Integrated fuselage fixed wing duct built-in vertical take-off and landing aircraft

Abstract

The invention discloses an integrated fuselage fixed wing duct built-in vertical take-off and landing aircraft, which belongs to the technical field of aviation, and comprises a fuselage, a nose is arranged on the front side of the fuselage, a front wing, a left sweepback wing, a right sweepback wing and an empennage are arranged on the top of the fuselage, and an undercarriage is arranged at the bottom of the fuselage. A plurality of take-off and landing motors, a left propulsion motor and a right propulsion motor are arranged on the front wing; a power supply device is arranged at the rear lower part of the fuselage; the system further comprises an electric control system, a flight control system and a master control system. The integrated fuselage is integrally formed by composite materials and is designed to be in a honeycomb shape, the weight is reduced, the continuous strength is improved, the front wings are designed to be triangular, wind resistance in flight is reduced, and the strength and attractiveness of the wings are improved; eight take-off and landing motors are installed in the middle of the front wing and divided into four groups, each group of motors can keep balance of the fuselage when independently operating, operation of other motors is not affected when a single motor fails, power supply of each control unit is independently operated, and safety redundancy is improved due to the multi-scheme fault-tolerant design.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, and in particular to an integrated fuselage fixed-wing ducted vertical take-off and landing aircraft. Background Art

[0002] With the progress of urbanization, land space is becoming increasingly saturated and traffic congestion is becoming increasingly serious. It is urgent to develop available urban air space and develop vertical transportation. The development of eVTOL (Electric Vertical Takeoff and Landing) electric vertical take-off and landing aircraft has attracted widespread attention from aerospace companies, the automotive industry, the transportation industry, the government, the military, and academia. The potential future applications of eVTOL involve multiple scenarios such as urban passenger transport, regional passenger transport, freight, personal aircraft, and emergency medical services.

[0003] The domestic low-altitude market is huge, and drones and aircraft are an important part of the low-altitude economy. eVTOL has become the focus. The vertical take-off and landing of eVTOL is generally achieved by multi-rotors that provide vertical lift. Multi-rotors have functions such as vertical take-off and landing and hovering, are not highly dependent on terrain, and have good flexibility, but the technology is imperfect, and there are problems such as insufficient endurance, poor safety, high production costs, and heavy fuselage weight. Summary of the invention

[0004] The purpose of the present invention is to provide an integrated fuselage fixed-wing ducted vertical take-off and landing aircraft to solve the problem of poor safety of vertical take-off and landing aircraft.

[0005] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0006] The present invention discloses an integrated fuselage fixed-wing ducted internal vertical take-off and landing aircraft, comprising a fuselage, a nose being arranged at the front side of the fuselage, two front wings being arranged at the top of the fuselage, a left swept wing and a right swept wing being arranged at the rear sides of the two front wings respectively, a tail wing being arranged at the rear side of the fuselage, a landing gear being arranged at the bottom of the fuselage, a plurality of take-off and landing motors being arranged on the front wings, the plurality of take-off and landing motors being divided into two left and right groups, the two groups of take-off and landing motors being arranged on the two front wings respectively, a left propulsion motor and a right propulsion motor being arranged at the rear side of the front wings, and a power supply device being arranged at the rear lower part of the fuselage; and further comprising an electric control system, a flight control system and a master control system, the electric control system, the flight control system and the master control system being all arranged inside the fuselage, the electric control system being responsible for powering various components, the flight control system being responsible for the operation of various motors, and the master control system being responsible for regulating take-off and landing and flight.

[0007] Furthermore, a cabin door is arranged on the fuselage.

[0008] Furthermore, the number of the lifting and lowering motors is set to an even number, and the number of the lifting and lowering motors is set to at least two.

[0009] Furthermore, the front wing includes a wing panel, the wing panel is connected to the fuselage panel, and a wing internal strut is arranged inside the wing panel.

[0010] Furthermore, the front wing is configured to be triangular.

[0011] Furthermore, the tail wing includes two rear upper and lower tail wings and one rear directional tail wing, the two rear upper and lower tail wings are arranged toward the left and right sides respectively, and the one rear directional tail wing is arranged toward the top.

[0012] Furthermore, the power supply device includes a battery protection box, which is arranged at the rear lower part of the fuselage, and the interior of the battery protection box is divided into multiple battery installation cavities by partitions, and batteries are respectively arranged in the multiple battery installation cavities, and the top surface of the battery protection box is provided with a positive connecting plate and a negative connecting plate for connecting the electrodes of multiple batteries, and the bottom of the battery installation cavity is provided with a protection box bottom plate through a rotating axis, and the side of the battery protection box is provided with a starting device for controlling the opening and closing of the protection box bottom plate.

[0013] Compared with the prior art, the beneficial technical effects of the present invention are:

[0014] The integrated fuselage of the present invention is formed as a whole of composite materials and is designed in a honeycomb shape to reduce weight and increase continuous strength. The front wing is designed in a triangular shape to reduce wind resistance during flight and increase wing strength and appearance. Eight take-off and landing motors are installed in the middle of the front wing. The eight take-off and landing motors are divided into four groups. Each group of motors can maintain the balance of the fuselage when operating alone. A single failure will not affect the operation of other motors. Each control unit is powered by electricity and operates independently. The fault-tolerant design with multiple schemes can greatly improve safety redundancy. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The present invention will be further described below in conjunction with the accompanying drawings.

[0016] Figure 1 It is a schematic diagram of the three-dimensional structure of the integrated fuselage fixed-wing ducted vertical take-off and landing aircraft of the present invention;

[0017] Figure 2 It is a top view of the integrated fuselage fixed-wing ducted vertical take-off and landing aircraft of the present invention;

[0018] Figure 3 It is a cross-sectional view of the fuselage panel and the wing panel of the present invention;

[0019] Figure 4 It is a schematic diagram of the three-dimensional structure of the power supply device of the present invention.

[0020] Explanation of the reference numerals: 1. fuselage; 1-1. cabin door; 1-2. fuselage plate; 2. front wing; 2-1. wing plate; 2-2. wing internal support; 3. landing gear; 4. nose; 5. tail; 5-1. rear upper and lower tail; 5-2. rear direction tail; 6. left I take-off and landing motor; 7. left II take-off and landing motor; 8. left III take-off and landing motor; 9. left IV take-off and landing motor; 10. right I take-off and landing motor; 11. right II take-off and landing motor; 12. right III take-off and landing motor; 13. right IV take-off and landing motor; 14. left propeller Motor; 15. Right propulsion motor; 16. Battery protection box; 17. Protection box bottom plate; 18. Rotating shaft; 19. Battery I; 20. Battery II; 21. Positive electrode connecting plate; 22. Negative electrode connecting plate; 23. Partition; 24. First drop hook; 25. First drop hook switch device; 26. First connecting rope; 27. Second drop hook; 28. Second drop hook switch device; 29. ​​Second connecting rope; 30. Left swept wing; 31. Right swept wing; 32. First pull rod; 33. First locking column. DETAILED DESCRIPTION

[0021] like Figure 1-4 As shown, an integrated fuselage fixed-wing ducted vertical take-off and landing aircraft comprises a fuselage 1, a nose 4 is connected to the front side of the fuselage 1, two front wings 2 are connected to the top of the fuselage 1, a left swept wing 30 and a right swept wing 31 are arranged on the rear sides of the two front wings 2, a tail 5 is connected to the rear side of the fuselage 1, a landing gear 3 is installed at the bottom of the fuselage 1, a plurality of take-off and landing motors are installed on the front wings 2, the plurality of take-off and landing motors are divided into two groups, the two groups of take-off and landing motors are respectively installed on the two front wings 2, and a controller is installed inside the motor duct of the take-off and landing motor for heat dissipation; a left propulsion motor 14 and a right propulsion motor 1 are installed on the rear sides of the front wings 2 5. The motor ducts of the left propulsion motor 14 and the right propulsion motor 15 are connected to the front wing 2 and the fuselage 1 from top to bottom, with an integrated design and a controller installed on the inside; a power supply device is installed at the rear lower part of the fuselage 1; it also includes an electric control system, a flight control system and a master control system, the electric control system, the flight control system and the master control system are all arranged inside the fuselage 1, the electric control system is responsible for the power supply of each component, the flight control system is responsible for the operation of each motor, and the master control system is responsible for the adjustment of take-off and landing and flight; the flight control system and the master control system both have two main and auxiliary systems with completely the same functions as backup, the flight control system includes a flight control I board and a flight control II board, and the master control system includes a master control I board and a master control II board.

[0022] The master control system is installed inside the fuselage and is responsible for the adjustment of take-off, landing and flight. It supplies power to each motor in the form of signals by receiving instructions, and performs calculations based on the flight requirements of the aircraft and the sensor status of the fuselage. The functions of the master control system include flight calculation, motor fault adjustment switching, fuselage stability adjustment, automatic adjustment of fuselage status in case of sudden severe weather, fault analysis switching of each control panel, flight navigation calculation and backup, automatic and manual driving switching, and flight data recording. The master control system connects all motor controller power supplies, sensors, radars, master power manual operation devices, gyroscopes, swept wings, rear tails, cameras, motor internal temperature sensors, and battery temperature and fault sensors.

[0023] The fuselage 1 is provided with a cabin door 1 - 1 .

[0024] The number of the take-off and landing motors is set to an even number, and the number of the take-off and landing motors is set to at least two; the number of the take-off and landing motors can be determined according to actual conditions. In this embodiment, the number of the take-off and landing motors is set to eight. The front wing 2 on the left side is provided with a left I take-off and landing motor 6, a left II take-off and landing motor 7, a left III take-off and landing motor 8, and a left IV take-off and landing motor 9. The front wing 2 on the right side is provided with a right I take-off and landing motor 10, a right II take-off and landing motor 11, a right III take-off and landing motor 12, and a right IV take-off and landing motor 13.

[0025] like Figure 3 As shown, the front wing 2 includes a wing panel 2-1, the wing panel 2-1 is connected to the fuselage panel 1-2, and the interior of the wing panel 2-1 is connected to a plurality of wing internal struts 2-2.

[0026] The front wing 2 is configured in a triangular shape, which can reduce wind resistance during flight and increase wing strength and appearance.

[0027] The integrated fuselage is made of composite materials and designed in a honeycomb shape to reduce weight and increase continuous strength.

[0028] The tail 5 includes two rear upper and lower tail wings 5-1 and one rear directional tail wing 5-2. The two rear upper and lower tail wings 5-1 are arranged toward the left and right sides respectively, and one rear directional tail wing 5-2 is arranged toward the top. The tail 5 is a three-pronged design. The rear directional tail wing 5-2 can be adjusted in the left and right directions to change the direction. The two rear upper and lower tail wings 5-1 are installed horizontally and can be adjusted in the up and down directions to change the height.

[0029] like Figure 4As shown, the power supply device includes a battery protection box 16, which is installed at the lower rear of the fuselage 1. The interior of the battery protection box 16 is divided into two battery installation cavities by a partition 23. The two battery installation cavities are respectively provided with a No. I battery 19 and a No. II battery 20. The top surface of the battery protection box 16 is installed with a positive connecting plate 21 and a negative connecting plate 22 for connecting the electrodes of the two batteries. The bottom of the battery installation cavity is rotatably installed with a protection box bottom plate 17 through a rotating shaft 18. The side of the battery protection box 16 is provided with a starting device for controlling the opening and closing of the protection box bottom plate 17.

[0030] The starting device includes two, the first starting device corresponds to the No. I battery 19, and the second starting device corresponds to the No. II battery 20; the first starting device includes a first drop-off hook 24, the top of the first drop-off hook 24 is rotatably connected to the side of the battery protection box 16 through a rotating shaft, a first drop-off hook switch device 25 is provided on one side of the first drop-off hook 24, the first drop-off hook switch device 25 is connected to the middle part of the first drop-off hook 24 through a first pull rod 32, and a first connecting rope 26 is connected to the bottom of the No. I battery 19, and the other end of the first connecting rope 26 is connected to the battery protection box 16 to prevent the battery from falling to the ground when it falls off due to a malfunction.

[0031] The first starting device includes a second drop hook 27, the top of which is rotatably connected to the side of the battery protection box 16 via a rotating shaft, a second drop hook switch device 28 is provided on one side of the second drop hook 27, and the second drop hook switch device 28 is connected to the middle of the second drop hook 27 via a second pull rod, and a second connecting rope 29 is connected to the bottom of the No. Ⅱ battery 20, and the other end of the second connecting rope 29 is connected to the battery protection box 16 to prevent the battery from falling to the ground when it falls off due to a malfunction. Specifically, the first drop hook switch device 25 and the second drop hook switch device 28 have the same structure, and a solenoid valve is installed in the first drop hook switch device 25. After power is turned on, the first pull rod 32 between the first drop hook 24 and the first drop hook switch device 25 is sucked and pulled to move toward the direction of the first drop hook switch device 25, so that the first drop hook 24 is separated from the first lock column 33 on the battery protection box 16, so that the protective bottom plate 17 is opened.

[0032] The working process of the present invention is as follows:

[0033] Turn on the power switch of the whole machine, the main control system starts to calculate the flight conditions, no problem suitable for flight, enter the destination and then count down to take off, the main control system inputs the flight signal to the flight control system, eight take-off and landing motors operate synchronously, the left Ⅰ take-off and landing motor 6 and the right Ⅳ take-off and landing motor 13 are a group, the left Ⅱ take-off and landing motor 7 and the right Ⅲ take-off and landing motor 12 are two groups, the left Ⅲ take-off and landing motor 8 and the right Ⅱ take-off and landing motor 11 are three groups, the left Ⅳ take-off and landing motor 9 and the right Ⅰ take-off and landing motor 10 are four groups, the left Ⅰ take-off and landing motor 6 and the right Ⅰ take-off and landing motor 10 rotate clockwise, the left Ⅱ take-off and landing motor 7 and the right Ⅱ take-off and landing motor 11 rotate counterclockwise, the left Ⅲ take-off and landing motor 8 and the right Ⅲ take-off and landing motor 12 rotate clockwise, the left Ⅳ take-off and landing motor 9 and the right Ⅳ take-off and landing motor 13 rotate counterclockwise, and each group of take-off and landing motors is symmetrically designed (that is, each group of take-off and landing motors rotates clockwise, and the left Ⅳ take-off and landing motor 9 and the right Ⅳ take-off and landing motor 13 rotate counterclockwise). The center point of the two take-off and landing motors in the landing motor is the balance point of the entire fuselage. When the two motors are running alone, the fuselage can also maintain balance in the air. Each set of motors can maintain the balance of the fuselage when running alone. When the speed reaches the rated speed, the aircraft rises vertically. According to the take-off level, the master control system calculates a stable output adjustment, and the signal always keeps the fuselage stable for take-off or rotation. After the aircraft reaches a suitable height, the propulsion motor starts, the left propulsion motor 14 rotates clockwise, and the right propulsion motor 15 rotates counterclockwise. The aircraft begins to fly along the route, and the front wing 2 also begins to generate lift. The take-off and landing motors decelerate according to acceleration and lift. From rotation to cruising, the master control system steadily switches according to lift and speed calculations. After the switching is completed and the cruising speed is reached, the take-off and landing motors are reduced to the minimum speed to maintain the front wing 2 plane drag coefficient. According to the cruising speed, the minimum speed of the take-off and landing motors is adjusted, and the cruising speed of the aircraft is achieved by adjusting the speed of the tail thrust motor. During cruising, the height and direction of the fuselage are adjusted by using the left swept wing 30, the right swept wing 31 and the tail 5. When the aircraft turns left, the rear tail 5-2 deflects to the left (clockwise), and the right swept wing 31 tilts downward. When the aircraft turns right, the rear tail 5-2 deflects to the right (counterclockwise), and the left swept wing 30 tilts downward. The tail 5 and the inclination of the swept wing are adjusted according to the turning angle.

[0034] When the aircraft is downward, the rear upper and lower tail 5-1 tilts downward, and when the aircraft is upward, the rear upper and lower tail 5-1 tilts upward. The tilt angle of the rear upper and lower tail 5-1 is also adjusted according to the up and down angles of the aircraft. When the aircraft is rotated to stop, the left and right directions are adjusted by the reverse force of the take-off and landing motor.

[0035] When the aircraft flies forward without starting the tail thrust, the rotation speeds of the left III take-off and landing motor 8, the left IV take-off and landing motor 9, the right III take-off and landing motor 12, and the right IV take-off and landing motor 13 are increased to tilt the front of the aircraft downward and the rear of the aircraft upward, thereby forming a forward thrust.

[0036] When the aircraft flies backward, the rotation speeds of the left I take-off and landing motor 6, the left II take-off and landing motor 7, the right I take-off and landing motor 10, and the right II take-off and landing motor 11 are increased, so that the front of the aircraft tilts upward and the rear of the aircraft tilts downward, forming a backward pushing force.

[0037] When the aircraft moves to the left, the rotation speeds of the right I take-off and landing motor 10, the right II take-off and landing motor 11, the right III take-off and landing motor 12, and the right IV take-off and landing motor 13 are increased, so that the left part of the aircraft tilts downward and the right part tilts upward, forming a force pushing to the left.

[0038] When the aircraft moves to the right, the rotation speeds of the left I take-off and landing motor 6, the left II take-off and landing motor 7, the left III take-off and landing motor 8, and the left IV take-off and landing motor 9 are increased, so that the left part of the aircraft tilts upward and the right part tilts downward, forming a rightward thrust.

[0039] During cruising flight, the master control system receives signals from various components in real time. When severe weather occurs and strong winds occur, which affects the stability of the fuselage, the master control system makes real-time adjustments based on the tilt of the fuselage.

[0040] When one of the motors fails during flight, the master control system will immediately switch. When the left I take-off and landing motor 6 fails, the first group of motors will be powered off and stopped, while the second, third and fourth groups of motors will continue to work. The same operation will be performed when the right IV take-off and landing motor 13 fails. When the left II take-off and landing motor 7 fails, the second group of motors will be powered off and stopped, while the first, third and fourth groups of motors will continue to work. The same operation will be performed when the right III take-off and landing motor 12 fails. When the left III take-off and landing motor 8 fails, the third group of motors will be powered off and stopped, while the first, second and fourth groups of motors will continue to work. The same operation will be performed when the right II take-off and landing motor 11 fails. When the left IV take-off and landing motor 9 fails, the fourth group of motors will be powered off and stopped, while the first, second and third groups of motors will continue to work. The same operation will be performed when the right I take-off and landing motor 10 fails.

[0041] Under special circumstances, when two of the motors fail, when the left I take-off and landing motor 6 and the left II take-off and landing motor 7 fail, the first and second groups of motors are powered off and stopped, and the third and fourth groups continue to work, which can keep the aircraft landing smoothly. The right III take-off and landing motor 12 and the right IV take-off and landing motor 13 fail, and the same operation is also performed. When the left I take-off and landing motor 6 and the left III take-off and landing motor 8 fail, the first and third groups of motors are powered off and stopped, and the second and fourth groups continue to work. When the right II take-off and landing motor 11 and the right IV take-off and landing motor 13 fail, the same operation is also performed. When the left I take-off and landing motor 6 and the left IV take-off and landing motor 9 fail, the first and fourth groups of motors are powered off and stopped, and the second and third groups of motors continue to work. When the right I take-off and landing motor 10 and the right IV take-off and landing motor 13 fail, the same operation is also performed. When the left II lifting motor 7 and the left III lifting motor 8 fail, the second and third motor groups are powered off and stopped, while the first and fourth motor groups continue to work. When the right II lifting motor 11 and the right III lifting motor 12 fail, the same operation is performed. When the left II lifting motor 7 and the left IV lifting motor 9 fail, the second and fourth motor groups are powered off and stopped, while the first and third motor groups continue to work. When the right I lifting motor 10 and the right III lifting motor 12 fail, the same operation is performed. When the left III lifting motor 8 and the left IV lifting motor 9 fail, the third and fourth motor groups are powered off and stopped, while the first and second motor groups continue to work. When the right I lifting motor 10 and the right II lifting motor 11 fail, the same operation is performed.

[0042] When one of the batteries fails, the faulty battery is disconnected from the main power supply, and the other battery group continues to supply power. The master control system continues to monitor the faulty battery. When it detects that the battery pack temperature continues to rise and there is a risk of spontaneous combustion, the battery detachment hook opens and the battery falls downward to prevent it from falling to the ground and causing damage to ground facilities. The connecting rope and battery are designed to be suspended in the air, and the same operation is performed when the other battery fails, so that the aircraft can land smoothly.

[0043] When the aircraft is cruising, the left propulsion motor 14 and the right propulsion motor 15 are working. When the left propulsion motor 14 or the right propulsion motor 15 fails, the two propulsion motors are powered off and the eight take-off and landing motors are started at the same time. The master control system adjusts the speed of the take-off and landing motors according to the flight status of the aircraft to maintain flight stability or landing. Each take-off and landing motor is powered separately, and a single failure does not affect the operation of other motors. Each control unit is also powered separately. The fault-tolerant design of multiple schemes can greatly improve safety redundancy.

[0044] The present invention has the following advantages:

[0045] 1. Integrated delta wing, aerodynamic layout suspended above the fuselage (the wing is above the fuselage, the wing plane does not include the fuselage, there is a T-shaped design between the wing and the fuselage, and the center of gravity is lowered to improve stability and increase the lift area of ​​the wing).

[0046] 2. The front wing is a fixed wing with eight take-off and landing motors arranged in a balanced manner inside the fixed wing. The take-off and landing motors are used to adjust the lift of the fixed wing according to the take-off weight.

[0047] 3. Separate power supply, separate control circuit and control design of the master control system, electronic control system, motor troubleshooting, fault switching, battery failure shedding, and multiple safety redundancy schemes.

[0048] The embodiments described above are only descriptions of the preferred modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. An integrated fuselage fixed-wing ducted vertical take-off and landing aircraft, characterized in that: The invention comprises a fuselage (1), wherein a nose (4) is arranged at the front side of the fuselage (1), two front wings (2) are arranged at the top of the fuselage (1), a left swept wing (30) and a right swept wing (31) are arranged at the rear side of the two front wings (2), a tail wing (5) is arranged at the rear side of the fuselage (1), a landing gear (3) is arranged at the bottom of the fuselage (1), and a plurality of take-off and landing motors are arranged on the front wings (2), the plurality of take-off and landing motors are divided into two groups, and the two groups of take-off and landing motors are respectively arranged The aircraft is arranged on the two front wings (2), the rear sides of the front wings (2) are provided with a left propulsion motor (14) and a right propulsion motor (15), and the rear lower part of the fuselage (1) is provided with a power supply device; it also includes an electric control system, a flight control system and a master control system, the electric control system, the flight control system and the master control system are all arranged inside the fuselage (1), the electric control system is responsible for power supply to various components, the flight control system is responsible for the operation of various motors, and the master control system is responsible for take-off and landing and flight regulation.

2. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The fuselage (1) is provided with a cabin door (1-1).

3. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The number of the lifting motors is set to an even number, and the number of the lifting motors is set to at least two.

4. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The front wing (2) comprises a wing panel (2-1), the wing panel (2-1) is connected to the fuselage panel (1-2), and a wing internal support (2-2) is arranged inside the wing panel (2-1).

5. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The front wing (2) is arranged in a triangular shape.

6. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The tail wing (5) comprises two rear upper and lower tail wings (5-1) and a rear directional tail wing (5-2), the two rear upper and lower tail wings (5-1) are arranged towards the left and right sides respectively, and the one rear directional tail wing (5-2) is arranged towards the top.

7. The integrated fuselage fixed-wing ducted vertical take-off and landing aircraft according to claim 1, characterized in that: The power supply device comprises a battery protection box (16), wherein the battery protection box (16) is arranged at the rear lower part of the fuselage (1), wherein the interior of the battery protection box (16) is divided into a plurality of battery installation cavities by a partition (23), wherein batteries are respectively arranged in the plurality of battery installation cavities, wherein the top surface of the battery protection box (16) is provided with a positive electrode connecting plate (21) and a negative electrode connecting plate (22) for connecting the electrodes of the plurality of batteries, wherein the bottom of the battery installation cavity is provided with a protection box bottom plate (17) via a rotating shaft (18), and a starting device for controlling the opening and closing of the protection box bottom plate (17) is arranged on the side of the battery protection box (16).

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