22, 23, 24 and the load contactor 41 are closed, that the redistribution contactors 78, 79 and the distribution contactors 80 are open, and that the converters 12, 13 are off (not transferring electrical energy between their power inputs and outputs).

[0099] During a step 90, the control circuit 43 opens the load contactor 41.

[0100] During a charging step 91, when the charging contactor 41 is open, the control circuit 43 commands the reversible conversion module 20 of the second converter 13 so that the converter 13 transfers electrical energy from the parking socket 42 into the second battery 16.

[0101] The control circuit 43 controls the reversible conversion module 20 so that the difference in voltages measured by the first and second voltage sensors 65, 73 of the fourth line 24 is equal to a predetermined threshold voltage, the voltage measured by the first sensor being less than the voltage measured by the second sensor 73 so that the second battery 16 stores the electrical energy transferred by the second converter 13 while limiting the current draw of the second battery 16 under charge.

[0102] When the value measured by the first voltage sensor 65 equals a predetermined charge level, the second battery is assumed to be charged. The control circuit 43 commands the second converter 13 to stop charging the second battery 16.

[0103] During charging stage 91, the control circuit 43 records the current values ​​measured by the first and second current sensors 69, 77 in order to detect a fault.

[0104] The control circuit 43 compares the measured current values ​​to predetermined warning thresholds.

[0105] If one of the measured current values ​​is greater than the alert threshold associated with said value, during a step 92, the control circuit 43 commands the reversible conversion module 20 so that the voltage read by the first voltage sensor 65 is greater than the voltage read by the second voltage sensor 73.

[0106] The second battery 16 delivers electrical energy to prevent thermal runaway of the second battery 16, then the control circuit 43 opens at least one of the first and second contactors 57, 61 of the fourth line 24.

[0107] Alternatively, the control circuit 43 communicates with control means of the park group 3.

[0108] The control circuit 43 transmits to the control means a voltage setpoint value delivered by the park group 3.

[0109] Figure 4 schematically illustrates a second example of the implementation of the charging device.

[0110] In this implementation mode, the charging device charges the first battery 15.

[0111] It is assumed that the park group 3 is connected to the park socket 42, the first and second contactors 54 to 61 of each of the lines 21, 22, 23, 24 and the load contactor 41 are closed, that the redistribution contactors 78, 79 and the distribution contactors 80 are open, and that the converters 12, 13 are off (not transferring electrical energy between their power inputs and outputs).

[0112] We're back at step 90.

[0113] Then during a step 95, the control circuit 43 closes the distribution contactor 80 so that the buses 51, 53 of the second and fourth lines 22, 24 are connected together, opens the first contactor 57 of the fourth line 24 and the second contactor 59 of the second line 22.

[0114] During a charging stage 96, when the load contactor 41 is open and the distribution contactor 80 is closed, the first contactor 57 of the fourth line 24 and the second contactor 59 of the second line 22 are open, and the control circuit 43 commands the reversible conversion module 20 of the second converter 13 so that the converter 13 transfers electrical energy from the park outlet 42 into the first battery 15.

[0115] The control circuit 43 controls the reversible conversion module 20 so that the difference between the voltages measured by the second voltage sensor 73 of the fourth line 24 and the first voltage sensor 63 of the second line 22 is equal to a predetermined threshold voltage, the voltage measured by the first sensor 63 being less than the voltage measured by the second sensor 73 so that the first battery 15 stores the electrical energy transferred by the second converter 13 while limiting the current draw of the first battery 15 under charge.

[0116] The control circuit 3 reads the current values ​​measured by the first current sensor 67 of the second line 22 and the second current sensor 77 of the fourth line 24 in order to detect a fault as described previously.

[0117] Alternatively, the first and second batteries 15, 16 are charged simultaneously by the converter 13 after the first switch 57 of the fourth line 24 is closed.

[0118] When the aircraft is on the ground, the first and second batteries 15, 16 can be charged sequentially by the charging device or simultaneously.

[0119] The charging device allows the batteries of aircraft 1 to be charged from a bank group known from the prior art without implementing a power converter dedicated to charging the batteries in aircraft 1 so as not to increase the mass of the aircraft.

[0120] Charging the batteries utilizes a power converter already present in the aircraft to control a rotating propulsion machine of the aircraft.

[0121] In addition, since the parking socket is located in one of the aircraft nacelles, for example in the lower part of the nacelle, the load harness connecting the parking socket to the distribution device is eliminated compared to a known prior art load device, thereby further reducing the aircraft mass and simplifying the routing of said harness.

[0122] The load contactor 41 forms a means of deactivating the propulsion propeller to prevent the rotation of the propulsion propeller 100 when charging at least one of the batteries 15, 16.

[0123] There figure 5 schematically illustrates another example of the implementation of the charging device.

[0124] In this embodiment, the means for deactivating the propulsion propeller includes a clutch 103 connecting the shaft 102 of the second rotating electrical machine 5 to the propulsion propeller 100.

[0125] When the means for disabling the propulsion propeller includes the clutch 103, the control circuit 43 commands the clutch 103 so that the shaft 102 is disengaged from the propeller 100 to prevent the rotation of the propulsion propeller 100.

[0126] When the propeller is uncoupled from the shaft 102, the park socket 42 is supplied by the park group and the control circuit 43 controls the reversible conversion module 20 of the second converter 13 as described previously.

[0127] The entire phase of the second set of stator coils 11 of the second machine 5 is supplied by the second converter 13 so that the shaft 102 is driven in rotation.

[0128] The second machine 5 runs idle as the propeller is uncoupled from the shaft 102.

[0129] Since the second machine 5 is running idle, it consumes a reduced amount of energy.

[0130] Since the propeller does not rotate, operators working on the second nacelle 7 are not likely to be injured by the propeller.

Claims

1. An electrical propulsion chain (2) for an aircraft (1) including a device for charging a battery (15, 16), a first propulsion electric rotary machine (4) configured to drive a propeller (100) of the aircraft, a second propulsion electric rotary machine (5) configured to drive a propeller (100) of the aircraft, an electrical distribution device (14), a first battery (15), a second battery (16) and a first power converter (12), - the charging device comprising a second reversible electrical power converter (13) including a power inlet (132) configured to be connected to the second battery (16) and a power outlet (134) connected to the second propulsion electric rotary machine (5) in such a way that the second power converter transfers electrical energy between the second electric machine and the second battery, - the charging device further comprising a means for deactivating the propeller configured to prevent rotation of the propeller (100), and a parking socket (42) connected to the power outlet, - the electrical distribution device including an electrical supply line (24) including an inlet (39, 40) connected to the second battery (16) and an outlet (35, 36) connected to the power inlet (132) of the second converter (13), characterised in that - the electrical distribution device (14) including a second electrical supply line (22) comprising an inlet (31, 32) connected to the battery (15) and an outlet (27, 28) connected to the power inlet (122) of the first power converter (12), - each electrical supply line (21, 22, 23, 24) comprising an electrical supply bus (50, 51, 52, 53) connected to the inlet (29, 30, 31, 32, 37, 38, 39, 40) of said supply line by a first contactor (54, 55, 56, 57) and connected to the outlet (25, 26, 27, 28, 33, 34, 35, 36) of said supply line by a second contactor (58, 59, 60, 61), a first voltage sensor (62, 63, 64, 65) measuring a voltage between said inlet and the first contactor, a second voltage sensor (70, 71, 72, 73) measuring a voltage between the second contactor and the converter (12, 13), a first current sensor (66, 67, 68, 69) measuring a current between the first contactor and the bus and a second current sensor (74, 75, 76, 77) measuring a current between the second contactor and the converter connected to said supply line, and a control circuit (43) configured to control the converter and the first and second contactors from the values measured by the first and second voltage sensors and values measured by the first and second current sensors, - the distribution device further including a distribution contactor (80) connecting the electrical supply bus (53) of the supply line (24) to the electrical supply bus (51) of the second electrical supply line (22), the control circuit (43) being configured to control the distribution contactor.

2. The electrical propulsion chain (2) for an aircraft (1) according to claim 1, wherein the means for deactivating the propeller (100) comprises a charging contactor (41) connecting the power outlet of the second converter (13) to the second electric rotary machine (5).

3. The electrical propulsion chain (2) according to claim 2, wherein the second power converter (13) comprises a first reversible conversion module (20) connecting the power inlet (132) to the power outlet (134) and a second conversion module (19) connecting a second power inlet (131) to a second power outlet (133), the conversion modules being independent of each other, the electrical distribution device including a third electrical supply line (23) including an inlet (37, 38) connected to the second battery (16) and an outlet (33, 34) connected to the second power inlet (131) of the second converter (13), the second electric rotary machine (5) comprising two redundant sets of stator coils (9, 11), a first set of stator coils (11) being connected to the charging contactor (41) and the second set of stator coils (9) being connected to the second power outlet (133) of the converter (13).

4. The electrical propulsion chain (2) for an aircraft according to claim 1, wherein the means for deactivating the propeller (100) comprises a clutch (103) configured to disengage the propeller (100) from a shaft (102) of the propulsion electric rotary machine (5) to prevent rotation of the propeller (100).

5. The electrical propulsion chain (2) according to claim 4, wherein the second power converter (13) comprises a first reversible conversion module (20) connecting the power inlet (132) to the power outlet (134) and a second reversible conversion module (19) connecting a second power inlet (131) to a second power outlet (133), the conversion modules being independent of each other, the electrical distribution device including a second electrical supply line (23) including an inlet (37, 38) connected to the second battery (16) and an outlet (33, 34) connected to the second power inlet (131) of the second converter (13), the second electric rotary machine (5) comprising two redundant sets of stator coils (9, 11), a first set of stator coils (11) being connected to the power outlet (134) and the second set of stator coils (9) being connected to the second power outlet (133) of the converter (13).

6. The electrical propulsion chain according to claim 3 or according to claim 5, further including a redistribution contactor (79) connecting the electrical supply bus (53) of the electrical supply line (24) to the electrical supply bus (52) of the third electrical supply line (23), the control circuit (43) being further configured to control the redistribution contactor.

7. The electrical propulsion chain (2) according to any of claims 1 to 6, wherein the control circuit (43) is further configured to control a parking unit (3) supplying the parking socket (42) when the propeller (100) is prevented from rotating.

8. An aircraft (1) including an electrical propulsion chain (2) according to any of claims 1 to 7 and as many propulsion nacelles (6, 7) as there are propulsion electric rotary machines (4, 5), each electric machine being disposed in a different nacelle, the means for deactivating the propeller and the parking socket (42) being disposed in one of the nacelles (7).

9. A method for charging a battery (15, 16) of an aircraft (1) comprising a first propulsion electric rotary machine (4), a first power converter (12), a first battery (15), a second reversible electrical power converter (13) including a power inlet (132) connected to the second battery (16) and a power outlet (134) connected to a second propulsion electric rotary machine (5) of the aircraft in such a way that the power converter transfers electrical energy between the second electric machine and the second battery, and an electrical distribution device (14) including a supply line (24) comprising an inlet (39, 40) connected to the second battery (16) and an outlet (35, 36) connected to the power inlet (132) of the second converter (13), a second supply line (22) comprising an inlet (31, 32) connected to the first battery (15) and an outlet (27, 28) connected to a power inlet (122) of the first converter, and a distribution contactor (80), each supply line comprising an electrical supply bus (53, 52) connected to the inlet of said supply line by a first contactor (57, 55) and connected to the outlet of said supply line by a second contactor (61, 59), a first voltage sensor (65, 63) measuring a voltage between said inlet and the first contactor, and a second voltage sensor (73, 71) measuring a voltage between the second contactor and the converter, a first current sensor (67, 69) measuring a current between the first contactor and the bus and a second current sensor (75, 77) measuring a current between the second contactor and the converter connected to said supply line, the distribution contactor connecting the electrical supply bus of the first electrical supply line to the electrical supply bus of the second electrical supply line, the method comprises activating a means for deactivating the propeller to prevent rotation of the propeller (100) and supplying a parking socket (42) connected to the power outlet when the propeller is prevented from rotating in such a way that the second power converter transfers electrical energy from the parking socket to the second battery, closing the second contactor (61) of the supply line (24) and the redistribution contactor (80), opening the second contactor (59) of the second supply line (22), and controlling the second power converter (13) from the values measured by the first and second current and voltage sensors of the supply line and the second supply line in such a way that the power converter transfers electrical energy from the parking outlet to the first battery.