Device for charging a battery, associated propulsion system, aircraft and method

Abstract

A device for charging at least one first electric battery (80) for an aircraft is proposed. The charging device is configured to be installed on board the aircraft and comprises a first DC power supply bus (14) intended to supply power to a first electric propulsion unit (15) and to be connected to the first battery, and a first AC / DC power converter (12) connected to the first bus. The charging device further comprises a ground power socket (13) connected to the first AC / DC power converter to deliver an AC voltage to the first converter, and a first main contactor (11) connected to the ground power socket and to the first AC / DC power converter, the first main contactor being configured to disconnect a first electrical connection interface of a turbogenerator (27) of the aircraft from the ground power socket and from the first AC / DC power converter.

Description

[0001] DESCRIPTION

[0002] Title of the invention: Battery charging device, propulsion system, aircraft and associated method

[0003] technical field

[0004] The invention relates to an aircraft propulsion electric battery charging device.

[0005] The invention further relates to a propulsion system comprising such a charging device and a battery charging method implementing such a charging device.

[0006] Previous techniques

[0007] 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.

[0008] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors that impact 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.

[0009] 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.

[0010] This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter onboard equipment, and the development of the use of electrical technologies to provide propulsion.

[0011] A hybrid electric-thermal propulsion aircraft may include 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.

[0012] The aircraft also includes a turbogenerator comprising a gas turbine connected to a generator to power the electric motor.

[0013] The battery is usually charged when the aircraft is parked on the ground.

[0014] For this purpose, a park unit providing an alternating voltage is removably connected to the aircraft to charge the battery.

[0015] However, since the park unit delivers an alternating voltage, usually three-phase, it is necessary to convert said voltage into a direct voltage to charge the battery.

[0016] 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.

[0017] 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.

[0018] 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.

[0019] However, the implementation of a power converter and wiring harnesses supplying said power converter with three-phase voltage increases the mass of the aircraft, resulting in an increase in the aircraft's energy consumption, as the power converter is exclusively dedicated to charging the battery.

[0020] Description of the invention

[0021] The purpose of the invention is to overcome this drawback.

[0022] For this purpose, the invention relates to a device for charging at least one first electric battery for an aircraft.

[0023] The charging device is configured to be carried on board the aircraft and includes a first DC power bus intended to power a first electric propulsion unit and to be connected to the first battery, a first AC-DC type power converter connected to the first bus.

[0024] The charging device further includes a park outlet configured to be connected to a park group and connected to the first AC-DC type power converter to deliver an alternating voltage to said first converter, and a first main contactor connected to the park outlet and the first AC-DC type power converter and configured to disconnect a first electrical connection interface of an aircraft turbogenerator from the park outlet and the first AC-DC type power converter.

[0025] 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.

[0026] The battery charging system can utilize a power converter already present in the aircraft to control a rotating aircraft propulsion machine, without the need to add an additional converter.

[0027] An aircraft propulsion system is also proposed, comprising an electrical distribution device and a first propulsion chain. The first propulsion chain includes a charging device as defined previously, a first electric battery connected to the first DC power bus, and a first power supply line for the electrical distribution device. The first power supply line includes an input interface connected to the first DC power bus and an output interface intended to be connected to the first propulsion unit.

[0028] Preferably, the propulsion system further comprises at least one second propulsion chain, the electrical distribution device comprising a second power supply line including an input interface and an output interface intended to be connected to a second propulsion unit of the aircraft, the second propulsion chain comprising the second power supply line, a second DC power bus connected to the input interface of the second power supply line, a second electric battery connected to the second DC power bus, a second AC-DC power converter connected to the second power supply bus, and a second main contactor connected to the second AC-DC power converter and configured to disconnect a second electrical connection interface of the turbogenerator from the second AC-DC power converter.

[0029] Advantageously, each power supply line includes a power supply bus connected to the input interface of said power supply line by a first contactor and connected to the output interface of said power supply line by a second contactor.

[0030] Preferably, the distribution device also includes a redistribution contactor connecting the power supply bus of the first power supply line to the power supply bus of the second power supply line.

[0031] Advantageously, the propulsion system includes as many generators as propulsion chains and a turbomachine configured to drive each generator, each generator being connected to the main contactor of a propulsion chain, the turbomachine and each generator forming the turbogenerator.

[0032] An aircraft with a propulsion system as defined above is also proposed.

[0033] A method for charging at least one first battery of an aircraft is also proposed. The aircraft includes a first DC power bus connected to the first battery and intended to power a first electric propulsion unit of the aircraft, a first AC-DC power converter connected to the first DC power bus, a parking socket connected to the first AC-DC power converter, and a first main contactor connected to the parking socket and the first AC-DC power converter and configured to be connected to a first electrical connection interface of a turbogenerator of the aircraft.

[0034] The process includes:

[0035] - an opening command for the first main contactor to disconnect the first electrical connection interface of the turbogenerator from the park socket and the first AC-DC type power converter, and

[0036] - a power supply to the parking socket by an alternating voltage when the first main contactor is open so that the first power converter powered by the parking socket transfers electrical energy from the parking socket to the first DC power bus to charge the first battery.

[0037] Preferably, the aircraft includes a second battery, a second DC power bus connected to the second battery and intended to power a second electric propulsion unit of the aircraft, a second AC-DC power converter connected to the second DC power bus, a second main contactor connected to the second AC-DC power converter and configured to be connected to a second electrical connection interface of the aircraft's turbogenerator.

[0038] The aircraft further comprises an electrical distribution system comprising a first power supply line including an input interface connected to the first continuous power bus and an output interface intended to be connected to the first propulsion unit, and a second power supply line including an input interface connected to the second continuous power bus and an output interface intended to be connected to the second propulsion unit.

[0039] Each power supply line includes a power supply bus connected to the input interface of said power supply line by a first contactor and connected to the output interface of said power supply line by a second, the distribution device further comprising a redistribution contactor connecting the power supply bus of the first power supply line to the power supply bus of the second power supply line.

[0040] The process also includes:

[0041] - an opening command for the second main contactor to disconnect the second electrical connection interface of the turbogenerator and the second AC-DC power converter, and

[0042] - a closing of the first contactors of the first and second supply lines and of the redistribution contactor so that the first continuous supply bus supplies the second continuous supply bus with energy to charge the second battery.

[0043] Brief description of the drawings

[0044] 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:

[0045] [Fig 1] schematically illustrates a first example of an aircraft according to an example of the invention;

[0046] [Fig 2] schematically illustrates an example of the implementation of the electrical distribution device according to the invention;

[0047] [Fig 3] schematically illustrates a first example of a method for charging a first battery of the aircraft according to the invention;

[0048] [Fig 4] schematically illustrates a second example of a method for charging a first aircraft battery according to the invention,

[0049] [Fig 5] schematically illustrates a first example of a method for charging a second aircraft battery according to the invention,

[0050] [Fig 6] schematically illustrates a second example of a method for charging a second aircraft battery according to the invention, and

[0051] [Fig 7] schematically illustrates a first example of an aircraft according to the invention.

[0052] Detailed description

[0053] We refer to figure 1 which schematically illustrates a first example of an aircraft 1.

[0054] Aircraft 1 includes a first example of a hybrid electric-thermal propulsion system 2 connected to a park group 3.

[0055] The hybrid electric thermal propulsion system 2 is carried in aircraft 1, and the parking group 3 is located outside aircraft 1, for example on a tarmac and connected to the propulsion system 2 when aircraft 1 is parked on the tarmac.

[0056] Aircraft 1 may be of the type vertical take-off and landing (VTOL), conventional take-off and landing (CTOL) aircraft as shown or short take-off and landing (STOL) aircraft.

[0057] The propulsion system 2 includes a turbogenerator 4, and an electrical distribution device 5 comprising a first electrical supply line 6, a second electrical supply line 7 and a redistribution contactor 8 linking the first and second supply lines 6, 7.

[0058] The propulsion system 2 further comprises a first propulsion chain 9 and a second propulsion chain 10.

[0059] The first propulsion chain 9 includes a first main contactor 11, a first AC-DC type power converter 12 and a park outlet 13 for example of high voltage alternating current type, HVAC, "High Voltage Alternating current".

[0060] An input interface of the first converter 12 and the park socket 13 are connected to a first connection interface of the first main contactor 1 1.

[0061] The first propulsion chain 9 further includes the first power line 6, a first DC power bus 14 connecting an output interface of the first converter 12 to terminals 6a, 6b of an input interface of the first power line 6, a first electric propulsion unit 15 having an input interface 15a connected to terminals 6c, 6d of an output interface of the first power line 6 and a battery 80 connected to the first bus 14.

[0062] The second propulsion chain 10 includes a second main contactor 16, a second AC-DC type power converter 17, a second DC power bus 18, a second battery 19 connected to the second bus 18 and the second power line 7.

[0063] The first battery 80 and the second battery 19 are for example of the high voltage HVDC “High Voltage Direct Current” type.

[0064] An input interface of the second converter 16 is connected to a first connection interface of the second main contactor 16. The second bus 18 connects an output interface of the second converter 17 to terminals 7a, 7b of an input interface of the second supply line 7.

[0065] The second propulsion chain 10 further includes a second electric propulsion unit 20 having an input interface 20a connected to terminals 7c, 7d of an output interface of the second power line 7.

[0066] The redistribution contactor 8 connects terminals 6e, 6f of a power interface of the first supply line 6 to terminals 7e, 7f of a power interface of the second supply line 7.

[0067] Each propulsion unit 15, 20 comprises a DC-AC power converter 21, 22 having an input interface connected to the input interface 15a, 20a of said propulsion unit 15, 20, and an electric motor 24, 23 (for example polyphase) connected to an output interface of the DC-AC power converter 21, 22. The electric motor 24, 23 can be connected to a propulsion propeller 100 external to a nacelle of the aircraft 1 supporting the propulsion unit 15, 20.

[0068] The nacelles supporting the propulsion units 15, 20 are for example arranged on either side of a longitudinal axis of the aircraft 1.

[0069] Electric motors 24, 23 are for example of the three-phase type.

[0070] Alternatively, aircraft 1 may comprise more than two propulsion chains, each additional propulsion chain having the same architecture as the second propulsion chain 10 and preferably being connected to the first and second propulsion chains via redistribution contactors 8.

[0071] According to another variant illustrated below, aircraft 1 comprises only the first propulsion chain 9.

[0072] The turbogenerator 4 comprises a turbomachine 25 fueled by aircraft kerosene 1 and a generator 27, 28 for each propulsion chain. The turbomachine 25 is preferably connected to each generator via a gearbox 26 to drive each generator.

[0073] Each generator includes, for example, a permanent magnet electric machine.

[0074] In the present example, as aircraft 1 comprises two propulsion chains 9, 10, the turbogenerator 4 comprises a first generator 27 and a second generator 28 each connected to a torque take-off of the gearbox 26.

[0075] When the turbomachine 25 drives the first generator 27 and the second generator 28, the first generator 27 delivers a first polyphase alternating voltage on a first electrical connection of the turbogenerator 4 connected to a second connection interface of the first main contactor 11, and the second generator 28 delivers a second polyphase alternating voltage on a second electrical connection of the turbogenerator 4 connected to a second connection interface of the second main contactor 16.

[0076] The first and second polyphase alternating voltages are, for example, of the three-phase type.

[0077] The propulsion system 2 further includes a control circuit 29.

[0078] Figure 2 illustrates an example of an embodiment of the distribution device 5 comprising the first supply line 6 and the second supply line 7.

[0079] Each supply line 6, 7 includes a power supply bus 30, 31 connected to terminals 6a, 6b, 7a, 7b of the input interface of said supply line 6, 7 via a first contactor 32, 33.

[0080] In addition, the bus 30 of the first supply line 6 is connected to the terminals 6e, 6f of the power interface of the first supply line 6, and the bus 31 of the second supply line 7 is connected to the terminals 7e, 7f of the power interface of the second supply line 7. Each supply line 6, 7 includes a second contactor 34, 35 connecting the bus 30, 31 to the terminals 6c, 6d, 7c, 7d of the output interface of said supply line 6, 7.

[0081] Each supply line 6, 7 further includes a first voltage sensor 36, 37 measuring a voltage between the input interface of said line and the first contactor 32, 33, and a second voltage sensor 38, 39 measuring a voltage between the second contactor 34, 35 and the converter 21, 22 connected to said line.

[0082] Each supply line 6, 7 may further include a first current sensor 40, 41 measuring a current between the first contactor 32, 33 and the bus 30, 21, and a second current sensor 42, 43 measuring a current between the second contactor 34, 35 and the converter 21, 22 connected to said line.

[0083] The control circuit 29 controls the turbomachine 25, the main contactors 11, 16, the first and second power converters 12, 17, the AC-DC type power converter 21, 22 of each propulsion unit 15, 20, the redistribution contactor 8 and the contactors 32, 33, 34, 35 of the first and second supply lines 6, 7 from the values ​​measured by the first and second current and voltage sensors 36, 37, 38, 39, 40, 41, 42, 43.

[0084] The first bus 14 of continuous power supply, the first converter 12 of AC type continuous power, the parking socket 13 and the first main contactor 11 form a charging device for the first battery 80.

[0085] When aircraft 1 is taxiing or in flight, the main contactors 11, 16 and the contactors 32, 33, 34, 35 of the first and second supply lines 6, 7 are closed, and the redistribution contactor 8 is open.

[0086] The control circuit 29 controls the turbomachine 25 so that it drives the generators 27, 28 to deliver a polyphase alternating voltage to the first and second power converters 12, 17. The control circuit 29 controls the first power converter 12 so that it delivers a direct voltage on the first bus 14, and controls the DC-AC type power converter 21 of the first propulsion unit 15 so that it supplies the electric motor 23 with a polyphase alternating voltage from the first bus 14.

[0087] When the voltage delivered by the first power converter 12 is greater than the voltage across the terminals of the first battery 80, the DC-AC type power converter 21 is supplied by the DC voltage delivered by the first power converter 12.

[0088] When the voltage delivered by the first power converter 12 is less than the voltage across the terminals of the first battery 80, the DC-AC type power converter 21 is powered by the DC voltage delivered by the first battery 80.

[0089] In addition, the control circuit 29 controls the second power converter 17 so that it delivers a DC voltage on the second bus 18, and controls the AC DC type power converter 22 of the second propulsion unit 20 so that it supplies the electric motor 24 with an AC polyphase voltage from the second bus 18.

[0090] When the voltage delivered by the second power converter 17 is greater than the voltage across the terminals of the second battery 19, the DC-AC type power converter 22 is powered by the DC voltage delivered by the second power converter 17.

[0091] When the voltage delivered by the second power converter 17 is less than the voltage across the terminals of the second battery 19, the DC-AC type power converter 22 is powered by the DC voltage delivered by the second battery 19.

[0092] In case of failure, the redistribution contactor 8 ensures the supply of the first and second propulsion units 15, 20 by the first or second bus 14, 18. Figure 3 schematically illustrates a first example of a charging process implementing the charging device to charge the first battery 80.

[0093] It is assumed that the parking group 3 is connected to the parking socket 13 and includes a control circuit 3a communicating with the control circuit 29, the first main switch 11 is closed, the distribution contactor 8 is open and the electric motor 23 of the first propulsion module 15 is not supplied by the AC DC type power converter 21 of the first propulsion module 15.

[0094] During a step 50, the control circuit 29 opens the first main contactor 11 to disconnect the first electrical connection interface of the turbogenerator 4 from the park outlet 13 and the first power converter 12.

[0095] During a step 51, when the first main contactor 11 is open, the control circuit 29 communicates with the control circuit 3a of the park group 3 so that the park group 3 delivers a polyphase alternating voltage on the park outlet 13.

[0096] During a step 52, the control circuit 29 controls the first converter 12 so that the first converter 12 powered by the park group 3 delivers a DC voltage of a value greater than the voltage across the terminals of the first battery 80 on the first bus 14.

[0097] Since the DC voltage on the first bus 14 is greater than the voltage across the terminals of the first battery 80, the first battery 80 is charged by the first bus 14.

[0098] When the voltage across the terminals of the first battery 80 reaches a predetermined charge level, the first battery is assumed to be charged. The control circuit 29 commands the first converter 12 to stop charging the first battery 80.

[0099] Figure 4 schematically illustrates a second example of a charging process implementing the charging device to charge the first battery 80. It is assumed that the control circuit 3a of the park group 3 does not communicate with the control circuit 29, the distribution contactor 8 is open and the electric motor 23 of the first propulsion module 15 is not supplied by the AC-DC type power converter 21 of the first propulsion module 15.

[0100] Park group 3 is not connected to park outlet 13.

[0101] We're back at step 50.

[0102] When the first main contactor 11 is open, during a step 53, the park group 3 is connected to the park socket 3 and delivers the polyphase alternating voltage on the park socket 13.

[0103] When the voltage delivered by the park group 3 is detected by the control circuit 29, during a step 54, the control circuit 29 commands the first converter 12 so that the first converter 12 delivers a DC voltage of a value greater than the voltage across the terminals of the first battery 80 on the first bus 14.

[0104] Since the DC voltage on the first bus 14 is greater than the voltage across the terminals of the first battery 80, the first battery 80 is charged by the first bus 14.

[0105] When the voltage across the first battery 80 reaches the first predetermined charge level, the first battery is assumed to be charged. The control circuit 29 commands the first converter 12 to stop charging the first battery 80.

[0106] Figure 5 schematically illustrates a first example of the charging process to charge the second battery 19.

[0107] It is assumed that the parking group 3 is connected to the parking socket 13 and includes a control circuit 3a communicating with the control circuit 29, the first and second main switches 11, 16 are closed, the distribution contactor 8 is open, the electric motor 23 of the first propulsion module 15 is not supplied by the AC DC type power converter 21 of the first propulsion module 15, and the electric motor 24 of the second propulsion module 20 is not supplied by the AC type DC type power converter 22 of the second propulsion module 20.

[0108] It is assumed that the voltage across the terminals of the first battery 80 is greater than the voltage across the terminals of the second battery 19.

[0109] During a step 60, the control circuit 29 opens the first main contactor 11 to disconnect the first electrical connection interface of the turbogenerator 4 from the park outlet 13 and the first power converter 12, and opens the second main contactor 16 to disconnect the second electrical connection interface of the turbogenerator 4 from the second power converter 17.

[0110] During a step 61, the control circuit 29 closes the redistribution contactor 8, the first contactor 32 of the first line 6 and the first contactor 33 of the second line 7.

[0111] Furthermore, during one of the steps 60, 61, the control circuit 29 disconnects the first battery 80 from the first bus 14.

[0112] Alternatively, step 61 is carried out before step 60. During a step 62, when steps 60 and 61 are carried out, the control circuit 29 controls the first converter 12 so that the first converter 12 supplied by the bank group 3 delivers a DC voltage higher than the voltage across the second battery 19 and lower than the value across the first battery 80 on the first bus 14.

[0113] As the redistribution contactor 8 and the first contactors 32, 33 of lines 6, 7 are closed, the second bus 18 is powered by the first bus 14.

[0114] When the voltage across the second battery 80 reaches a predetermined charge level, the second battery is assumed to be charged. The control circuit 29 commands the first converter 12 to stop charging the second battery 19.

[0115] If batteries 80 and 19 are identical, the first predetermined charge value is equal to the second predetermined charge value. Alternatively, the control circuit 29 does not disconnect the first battery 80 from the first bus 14 during steps 60 and 61, so that the first converter 12 charges both the first and second batteries 80 and 19. Figure 6 schematically illustrates a second example of the charging process for charging the second battery 19.

[0116] It is assumed that the control circuit 3 of the park group 3 does not communicate with the control circuit 29.

[0117] It is assumed that the parking group 3 is connected to the parking socket 13 and includes a control circuit 3a communicating with the control circuit 29. It is further assumed that the first and second main switches 11, 16 are closed, the distribution contactor 8 is open, the electric motor 23 of the first propulsion module 15 is not supplied by the AC-DC type power converter 21 of the first propulsion module 15, and the electric motor 24 of the second propulsion module 20 is not supplied by the AC-DC type power converter 22 of the second propulsion module 20.

[0118] Park group 3 is not connected to park outlet 13.

[0119] It is assumed that the voltage across the terminals of the first battery 80 is greater than the voltage across the terminals of the second battery 19.

[0120] We find ourselves back at steps 60 and 61.

[0121] Alternatively, step 61 is carried out before step 60.

[0122] Furthermore, during one of the steps 60, 61, the control circuit 29 disconnects the first battery 80 from the first bus 14.

[0123] When steps 60 and 61 are carried out, during a step 64, the park group 3 is connected to the park socket 3 and delivers the polyphase alternating voltage on the park socket 13.

[0124] When the voltage delivered by the battery bank 3 is detected by the control circuit 29, during a step 65, the control circuit 29 commands the first converter 12 so that the first converter 12 supplied by the battery bank 3 delivers a DC voltage higher than the voltage across the terminals of the second battery 19 and lower than the value of the voltage across the terminals of the first battery 80 on the first bus 14. As the redistribution contactor 8 and the first contactors 32, 33 of lines 6, 7 are closed, the second bus 18 is supplied by the first bus 14.

[0125] Since the DC voltage on the second bus 18 is greater than the voltage across the terminals of the second battery 19 and less than the value of the voltage across the terminals of the first battery 80 on the first bus 14, the second battery 19 is charged by the second bus 18.

[0126] When the voltage across the second battery 19 reaches the second predetermined charge level, the second battery is assumed to be charged. The control circuit 29 commands the first converter 12 to stop charging the second battery 19.

[0127] Alternatively, the control circuit 29 does not disconnect the first battery 80 from the first bus 14 during steps 60, 61 so that the first converter 12 charges the first and second batteries 80, 19. The charging device allows the aircraft 1 batteries to be charged from a bank group known from the prior art.

[0128] Charging the batteries utilizes a power converter already present in the aircraft to control an electric propulsion motor for the aircraft.

[0129] Furthermore, as the parking socket can be arranged as close as possible to the input interface of the first converter 12 and the first switch 11, the length of the load harness linking the parking socket to the input interface of the first converter 12 and to the first interface of the first switch 11 can be reduced compared to the length of a load harness of a known prior art charging device, thereby reducing the mass of the aircraft, in particular reducing the energy consumption of the aircraft 1 and simplifying the routing of said harness.

[0130] Figure 7 schematically illustrates a second example of aircraft 1.

[0131] Aircraft 1 includes a second example of the hybrid electric propulsion system 2. The hybrid electric propulsion system 2 comprises only the first propulsion chain 9.

[0132] Aircraft 1 here comprises only one electric hybrid propulsion propeller 100. The first electric propulsion unit 15 of the first propulsion chain 9 is arranged in the nose of aircraft 1 so that the propeller 100 driven by the electric motor 23 is located in front of the forward fairing of aircraft 1.

[0133] As the electric hybrid propulsion system 2 comprises only the first propulsion chain 9, the turbogenerator 4 comprises the turbomachine 25, the first generator 27 and a gearbox 70 so that the turbomachine 25 drives the first generator 27 to deliver a polyphase alternating voltage.

Claims

DEMANDS 1. Charging device for at least one first electric aircraft battery (80), the charging device being configured to be carried on board the aircraft and comprising a first DC power bus (14) intended to supply a first electric propulsion unit (15) and to be connected to the first battery, a first AC-DC power converter (12) connected to the first bus, characterized in that the charging device further comprises a battery bank socket (13) configured to be connected to a battery bank group (3) and connected to the first AC-DC power converter to deliver an alternating voltage to said first converter,and a first main contactor (11) connected to the park outlet and the first AC-DC type power converter and configured to disconnect a first electrical connection interface of a turbogenerator (27) of the aircraft from the park outlet and the first AC-DC type power converter.

2. Aircraft propulsion system, comprising an electrical distribution device (5) and a first propulsion chain (9), the first propulsion chain comprising a charging device according to claim 1, a first electric battery (80) connected to the first continuous power supply bus (14) and a first electrical power supply line (6) of the electrical distribution device, the first electrical power supply line comprising an input interface (6a, 6b) connected to the first continuous power supply bus and an output interface (6c, 6d) intended to be connected to the first propulsion unit (15).

3. Propulsion system according to claim 2 further comprising at least one second propulsion chain (10), the electrical distribution device comprising a second electrical supply line (7) including an input interface (7a, 7b) and an output interface (7c, 7d) intended to be connected to a second aircraft propulsion unit (20), the second propulsion chain (10) comprising the second power line (7), a second DC power bus (18) connected to the input interface of the second power line, a second electric battery (19) connected to the second DC power bus, a second AC-DC type power converter (17) connected to the second power bus, and a second main contactor (16) connected to the second AC-DC type power converter and configured to disconnect a second turbogenerator electrical connection interface from the second AC-DC type power converter.

4. Propulsion system according to claim 2 or 3, wherein each power supply line (6, 7) comprises a power supply bus (30, 31) connected to the input interface (6a, 6b, 7a, 7b) of said power supply line by a first contactor (36, 37) and connected to the output interface (6c, 6d, 7c, 7d) of said power supply line by a second contactor (34, 35).

5. Propulsion system according to claim 4 dependent on claim 3, wherein the distribution device (5) further comprises a redistribution contactor (8) connecting the power supply bus (30) of the first power supply line (6) to the power supply bus (31) of the second power supply line (7).

6. Propulsion system according to any one of claims 2 to 5, comprising as many generators (27, 28) as propulsion chain (6, 7) and a turbomachine (25) configured to drive each generator, each generator being connected to the main contactor (11, 16) of a propulsion chain, the turbomachine (25) and each generator (27, 28) forming the turbogenerator (4).

7. Aircraft (1) comprising a propulsion system according to any one of claims 2 to 6.

8. Method for charging at least one first battery (80) of an aircraft (1), the aircraft comprising a first continuous power supply bus (14) connected to the first battery and intended to supply a first electric propulsion unit (15) of the aircraft, a first AC-DC power converter (12) connected to the first DC power bus, a parking socket (13) connected to the first AC-DC power converter, and a first main contactor (11) connected to the parking socket and the first AC-DC power converter and configured to be connected to a first electrical connection interface of a turbogenerator (4) of the aircraft, characterized in that the method comprises: - an opening command for the first main contactor (11) to disconnect the first electrical connection interface of the turbogenerator (4) from the park socket (13) and the first AC-DC type power converter (12), and - a supply of the parking socket (13) by an alternating voltage when the first main contactor (11) is open so that the first power converter (12) supplied by the parking socket transfers electrical energy from the parking socket to the first bus (14) of direct current supply to charge the first battery (80).

9. The method according to claim 8, the aircraft comprising a second battery (19), a second DC power bus (18) connected to the second battery and intended to power a second electric propulsion unit (20) of the aircraft, a second AC-DC power converter (17) connected to the second DC power bus, a second main contactor (16) connected to the second AC-DC power converter and configured to be connected to a second electrical connection interface of the aircraft turbogenerator, and an electrical distribution device (5) comprising a first power supply line (6) including an input interface (6a, 6b) connected to the first DC power bus and an output interface (6c, 6d) intended to be connected to the first propulsion unit, and a second power supply line (7) including an input interface (7a,7b) connected to the second DC power supply bus and an output interface (7c, 7d) intended to be connected to the second unit of, propulsion, each power supply line (6, 7) comprising a power supply bus (30, 31) connected to the input interface (6a, 6b, 7a, 7b) of said power supply line by a first contactor (32, 33) and connected to the output interface (6c, 6d, 7c, 7d) of said power supply line by a second contactor (34, 35), the distribution device further comprising a redistribution contactor (8) connecting the power supply bus (30) of the first power supply line (6) to the power supply bus (31) of the second power supply line (7), the method further comprising: - an opening command for the second main contactor (16) to disconnect the second electrical connection interface of the turbogenerator (4) and the second AC-DC type power converter (17), and - a closing of the first contactors (32, 33) of the first and second supply lines (6, 7) and of the redistribution contactor (8) so that the first continuous supply bus (14) supplies the second continuous supply bus (18) with energy to charge the second battery (19).

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