aircraft

Abstract

The application discloses an aircraft. The aircraft comprises a machine body, the machine body comprising a machine frame and a landing gear, the landing gear being mounted on the machine frame; a power-consuming module, the power-consuming module being mounted on the machine body; and a battery module, the battery module being electrically connected with the power-consuming module to supply electric energy to the power-consuming module. The aircraft comprises multiple use modes, the multiple use modes comprising at least two of a first use mode, a second use mode and a third use mode, and in the first use mode, the battery module is mounted on the machine frame; in the second use mode, the battery module is mounted on the landing gear; and in the third use mode, part of the battery module is mounted on the landing gear and the other part of the battery module is mounted on the machine frame. The use modes of the aircraft comprise at least two of the first use mode, the second use mode and the third use mode, different use modes can be selected according to needs, so that the needs of different installation layouts of the battery module of the aircraft in different application scenarios can be met.

Description

Technical Field

[0001] This application relates to the field of flight technology, and in particular to an aircraft. Background Technology

[0002] In related technologies, aircraft are powered by battery modules to perform related tasks. The battery modules of the aircraft are all installed inside the frame. The installation layout of the battery modules on the aircraft is relatively simple, and the installation layout is greatly limited by the space inside the frame and the load-bearing capacity of the frame. It cannot meet the needs of flexible battery module layout in different application scenarios. Utility Model Content

[0003] The embodiments of this application provide an aircraft to solve the aforementioned problems.

[0004] In a first aspect, an aircraft provided by the embodiments of this application includes:

[0005] Airframe, including frame and landing gear, wherein the landing gear is mounted on the frame;

[0006] A power supply module, wherein the power supply module is installed in the machine body; and

[0007] A battery module, which is electrically connected to the power-consuming module to supply electrical energy to the power-consuming module;

[0008] The aircraft includes multiple usage modes, including at least two of a first usage mode, a second usage mode, and a third usage mode.

[0009] In the first usage configuration, all battery modules are mounted on the frame;

[0010] In the second usage mode, all battery modules are mounted on the landing gear;

[0011] In the third usage configuration, a portion of the batteries in the battery module are mounted on the landing gear, and the other portion of the batteries are mounted on the fuselage frame.

[0012] The aforementioned aircraft includes at least two of the first usage mode, the second usage mode, and the third usage mode. Different usage modes correspond to different installation layouts of the battery modules on the aircraft. The installation layout of the battery modules is more flexible and can meet the needs of the aircraft for different installation layouts of the battery modules in different application scenarios.

[0013] Secondly, an aircraft provided in this application includes:

[0014] An airframe, including a fuselage frame and landing gear, the landing gear being mounted on the fuselage frame, the fuselage frame having a first type of battery mounting location, and the landing gear having a second type of battery mounting location; and

[0015] The power module is installed in the machine body;

[0016] When the aircraft requires power, the battery module can be installed in the first type of battery mounting position and / or the second type of battery mounting position to supply electrical energy to the power-consuming module.

[0017] In the aforementioned aircraft, both the fuselage and landing gear are equipped with battery mounting positions for installing battery modules. Depending on application requirements, the battery modules can be installed in either the first type of mounting position, the second type, or both. This design allows for more flexible battery module installation layouts within the aircraft, enabling the selection of different mounting positions to meet the diverse battery module installation needs of the aircraft in various application scenarios.

[0018] In some embodiments, the aircraft includes multiple usage modes, including at least two of a first usage mode, a second usage mode, and a third usage mode;

[0019] In the first usage mode, all battery modules are installed in the first type of battery mounting position;

[0020] In the second usage mode, the battery modules are all installed in the second type of battery mounting position;

[0021] In the third usage configuration, a portion of the batteries in the battery module are installed in the first type of battery mounting position, and the other portion of the batteries are installed in the second type of battery mounting position.

[0022] In some embodiments, the aircraft further includes a communication module, the input of which is electrically connected to the battery module, and the output of which is electrically connected to the power module.

[0023] In some implementations, at least two of the first usage configuration, the second usage configuration, and the third usage configuration can reuse at least a portion of the conduction module.

[0024] In some implementations, the conduction module includes a power distribution component electrically connected to a first electrical connector.

[0025] In some embodiments, in the first usage mode, the battery module is a first battery, the first battery is installed in the first type of battery mounting position, and the first electrical connector cooperates with the electrical connector of the first battery to realize the electrical connection between the first battery and the input terminal of the power distribution component.

[0026] In some embodiments, in the second usage mode, the battery module is a second battery, the second battery is installed in the second type of battery mounting position, and the first electrical connector and the electrical connector of the second battery cooperate to realize the electrical connection between the second battery and the input terminal of the power distribution component.

[0027] In some embodiments, the second battery includes battery A1 and battery A2, which are electrically connected in parallel. The second type of battery mounting position includes a first mounting position and a second mounting position. The first mounting position is used to mount battery A1, and the second mounting position is used to mount battery A2. The electrical connector of battery A1 mates with the electrical connector at the first mounting position, and the electrical connector of battery A2 mates with the electrical connector at the second mounting position. Both the electrical connectors at the first mounting position and the electrical connectors at the second mounting position are electrically connected to the electrical connector of the second battery.

[0028] In some embodiments, the batteries A1 and A2 are substantially symmetrically distributed on the landing gear, and / or the batteries A1 and A2 have substantially equal weights.

[0029] In some embodiments, the electrical connectors at the first mounting position and the second mounting position are both electrically connected to the electrical connector of the second battery via wires, and / or the electrical connector of the second battery is movable relative to the batteries A1 and A2.

[0030] In some embodiments, in the third usage configuration, the battery module includes a third battery and a fourth battery. The third battery is mounted in a second type of battery mounting position, and the fourth battery is mounted in a first type of battery mounting position. The third battery and the fourth battery are electrically connected in parallel. The power distribution assembly is also electrically connected to a second electrical connector. The first electrical connector and the second electrical connector are electrically connected in parallel. The electrical connector of the third battery mates with one of the first electrical connector and the second electrical connector, and the electrical connector of the fourth battery mates with the other of the first electrical connector and the second electrical connector.

[0031] In some embodiments, the third battery includes battery B1 and battery B2, which are electrically connected in parallel. The second type of battery mounting position includes a first mounting position and a second mounting position. The first mounting position is used to mount battery B1, and the second mounting position is used to mount battery B2. The electrical connector of battery B1 mates with the electrical connector at the first mounting position, and the electrical connector of battery B2 mates with the electrical connector at the second mounting position. Both the electrical connectors at the first mounting position and the electrical connectors at the second mounting position are electrically connected to the electrical connector of the third battery.

[0032] In some embodiments, the electrical connectors at the first mounting position and the second mounting position are both electrically connected to the electrical connector of the third battery via wires, and / or the electrical connector of the third battery is movable relative to the batteries B1 and B2.

[0033] In some embodiments, in any of the first, second, and third usage modes, the center of gravity of the aircraft is located substantially on the vertical central axis of the frame.

[0034] In some implementations, under the same usage configuration, the individual batteries of the battery module are electrically connected in parallel.

[0035] In some implementations, the individual batteries of the battery module can be reused in the same and / or different usage modes.

[0036] In some embodiments, the aircraft further includes a control module electrically connected to the battery module to collect parameter information of the battery module. The control module is used to perform one or more of the following operations based on the parameter information of the battery module:

[0037] The battery modules are controlled to synchronously supply electrical energy to the power-consuming module.

[0038] When there is a battery malfunction in the battery module, the power level is lower than the alarm threshold and / or the difference in electrical parameters between different batteries is greater than the preset difference threshold, the aircraft is controlled to execute preset emergency measures.

[0039] Based on the current usage mode of the aircraft, the aircraft is controlled to invoke motion parameter restrictions adapted to the current usage mode, wherein the motion parameter restrictions corresponding to the first usage mode, the second usage mode and the third usage mode are different.

[0040] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0041] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0042] Figure 1 This is one of the partial structural schematic diagrams of the aircraft according to the embodiments of this application;

[0043] Figure 2 This is a second partial structural schematic diagram of the aircraft according to the embodiments of this application;

[0044] Figure 3 This is a schematic diagram of the structure of the electrical connector according to an embodiment of this application;

[0045] Figure 4 This is a schematic diagram of the aircraft in its first usage mode according to the embodiments of this application;

[0046] Figure 5 This is a schematic diagram of the aircraft in the second usage mode according to the embodiments of this application;

[0047] Figure 6 This is a schematic diagram of the aircraft in the third usage mode according to the embodiments of this application.

[0048] Explanation of key component reference numerals:

[0049] Aircraft 100, fuselage 12, electrical module 14, battery module 16, frame 18, landing gear 20, first type battery mounting position 22, second type battery mounting position 24, arm 26, bracket 28, crossbeam 30, conduction module 32, power distribution assembly 34, first electrical connector 36, first battery 38, second battery 40, first mounting position 42, second mounting position 44, wire 46, third electrical connector 48, third battery 50, fourth battery 52, second electrical connector 54, control module 60. Detailed Implementation

[0050] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0051] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0052] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joint" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. Connections can be direct or indirect through an intermediate medium, and can refer to the internal communication of two components or the interaction between two components. Unless otherwise expressly specified and limited, the term "electrical connection" should be interpreted broadly. For example, it can refer to power transmission, signal transmission, or both. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0053] This application discloses numerous different embodiments or examples for implementing various structures. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, this application provides examples of various specific processes and materials, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0054] The aircraft in this application are classified according to whether they are piloted by a person inside the cabin, including unmanned aerial vehicles (UAVs) and manned aircraft; according to their configuration, they are classified into rotorcraft, fixed-wing aircraft, and aircraft combining rotor and fixed wings. Rotorcraft include single-rotor aircraft and multi-rotor aircraft; and according to the function performed, they are classified into transport UAVs, agricultural UAVs, surveying UAVs, rescue UAVs, etc. The following uses a multi-rotor aircraft as an example to illustrate the scheme of this application's embodiments.

[0055] Firstly, please refer to Figures 1 to 6An aircraft 100 provided in this application includes a fuselage 12 and an electrical module 14. The fuselage 12 is the main structure of the aircraft 100 for mounting functional components, providing a platform for supporting and mounting these components. Exemplarily, functional components include arms, cargo boxes, etc. The fuselage 12 includes a frame 18 and landing gear 20, with the landing gear 20 mounted on the frame 18. The electrical module 14 is mounted on the fuselage 12. Exemplarily, the electrical module 14 includes an electronic speed controller, a load, and / or sensors, etc.

[0056] In some embodiments, the landing gear 20 is located below the frame 18, and the fuselage also includes one or more arms 26 connected to the frame 18. A rotor power unit is located on the side of the arm 26 relatively away from the frame 18. Further, the landing gear 20 and the frame 18 are either fixedly connected or detachably connected. When the landing gear 20 and the frame 18 are detachably connected, the aircraft 100 comprises two separate, detachable parts that are assembled together for use and disassembled for maintenance. The detachable design facilitates the replacement of different types of landing gear and also facilitates individual maintenance of the landing gear 20 and the frame 18. Preferably, the center of gravity of the aircraft 100 is located substantially on the vertical central axis of the frame 18 to ensure the aircraft's balance and flight stability.

[0057] Preferably, the frame 18 is a square frame structure, or a similar square frame structure.

[0058] Optionally, in Figure 2 As shown, the landing gear 20 includes two supports 28 and three crossbeams 30, with the two supports connected by the three crossbeams 30.

[0059] When the aircraft 100 needs power, the battery module 16 needs to be installed on the aircraft 100 so that the battery module 16 is electrically connected to the power module 14 to supply power to the power module 14.

[0060] The aircraft 100 includes multiple usage modes, including at least two of a first usage mode, a second usage mode, and a third usage mode. In the first usage mode, all battery modules 16 are mounted on the frame 18. In the second usage mode, all battery modules 16 are mounted on the landing gear 20. In the third usage mode, a portion of the batteries in the battery modules 16 are mounted on the landing gear 20, and the remaining portion is mounted on the frame 18.

[0061] It should be noted that the battery module 16 in this embodiment can represent a single battery or a battery pack composed of multiple batteries. The number of batteries in the battery module may vary in different scenarios, requiring an adaptive analysis based on the corresponding solution. For example, in the first / second usage mode, the battery module may contain one or more batteries, while in the third usage mode, the battery module contains multiple batteries.

[0062] The aforementioned aircraft 100 includes at least two of a first usage mode, a second usage mode, and a third usage mode. The installation layout of the battery module 16 on the aircraft 100 is more flexible, and different usage modes can be selected as needed, thereby meeting the different installation layout requirements of the aircraft 100 for the battery module 16 in different application scenarios.

[0063] Secondly, an aircraft 100 provided in this application includes a fuselage 12 and an electrical module 14. The fuselage 12 includes a frame 18 and a landing gear 20, with the landing gear 20 mounted on the frame 18. The electrical module 14 is mounted on the fuselage 12. The frame 18 is provided with a first type of battery mounting position 22, and the landing gear 20 is provided with a second type of battery mounting position 24. When the aircraft 100 requires power, the battery module 16 can be installed in the first type of battery mounting position 22 and / or the second type of battery mounting position 24 to supply electrical energy to the electrical module 14.

[0064] In the aforementioned aircraft 100, the frame 18 is equipped with a first type of battery mounting position 22, and the landing gear 20 is equipped with a second type of battery mounting position 24. The battery module 16 can be installed in either the first type of battery mounting position 22, or in the second type of battery mounting position 24, or both, depending on the application requirements. The installation layout of the battery module 16 on the aircraft 100 is more flexible, and different battery mounting positions can be selected as needed, thereby meeting the different installation layout requirements of the aircraft 100 for the battery module 16 in different application scenarios.

[0065] In related technologies, some aircraft typically only allow battery modules to be mounted in the fuselage frame. However, when space within the frame is limited and / or the frame's load-bearing capacity is restricted—for example, when other components (such as sensors to detect forward obstacles) need to be installed within the frame—the remaining space available for battery module installation is very limited. Furthermore, to meet the aircraft's weight reduction requirements, the frame needs to be miniaturized and lightweight, resulting in the frame being unable to withstand large loads. These factors mean that simply mounting the battery module in the frame is far from sufficient to meet application needs. Although some aircraft can mount battery modules in the landing gear, there are no multiple mounting layouts for the same aircraft, failing to meet the user's need for flexible battery module placement. In the embodiments of this application, both the fuselage and landing gear of the aircraft are equipped with battery mounting positions for selection, providing greater flexibility. It should be noted that the fuselage for the same aircraft is at least the same fuselage frame.

[0066] In some embodiments, if the battery module contains multiple batteries in the same usage configuration, these batteries are electrically connected in parallel. This configuration effectively improves the aircraft's endurance and expands its application scenarios. Improving endurance is of great significance to aircraft; for example, it helps enhance the aircraft's ability to perform complex tasks, allowing for longer and wider-ranging mission execution. Furthermore, it helps improve the efficiency and completion rate of a single flight, reducing the cost and manpower required for charging / battery swapping per unit of time. In this application embodiment, the main considerations for the parallel electrical connection of the aircraft's batteries include, but are not limited to: (1) The functional components of the aircraft, such as the motor system and the electronic control system, are usually designed to work under a specific voltage. Parallel connection of batteries can keep the total voltage constant and increase the battery capacity, avoiding the voltage rise caused by series connection of batteries, which could lead to the electrical module being broken down by high voltage or the need to redesign the circuit. It also avoids the high voltage safety hazards caused by series connection of batteries; (2) The total energy of the battery is the product of voltage and capacity. When connected in parallel, the voltage remains constant and the capacity is added, which directly increases the total energy of the battery. When working at the same power, the flight time of the aircraft will be longer; (3) After the batteries are connected in parallel, the total current is shared by each battery, which reduces the load and temperature rise effect of a single battery and delays the aging of the battery. As a possible application scenario, for example, in the first usage mode, a battery is installed in the frame, which is powered by a single battery; in the second usage mode, a battery is installed on each side of the landing gear, which is powered by a dual battery; in the third usage mode, a battery is installed in the frame and a battery is installed on each side of the landing gear, which is powered by a triple battery. Assuming all batteries are of the same specifications, the battery life in the third usage mode is greater than that in the second usage mode, and the battery life in the second usage mode is greater than that in the first usage mode. Users can choose which usage mode to use based on the battery life requirements of the task to be performed; users can choose different usage modes based on different task requirements and different tasks to be performed.

[0067] The application scenarios for aircraft are becoming increasingly diverse, and the tasks performed by the same aircraft are becoming more varied. The multiple installation layouts of the battery module 16 in this application embodiment are particularly suitable for aircraft with smaller fuselages that need to handle various types of operational tasks, providing battery layouts for different tasks. For example, a first usage mode can be used when performing short-distance operational tasks and / or when the payload requirement is high; a second usage mode can be used when performing medium- to long-distance operational tasks and / or when the payload requirement is moderate; and a third usage mode can be used when performing long-distance operational tasks and / or when the payload requirement is low.

[0068] Below, each usage form will be introduced separately.

[0069] In the first usage configuration, all battery modules 16 are mounted on the frame 18. The power module 14 can be powered by the battery modules 16 mounted on the frame 18. Mounting all battery modules 16 on the frame has the following advantages: (1) it helps to concentrate the center of gravity in the center of the frame and maintain the balance of the center of gravity, making it easier for the aircraft to maintain balance during flight; (2) the frame is usually the most structurally robust part of the airframe, which can better protect the battery from impacts during collisions or crashes; (3) mounting the battery on the mid-frame brings the battery modules closer to the flight control and electronic control systems, reducing wiring length and energy loss and signal interference.

[0070] In the second usage configuration, all battery modules 16 are mounted on the landing gear 20. The power module 14 can be powered by the battery modules 16 mounted on the landing gear 20. Optionally, in Figure 2 In this design, the landing gear 20 includes two brackets 28, each of which can mount a battery module 16. Optionally, the battery module 16 consists of multiple batteries, with the batteries mounted on each bracket 28 having a substantially equal weight. This disperses the weight of the battery module 16, improving the stability of the aircraft 100 during flight. Because the landing gear 20 has ample space, providing sufficient mounting space for the battery modules, it frees up mounting space on the fuselage frame, allowing for the priority installation of other core components (such as flight control systems, sensors, gimbals, etc.). Furthermore, compared to the limited number of batteries that can be accommodated within the fuselage frame, mounting all the battery modules 16 on the landing gear 20 allows for an increase in the number of batteries in the battery module 16 as needed. This contributes to weight distribution and improved endurance of the aircraft 100, making it suitable for applications requiring extended operating times. Additionally, since the landing gear 20 is exposed to the environment, airflow around it during flight helps dissipate heat from the battery modules.

[0071] In the third usage configuration, a portion of the batteries in battery module 16 are mounted on landing gear 20, and another portion is mounted on fuselage 18. Power module 14 can be powered by the battery module 16 mounted on landing gear 20 and fuselage 18. Optionally, in Figure 2 In the aircraft 100, the landing gear 20 includes two supports 28, each of which can mount a portion of the battery. Optionally, the batteries mounted on each support 28 have a substantially equal weight, which can distribute the weight of the battery module 16 and improve the stability of the aircraft 100 during flight. Both the fuselage 18 and the landing gear 20 of the aircraft 100 are equipped with batteries, making full use of the available battery installation space, thus greatly improving the endurance of the aircraft 100 and making it suitable for applications requiring longer operating times.

[0072] Users can switch between different usage modes by adjusting the installation position of the battery module 16 according to different application scenarios. For example, if the aircraft 100 is currently in its first usage mode, the user can remove the battery module 16 installed in the frame 18 and install it on the landing gear 20 to switch the aircraft 100 to its second usage mode. The battery module 16 installed in the frame 18 and the battery module 16 installed on the landing gear 20 can be the same battery or different batteries.

[0073] In some implementations, please refer to Figures 4 to 6 The aircraft 100 includes multiple usage modes, including at least two of a first usage mode, a second usage mode, and a third usage mode;

[0074] In the first usage configuration, all battery modules 16 are housed in the first type of battery mounting position 22, and the power module 14 can be powered by the battery modules 16 housed in the first type of battery mounting position 22. At this time, the battery module 16 is one or more batteries;

[0075] In the second usage configuration, all battery modules 16 are housed in the second type of battery mounting positions 24, and the power module 14 can be powered by the battery modules 16 housed in the second type of battery mounting positions 24. In this case, the battery module 16 comprises one or more batteries.

[0076] In the third usage configuration, a portion of the batteries in the battery module 16 are housed in the first type of battery mounting position 22, and another portion of the batteries are housed in the second type of battery mounting position 24. The power module 14 can be powered by the battery module 16 housed in the first type of battery mounting position 22 and the second type of battery mounting position 24. In this case, the battery module 16 consists of multiple batteries.

[0077] Users can select the usage mode by adjusting the installation position of the battery module 16 according to different application scenarios. For example, if the aircraft 100 is currently in the first usage mode, the user can remove the battery module 16 housed in the first type of battery mounting position 22 and install the battery module 16 in the second type of battery mounting position 24 to change the aircraft 100 to the second usage mode. Optionally, the battery module 16 housed in the first type of battery mounting position 22 and the battery module 16 housed in the second type of battery mounting position 24 can be the same battery or different batteries. For another example, if the aircraft 100 is currently in the first usage mode, the user can install the battery module 16 in the second type of battery mounting position 24 to change the aircraft 100 to the second usage mode.

[0078] In some cases, once a particular usage configuration has been selected, the airframe 12 can be configured adaptively. For example, when the first usage configuration is selected, the second type of battery mounting position 24 on the landing gear can be temporarily removed, which allows for more clearance for other functional components at the landing gear location. When the battery module 16 mounted on the landing gear is needed, the second type of battery mounting position 24 can be reinstalled.

[0079] In some implementations, please refer to Figure 1 The aircraft 100 also includes a communication module 32, the input of which is electrically connected to the battery module 16, and the output of which is electrically connected to the power module 14.

[0080] This allows for easy electrical connection between the battery module 16 and the power module 14.

[0081] Specifically, the conduction module 32 can be installed on the body 12. Optionally, in Figure 1 In the illustrated embodiment, the conduction module 32 can be mounted on the chassis 18. The conduction module 32 has an input terminal and an output terminal. The input terminal is electrically connected to the battery module 16, and the output terminal is electrically connected to the power consumption module 14, so that the battery module 16 can output electrical energy to the power consumption module 14 through the conduction module 32.

[0082] The input terminal of the conduction module 32 can be electrically connected to the battery module 16 using an electrical connector and / or wires, and the output terminal can be electrically connected to the power consumption module 14 using an electrical connector and / or wires.

[0083] In some implementations, please refer to Figure 1 , Figures 4 to 6 At least two of the first usage mode, the second usage mode and the third usage mode can reuse at least a portion of the conduction module 32.

[0084] Therefore, on the one hand, it can eliminate the need to design separate circuits for different usage modes, reduce the number of circuit components, reduce the cost and weight of the aircraft 100, and avoid overly complex wiring, resulting in problems such as tangled and interfering circuits; on the other hand, it also avoids the tediousness and complexity of redesigning / changing the circuit every time a usage mode is selected, thus improving the user experience.

[0085] Optionally, this reused conductive module can be placed on the fuselage of the aircraft, preferably in a non-removable part of the fuselage, such as near the flight control circuit board, to reduce wiring and ensure that the layout of this conductive module is not affected during maintenance of functional components on the fuselage.

[0086] Optionally, in some embodiments, the conduction module 32 includes a power distribution component 34, which can distribute the electrical energy of the battery module 16 to different power-consuming modules 14. For example, the power distribution component 34 can be electrically connected to multiple output terminals of the conduction module 32, and different output terminals can be connected to different power-consuming modules 14. The power distribution component 34 can convert the voltage of the battery module 16 into a voltage suitable for different power-consuming modules 14, and supply power to the corresponding power-consuming modules 14 through different output terminals.

[0087] In some implementations, the first, second, and third usage configurations can reuse the power distribution assembly 34 and / or the electrical connector.

[0088] In some implementations, please refer to Figures 3 to 6 The conducting module 32 includes a power distribution component 34, which is electrically connected to a first electrical connector 36. This facilitates the electrical connection between the battery module 16 and the power distribution component 34.

[0089] Specifically, the battery module 16 has an electrical connector. When the battery module 16 is installed on the aircraft 100, the electrical connector of the battery module 16 can mate with the first electrical connector 36, thereby facilitating the electrical connection between the battery module 16 and the power distribution assembly 34. Optionally, the power distribution assembly 34 and the first electrical connector 36 can be electrically connected via a wire, or they can be electrically connected via electrical contact.

[0090] Optionally, in this embodiment, two electrical connectors cooperate with each other, including one electrical connector being a male connector and the other being a female connector, and the two are electrically connected by plugging and unplugging. In this embodiment, the cooperation between the male and female connectors helps to achieve: (1) quick plugging and unplugging: connection or disconnection can be completed without tools, greatly improving operational efficiency; (2) modular design: allowing the male and female connectors to be assembled separately; (3) strong plugging and unplugging stability, which is beneficial to the high-intensity vibration working conditions of aircraft and ensures the stability of electrical contact during flight; (4) the use of large-diameter cylindrical conductive posts, which improves conductivity and current carrying capacity compared to ordinary blade-shaped conductive posts. Optionally, in this embodiment, electrical connectors with the same male connector use the same model and can be reused; optionally, electrical connectors with the same female connector use the same model and can be reused. This setting can reduce component costs and improve the user's operating experience.

[0091] In some implementations, please refer to Figure 4In the first usage configuration, the battery module 16 is a first battery 38, and the first electrical connector 36 cooperates with the electrical connector of the first battery 38 to achieve electrical connection between the first battery 38 and the input terminal of the power distribution component 34. It should be noted that there can be one or more first batteries 38. Furthermore, in this embodiment, the battery's electrical connector can be integrated into the battery body, forming a single unit; or it can be separated from the battery body, for example, by being connected to the outside of the battery body via a wire.

[0092] Optionally, the power distribution assembly 34 is mounted on the chassis 18. In the first usage configuration, all first batteries 38 are mounted on the chassis 18, and the electrical connectors of the first batteries 38 are plugged into the first electrical connector 36, thereby achieving electrical connection between the first batteries 38 and the input terminal of the power distribution assembly 34. The power distribution assembly 34 can be connected to the first electrical connector 36 via wires or a circuit board.

[0093] The first battery 38 can output electrical energy to the power distribution component 34 through the plug-in of the electrical connector. The power distribution component 34 converts the electrical energy of the first battery 38 into voltage, current or power suitable for supplying power to the power consumption module 14, and outputs it to the power consumption module 14 through the corresponding output terminal.

[0094] In some implementations, please refer to Figure 5 In the second usage configuration, battery module 16 is a second battery 40. The first electrical connector 36 and the electrical connector of the second battery 40 cooperate to achieve electrical connection between the second battery 40 and the input terminal of the power distribution assembly 34. It should be noted that the number of second batteries 40 is one or more, preferably multiple, and evenly distributed on both sides of the landing gear to achieve a stable center of gravity for the aircraft.

[0095] Optionally, in some embodiments, the power distribution assembly 34 is mounted on the chassis 18. In a second usage configuration, all second batteries 40 are mounted on the landing gear 20. The electrical connectors of the second batteries 40 can be plugged into the first electrical connector 36, thereby achieving electrical connection between the second batteries 40 and the input terminal of the power distribution assembly 34. The power distribution assembly 34 can be connected to the first electrical connector 36 via wires or a circuit board. Optionally, in some embodiments, the power distribution assembly 34 can be mounted on the landing gear 20.

[0096] The second battery 40 can output electrical energy to the power distribution component 34 through the plug-in of the electrical connector. The power distribution component 34 converts the electrical energy of the second battery 40 into voltage, current or power suitable for supplying power to the power consumption module 14, and outputs it to the power consumption module 14 through the corresponding output terminal.

[0097] In some implementations, please refer to Figure 5The second battery 40 includes battery A1 and battery A2, which are electrically connected in parallel. The second type of battery mounting position includes a first mounting position 42 and a second mounting position 44. The first mounting position 42 is used to mount battery A1, and the second mounting position 44 is used to mount battery A2. The electrical connector of battery A1 mates with the electrical connector at the first mounting position 42, and the electrical connector of battery A2 mates with the electrical connector at the second mounting position 44. Both the electrical connectors at the first mounting position 42 and the second mounting position 44 are electrically connected to the electrical connectors of the second battery 40. Optionally, the electrical connectors at the first mounting position 42 and / or the second mounting position 44 are fixedly mounted at the corresponding mounting positions.

[0098] Therefore, the electrical connection between battery A1 and the electrical connector of the second battery 40, and the electrical connection between battery A2 and the electrical connector of the second battery 40 can be achieved by connecting the electrical connector at the mounting position to the electrical connector of the second battery 40.

[0099] Combination Figure 2 As shown, the electrical connector at the first mounting position 42 is electrical connector C1, and the electrical connector at the second mounting position 44 is electrical connector C2. Battery A1 can be mounted at the first mounting position 42, and the electrical connector of battery A1 can be plugged into the electrical connector at the first mounting position 42. Battery A2 can be mounted at the second mounting position 44, and the electrical connector of battery A2 can be plugged into the electrical connector at the second mounting position 44. The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40, thereby achieving electrical connection between battery A1 and the electrical connector of the second battery 40, and also achieving electrical connection between battery A2 and the electrical connector of the second battery 40.

[0100] Furthermore, the electrical connector of the second battery 40 is electrically connected to the first electrical connector 36, thereby enabling batteries A1 and A2 to be electrically connected to the power distribution assembly 34.

[0101] Optionally, in some embodiments, the landing gear 20 includes a plurality of crossbeams 30, on which the electrical connector of the second battery 40 can be mounted, thereby avoiding the need for additional structural components to mount the electrical connector of the second battery 40.

[0102] Battery A1 and battery A2 are connected in parallel, so that battery A1 and battery A2 form a parallel power supply.

[0103] In some implementations, please refer to Figure 2 Batteries A1 and A2 are distributed symmetrically on the landing gear 20, and / or the weights of batteries A1 and A2 are approximately equal. This avoids the weight being concentrated on one side of the aircraft 100, which could lead to the aircraft 100 becoming unbalanced, and helps maintain the stability and center of gravity of the aircraft 100.

[0104] In some implementations, please refer to Figure 2 The electrical connector at the first mounting position 42 and the electrical connector at the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40 via wire 46.

[0105] In some embodiments, the electrical connector of the second battery 40 is movable relative to batteries A1 and A2. This allows for flexible configuration of the electrical connector of the second battery 40. For example, the electrical connector of the second battery 40 can be flexibly installed according to the positions of batteries A1 and A2 and the space available on the fuselage 12, which helps maintain the compactness of the aircraft 100. Optionally, the distance between the electrical connector of the second battery 40 and battery A1 is substantially equal to the distance between the electrical connector of the second battery 40 and battery A2. For example, during use, it can be moved to the position of the first electrical connector 36; when not in use, it can be fixed in another position for easy wiring.

[0106] Specifically, in Figure 2 In the illustrated embodiments, the electrical connector of the second battery 40 may be a third electrical connector 48. In some embodiments, the electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40 via wires 46, and the electrical connector of the second battery 40 is movable relative to batteries A1 and A2. In some embodiments, the electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40 via wires 46, or the electrical connector of the second battery 40 is movable relative to batteries A1 and A2.

[0107] The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40 via wires 46, thus allowing for flexible configuration of the first mounting position 42, the second mounting position 44, and the electrical connectors of the second battery 40 on the body 12. Optionally, in Figure 2 In the illustrated embodiment, the landing gear 20 includes two supports 28 and three crossbeams 30. A first mounting position 42 and a second mounting position 44 are respectively mounted on the two supports 28. The electrical connector of the second battery 40 is mounted on the highest crossbeam 30. The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the second battery 40 via wires 46. The wires 46 are flexible, allowing for convenient connection of the electrical connector at the first mounting position 42 to the electrical connector of the second battery 40, and vice versa, regardless of the mounting position of the electrical connector of the second battery 40.

[0108] In some implementations, please refer to Figure 1 , Figure 3 and Figure 6 In the third usage mode, the battery module 16 includes a third battery 50 and a fourth battery 52. ​​The third battery 50 is installed in a second type of battery mounting position, and the fourth battery 52 is installed in a first type of battery mounting position. The third battery 50 and the fourth battery 52 are electrically connected in parallel. The power distribution assembly 34 is also connected to a second electrical connector 54. The first electrical connector 36 and the second electrical connector 54 are electrically connected in parallel. The electrical connector of the third battery 50 cooperates with one of the first electrical connector 36 and the second electrical connector 54, and the electrical connector of the fourth battery 52 cooperates with the other of the first electrical connector 36 and the second electrical connector 54.

[0109] This allows for the electrical connection between the third battery 50 and the fourth battery 52 and the power distribution assembly 34.

[0110] Specifically, in Figure 2 In the illustrated embodiment, the electrical connector for the third battery 50 is a third electrical connector 48. In the third usage configuration, the third battery 50 is mounted on the landing gear 20, and the fourth battery 52 is mounted on the frame 18. The third battery 50 and the fourth battery 52 are electrically connected in parallel, thus forming a parallel power supply between the third battery 50 and the fourth battery 52.

[0111] The first electrical connector 36 and the second electrical connector 54 are electrically connected in parallel, enabling the battery connected to the first electrical connector 36 and the battery connected to the second electrical connector 54 to be electrically connected in parallel. Optionally, the second electrical connector 54 and the first electrical connector 36 may have the same structure or different structures.

[0112] In some embodiments, the electrical connector of the third battery 50 mates with the first electrical connector 36, and the electrical connector of the fourth battery 52 mates with the second electrical connector 54. Thus, the third battery 50 can be electrically connected to the power distribution assembly 34 via the first electrical connector 36, and the fourth battery 52 can be electrically connected to the power distribution assembly 34 via the second electrical connector 54.

[0113] In some implementations, please refer to Figure 6The third battery 50 consists of battery B1 and battery B2, which are electrically connected in parallel. The landing gear 20 is provided with a first mounting position 42 for mounting battery B1 and a second mounting position 44 for mounting battery B2. The electrical connector of battery B1 mates with the electrical connector at the first mounting position 42, and the electrical connector of battery B2 mates with the electrical connector at the second mounting position 44. Both the electrical connectors at the first mounting position 42 and the electrical connectors at the second mounting position 44 are electrically connected to the electrical connectors of the third battery 50.

[0114] Therefore, the electrical connection between battery B1 and the electrical connector of the third battery 50, and the electrical connection between battery B2 and the electrical connector of the third battery 50 can be achieved by connecting the electrical connector at the mounting position to the electrical connector of the third battery 50.

[0115] Specifically, in Figure 6 In the illustrated embodiment, battery B1 can be mounted in the first mounting position 42, and the electrical connector of battery B1 can be plugged into the electrical connector at the first mounting position 42. Battery B2 can be mounted in the second mounting position 44, and the electrical connector of battery B2 can be plugged into the electrical connector at the second mounting position 44. Both the electrical connectors at the first mounting position 42 and the second mounting position 44 are electrically connected to the electrical connector of the third battery 50, thereby achieving electrical connection between battery B1 and the electrical connector of the third battery 50, and also achieving electrical connection between battery B2 and the electrical connector of the third battery 50. In this embodiment, the first mounting position 42 and the second mounting position 44 can serve as the mounting position 24 for the second battery 40. Figure 2 In the embodiment shown, the electrical connector at the first mounting position 42 is electrical connector C1, and the electrical connector at the second mounting position 44 is electrical connector C2.

[0116] The electrical connector of the third battery 50 can be connected to the first electrical connector 36 or the second electrical connector 54 via wires or a circuit board, thereby realizing the electrical connection between batteries B1 and B2 and the power distribution assembly 34.

[0117] Optionally, in some embodiments, the landing gear 20 includes a plurality of crossbeams 30, on which the electrical connector of the third battery 50 can be mounted, thereby avoiding the need for additional structural components to mount the electrical connector of the third battery 50.

[0118] Battery B1 and battery B2 are connected in parallel, so that battery B1 and battery B2 form a parallel power supply.

[0119] In some implementations, please refer to Figure 2The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the third battery 50 via wires 46, and / or the electrical connector of the third battery 50 is movable relative to batteries B1 and B2.

[0120] Therefore, the electrical connector of the third battery 50 can be configured flexibly.

[0121] Specifically, in some embodiments, the electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the third battery 50 via wires 46, and the electrical connector of the third battery 50 is movable relative to batteries B1 and B2.

[0122] The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the third battery 50 via wires 46, thus allowing for flexible configuration of the electrical connectors at the first mounting position 42, the second mounting position 44, and the third battery 50 on the body 12. Optionally, in Figure 2 In the illustrated embodiment, the landing gear 20 includes two supports 28 and three crossbeams 30. A first mounting position 42 and a second mounting position 44 are respectively mounted on the two supports 28. The electrical connector of the third battery 50 is mounted on the highest crossbeam 30. The electrical connectors at the first mounting position 42 and the second mounting position 44 are both electrically connected to the electrical connector of the third battery 50 via wires 46. The wires 46 can be bent and retracted, allowing for convenient connection of the electrical connector at the first mounting position 42 to the electrical connector of the third battery 50, and vice versa, regardless of the mounting position of the electrical connector of the third battery 50.

[0123] Optionally, each end of the wire 46 is provided with a plug and a socket, and the electrical connector is provided with a plug and a socket. The wire 46 and the electrical connector are connected by the mutual mating of the plug and the socket.

[0124] The electrical connector of the third battery 50 is movable relative to batteries B1 and B2, allowing for flexible installation based on the positions of batteries B1 and B2 and the space configuration on the fuselage 12, thus contributing to maintaining the compactness of the aircraft 100. Optionally, the distance between the electrical connector of the third battery 50 and battery B1 is substantially equal to the distance between the electrical connector of the third battery 50 and battery B2.

[0125] In some implementations, please refer to Figure 1 , Figures 4 to 6 In any of the first, second, and third usage modes, the center of gravity of the aircraft 100 is basically located on the vertical central axis L of the frame 18.

[0126] This helps maintain the stability of the aircraft 100.

[0127] Specifically, depending on the application scenario, the aircraft 100 can operate in any of the first, second, and third usage modes. In any of the above usage modes, the center of gravity of the aircraft 100 is basically located on the vertical central axis L of the frame 18, so the installation position and number of battery modules 16 will not affect the flight attitude of the aircraft 100, which is conducive to maintaining the stability of the aircraft 100.

[0128] In some implementations, please refer to Figure 1 , Figures 4 to 6 In any of the first, second, and third usage modes, the individual batteries of the battery module 16 are electrically connected in parallel.

[0129] This helps maintain battery consistency and lifespan.

[0130] Specifically, depending on the application scenario, the aircraft 100 can operate in any of the first, second, and third usage modes. In any of the above usage modes, the individual batteries of the battery module 16 are electrically connected in parallel, thereby achieving parallel connection of the individual batteries to maintain the consistency and service life of each battery.

[0131] In some implementations, please refer to Figure 1 , Figures 4 to 6 In at least two of the first, second, and third usage modes, the individual batteries in battery module 16 can reuse each other. This design reduces battery purchase costs for users, makes battery installation more user-friendly, allows for blind installation, and avoids the need for users to strictly distinguish and identify different battery models for different usage modes to prevent incorrect installation. Furthermore, it simplifies installation procedures for different usage modes. For example, if the aircraft is currently in the first usage mode, when the third usage mode is needed, there is no need to remove the batteries from the frame 18; simply install the batteries on the landing gear 20. Similarly, if the aircraft is currently in the second usage mode, when the third usage mode is needed, there is no need to remove the batteries from the landing gear 20; simply install the batteries on the frame 18.

[0132] In some implementations, please refer to Figures 4 to 6 The aircraft 100 also includes a control module 60, which is electrically connected to the battery module 16 to collect parameter information of the battery module 16. The control module 60 is used to perform one or more of the following operations:

[0133] The battery modules 16 are controlled to synchronously supply electrical energy to the power consumption module 14.

[0134] When there is a battery malfunction in the battery module 16, the power level is lower than the alarm threshold and / or the difference in electrical parameters between different batteries is greater than the preset difference threshold, the control aircraft 100 will execute preset emergency measures.

[0135] Based on the current usage mode of the aircraft 100, the control aircraft 100 invokes motion parameter restrictions adapted to the current usage mode. The motion parameter restrictions of the aircraft 100 are different for the first usage mode, the second usage mode and the third usage mode.

[0136] Therefore, the aircraft 100 can perform corresponding operations under various working conditions.

[0137] Optionally, in some embodiments, the control module 60 may be mounted on the chassis 18. The control module 60 is electrically connected to the battery module 16 to acquire parameter information of the battery module 16. The control module 60 may include a microcontroller unit (MCU).

[0138] The control module 60 is used to control the synchronous supply of electrical energy from each battery of the battery module 16 to the power consumption module 14, thereby maintaining the consistency and lifespan of each battery in the battery module 16 and preventing the battery that outputs electrical energy from flowing back current to the battery that does not output electrical energy.

[0139] The control module 60 is used to control the aircraft 100 to execute preset emergency measures when there is a battery malfunction in the battery module 16, the power level is lower than the alarm threshold and / or the difference in electrical parameters between different batteries is greater than the preset difference threshold, thereby improving the safety of the aircraft 100.

[0140] Specifically, battery malfunctions include, but are not limited to, abnormal battery discharge (abnormal MOS state), abnormal battery communication (detection of a reduced number of genuine batteries), large temperature differences in the battery's electrical connectors, and insufficient battery voltage. When a battery malfunction occurs in battery module 16, control module 60 can control aircraft 100 to execute preset emergency measures.

[0141] The battery level includes, but is not limited to, SOC (State of Charge) and SOP (State of Power). When the battery level falls below the alarm threshold, the control module 60 can control the aircraft 100 to execute preset emergency measures.

[0142] The electrical parameters of the battery may include, but are not limited to, current. When the current difference between two batteries exceeds a preset difference threshold, the control module 60 can control the aircraft 100 to execute preset emergency measures. This is to prevent large differences in electrical parameters between different batteries from causing some of them to over-discharge, leading to rapid degradation and aging.

[0143] Preset emergency measures include, but are not limited to, return to base, landing, and forced landing. In some embodiments, when the battery's State of Operation (SOP) is lower than an alarm threshold, the battery SOP cannot meet the minimum requirements of the aircraft 100, and the control module 60 can control the aircraft 100 to return to base. In some embodiments, when battery communication is abnormal, the control module 60 can control the aircraft 100 to return to base. In some embodiments, when the battery voltage is insufficient (low voltage), the control module 60 can control the aircraft 100 to return to base. In some embodiments, when the battery's State of Charge (SOC) is lower than an alarm threshold (e.g., level 2 low charge), the control module 60 can control the aircraft 100 to return to base. In some embodiments, when the battery's SOC is less than or equal to 0, and the battery voltage is less than 3.25V * number of cells, the control module 60 can control the aircraft 100 to make a forced landing.

[0144] The control module 60 can be used to control the aircraft 100 to call motion parameter restrictions adapted to the current usage mode based on the current usage mode of the aircraft 100. The motion parameter restrictions of the aircraft 100 corresponding to the first usage mode, the second usage mode and the third usage mode are different.

[0145] In the first usage configuration, all battery modules 16 are mounted on the frame 18. In the second usage configuration, all battery modules 16 are mounted on the landing gear 20. In the third usage configuration, some of the batteries in the battery modules 16 are mounted on the landing gear 20, and the other part is mounted on the frame 18. Therefore, the flight range, takeoff weight, etc. of the aircraft 100 will differ in different usage configurations. The control module 60 can control the aircraft 100 to call motion parameter restrictions adapted to the current usage configuration based on the current usage configuration of the aircraft 100, so that the aircraft 100 can adapt to different application scenarios. Motion parameter restrictions include, but are not limited to, maximum flight speed, maximum acceleration, etc. For example, when the flight time in the third usage configuration is greater than that in the second usage configuration, and the flight time in the second usage configuration is greater than that in the first usage configuration, the motion parameter restrictions in the third usage configuration can be the most lenient, while the motion parameter restrictions in the first usage configuration are the most stringent.

[0146] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "certain embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0147] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. An aircraft, characterized in that, include: Airframe, including frame and landing gear, wherein the landing gear is mounted on the frame; The power module is installed in the machine body; as well as A battery module, which is electrically connected to the power-consuming module to supply electrical energy to the power-consuming module; The aircraft includes multiple usage modes, including at least two of a first usage mode, a second usage mode, and a third usage mode. In the first usage configuration, all battery modules are mounted on the frame; In the second usage mode, all battery modules are mounted on the landing gear; In the third usage configuration, a portion of the batteries in the battery module are mounted on the landing gear, and the other portion of the batteries are mounted on the fuselage frame.

2. The aircraft according to claim 1, characterized in that, In any of the first, second, and third usage modes, the center of gravity of the aircraft is located substantially on the vertical central axis of the frame.

3. The aircraft according to claim 1, characterized in that, In the same usage configuration, the individual batteries of the battery module are electrically connected in parallel.

4. The aircraft according to claim 1, characterized in that, Under the same usage mode and / or different usage modes, the individual batteries of the battery module can be reused by each other.

5. An aircraft, characterized in that, include: The fuselage includes a frame and landing gear, the landing gear being mounted on the frame, the frame being provided with a first type of battery mounting position, and the landing gear being provided with a second type of battery mounting position; as well as The power module is installed in the machine body; When the aircraft requires power, the battery module can be installed in the first type of battery mounting position and / or the second type of battery mounting position to supply electrical energy to the power-consuming module.

6. The aircraft according to claim 5, characterized in that, The aircraft includes multiple usage modes, which include at least two of a first usage mode, a second usage mode, and a third usage mode. In the first usage mode, all battery modules are installed in the first type of battery mounting position; In the second usage mode, the battery modules are all installed in the second type of battery mounting position; In the third usage configuration, a portion of the batteries in the battery module are installed in the first type of battery mounting position, and the other portion of the batteries are installed in the second type of battery mounting position.

7. The aircraft according to claim 6, characterized in that, The aircraft also includes a communication module, the input of which is electrically connected to the battery module, and the output of which is electrically connected to the power module.

8. The aircraft according to claim 7, characterized in that, At least two of the first usage mode, the second usage mode, and the third usage mode can reuse at least a portion of the conduction module.

9. The aircraft according to claim 7, characterized in that, The conduction module includes a power distribution component, which is electrically connected to a first electrical connector.

10. The aircraft according to claim 9, characterized in that, In the first usage mode, the battery module is a first battery, the first battery is installed in the first type of battery mounting position, and the first electrical connector cooperates with the electrical connector of the first battery to realize the electrical connection between the first battery and the input terminal of the power distribution component.

11. The aircraft according to claim 9, characterized in that, In the second usage mode, the battery module is a second battery, which is installed in the second type of battery mounting position. The first electrical connector and the electrical connector of the second battery cooperate with each other to realize the electrical connection between the second battery and the input terminal of the power distribution component.

12. The aircraft according to claim 11, characterized in that, The second battery includes battery A1 and battery A2, which are electrically connected in parallel. The second type of battery mounting position includes a first mounting position and a second mounting position. The first mounting position is used to mount battery A1, and the second mounting position is used to mount battery A2. The electrical connector of battery A1 cooperates with the electrical connector at the first mounting position, and the electrical connector of battery A2 cooperates with the electrical connector at the second mounting position. Both the electrical connectors at the first mounting position and the electrical connectors at the second mounting position are electrically connected to the electrical connectors of the second battery.

13. The aircraft according to claim 12, characterized in that, The batteries A1 and A2 are substantially symmetrically distributed on the landing gear, and / or the batteries A1 and A2 have substantially equal weights.

14. The aircraft according to claim 12, characterized in that, The electrical connectors at the first mounting position and the second mounting position are both electrically connected to the electrical connector of the second battery via wires, and / or the electrical connector of the second battery is movable relative to the batteries A1 and A2.

15. The aircraft according to claim 9, characterized in that, In the third usage configuration, the battery module includes a third battery and a fourth battery. The third battery is installed in the second type of battery mounting position, and the fourth battery is installed in the first type of battery mounting position. The third battery and the fourth battery are electrically connected in parallel. The power distribution assembly is also electrically connected to a second electrical connector. The first electrical connector and the second electrical connector are electrically connected in parallel. The electrical connector of the third battery mates with one of the first electrical connector and the second electrical connector, and the electrical connector of the fourth battery mates with the other of the first electrical connector and the second electrical connector.

16. The aircraft according to claim 15, characterized in that, The third battery includes battery B1 and battery B2, which are electrically connected in parallel. The second type of battery mounting position includes a first mounting position and a second mounting position. The first mounting position is used to mount battery B1, and the second mounting position is used to mount battery B2. The electrical connector of battery B1 mates with the electrical connector at the first mounting position, and the electrical connector of battery B2 mates with the electrical connector at the second mounting position. Both the electrical connectors at the first mounting position and the electrical connectors at the second mounting position are electrically connected to the electrical connector of the third battery.

17. The aircraft according to claim 16, characterized in that, The electrical connectors at the first mounting position and the second mounting position are both electrically connected to the electrical connector of the third battery via wires, and / or the electrical connector of the third battery is movable relative to the batteries B1 and B2.

18. The aircraft according to claim 6, characterized in that, In any of the first, second, and third usage modes, the center of gravity of the aircraft is located substantially on the vertical central axis of the frame.

19. The aircraft according to claim 6, characterized in that, In the same usage configuration, the individual batteries of the battery module are electrically connected in parallel.

20. The aircraft according to claim 6, characterized in that, Under the same usage mode and / or different usage modes, the individual batteries of the battery module can be reused by each other.

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