Aircraft

Abstract

The utility model discloses an aircraft, and relates to the field of aircrafts, the aircraft comprises a fuselage, wings are symmetrically arranged on two sides of the fuselage, and an empennage is arranged at the tail part of the fuselage; the plurality of first mounting seats are arranged on the wings and / or the empennages; the plurality of first-class motor systems and the plurality of second-class motor systems are arranged on the plurality of first mounting seats in a one-to-one correspondence manner; and the plurality of battery units are respectively and correspondingly connected with the plurality of first-type motor systems and the plurality of second-type motor systems. According to the technical scheme, the balance of the batteries of the aircraft is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to an aircraft. Background Art

[0002] Currently, electric aircraft are usually powered by a battery or a group of batteries (consisting of several batteries connected in parallel and series). When any one of the batteries fails (such as a short circuit), the entire group of batteries will stop outputting power, causing the entire aircraft to lose power and be unable to fly normally. Utility Model Content

[0003] The main purpose of the utility model is to provide an aircraft, aiming to solve the problem of power loss of the motor due to battery failure, which is beneficial to improving the power balance of the electric equipment.

[0004] To achieve the above-mentioned purpose, the aircraft proposed by the utility model includes:

[0005] A fuselage, wherein wings are symmetrically arranged on both sides of the fuselage, and a tail fin is arranged at the tail of the fuselage;

[0006] A plurality of first mounting seats, arranged on the wing and / or the tail;

[0007] A plurality of first-type motor systems and a plurality of second-type motor systems are respectively disposed on a plurality of the first mounting seats in a one-to-one correspondence; and

[0008] A plurality of battery units are respectively connected to a plurality of the first-type motor systems and a plurality of the second-type motor systems.

[0009] In one embodiment, the wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position;

[0010] The first type of motor system is disposed on an arm at a first position near the wing;

[0011] The second type of motor system is arranged on the arm at a second position close to the wing and / or the tail and / or the fuselage;

[0012] The battery unit is arranged on the wing and / or the tail wing.

[0013] In one embodiment, the wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position;

[0014] The battery unit arranged at a first position of a wing on one side of the fuselage supplies power to a first type of motor system of an arm arranged at a first position on the same side of the fuselage close to the wing, and a second type of motor system of the tail wing arranged on the opposite side of the fuselage;

[0015] The battery unit arranged at the second position of the wing on one side of the fuselage supplies power to the second type of motor system on the arm arranged at the second position on the same side of the fuselage close to the wing, and to the second type of motor system at the second position on the opposite side of the fuselage close to the wing.

[0016] In one embodiment, the wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position;

[0017] The battery cells at the first position of the wing on one side of the fuselage and the battery cells at the second position of the wing on the opposite side of the fuselage are configured in a first battery cell group of the aircraft, and the battery cells in the first battery cell group back up each other for power supply through an emergency control switch;

[0018] And / or, the battery cells arranged at the first position and the second position of the wing on the same side of the fuselage are configured in a second battery cell group of the aircraft, and the battery cells in the second battery cell group are connected in parallel by turning off the charging control switch during charging.

[0019] In one embodiment, each of the battery cells comprises:

[0020] A battery controller is connected to the emergency control switch. The battery controller is used to control the emergency control switch to close when a battery unit with power failure exists in the aircraft, so that the battery unit with normal power supply can supply power to the load powered by the battery unit with power failure.

[0021] In one embodiment, each of the battery cells comprises:

[0022] A battery cell module connected to a discharge interface of the corresponding battery unit;

[0023] A main control switch is arranged in series between the battery cell module and the discharge interface, and a controlled end of the main control switch is connected to a battery controller in the corresponding battery unit;

[0024] The battery controller is also used to control the main control switch to disconnect the electrical connection between the battery module and the discharge interface when the power supply of its own battery unit fails;

[0025] The battery controller is used to control the main control switch to be on / off according to the power information of the battery cells in the second battery cell group when the battery cells are charged.

[0026] In one embodiment, the first type of motor system is a hovering motor system;

[0027] And / or, the second type of motor system is a tilt motor system.

[0028] In one embodiment, the number of the tilt motor systems is four, wherein two of the tilt motor systems are respectively arranged on the wings on both sides, and the other two of the tilt motor systems are respectively arranged on both sides of the tail wing;

[0029] The number of the hovering motor systems is four, the wings symmetrically installed on both sides of the fuselage are far away from the outside of the tilting motor system, and the two hovering motor systems arranged on the same wing are located at the front and rear sides of the wing.

[0030] In one embodiment, the ratio between the sum of the number of the first type of motor systems and the second type of motor systems and the number of battery units in the aircraft is in the range of 1:1 to 4:1.

[0031] In one embodiment, the aircraft further comprises:

[0032] A flight tube computer is communicatively connected with each of the battery cells; the flight tube computer is used to receive battery information output by the battery cells so as to operate each of the battery cells according to the battery information.

[0033] In one embodiment, each of the battery units is used to power at least one of the first-type motor systems and at least one of the second-type motor systems.

[0034] In one embodiment, the plurality of battery cells are divided into at least two first battery cell groups, each of the first battery cell groups includes at least two battery cells;

[0035] The aircraft also includes:

[0036] At least two emergency control switches, each of the emergency control switches is connected between two of the battery cells of each of the first battery cell groups.

[0037] In one embodiment, the aircraft further comprises: an emergency control switch;

[0038] There are two battery units, and the power output ends of the two battery units are connected to each other through the emergency control switch;

[0039] There are more than two battery units, and the power output ends of every two battery units are connected to each other through an emergency control switch.

[0040] In one embodiment, there are multiple main control switches, and the multiple main control switches are arranged in parallel.

[0041] In one embodiment, the plurality of battery cells are divided into at least two second battery cell groups, each of the second battery cell groups includes at least two battery cells; and the aircraft further includes:

[0042] At least two charging interfaces, each of which is connected to each of the battery cells in the second battery cell group through a discharge interface corresponding to the battery cell.

[0043] In one embodiment, each of the battery cells comprises:

[0044] A battery cell module connected to a discharge interface of the corresponding battery unit;

[0045] A main control switch, arranged in series between the battery module and the discharge interface;

[0046] A battery controller is connected to the controlled end of the main control switch; wherein,

[0047] The battery controller is used to control the main control switch to be on / off according to the power information of the battery cells in the second battery cell group when the battery cells are charged.

[0048] In one embodiment, the aircraft further comprises:

[0049] At least two charging control switches, each of which is connected between the charging interface and a common terminal of each of the battery cells in the second battery cell group.

[0050] In one embodiment, each of the battery cells further comprises:

[0051] A battery cell collection unit is connected to the battery cell module and the battery controller respectively; the battery cell collection unit is used to collect operating parameters of the battery cell module and output them to the battery controller;

[0052] A current sensor is connected to the battery module and the battery controller respectively, and is used to collect the current of the battery module during charging / discharging, and output it to the battery controller;

[0053] The pre-charge control switch is arranged in parallel with the main control switch.

[0054] In the technical solution of the utility model, when the aircraft is working, a design method of multiple battery cells independently discharging is adopted, and each battery cell provides power to at least one tilt motor system and at least one hover motor system respectively. The power source is distributed, rather than one battery cell powering all the motors on the aircraft, and each battery cell simultaneously powers different types of motor systems, rather than one battery cell powering one type of motor system, so that similar energy consumption effects can be achieved during the actual discharge process, thereby reducing the power consumption of a certain battery cell compared to other battery cells. The difference is large, resulting in a decrease in the balance between battery cells and the appearance of the short board effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0056] Figure 1 A schematic diagram of a circuit module of an embodiment of the aircraft of the utility model;

[0057] Figure 2 A schematic diagram of a circuit module of another embodiment of the aircraft of the utility model;

[0058] Figure 3 A schematic diagram of a circuit module of another embodiment of the aircraft of the utility model;

[0059] Figure 4 This is a schematic diagram of the circuit structure of an embodiment of the aircraft of the utility model;

[0060] Figure 5 This is a schematic diagram of the circuit structure of another embodiment of the aircraft of the utility model;

[0061] Figure 6 This is a schematic diagram of the circuit structure of another embodiment of the aircraft of the utility model;

[0062] Figure 7 This is a schematic diagram of the circuit structure of an embodiment of a battery unit in an aircraft of the utility model;

[0063] Figure 8 It is a structural schematic diagram of an embodiment of the aircraft of the utility model;

[0064] Fig. 9 It is a structural schematic diagram of another embodiment of the aircraft of the utility model;

[0065] Fig.10It is a structural schematic diagram of another embodiment of the aircraft of the utility model.

[0066] Description of Figure Numbers:

[0067] 10. Battery unit; 20. Emergency control unit; BMU, battery cell acquisition unit; J1, discharge interface; 200, first-class motor system; 300, second-class motor system; 21. Emergency control switch; BCU, battery controller; 13. Main control switch; 14. Current sensor; K3, pre-charge control switch; J2, charging interface; 22. Charging control switch

[0068] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0069] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0070] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0071] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the utility model.

[0072] The main solution of the utility model aircraft is: when discharging and outputting, a design method of independent discharge of multiple battery cells is adopted, and each battery cell provides power to at least one tilt motor system and at least one hovering motor system respectively. The power source of the utility model aircraft adopts a distributed method, rather than one battery cell to power all motor systems on the aircraft, and each battery cell of the utility model aircraft simultaneously powers different types of motor systems, rather than one battery cell to power one type of motor system, which can achieve similar energy consumption effects in the actual discharge process, thereby solving the problem that the power consumption of a certain battery cell is significantly different from that of other battery cells, resulting in a decrease in the balance between battery cells and the short board effect of the barrel, which is conducive to improving the balance of the aircraft.

[0073] At present, based on the needs of power and safety, aircraft often divide the power source into multiple batteries to supply power to multiple motors. In order to avoid power loss due to battery failure, most of them adopt the method of double winding of motor to avoid power loss of the motor due to battery failure, or directly connect multiple battery packs in parallel to ensure that the motor has power supply when a single battery fails. The above two methods have at least the following technical defects: the double winding scheme of the motor allows each motor to have two windings, and each winding needs to work independently, which increases the probability of winding failure, and the double winding has high requirements for the coordination of the motor controller. Poor coordination will lead to low efficiency in converting electrical energy into kinetic energy. The multi-battery parallel scheme requires very good consistency between the batteries, otherwise there will be problems of mutual charging, and the charging time is slow after parallel connection. Parallel management requires software to do relatively complex pre-charging and charging control.

[0074] See also Figures 1 to 10 The utility model proposes an aircraft, which aims to reduce the large difference in power consumption of a battery cell 10 compared with other battery cells 10, resulting in a decrease in the balance between the battery cells 10 and the short board effect, and improve the balance of the battery cells 10. The aircraft includes:

[0075] A fuselage, wherein wings are symmetrically arranged on both sides of the fuselage, and a tail fin is arranged at the tail of the fuselage;

[0076] A plurality of first mounting seats, arranged on the wing and / or the tail;

[0077] A plurality of first-type motor systems 200 and a plurality of second-type motor systems 300 are disposed on a plurality of the first mounting seats in a one-to-one correspondence; and,

[0078] A plurality of battery units 10 are respectively connected to a plurality of the first-type motor systems 200 and a plurality of the second-type motor systems 300 .

[0079] See also Figures 8 to 10In this embodiment, the aircraft includes a fuselage, wings connected to the fuselage, a tail, battery cells arranged on the wings, and a motor system arranged on the wings or the tail. The battery unit 10 can be at least two groups of battery modules composed of battery cells in a battery pack (or battery pack), at least two battery modules 10 constitute a battery pack, and the two groups of battery modules can respectively power two different loads. For example, when applied to an aircraft, one of the two battery modules can power the motor system, and the other can power other high-voltage loads. Of course, it is also possible to power the same load. When powering the same load, the two battery units 10 do not power at the same time, or they can power at the same time when the power is lower than a certain value. The battery unit 10 can also be an independent battery pack, each battery pack powers different motor systems, for example, powering two motor systems with different functions. The following embodiments of the present invention are described by taking the battery unit 10 as an independent battery pack as an example.

[0080] The wings of the aircraft are symmetrically arranged along the fuselage, and a tail is arranged at the tail of the fuselage. The tail and the fuselage are integrally formed or mechanically connected, and the tail is symmetrically arranged along the fuselage. The tail is any one of a V-shaped tail, a Y-shaped tail, an H-shaped tail, an X-shaped tail, a T-shaped tail or a U-shaped tail. Of course, in some other embodiments, no tail may be arranged.

[0081] There are at least two types of motor systems, namely, a first type of motor system 200 and a second type of motor system 300, wherein the first type of motor system 200 is a hovering motor system, and the second type of motor system 300 is a tilting motor system. The distribution positions of the tilting motor system and the hovering motor system can be set according to the functional requirements, model, etc. of the aircraft, and are not limited here. The first type of motor system 200 can be optionally distributed on the arms of the wings, and the second type of motor system 300 can be optionally distributed on the arms of the wings and / or the tail. Multiple first type motor systems 200 are symmetrically distributed on the arms of the wings on both sides of the fuselage, and the first type of motor system 200 is set on the wing. The second type of motor system 300 is far away from the outside of the fuselage, and in the arms of each side of the wing, two first type motor systems 200 are symmetrically distributed on the front and rear sides of the wing. Among the multiple second type motor systems 300, a part of the second type motor systems 300 are symmetrically distributed on the wings on both sides of the fuselage, and another part of the second type motor system 300 is symmetrically distributed on the tail. Optionally, the position of each battery unit 10 may correspond to the motor system it powers, so as to shorten the distance between the battery unit 10 and the motor system. The motor systems are symmetrically distributed, and correspondingly, the battery units 10 are symmetrically distributed on both sides of the fuselage, which can improve the overall balance of the aircraft.

[0082] The hover motor system and the tilt motor system are used to drive the corresponding propellers to provide thrust in each flight mode of the aircraft (vertical takeoff, landing, forward flight, and transition between takeoff and forward flight, and transition between forward flight and landing). The propeller driven by the hover motor system has a fixed angle, and the hover motor system drives the corresponding propeller to provide vertical lift for the takeoff and landing of the aircraft.

[0083] The power direction of the propeller driven by the tilt motor system can be changed as needed to adapt to different flight modes of the aircraft. The tilt motor system and propeller propulsion assembly arranged on the wing and / or tail can itself be tilted relative to the wing and / or tail, so that the propulsion assembly can provide vertical pulling force for takeoff and landing, horizontal thrust during forward flight, and corresponding angle pulling force in the transition between takeoff and forward flight and between forward flight and landing.

[0084] Optionally, in this embodiment, the aircraft can take off from the ground, wherein the vertical thrust is provided by the propeller driven by the hovering motor system and the propeller driven by the tilting motor system (in a vertical configuration). As the aircraft reaches a certain flight altitude or flight speed, the propeller driven by the tilting motor system gradually tilts forward so as to start forward acceleration. As the aircraft reaches a certain forward flight speed and enters the cruise phase, when the propeller shaft driven by the tilting motor system is consistent with the cruise direction, the hovering motor system can stop working when it is no longer necessary to use vertical thrust to maintain the flight altitude. In other words, the aircraft can transition to forward flight by changing the power direction of the propeller driven by the tilting motor system, specifically from vertical pull to horizontal thrust. As the aircraft begins to move forward at a certain speed, lift will be provided by the wings and the propeller driven by the tilting motor system. When landing, the vertical pull is also provided by the propeller driven by the hovering motor system and the propeller driven by the tilting motor system in a vertical configuration.

[0085] In this embodiment, the battery unit 10 can be electrically connected to the first type motor system 200 and the second type motor system 300 through the discharge interface J1, and the number of the discharge interface J1 is multiple, and each of the discharge interfaces J1 is used to connect at least one of the first type motor system 200 and at least one of the second type motor system 300;

[0086] Each of the battery units 10 is connected to a discharge interface J1 , and each of the battery units 10 is used to supply power to at least one of the first-type motor systems 200 and at least one of the second-type motor systems 300 .

[0087] It is understandable that after the motor system and each battery unit 10 are assembled to the aircraft body, the motor system and each battery unit 10 are electrically connected through their corresponding discharge interfaces J1, that is, the power access port provided in the motor system and the discharge interface J1 provided in the aircraft are pluggable and electrically connected. Optionally, the discharge interface J1 and the power access port can be electrically connected through a conductor such as a cable. In this way, when the aircraft is working, the discharge interface J1 reserved in the battery unit 10 is plugged into the power access port on the motor system side to provide power to the hovering motor system and the tilting motor system.

[0088] It should be noted that, since the hovering motor system usually works in the take-off and landing states of the aircraft, and the tilting motor system needs to work in all flight modes of the aircraft, the power consumption of the tilting motor system is greater than that of the hovering motor system. If each battery unit 10 uniformly supplies power to each tilting motor system and the hovering motor system, battery failure will occur, resulting in power loss. If each battery unit 10 supplies power to a motor system respectively, the power of the battery unit 10 that supplies power to the tilting motor system will be lower than the power of the battery unit 10 that supplies power to the hovering motor system, so that the power of each battery unit 10 of the entire aircraft is unbalanced, resulting in the need to spend a long time and energy to divide the power source into multiple batteries to supply power to multiple motors when charging the hovering motor system and the tilting motor system. In addition, long-term power imbalance also affects the service life of the battery. To this end, the battery power supply is set in this embodiment so that each battery unit 10 simultaneously supplies power to two types of motor systems, at least one hovering motor system and at least one tilting motor system. While the power source is divided into multiple batteries to supply power to multiple motor systems respectively, the discharge capacity of each battery unit 10 can also be ensured to be balanced.

[0089] Optionally, in the first type of motor system 200 and the second type of motor system 300 powered by the same battery cell 10, the number of the first type of motor system 200 and the second type of motor system 300 can be set to be the same, or different, for example, the number of the first type of motor system 200 is set to be greater than the second type of motor system. The number of first type of motor systems 200 and second type of motor systems 300 powered by different battery cells 10 is set to be the same, that is, each battery cell 10 can power one first type of motor system 200 and one second type of motor system 300, or each battery cell 10 can power an equal number of multiple first type of motor systems 200 and an equal number of multiple second type of motor systems 300.

[0090] The motor system includes a motor, a motor controller, an encoder, etc. The battery unit 10 can provide the motor, the motor controller, the encoder, etc. with the voltage required for operation. For example, when a low-voltage power supply instruction is received, the motor controller, the encoder, etc. are provided with an operating voltage so that the motor controller, the encoder, etc. can start working. When a high-voltage power-on instruction is received, the high-voltage power-on is completed if the aircraft meets the conditions for allowing high-voltage power-on, that is, the motor winding is powered. The motor controller drives the motor to work according to the received flight control instruction, so that the aircraft can fly in various modes.

[0091] See also Figures 1 to 10 In one embodiment, the wing has a first position and a second position, and the first position is farther from the fuselage than the second position;

[0092] The first type of motor system 200 is disposed on an arm at a first position close to the wing;

[0093] The second type of motor system 300 is arranged on the arm at a second position close to the wing and / or the tail wing and / or the fuselage;

[0094] The battery unit 10 is arranged on the wing and / or the arm and / or the tail.

[0095] In this embodiment, a plurality of first-type motor systems 200 are symmetrically distributed on the arms at the first position near the wings on both sides of the fuselage, and the wings symmetrically installed on both sides of the fuselage are away from the outer sides of the tilt motor system, and the two hovering motor systems arranged on the same side of the wing are located on the front and rear sides of the wing, that is, two first-type motor systems 200 are symmetrically distributed on each side of the wing. A portion of the second-type motor systems 300 of the plurality of second-type motor systems 300 are symmetrically distributed on the second positions near the wings on both sides of the fuselage, and another portion of the second-type motor systems 300 are symmetrically distributed on the tail wing on the rear side of the fuselage. In an embodiment in which the number of the first-type motor systems 200 and the second-type motor systems 300 are both four, among the four first-type motor systems 200, two first-type motor systems 200 are distributed on the wings on one side of the fuselage, and the other two first-type motor systems 200 are distributed on the wings on the opposite sides of the fuselage, and the two first-type motor systems 200 arranged on the same wing are distributed on the front and rear sides of the wing.

[0096] Each battery unit 10 can be set at the first position and the second position of the wing on both sides of the fuselage. Of course, in other embodiments, some or all of the battery units 10 can also be set on the tail wing or the wing arm on the rear side of the fuselage, which is not limited here. The tilt motor system is distributed in the arms of the wings on both sides of the fuselage and the tail wing on the rear side of the fuselage, and the hovering motor system is distributed in the arms of the wings on both sides of the fuselage. Each battery unit 10 is set corresponding to at least one motor system to shorten the distance between the battery unit 10 and the motor system.

[0097] Optionally, the battery unit 10 disposed at a first position of a wing on one side of the fuselage supplies power to a first type of motor system 200 disposed at a first position of an arm on the same side of the fuselage close to the wing, and a second type of motor system 300 disposed at the tail wing on the opposite side of the fuselage;

[0098] The battery unit 10 arranged at the second position of the wing on one side of the fuselage supplies power to the second type motor system 300 arranged on the arm at the second position on the same side of the fuselage close to the wing, and to the first type motor system 200 at the first position on the opposite side of the fuselage close to the wing.

[0099] In this embodiment, the battery unit 10 arranged at the first position of the wing supplies power to the first type motor system 200 arranged at the first position of the arm near the wing, and also supplies power to the second type motor system 300 arranged at the tail wing on the opposite side of the fuselage in a cross manner. The battery unit 10 arranged at the second position of the wing supplies power to the second type motor system 300 arranged at the second position of the arm near the wing on the same side of the fuselage, and also supplies power to the first type motor system 200 arranged at the first position near the wing on the opposite side of the fuselage in a cross manner. Among the two first type motor systems 200 symmetrically distributed on the arms of each wing, one of the first type motor systems 200 is powered by the battery unit 10 arranged at the first position of the wing on the same side of the fuselage, and the other first type motor system 200 is powered by the battery unit 10 arranged at the second position of the wing on the opposite side of the fuselage.

[0100] See also Figures 1 to 10 In one embodiment, the battery unit 10 at the first position of the wing on one side of the fuselage and the battery unit 10 at the second position of the wing on the opposite side of the fuselage are configured in a first battery unit group, and the battery units 10 in the first battery unit group back up each other for power supply through an emergency control switch;

[0101] And / or, the battery cells 10 arranged at the first position and the second position of the wing on the same side of the fuselage are configured in a second battery cell group, and the battery cells 10 in the second battery cell group are arranged in parallel by turning off the charging control switch when charging.

[0102] Optionally, the aircraft further comprises:

[0103] At least two charging interfaces J2, each of the charging interfaces J2 is connected to each of the battery cells 10 in the second battery cell group through a discharge interface J1 corresponding to the battery group.

[0104] Each of the battery cells further comprises:

[0105] At least two charging control switches 22 , each of which is connected between the charging port J2 and a common terminal of each of the battery cells 10 in the second battery cell group.

[0106] In this embodiment, in each first battery cell group, the number of battery cells 10 can be two or more than two. In the same first battery cell group, the battery cell 10 can be electrically connected to the first type motor system 200 and the second type motor system 300 powered by other battery cells 10, so that the battery cell 10 can power the first type motor system 200 and the second type motor system 300 powered by itself, and can also power other first type motor systems 200 and the second type motor system 300. The battery cells 10 are grouped to back up each other and work independently without affecting each other. The backup control strategy is only enabled when one of the battery cells 10 fails. For example, when the aircraft is provided with four battery cells 10, the battery group 1 arranged at the second position of one side (for example, the left side) of the wing and the battery group 3 arranged at the first position of the other side (for example, the right side) of the wing form a first battery cell group in pairs, and the battery group 2 arranged at the first position of the left wing and the battery group 4 arranged at the second position of the right wing form another first battery cell group in pairs to ensure that the whole machine is in a balanced working state. With such a configuration, when any battery cell 10 in the first battery cell group fails and cannot supply power, the first type of motor system 200 and the second type of motor system 300 required to be powered by the failed battery cell 10 can be powered by other battery cells 10, that is, the battery cell 10 that is normally powered will bear the power consumption of the motor system powered by the battery cell 10 paired with it, so at this time at least one battery cell 10 can provide power to multiple motor systems. When each battery cell 10 is normally discharged, it provides power to the motor system it supplies power to. When a battery cell 10 fails, an emergency function will be adopted. This emergency function allows the motor system to have working ability, thereby ensuring that in extraordinary circumstances, the entire aircraft can continue to be in a balanced working state, which can reduce the occurrence of unilateral power imbalance.

[0107] See also Figure 5 and 10Optionally, the charging interface J2 can be arranged on the wings on both sides of the aircraft fuselage, and the number of the charging interfaces J2 can be two or more than two, which can be specifically arranged according to the number of the battery cells 10, and is not limited here. The battery cells arranged on the wings on both sides of the fuselage are divided into at least two second battery cell groups, and each second battery cell group is charged by a charging interface J2. In this embodiment, the number of the second battery cell group and the charging interface J2 are both two, the battery cell 10 is a battery group, and the total number of battery groups is four. For example, a charging interface J2 is arranged on the wings on both sides of the fuselage of the aircraft, one charging interface J2 is arranged between the battery group 1 and the battery group 2, and the other is arranged between the battery group 3 and the battery group 4. In the same second battery cell group, two battery cells 10 share a charging interface J2, that is, the battery cells in the second battery cell group are arranged in parallel when charging. A dedicated charging control switch 22 can be arranged on the charging circuit, and the closing of the main control switch 13 inside the battery group and the charging control switch 22 can make the charging circuit form a closed loop. The battery cells 10 in the same second battery cell group can exchange information through the flight control computer of the aircraft, or communicate and connect through wired methods such as communication bus, wireless Bluetooth communication and other wireless communication methods. When charging, the battery information of the two battery cells 10 connected to the same charging interface J2 can also interact with each other, so that each battery cell 10 can obtain the battery information of each battery cell 10, and then generate a corresponding charging control strategy based on the acquired battery information, and control the charging of each battery cell 10 in the second battery cell group according to the charging control strategy. In some embodiments, the charging circuit and the discharge circuit share the negative pole. During the charging process of the battery pack, the charging pile, the flight control computer, and the control console will all participate. The charging pile provides the battery pack with the required electrical energy for charging, and the flight control computer transmits the real-time information of the battery to the control console, and the personnel can view the real-time information of the battery through the control console.

[0108] It should be noted that, based on the needs of power and safety, aircraft often divide the power source into multiple batteries to supply power to multiple motors. In order to avoid power loss due to battery failure, most of them adopt the method of double winding of motor to avoid power loss of the motor due to battery failure, or directly connect multiple battery packs in parallel to ensure that the motor has power supply when a single battery fails. The above two methods have at least the following technical defects: the double winding scheme of the motor is to make each motor have two windings, each winding needs to work independently, which increases the probability of winding failure, and the double winding has high requirements for the coordination of the motor controller. Poor coordination will lead to low efficiency of converting electric energy into kinetic energy; and the multi-battery parallel scheme requires very good consistency between batteries, otherwise there will be problems of mutual charging, and the charging time is slow after parallel connection, and parallel management requires software to do relatively complex pre-charging and charging control.

[0109] See also Figures 1 to 10 In order to solve the above problem, in one embodiment, there are two battery units 10, and the power output ends of the two battery units 10 are connected to each other through the emergency control switch 21;

[0110] There are more than two battery units 10 , and the power output ends of every two battery units 10 are connected to each other through an emergency control switch 21 .

[0111] See also Figure 3 In this embodiment, the number of battery cells 10 is different depending on the load applied, and the load powered by each battery cell 10 can also be set to be different. The battery cells 10 can be backed up by each other through an emergency control switch 21. When there are more than two battery cells 10 in the aircraft, each battery cell 10 can be backed up by other battery cells 10, that is, one battery cell 10 can back up more than one battery cell 10, and one battery cell 10 can also be backed up by multiple battery cells 10. Alternatively, each battery cell 10 can be backed up by one battery cell 10, that is, two battery cells 10 can back up each other.

[0112] See also Figures 1 to 10 In one embodiment, the plurality of battery cells 10 are divided into at least two first battery cell groups, each of which includes two battery cells 10, and the power output ends of the two battery cells 10 in each group are connected to each other through an emergency control switch 21;

[0113] Alternatively, each of the first battery cell groups includes at least three battery cells 10 , and power output ends of every two battery cells 10 in each group are connected to each other through an emergency control switch 21 .

[0114] In this embodiment, in each first battery cell group, the number of battery cells 10 may be two, or three or more. When the number is set to two, the two battery cells 10 in the same battery cell group are interconnected through an emergency control switch 21. When the number is set to three or more, the two battery cells 10 in the same battery cell group are interconnected through an emergency control switch 21, and each battery cell 10 can be backed up by other battery cells 10, that is, one battery cell 10 can back up more than one battery cell 10, and one battery cell 10 can also be backed up by multiple battery cells 10. Alternatively, each battery cell 10 can be backed up by one battery cell 10, that is, the two battery cells 10 back up each other. The emergency control switch 21 may be implemented by a relay. When the emergency control switch 21 is closed, the battery unit 10 can be electrically connected to the first type motor system 200 and the second type motor system 300 powered by other battery units 10, so that the battery unit 10 can power the first type motor system 200 and the second type motor system 300 powered by itself, and can also power other first type motor systems 200 and the second type motor systems 300. In this way, when any battery unit 10 in the first battery unit group fails and cannot supply power, the first type motor system 200 and the second type motor system 300 that the failed battery unit 10 needs to supply power can be powered by other battery units 10, that is, the battery unit 10 that supplies power normally will bear the power consumption of the motor system powered by the battery unit 10 paired with it, so at this time at least one battery unit 10 can provide power to multiple motor systems. When each battery unit 10 is discharging normally, it provides electrical energy to its respective motor system. When a battery unit 10 fails, an emergency function will be adopted, which can enable the motor system to have working capability, thereby ensuring that in an emergency situation, the entire aircraft can continue to be in a balanced working state.

[0115] Optionally, each of the battery cells 10 includes:

[0116] The battery controller BCU is connected to the emergency control switch 21. When there is a battery cell 10 with a power supply failure in the first battery cell group, the battery controller BCU controls the emergency control switch 21 to close, so that the battery cell 10 with normal power supply can supply power to the first type of motor system and the second type of motor system powered by the battery cell 10 with a power supply failure.

[0117] Each of the battery cells 10 further includes:

[0118] The battery cell module 12 is connected to the discharge interface J1 of the corresponding battery unit 10;

[0119] A main control switch 13 is arranged in series between the battery cell module 12 and the discharge interface J1, and a controlled end of the main control switch 13 is connected to a battery controller BCU in the corresponding battery unit;

[0120] The battery controller BCU is also used to control the main control switch 13 to be on / off when the battery unit 10 is charging / discharging; and when the power supply of the battery unit 10 fails, control the main control switch 13 to disconnect the electrical connection between the battery module 12 and the discharge interface J1.

[0121] Each of the battery cells further comprises:

[0122] A battery cell acquisition unit BMU is connected to the battery cell module 12 and the battery controller BCU respectively; the battery cell acquisition unit BMU is used to collect operating parameters of the battery cell module 12 and output them to the battery controller BCU;

[0123] The current sensor 14 is connected to the battery module 12 and the battery controller BCU respectively, and is used to collect the current of the battery module 12 during charging / discharging, and output it to the battery controller BCU;

[0124] The pre-charge control switch K3 is arranged in parallel with the main control switch 13 .

[0125] See also Figures 4 to 7In this embodiment, each battery unit 10 may include but is not limited to a battery cell module 12, a BMU (battery cell acquisition unit BMU), a battery controller BCU, a current sensor 14, a fuse, a pre-charge control switch K3, a main control switch 13, a pre-charge resistor, a discharge interface J1 and a plurality of wires. The main control switch 13, the emergency control switch, and the pre-charge control switch K3 can all be implemented by switches such as relays. A BMU can be set for each battery module 12. The BMU has the function of collecting battery cell temperature, voltage and balancing the battery cells. At the same time, the collected battery information can be sent to the BCU through a closed-loop differential communication method or wireless Bluetooth communication and other wireless communication methods; taking the battery manager with four battery cells 10 as an example, BCUn means that each of the four battery cells 10 has a BCU, n represents 1 / 2 / 3 / 4, and each BCU works independently. The BCU has the functions of communicating with the current sensor 14, controlling the pre-charge control switch K3, controlling the main control switch 13 and communicating with the flight control computer. The BCU can transmit the information of the battery cell 10 to the flight control computer. The BCU also has control strategies such as charging management, discharging management, fault management and emergency control switch 21 management. For example, when the BCU implements the high-voltage power-on function, the user can operate the console to trigger the corresponding high-voltage power-on control instruction, and rely on the flight control computer to transmit the console high-voltage power-on signal to the BCU. The BCU first controls the pre-charge control switch K3 to close according to the actual state of the battery, and pre-charges the motor system. When the motor system allows high-voltage power-on, the high-voltage power-on related operations are completed. Among them, the high-voltage power-off process also requires the cooperation of the flight control computer and the console. The user operates the console high-voltage power-off control instruction, and the flight control computer transmits the power-off instruction to the BCU. The BCU disconnects the main relay to complete the high-voltage power-off. When the battery unit 10 is abnormal, the BCU controls the emergency relay to close. When any of the four battery units 10 cannot continue to provide power to the motor system, another battery unit 10 that matches it can provide power to the corresponding motor system to ensure that the motor system can work.

[0126] It is understandable that the battery cell acquisition unit BMU can monitor the battery cell conditions of each battery cell 10 in real time, such as the voltage and temperature of the battery cell, and the current sensor 14 can also collect the output current of each battery cell 10, so that each battery cell 10 can know its own battery information, which includes but is not limited to voltage, current, power and temperature. In the event of a sudden drop in battery power, an overcurrent in the output of the battery cell 10 (for example, caused by a short circuit in the line), or abnormal battery temperature, the battery cell 10 can control itself to disconnect from the discharge interface J1, thereby rendering the battery cell 10 inoperable during operation. Fig.10In response to the failure of a single battery cell 10, this embodiment adopts emergency treatment measures. The battery cells 10 work in groups as backups for each other. They work independently during normal operation without affecting each other. The backup control strategy is enabled only when one of the battery cells 10 fails. This embodiment is explained by taking an aircraft having four battery cells 10, and each battery cell 10 supplies power to two motor systems as an example. The four battery cells 10 are marked as battery pack 1, battery pack 2, battery pack 3 and battery pack 4, respectively. Battery pack 1 and battery pack 3 form a first battery cell group in pairs, and battery pack 2 and battery pack 4 form another first battery cell group in pairs. During the flight of the aircraft in the air, if any of the four battery cells 10 fails to supply power, the battery cell 10 in the same first battery cell group will bear the power consumption of the motor powered by the battery cell 10 paired with it, so at this time there is a battery pack that needs to provide power to the four motor systems. In this way, it can be ensured that the four motor systems can work at a certain power and maintain the flight requirements. When the other group of first battery cells is powered normally, the remaining four motor systems of the whole machine can work at full power. The flight attitude of the whole machine can be adjusted to a balanced state through flight control, which can reduce the occurrence of unilateral power imbalance. The battery cells 10 are connected in pairs through an emergency relay. The battery controllers BCU of the two battery cells 10 can control the closing of the emergency relay. The emergency relay can only be closed and not disconnected. After each use of the emergency relay, a new emergency relay must be replaced before it can be used again. The failure mode of the battery cell 10 includes but is not limited to thermal runaway failure. Taking thermal runaway failure as an example, the BCU in the battery cell 10 is always detecting thermal runaway failure. When one of the battery cells 10 has a thermal runaway failure, the other battery cell 10 will receive the thermal runaway failure alarm information and confirm it. After confirming that the thermal runaway failure has indeed occurred, the emergency relay will be closed, and the emergency relay state will be fed back to the battery cell 10 where the thermal runaway occurs. After the battery cell 10 that has experienced thermal runaway receives the closed state of the emergency relay, the main relay of the battery cell 10 that has experienced thermal runaway will be disconnected. The battery cell 10 that has not experienced thermal runaway will detect the temperature around the emergency relay in real time to avoid a chain reaction caused by the thermal runaway of the battery cell 10. Similarly, when the battery cell 10 fails due to a sudden drop in power or an overcurrent, the above-mentioned emergency treatment measures can also be adopted, that is, when one of the battery cells 10 fails, the other battery cell 10 will receive the failure information and confirm it. After confirming that the failure has indeed occurred, the emergency relay will be closed to complete the emergency backup of each battery cell 10. The battery cells 10 of this embodiment are grouped to back up each other, and work independently during normal operation without affecting each other. The backup control strategy is enabled only when one of the battery cells 10 fails, so that the battery cells 10 that are working normally can share the power supply capacity of the failed battery cell 10.

[0127] Optionally, there are multiple main control switches 13, and the multiple main control switches 13 are arranged in parallel.

[0128] In this embodiment, the main control switch 13 is connected in multiple parallel ways (for example, two parallel ways, and the two main control switches are marked as main control switches K1 and K2 respectively). The main control switches 13 in multiple parallel ways are controlled by the battery controller BCU. When the battery unit 10 is charged / discharged, they can be turned on at the same time, or they can be turned on in time division, or any one of the main control switches 13 in multiple parallel ways can be turned on. The specific setting can be based on the actual application scenario, and no limitation is made here. By setting the main control switch 13 in multiple parallel ways, the risk of the battery unit 10 being unable to charge / discharge due to the failure of a single main control switch 13 can be reduced.

[0129] The battery controller BCU is also used to control the main control switch 13 to be on / off according to the power information of the battery pack in the second battery cell group when the battery pack is charged.

[0130] In this embodiment, each battery pack has a battery module 12 composed of a single battery cell. The battery module 12 can be a lithium battery, a lead-acid battery, etc. The number of batteries can be set according to the power required by the aircraft, and is not limited here. The battery module 12 is electrically connected to the charging interface J2 of the second battery unit group through the discharge interface J1. The battery controllers BCU of each battery pack in the same second battery unit group can realize information exchange through the flight control computer of the aircraft, or the battery controllers BCU communicate with each other through wired methods such as communication buses, wireless Bluetooth communication and other wireless communication methods. When charging, the two battery packs connected to the same charging interface J2 can obtain the power information of each battery module 12 through the battery acquisition unit BMU and the current sensor 14 when the charging control switch 22 is closed. The battery information may include but is not limited to the battery cell temperature, voltage and current, etc. The battery information of each battery pack can also interact with each other. When the battery pack is in a charging state, the battery controller BCU of each battery pack can obtain battery information of each battery pack, and then generate a corresponding charging control strategy according to the obtained battery information, and control the charging of the battery pack in each second battery unit group according to the charging control strategy.

[0131] Among them, the charging control strategy includes: according to the battery information, when it is determined that the power difference of the battery groups in the second battery cell group is greater than or equal to the preset difference, controlling the battery group with lower power to be charged first; according to the battery information, when it is determined that the power difference of the battery groups in the second battery cell group is less than the preset difference, controlling each of the battery groups to be charged simultaneously; or, controlling each of the battery groups to be charged in turn according to a preset charging cycle; or, controlling each of the battery groups to be charged one by one in a preset charging order. It can be understood that the preset difference can be an allowable difference that can meet the balance of each battery. When the difference between each battery group in the second battery cell group is greater than or equal to the preset difference, it means that the power difference between the battery groups is large. Therefore, before parallel charging, the battery with lower power can be charged first. In this process, the battery groups can be charged one by one in the charging order of charging the battery group with lower power first and the battery group with lower power later, until the difference between each battery group is less than the preset difference.

[0132] When each battery group reaches equilibrium, each battery group can be charged at the same time, that is, multiple battery groups are charged in parallel, or each battery group can be charged one by one according to a preset charging order, or each battery group can be charged in turn according to a certain period, for example, each battery group is charged for 1 hour. Of course, each battery group can also be charged in a combination of the above methods. For example, each battery group can be charged to a certain amount of electricity at the same time, and then each battery is charged in turn, and finally each battery group is charged one by one. Alternatively, each battery can be charged in turn to a certain amount of electricity first, and then each battery group is charged one by one, and finally each battery group is charged at the same time. Alternatively, each battery group can be charged one by one to a certain amount of electricity first, and then each battery is charged in turn, and finally each battery group is charged at the same time. When combining charging methods, the order of charging methods can be adjusted according to actual applications, and there is no limitation here.

[0133] See also Figures 1 to 10 , the first type of motor system 200 is a hovering motor system;

[0134] And / or, the second type of motor system 300 is a tilt motor system.

[0135] Optionally, the number of the tilt motor systems is four, wherein two of the tilt motor systems are respectively arranged on the wings on both sides, and the other two of the tilt motor systems are respectively arranged on both sides of the tail wing;

[0136] There are four hovering motor systems, the wings symmetrically installed on both sides of the fuselage are far away from the outside of the tilting motor system, and the two hovering motor systems arranged on the same side of the wing are located at the front and rear sides of the wing.

[0137] In this embodiment, each battery unit 10 can supply power to at least one tilt motor system and at least one hover motor system, that is, each battery unit 10 can supply power to one tilt motor system and one hover motor system, or multiple tilt motor systems and multiple hover motor systems, or one tilt motor system and multiple hover motor systems, and it is only necessary to ensure that the number and type of motor systems powered by each battery unit 10 are the same. In this way, the battery balance of each battery unit 10 can be guaranteed. The battery unit 10 arranged at the first position of the wing supplies power to the hover motor system of the arm arranged at the first position close to the wing, and also cross-supply power to the tilt motor system arranged at the tail on the opposite side of the fuselage. The battery unit 10 arranged at the second position of the wing supplies power to the tilt motor system of the arm arranged at the second position of the wing on the same side of the fuselage, and also cross-supply power to the hover motor system of the arm arranged at the first position of the wing on the opposite side. In the two hovering motor systems symmetrically distributed on the arms of each wing of the fuselage, one of the hovering motor systems is powered by a battery unit 10 arranged at a first position on the wing on the same side of the fuselage, and the other hovering motor system is powered by a battery unit 10 arranged at a second position on the wing on the opposite side of the fuselage. This embodiment is described by taking four battery units 10 as an example. Fig. 9 , wherein the four battery units 10 are respectively marked as battery pack 1, battery pack 2, battery pack 3 and battery pack 4; the four tilt motor systems are respectively marked as tilt motor 1, tilt motor 2, tilt motor 3 and tilt motor 4; the four hovering motor systems are respectively marked as hovering motor 1, hovering motor 2, hovering motor 3 and hovering motor 4. Each battery unit 10 is allocated to power a hovering motor and a tilt motor, the battery unit 10 at the first position of the left wing is allocated to power the hovering motor 1 and the tilt motor 4, the battery unit 4 at the first position of the right wing is allocated to power the hovering motor 3 and the tilt motor 2, the battery unit 2 at the second position of the left wing is allocated to power the hovering motor 4 and the tilt motor 1, and the battery unit 3 at the second position of the right wing is allocated to power the hovering motor 2 and the tilt motor 3. With such an arrangement, similar energy consumption effects can be achieved during the actual discharge process, and the power consumption of a certain battery cell 10 can be reduced to a large extent compared to the other three battery cells 10, resulting in a barrel short board effect; and, the motor distribution corresponding to the battery cells 10 is cross-distributed. When a certain battery cell 10 fails to supply power normally, the power of the whole machine is weakened on the left and right sides of the whole machine, rather than on one side, which is beneficial to the attitude balance control of the aircraft.

[0138] See also Figures 1 to 10 In one embodiment, the ratio between the sum of the number of the first type motor systems 200 and the second type motor systems 300 and the number of the battery units 10 in the aircraft is in the range of 1:1 to 4:1.

[0139] In this embodiment, the ratio between the total number of the first type motor system 200 and the second type motor system 300 and the number of the battery units 10 in the aircraft can be 1:1 or 1.5:1 or 2:1 or 3:1 or 4:1. One battery unit 10 can power at least one first type motor system 200 and at least one second type motor system 300. Figures 8 to 10 Optionally, one battery unit 10 can power one first-type motor system 200 and one second-type motor system 300, in which case the ratio between the sum of the number of the first-type motor systems 200 and the second-type motor systems 300 and the number of battery units 10 in the aircraft is 2:1, and the number of battery units 10 is four, the number of hovering motor systems is four, and the number of tilting motor systems is four. One battery unit 10 can power two first-type motor systems 200 and one second-type motor system 300, in which case the ratio between the sum of the number of the first-type motor systems 200 and the second-type motor systems 300 and the number of battery units 10 in the aircraft is 2:1. One battery unit 10 can power one first-type motor system 200 and one second-type motor system 300. The number of battery units 10 is four, the number of hovering motor systems is two, the number of tilting motor systems is two, the motor system is a dual-winding motor, and the two windings of each motor system are powered by two different battery units 10. At this time, the ratio between the sum of the number of first-type motor systems 200 and the second-type motor systems 300 and the number of battery units 10 in the aircraft is 1:1. Of course, in other embodiments, the ratio between the sum of the number of first-type motor systems 200 and the second-type motor systems 300 and the number of battery units 10 can also be set to other ratios, as long as one battery unit 10 supplies power to two different types of motor systems, and the number and type of power supplied by each battery unit 10 are the same, which is not limited here.

[0140] See also Figures 1 to 10 In one embodiment, the aircraft further comprises:

[0141] A flight control computer (not shown) is communicatively connected with each battery unit 10 in the aircraft; the flight control computer is used to receive battery information output by the battery unit 10 to control the operation of each battery unit 10 according to the battery information and the aircraft.

[0142] In this embodiment, the battery information of the four battery units 10 is managed by their respective battery controllers, and the battery information of the four battery units 10 is sent to the flight control computer respectively. The flight control computer can make reasonable execution commands after comprehensive consideration based on the current status of the battery.

[0143] The high-voltage power-on process requires the participation of the flight control computer and the control console (ground monitoring room). The user operates the corresponding high-voltage power-on control command of the control console, and relies on the flight control computer to transmit the high-voltage power-on signal of the control console to the BCU. The BCU completes the high-voltage power-on related operations based on the actual status of the battery and allows high-voltage power-on. The high-voltage power-off process also requires the cooperation of the flight control computer and the control console to operate the high-voltage power-off control command of the control console. The flight control computer transmits the power-off command to the BCU, and the BCU disconnects the main relay to complete the high-voltage power-off. During the charging process of the battery unit 10, the charging pile provides the battery unit 10 with the required electrical energy for charging. The battery unit 10 transmits the battery information to the flight control computer, and the flight control computer transmits the real-time information of the battery to the control console. The user can view the real-time battery information through the control console.

[0144] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. An aircraft, characterized in that: include: A fuselage, wherein wings are symmetrically arranged on both sides of the fuselage, and a tail fin is arranged at the tail of the fuselage; A plurality of first mounting seats, arranged on the wing and / or the tail; A plurality of first-type motor systems and a plurality of second-type motor systems are respectively arranged on a plurality of the first mounting seats in a one-to-one correspondence; as well as, A plurality of battery units are respectively connected to a plurality of the first-type motor systems and a plurality of the second-type motor systems.

2. The aircraft according to claim 1, characterized in that The wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position; The first type of motor system is disposed on an arm at a first position near the wing; The second type of motor system is arranged on the arm at a second position close to the wing and / or the tail wing and / or the fuselage; The battery unit is arranged on the wing and / or the arm and / or the tail.

3. The aircraft according to claim 1, characterized in that The wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position; The battery unit is arranged at a first position of a wing on one side of the fuselage, and supplies power to a first type of motor system arranged on an arm at a first position close to the wing on the same side of the fuselage, and to a second type of motor system arranged on the tail wing on the opposite side of the fuselage; The battery unit arranged at a second position on a wing on one side of the fuselage supplies power to a second type of motor system on an arm arranged at a second position on the same side of the fuselage close to the wing, and to a first type of motor system on an arm arranged at a first position on the opposite side of the fuselage close to the wing.

4. The aircraft according to claim 1, characterized in that The wing has a first position and a second position, the first position being at a greater distance from the fuselage than the second position; The battery cells at the first position of the wing on one side of the fuselage and the battery cells at the second position of the wing on the opposite side of the fuselage are configured in a first battery cell group, and the battery cells in the first battery cell group back up each other for power supply through an emergency control switch; And / or, the battery cells arranged at the first position and the second position of the wing on the same side of the fuselage are configured in a second battery cell group, and the battery cells in the second battery cell group are arranged in parallel through a charging control switch during charging.

5. The aircraft according to claim 4, characterized in that Each of the battery cells comprises: A battery controller is connected to the emergency control switch. The battery controller is used to control the emergency control switch to close when a battery unit with power failure exists in the aircraft, so that the battery unit with normal power supply can supply power to the load powered by the battery unit with power failure.

6. The aircraft according to claim 5, characterized in that Each of the battery cells further comprises: A battery cell module connected to a discharge interface of the corresponding battery unit; A main control switch is arranged in series between the battery cell module and the discharge interface, and a controlled end of the main control switch is connected to a battery controller in the corresponding battery unit; The battery controller is also used to control the main control switch to disconnect the electrical connection between the battery module and the discharge interface when the power supply of its own battery unit fails; The battery controller is used to control the main control switch to be on / off according to the power information of the battery cells in the second battery cell group when the battery cells are charged.

7. The aircraft according to claim 1, characterized in that The first type of motor system is a hovering motor system; And / or, the second type of motor system is a tilt motor system.

8. The aircraft according to claim 7, characterized in that The number of the tilt motor systems is four, two of which are respectively arranged on the wings on both sides, and the other two are respectively arranged on both sides of the tail wing; The number of the hovering motor systems is four, the wings symmetrically installed on both sides of the fuselage are far away from the outside of the tilting motor system, and the two hovering motor systems arranged on the same wing are located at the front and rear sides of the wing.

9. The aircraft according to claim 1, characterized in that The ratio between the total number of the first type of motor systems and the second type of motor systems and the number of battery cells is in the range of 1:1 to 4:

1.

10. The aircraft according to claim 1, characterized in that The aircraft also includes: A flight tube computer is communicatively connected with each of the battery cells; the flight tube computer is used to receive battery information output by the battery cells so as to operate each of the battery cells according to the battery information.

Images