Support system consisting of battery safety system and endurance system, and electric aircraft

Abstract

An aircraft support system consisting of an aircraft battery safety system and an aircraft endurance system, and an electric aircraft. The electric aircraft is an electric tiltrotor aircraft capable of vertical take-off and landing. The electric tiltrotor aircraft support system solves the problems encountered by vertical take-off and landing aircrafts in terms of battery safety and battery endurance. An external power supply take-off assistance system is used for vertical take-off, thereby saving the power of an airborne battery and reducing the load of the aircraft. The electric tiltrotor aircraft battery safety system ensures that the airborne battery does not explode under the condition of heating, and after the aircraft lands, a battery pack replacement control system quickly completes battery replacement.

Description

Battery safety system and endurance system composition protection system and electric aircraft TECHNICAL FIELD

[0001] The present application relates to the technical field of tilt-rotor aircraft, in particular to an aircraft battery safety system and an aircraft endurance system, which constitute an electric tilt-rotor aircraft flight protection system and the structure of an electric aircraft. BACKGROUND

[0002] In today's increasingly dense automobile environment, traditional ground transportation methods of flat roads plus interchanges have been unable to meet people's travel needs. Urban air transportation needs are increasingly urgent, and electric plus tilt plus rotor is the first choice for urban flight air transportation. The electric tilt-rotor aircraft is a new type of vertical take-off and landing aircraft, whose rotors are vertically and laterally tilted relative to the fuselage, realizing the conversion of helicopter and fixed-wing two working modes. In complex topography conditions such as cities, rural areas, plains and mountainous areas, it has significant advantages in realizing rapid, efficient and safe transportation of personnel and goods. SUMMARY

[0003] In view of the problems existing in the prior art, the present application provides an electric aircraft protection system composed of an aircraft battery safety system and an aircraft endurance system arranged on an aircraft. The electric aircraft protection system, the aircraft frame, the fuselage on the upper part of the aircraft frame, the first landing gear, the second landing gear, the third landing gear and the fourth landing gear on the lower part of the aircraft frame constitute the aircraft.

[0004] The fuselage includes a cockpit, a passenger cabin, a luggage compartment, a first cabin door, a second cabin door, a front window, a first side window, a second side window, a third side window and a rear window.

[0005] The remote control system, the flight control system, the external power take-off assist system and the battery box replacement control system constitute the aircraft endurance system.

[0006] The remote control system has a remote communication system, a remote service terminal system and a backup remote communication system.

[0007] The backup remote communication system uses a communication satellite and an uplink transmitting station to complete one-way communication and two-way communication between the remote service terminal system and the wireless communication channel.

[0008] The flight control system includes a flight control computer, a battery control system, a power supply mode switching circuit system, a programmable logic controller interface, a remote control system, a pilot system, a first peripheral interface, a first robot, a second robot and a navigation light control system.

[0009] The external power take-off assist system is composed of an external power supply system and a power supply mode switching circuit system.

[0010] The battery box replacement control system is composed of the first leveling control system, the first landing gear, the second landing gear, the third landing gear, the fourth landing gear and the on-board battery box replacement system.

[0011] The flight control system, the battery formation and liquid injection system, the battery box air filter system and the aircraft battery and motor cooling system constitute the aircraft battery safety system.

[0012] The battery formation and liquid injection system is composed of the electrolyte automatic replenishment control system, the electrolyte conveyor, the liquid conveying pipe, the liquid injector and the ring single-body battery connection.

[0013] The battery box air filter system is composed of the battery box air filter, the third one-way valve, the fourth one-way valve, the battery box air inlet pipe, the plug, the socket and the battery box air outlet pipe connection.

[0014] The aircraft battery and motor cooling system is composed of the radiator, the water pump, the sixth drive motor, the eighth drive motor, the ninth drive motor, the seventh drive motor, the first liquid total exchanger in the battery box, the liquid exchanger and the second liquid total exchanger connection.

[0015] The electrically driven tilting rotor aircraft guarantee system provided by the application solves the problems encountered by the vertical take-off and landing aircraft from the aspects of battery safety and battery endurance; the external power take-off assist system is used for vertical take-off, the on-board battery power is saved, and the load of the aircraft is reduced; the electrically driven tilting rotor aircraft battery safety guarantee system ensures that the on-board battery does not explode in the case of heating, and the battery box replacement control system quickly completes the battery replacement after the aircraft lands. BRIEF DESCRIPTION OF DRAWINGS

[0016] Fig. 1 is a structural schematic diagram of the electrically driven tilting rotor aircraft of the application.

[0017] Fig. 2 is a left view of the electrically driven tilting rotor aircraft of the application with a cabin door and a window.

[0018] Fig. 3 is a front view of the electrically driven tilting rotor aircraft of the application.

[0019] Fig. 4 is a chassis structure diagram of the electrically driven tilting rotor aircraft of the application.

[0020] Fig. 5 is a carbon fiber aircraft frame structure diagram of the electrically driven tilting rotor aircraft of the application.

[0021] Fig. 6 is a cockpit and passenger cabin structure schematic diagram of the electrically driven tilting rotor aircraft of the application without a cabin door and a window.

[0022] Fig. 7 is a first, second, third and fourth concave groove structure diagram of the electrically driven tilting rotor aircraft of the application.

[0023] Figure 8 is a perspective view of a carbon fiber airframe of the electric tilt-rotor aircraft of the present application.

[0024] Figure 9 is a structural view of the first, second, third, and fourth recessed grooves and the connection of the first screw cap and the second screw cap of the present application.

[0025] Figure 10 is a connection view of the first airframe and the second airframe joint of the electric tilt-rotor aircraft of the present application.

[0026] Figures 11 and 12 are structural schematic diagrams of the on-board battery box replacement system of the present application.

[0027] Figure 13 is a front view of the third gripping plate of the present application.

[0028] Figure 14 is a front view of the first gripping plate of the present application.

[0029] Figure 15 is a structural schematic diagram of the on-board battery box replacement system of the present application.

[0030] Figure 16 is a schematic diagram of the overall structure of the dual-acting multi-stage hydraulic cylinder landing gear of the electric tilt-rotor aircraft of the present application.

[0031] Figure 17 is a schematic diagram of the seat installation of the electric tilt-rotor aircraft of the present application.

[0032] Figure 18 is a cross-sectional view of the passenger cabin structure of the electric tilt-rotor aircraft of the present application.

[0033] Figure 19 is a schematic diagram of the landing gear sealing plate of the present application.

[0034] Figure 20 is a schematic diagram of the open state of the dual-acting multi-stage hydraulic cylinder landing gear of the electric tilt-rotor aircraft of the present application.

[0035] Figure 21 is a schematic diagram of the stowed state of the dual-acting multi-stage hydraulic cylinder landing gear of the electric tilt-rotor aircraft of the present application.

[0036] Figures 22-24 are structural diagrams of the second, third, and fourth reduction gears of the electric tilt-rotor aircraft of the present application.

[0037] Figure 25 is a partial structural diagram of the first tilt nacelle and the first wing of the electric tilt-rotor aircraft of the present application.

[0038] Figure 26 is a structural diagram of the first worm and gear reduction gear of the electric tilt-rotor aircraft of the present application.

[0039] Figure 27 is a structural block diagram of the first programmable controller and the electronic differential control system of the electric tilt-rotor aircraft of the present application.

[0040] Fig. 28 is a circuit diagram of the power supply mode switching circuit of the external power source take-off booster of the present application.

[0041] Fig. 29 is a structural diagram of the flight control system of the electric tilt-rotor aircraft of the present application.

[0042] Fig. 30 is a take-off scene imaging diagram of the electric tilt-rotor aircraft of the present application connected with the external power source take-off booster system.

[0043] Fig. 31 is an enlarged view of part K in Fig. 30 of the present application.

[0044] Fig. 32 is an enlarged view of part A in Fig. 30 of the present application.

[0045] Fig. 33 is a structural diagram of the electric winch of the external power source system of the present application.

[0046] Fig. 34 is an enlarged view of the aircraft battery safety system of the present application composed of the battery formation, liquid injection, air exchange and cooling system.

[0047] Fig. 35 is a schematic diagram of the automatic electrolyte replenishment control system of the present application.

[0048] Fig. 36 is a perspective structural diagram of the clamping mechanism and the first and second electrolyte storage bottle bases of the present application.

[0049] Fig. 37 is a connection diagram of the electrolyte delivery machine of the present application with the battery pack through a delivery pipe.

[0050] Fig. 38 is a first perspective structural diagram of the electrolyte delivery machine of the present application.

[0051] Fig. 39 is a structural diagram of the filter core and filter paper of the air filter of the battery box of the present application.

[0052] Fig. 40 is a perspective structural diagram of the upper and lower housings of the air filter of the battery box of the present application.

[0053] Fig. 41 is a structural diagram of the filter core and the upper and lower housings of the air filter of the battery box of the present application.

[0054] Fig. 42 is a first perspective structural diagram of the electrolyte delivery machine of the present application.

[0055] Fig. 43 is a third perspective structural diagram of the gas-liquid separator of the present application.

[0056] Fig. 44 is an enlarged view of part M of the gas-liquid separator of Fig. 43 of the present application.

[0057] Fig. 45 is a first perspective structural diagram of the exhaust mechanism of the electrolyte delivery machine of the present application.

[0058] Fig. 46 is a second perspective structural diagram of the gas-liquid separator of the present application.

[0059] Figure 47 is a first perspective view of a conversion mechanism of the present application.

[0060] Figure 48 is an enlarged view of part K of the magnetic plug-in and pull-out dual-acting connector of Figure 52 of the present application.

[0061] Figure 49 is a sectional view of a one-way valve of the present application.

[0062] Figure 50 is a perspective view of a floating plug body of the magnetic plug-in and pull-out dual-acting connector of the present application.

[0063] Figure 51 is a sectional view of the magnetic plug-in and pull-out dual-acting connector of the present application after being plugged in.

[0064] Figure 52 is a perspective view of a floating socket body of the magnetic plug-in and pull-out dual-acting connector of the present application.

[0065] Figure 53 is a commonly used connection mode of the power surge protector of the present application in a circuit and with a power line in parallel.

[0066] Figure 54 is a schematic view of the connection structure of the liquid injector and the infusion tube of the present application.

[0067] Figure 55 is a perspective view of a first liquid collecting baffle of the present application.

[0068] Figure 56 is a schematic view of the structure of the liquid injector of the present application.

[0069] Figure 57 is a sectional view of the first liquid collecting baffle of the present application.

[0070] Figure 58 is a sectional view of the structure of the liquid injector of the present application.

[0071] Figure 59 is a perspective view of a second liquid collecting baffle of the present application.

[0072] Figure 60 is a sectional view of the second liquid collecting baffle of the present application.

[0073] Figure 61 is a schematic view of the structure of the sealing ring of the liquid injector of the present application.

[0074] Figure 62 is a schematic view of the structure of the sliding cavity of the liquid injector of the present application.

[0075] Figure 63 is an exploded view of the connection of the first pole and the second nut in the battery shell of the present application.

[0076] Figure 64 is a structural view of the adhesion of the annular single battery and the cooling liquid exchanger to the annular groove of the present application.

[0077] Figure 65 is a perspective view of the annular single battery of the present application.

[0078] Figure 66 is a perspective view of the first pole of the battery shell of the present application.

[0079] Figure 67 is a top view of the first and second main busbars connected to the ring-shaped single cell of the present application.

[0080] Figure 68 is a cross-sectional view of the bottom pole connection end of the present application.

[0081] Figure 69 is a cross-sectional view of the positive electrode connection wire of the present application.

[0082] Figure 70 is a top view of the coolant exchanger of the present application.

[0083] Figure 71 is a cross-sectional view of the coolant exchanger of the present application.

[0084] Figure 72 is a perspective view of the first busbar of the present application.

[0085] Figure 73 is a perspective view of the second busbar of the present application.

[0086] Figure 74 is a perspective view of the fifth spring washer of the present application.

[0087] Figure 75 is a cross-sectional view of the connection of the plurality of ring-shaped grooves of the present application.

[0088] Figure 76 is a cross-sectional view of the heat sink of the present application.

[0089] Figure 77 is a schematic view of the electrically heated water tank portion structure of the heat sink of the present application.

[0090] Figure 78 is a structure diagram of the aircraft battery and motor cooling system of the present application. DETAILED DESCRIPTION

[0091] As shown in Figures 1-37, the electrically powered tilt-rotor aircraft 2, hereinafter referred to as "aircraft 2", is composed of an electrically powered aircraft support system 710, an aircraft frame 672, a fuselage 657 on the upper portion of the aircraft frame 672, a first landing gear 650 on the lower portion of the aircraft frame 672, a second landing gear 651, a third landing gear 665, and a fourth landing gear 669.

[0092] The electrically powered aircraft support system 710 is composed of an aircraft battery safety system 704 and an aircraft endurance system 709 provided on the aircraft 2.

[0093] The aircraft battery safety system 704 is composed of a flight control system 490, a battery formation and liquid injection system 35, an aircraft battery and motor cooling system 33, and an aircraft battery box air filtration system 32.

[0094] The battery formation and liquid injection system 35 is composed of an electrolyte automatic replenishment control system 45, an electrolyte conveyor 28, a liquid delivery pipe 29, a liquid injector 36, and a ring-shaped single cell 40 connection.

[0095] The liquid injector 36 is arranged on the liquid injection pipe 346 of the ring-shaped single cell battery 40, and is composed of an upper shell 181 and a lower shell 182 connected by threads. A liquid inlet 183 is arranged at the top end of the upper shell 181, and a liquid outlet 186 is arranged at the bottom end of the lower shell 182. The liquid inlet 183 of the liquid injector 36 is connected with the liquid supply pipe 29, and the liquid outlet 186 of the liquid injector 36 is connected with the eighth thread 389 of the liquid injection pipe 346,

[0096] The battery box air filter system 32 is composed of the battery box air filter 43, the third one-way valve 147, the fourth one-way valve 148, the battery box air inlet pipe 31, the plug 30, the socket 8, and the battery box air outlet pipe 34,

[0097] The aircraft battery and motor cooling system 33 is composed of the radiator 329, the water pump 332, the sixth drive motor 581, the eighth drive motor 607, the ninth drive motor 632, the seventh drive motor 593, the first liquid total exchanger 313 in the battery box 4, the liquid exchanger 253, and the second liquid total exchanger 328.

[0098] The flight control system 490 includes the flight control computer 362, the battery control system 350, the power supply mode switching circuit system 473, the programmable logic controller interface 487, the remote control system 465, the pilot system 466, the first peripheral interface 471, the first robot 363, the second robot 364, and the navigation light control system 472.

[0099] The aircraft endurance system 709 is composed of the remote control system 465, the flight control system 490, the external power take-off assist system 395, and the battery box replacement control system 461.

[0100] The remote control system 465 has the remote communication system 291, the remote service terminal system 723, and the backup remote communication system 722.

[0101] The backup remote communication system 722 uses the communication satellite 281 and the uplink transmitting station 283 to complete the one-way communication and the two-way communication between the remote service terminal system 723 and the wireless communication channel 469.

[0102] The external power take-off assist system 395 is composed of the external power supply system 370 and the power supply mode switching circuit system 473.

[0103] The battery box replacement control system 461 is composed of the first leveling control system 432, the first landing gear 650, the second landing gear 651, the third landing gear 665, the fourth landing gear 669, and the on-board battery box replacement system 491.

[0104] As shown in FIG. 5, FIG. 8 and FIG. 10, the aircraft frame 672 made of carbon fiber is composed of a first frame 670 and a second frame 671, which are identical in shape. The joint of the first frame 670 and the second frame 671 is designed as a first L-type 699, and the joint of the second frame 671 and the first frame 670 is designed as a second L-type 700, so that the first frame 670 and the second frame 671 are combined into a flat shape. A plurality of first mounting holes 702 are provided on the aircraft frame 672, and a first battery box system 679, a second battery box system 680, a third battery box system 681 and a fourth battery box system 682 of an aircraft battery safety system 704 are mounted below the aircraft frame 672 by a plurality of first screws 701.

[0105] As shown in FIG. 7, a first concave groove 685 for mounting a screw cap of a second screw 691 is provided on the upper part of a second mounting hole 683, so that the screw cap of the second screw 691 is prevented from being exposed outside the plane of the first frame 670. A second concave groove 686 for mounting a screw cap of a third screw 692 is provided on the upper part of a third mounting hole 684, so that the screw cap of the third screw 692 is prevented from being exposed outside the plane of the second frame 671.

[0106] As shown in FIG. 9, a third concave groove 690 for mounting a first screw cap 697 is provided on the lower part of a fourth mounting hole 688, so that the first screw cap 697 is prevented from being exposed outside the plane of the first frame 670. A fourth concave groove 689 for mounting a second screw cap 698 is provided on the lower part of a fifth mounting hole 687, so that the second screw cap 698 is prevented from being exposed outside the plane of the second frame 671.

[0107] As shown in FIG. 7-10, a plurality of second mounting holes 683 are provided on the first frame 670, a plurality of third mounting holes 684 are provided on the second frame 671, and a plurality of fourth mounting holes 688 and fifth mounting holes 687 are provided on the first connecting plate 696. An adhesive is injected at the joint 695 of the first connecting plate 696 and the first frame 670 and the second frame 671. The first frame 670, the second frame 671 and the first connecting plate 696 are bonded together. The second screw 691 is screwed on the first screw cap 697 through the second mounting hole 683 and the fourth mounting hole 688, and the third screw 692 is screwed on the second screw cap 698 through the third mounting hole 684 and the fifth mounting hole 687. The second screw 691 is on one side of the first frame 670, and the third screw 692 is on one side of the second frame 671.

[0108] As shown in FIG. 1-FIG. 6, FIG. 17 and FIG. 18, the bracket 703 is arranged on the aircraft frame 672, the top cover 660, the left side wall 668, the right side wall 654, the front wall 652, the rear wall 663, the front floor 673 and the rear floor 674 are arranged on the bracket 703. The fourth screw 705 and the fifth screw 706 are used to pass through the seat mounting plate 707 to fix the seat on the seat mounting plate 708 of the front floor 673 and the rear floor 674. The first navigation light 586 and the second navigation light 587 are arranged on the front wall 652. The third navigation light 604 and the fourth navigation light 623 are arranged on the rear wall 663. The navigation light control system 472 controls the first navigation light 586, the second navigation light 587, the third navigation light 604 and the fourth navigation light 623.

[0109] The bracket 703 is used as the support structure of the fuselage 657 structure assembly. The cockpit 618, the passenger cabin 619, the luggage cabin 603, the first cabin door 666 and the second cabin door 667 are arranged on the fuselage 657. The front window 655 is arranged above the front cabin cover plate 653, the first side window 656 is arranged on the first cabin door 666, the second side window 658 is arranged on the second cabin door 667, the third side window 659 is arranged on the left side wall 668, and the rear window 661 is arranged on the rear wall 663.

[0110] The first partition 601 is arranged between the cockpit 618 and the passenger cabin 619, and the second partition 622 is arranged between the passenger cabin 619 and the luggage cabin 603. The console 616 is arranged in the cockpit 618, and the cockpit display device 467 is arranged on the console 616. The first row of pilot seats 675 and the second row of mechanic seats 676 are arranged, and the first row of pilot seats 675 is arranged as two, i.e. the first seat 600 and the second seat 617. The second row of mechanic seats 676 is arranged as one, i.e. the third seat 624.

[0111] The third row of seats 677 and the fourth row of seats 678 are arranged inside the passenger cabin 619, the fourth seat 625 and the fifth seat 620 are arranged on the third row of seats 677. The sixth seat 626, the seventh seat 627 and the eighth seat 628 are arranged on the fourth row of seats 678. The luggage cabin 603 is arranged at the rear of the passenger cabin 619. The distance between the fourth seat 625 and the fifth seat 620 is not less than 305mm to meet the regulatory requirements. After the second cabin door 667 is opened, the passengers on the fourth row of seats 678 can reach their seats through the space between the fourth seat 625 and the fifth seat 620. The cabin door can be arranged as left and right cabin doors, or one side as a cabin door and the other side as an emergency exit, which also meets the regulatory requirements. The width between the first row of pilot seats 675 and the second row of mechanic seats 676 is more than 305mm, and the pilot can reach the seat through the two side aisles after boarding from the left / right cabin door. The mechanic 474 can reach the mechanic seat 676 through the two side aisles after boarding from the left / right cabin door.

[0112] First seat 600 and second seat 617. Luggage compartment 603 isolated behind fourth row of seats 678 can accommodate six 20-inch suitcases, which are put in or taken out through the door of luggage compartment 603.

[0113] As shown in FIG. 1, FIG. 22 and FIG. 25, first wing 585, second wing 589, third wing 602 and fourth wing 621 are arranged at four corners of aircraft frame 672. First tilting nacelle 580 is arranged on first wing 585, and first wing 585 is connected with first tilting nacelle 580 through third output shaft 554. Second tilting nacelle 590 is arranged on second wing 589, and second wing 589 is connected with second tilting nacelle 590 through third output shaft 554. Third tilting nacelle 609 is arranged on third wing 602, and third wing 602 is connected with third tilting nacelle 609 through third output shaft 554. Fourth tilting nacelle 634 is arranged on fourth wing 621, and fourth wing 621 is connected with fourth tilting nacelle 634 through third output shaft 554. The structures of first wing 585, second wing 589 and third wing 602 are all the same as first wing 585. The structures of first tilting nacelle 580, second tilting nacelle 590, third tilting nacelle 609 and fourth tilting nacelle 634 are all the same as first tilting nacelle 580.

[0114] As shown in FIG. 25 and FIG. 26, first aircraft rotor 551 includes first wing 585 and first tilting nacelle 580, and first reduction gear 552 is arranged in first wing 585. First reduction gear 552 is a worm and gear machine. First reduction gear 552 includes housing 577, worm 556, worm gear 548, third output shaft 554 and second motor 579, worm 556 and worm gear 548 are rotatably arranged in housing 577, worm 556 is rotatably arranged below worm gear 548, worm 556 is in meshing transmission connection with worm gear 548, third output shaft 554 is fixedly connected with worm gear 548, both ends of third output shaft 554 and worm 556 are rotatably connected with housing 577 through bearings, and the number of teeth of worm 556 ranges from 4 to 24. The number of teeth of worm gear 548 ranges from 27 to 80, less than 27 will cause undercutting, and more than 80 will make worm gear too large in diameter and volume, and too few teeth of worm gear will result in too small transmission ratio, which is not conducive to achieving large output torque.

[0115] When the single worm 556 has a small helix angle in the first reduction gear 552, the worm 556 cannot rotate reversely when the worm 556 stops rotating, and the worm 556 is self-locked. The angle is called the friction angle, and the tangent of the friction angle is the friction coefficient f, tan φ = f. The smaller the friction angle, the stronger the self-locking ability. The worm 556 can easily rotate the worm wheel 548, but the worm wheel 548 cannot rotate the worm 556. The air vent valve 562 is arranged on the upper end wall of the shell 577, and the air vent valve 562 allows the thermal expansion air in the shell to be freely discharged, so as to maintain the pressure balance between the inside and outside of the shell.

[0116] The first skeleton 553, the second skeleton 555, the third skeleton 558, and the fourth skeleton 560 are arranged transversely inside the first wing 585, and the fifth skeleton 559 is arranged vertically. The fifth skeleton 559 is connected with the first skeleton 553, the second skeleton 555, the third skeleton 558, and the fourth skeleton 560. The first reduction gear 552 is arranged on the first skeleton 553 and the second skeleton 555 of the first wing 585, and the second motor 579 is arranged on the third skeleton 558 and the fourth skeleton 560. The second output shaft 557 of the second motor 579 is connected with the worm 556. The third output shaft 554 of the first reduction gear 552 extends to the outside of the first wing 585, enters the inside of the first tilting nacelle 580, and is connected with the first speed increasing gear box 584. The first limiting rod 564 is arranged on the third output shaft 554, and the third limiting switch 567 and the fourth limiting switch 572 are arranged on the shell 577. The first programmable logic controller 571 of the first rotation control system 544 is connected with the third limiting switch 567 and the fourth limiting switch 572, the second motor 579 is connected with the third limiting switch 567 and the fourth limiting switch 572, and the second motor 579 is connected with the first programmable logic controller 571.

[0117] In use, the first programmable logic controller 571 controls the second motor 579 to start, the second output shaft 557 of the second motor 579 drives the worm 556 to rotate from the position of the fourth limiting switch 572 to the position of the third limiting switch 567, the worm 556 drives the first reduction gear 552 to rotate, the first reduction gear 552 drives the third output shaft 554 to rotate, the third output shaft 554 drives the first limiting rod 564 to rotate, reaches the position of the third limiting switch 567, the first limiting rod 564 touches the third limiting switch 567, and the second motor 579 stops rotating.

[0118] The sixth frame 566, the seventh frame 570, the eighth frame 573 and the ninth frame 561 are arranged transversely inside the first tilting nacelle 580, and the tenth frame 574 and the eleventh frame 569 are arranged vertically. The first speed increasing gearbox 584 is arranged on the sixth frame 566 and the seventh frame 570. The sixth driving motor 581 is arranged on the eighth frame 573 and the ninth frame 561. The first rotating speed sensor 567 is arranged on the eleventh frame 569. The first motor controller 583 is arranged on the tenth frame 574. The first rotor 578 is arranged on the fifth output shaft 563 of the first speed increasing gearbox 584, and the first rotor 578 is a five-blade rotor with variable total pitch, which balances the hovering efficiency and the cruising efficiency. The first speed increasing gearbox 584 includes the first low-speed input shaft 571 and the fifth output shaft 563, wherein the fifth output shaft 563 is arranged parallel to the first low-speed input shaft 571 and located on one side of the first low-speed input shaft 571. The first gear 565 is arranged on the first low-speed input shaft 571, and the first gear 565 is engaged with the fifth output shaft 563 to realize one-stage speed increasing transmission, and the rotating speed of the fifth output shaft 563 is higher than that of the first low-speed input shaft 571. The third output shaft 568 of the sixth driving motor 581 is connected with the first low-speed input shaft 571, the first gear 565 of the first low-speed input shaft 571 is connected with the fifth output shaft 563, and the fifth output shaft 563 is connected with the first rotor 578. The mode of the second motor 579 plus the first speed increasing gearbox 584 is that the rotating speed of the fifth output shaft 563 is higher than that of the first low-speed input shaft 571, so that the second motor 579 with low rotating speed is accelerated through the fifth output shaft 563 to increase the rotating speed of the first rotor 578, thereby preventing the second motor 579 from being burned out due to high rotating speed.

[0119] The motor cooling system 549 arranged on the shell of the sixth driving motor 581 is connected with the liquid inlet pipe 575 and the liquid outlet pipe 576, and the liquid inlet pipe 575 and the liquid outlet pipe 576 pass through the first tilting nacelle 580 near the third output shaft 554 to enter the inside of the first wing 585.

[0120] When the aircraft 2 is converted from the vertical state to the horizontal state, the second motor 579 drives the worm 556 to rotate the turbine 548 counterclockwise, the first tilting nacelle 580 is converted from the 90° vertical state to the 0° parallel state with the first wing 585, the worm 556 is stopped, and the first tilting nacelle 580 remains in the parallel state in the horizontal flight. When landing vertically, the aircraft is converted from the horizontal flight state to the vertical descent state, the second motor 579 drives the worm 556 and the turbine 548 to rotate clockwise, the first tilting nacelle 580 is converted from the 0° state to the 90° vertical state, and the first tilting nacelle 580 is locked until the aircraft lands stably. The parking state is that the first wing 585 is at a right angle of 90° with the first tilting nacelle 580.

[0121] As shown in FIG. 1 and FIG. 22, the second aircraft rotor 588 includes a second wing 589 and a second tilting nacelle 590, a second speed reducer 596 is arranged on the first frame 553 and the second frame 555 of the second wing 589, a third motor 592 is arranged on the third frame 558 and the fourth frame 560, a second limit rod 598 is arranged on the third output shaft 554, and a fifth limit switch 596 and a sixth limit switch 597 are arranged on the shell 577. The first programmable logic controller 571 of the second rotation control system 545 is connected with the fifth limit switch 596 and the sixth limit switch 597, the third motor 592 is connected with the fifth limit switch 596 and the sixth limit switch 597, and the third motor 592 is connected with the first programmable logic controller 571.

[0122] In use, the first programmable logic controller 571 controls the third motor 592 to start, the second output shaft 557 of the third motor 592 drives the worm 556 to rotate, the worm 556 drives the second speed reducer 596 to rotate, the second speed reducer 596 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the second limit rod 598 to rotate.

[0123] A second speed-up gearbox 591 is arranged on the sixth frame 566 and the seventh frame 570 inside the second tilting nacelle 590, a seventh drive motor 593 is arranged on the eighth frame 573 and the ninth frame 561, a second rotation speed sensor 594 is arranged on the eleventh frame 569, and a second motor controller 591 is arranged on the tenth frame 574.

[0124] As shown in FIG. 1 and FIG. 23, the third aircraft rotor 599 includes a third wing 602 and a third tilting nacelle 609, a third speed reducer 615 is arranged on the first frame 553 and the second frame 555 of the third wing 602, a fourth motor 605 is arranged on the third frame 558 and the fourth frame 560, a third limit rod 612 is arranged on the third output shaft 554, and a seventh limit switch 613 and an eighth limit switch 614 are arranged on the shell 577. The first programmable logic controller 571 of the third rotation control system 546 is connected with the seventh limit switch 613 and the eighth limit switch 614, the fourth motor 605 is connected with the seventh limit switch 613 and the eighth limit switch 614, and the fourth motor 605 is connected with the first programmable logic controller 571.

[0125] In use, the first programmable logic controller 571 controls the fourth motor 605 to start, the second output shaft 557 of the fourth motor 605 drives the worm 556 to rotate, the worm 556 drives the third speed reducer 615 to rotate, the third speed reducer 615 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the third limit rod 612 to rotate.

[0126] The third speed increasing gearbox 606 is arranged on the sixth frame 566 and the seventh frame 570 inside the third tilting nacelle 609, the eighth driving motor 607 is arranged on the eighth frame 573 and the ninth frame 561, the third rotation speed sensor 608 is arranged on the eleventh frame 569, and the third motor controller 610 is arranged on the tenth frame 574.

[0127] As shown in FIG. 1 and FIG. 24, the fourth aircraft rotor 635 includes the fourth wing 621 and the fourth tilting nacelle 634, the fourth speed reducer 636 is arranged on the first frame 553 and the second frame 555 of the fourth wing 621, the fifth motor 637 is arranged on the third frame 558 and the fourth frame 560, the fourth limit rod 638 is arranged on the third output shaft 554, the ninth limit switch 639 and the tenth limit switch 640 are arranged on the shell 577. The first programmable logic controller 571 of the fourth rotation control system 547 is connected with the ninth limit switch 639 and the tenth limit switch 640, the fifth motor 637 is connected with the ninth limit switch 639 and the tenth limit switch 640, and the fifth motor 637 is connected with the first programmable logic controller 571.

[0128] In use, the first programmable logic controller 571 controls the fifth motor 637 to start, the second output shaft 557 of the fifth motor 637 drives the worm 556 to rotate, the worm 556 drives the fourth speed reducer 636 to rotate, the fourth speed reducer 636 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the fourth limit rod 638 to rotate.

[0129] The fourth speed increasing gearbox 633 is arranged on the sixth frame 566 and the seventh frame 570 inside the fourth tilting nacelle 634, the ninth driving motor 632 is arranged on the eighth frame 573 and the ninth frame 561, the fourth rotation speed sensor 631 is arranged on the eleventh frame 569, and the fourth motor controller 630 is arranged on the tenth frame 574.

[0130] The structures of the second wing 589, the third wing 602 and the fourth wing 621 are the same as that of the first wing 585. The structures of the second tilting nacelle 590, the third tilting nacelle 609 and the fourth tilting nacelle 634 are the same as that of the first tilting nacelle 580.

[0131] The first programmable logic controller 571, the signal preprocessor 647 and the electronic differential controller 641 are installed on the aircraft frame 672. The first programmable logic controller 571 is connected with the electronic differential controller 641, the electronic differential controller 641 is connected with the signal preprocessor 647, and the signal preprocessor 647 is connected with the aircraft sensor 648. The electronic differential controller 641 is connected with the first motor controller 583, the second motor controller 591, the third motor controller 610 and the fourth motor controller 630. The sixth drive motor 581 is connected with and controlled by the first motor controller 583; the seventh drive motor 593 is connected with and controlled by the second motor controller 591; the eighth drive motor 607 is connected with and controlled by the third motor controller 610; and the ninth drive motor 632 is connected with and controlled by the fourth motor controller 630.

[0132] The total distance control assembly 643 includes a total distance lever 642, and the periodic distance control assembly 645 includes a periodic distance lever 644. The signal preprocessor 647 receives signals from the total distance lever 642 to control the rotational speed of the rotor, signals from the periodic distance lever 644 to change the flight trajectory, and signals from the aircraft sensor 648 to calculate the expected driving torque and the critical flight speed. The electronic differential controller 641 receives the expected driving torque and the critical flight speed from the signal preprocessor 647, the speed signals from the first wheel speed sensor 582, the second wheel speed sensor 594, the third wheel speed sensor 608 and the fourth wheel speed sensor 631, and calculates the driving torque of each rotor according to the steering driving condition. The electronic differential controller 641 sends the torque control target signal to the first motor controller 583, the second motor controller 591, the third motor controller 610 and the fourth motor controller 630. The aircraft sensor 648 also includes sensors that rely on data or signals outside the aircraft 2, such as a global positioning system (GPS) sensor, a VHF omnidirectional range sensor, and an instrument landing system (ILS).

[0133] The first rotor 578 is installed on the first tilting nacelle 580, the second rotor 595 is installed on the second tilting nacelle 590, the third rotor 611 is installed on the third tilting nacelle 609, and the fourth rotor 629 is installed on the fourth tilting nacelle 634. The first rotor 578, the second rotor 595, the third rotor 611 and the fourth rotor 629 are all composed of the first rotor 578. The first rotor 578 rotates clockwise, the second rotor 595 rotates counterclockwise, the third rotor 611 rotates counterclockwise, and the fourth rotor 629 rotates clockwise. The first rotor 578 and the second rotor 595 rotate in opposite directions, and the third rotor 611 and the fourth rotor 629 rotate in opposite directions, which are designed to increase the aerodynamic efficiency of the whole machine.

[0134] As shown in FIGS. 8-20, FIG. 21 and FIG. 29, the first landing gear 650, the second landing gear 651, the third landing gear 665 and the fourth landing gear 669 arranged at the lower part of the aircraft frame 672 are all composed of the first leveling control system 432 and the double-acting multi-stage hydraulic cylinder landing gear 444. The double-acting multi-stage hydraulic cylinder landing gear 444 includes the wheel 442, the tire 441, the torsion arm 440, the pull rod 439, the cover plate 449 and the double-acting multi-stage hydraulic cylinder 437. The double-acting multi-stage hydraulic cylinder 437 is arranged at the lower part of the aircraft frame 672, the cover plate 449 is arranged at the upper part of the convex part of the torsion arm 440, the connector 443 is arranged at the curved part of the torsion arm 440, and the end head 426 of the double-acting multi-stage hydraulic cylinder 437 is connected with the connector 443. The upper part of the torsion arm 440 is connected with the lower part of the pull rod 439, and the lower part of the torsion arm 440 is connected with the wheel 442. The upper part of the pull rod 439 is connected with the connecting device 438 on the double-acting multi-stage hydraulic cylinder 437. The double-acting multi-stage hydraulic cylinder 437 functions as a buffer when the aircraft 2 lands.

[0135] As shown in FIG. 16, the double-acting multi-stage hydraulic cylinder 437 is an N-stage hydraulic cylinder N≥2, and the present application is a three-stage hydraulic cylinder. When the three-stage hydraulic cylinder is jacked up, the hydraulic oil enters the second-stage jacking oil cavity 419 from the third oil port 417, and then jacks up the second-stage piston 429 downward. Then the hydraulic oil enters the second-stage jacking oil cavity 421 through the second-stage jacking oil cavity oil channel 420, and jacks up the second-stage piston 433 downward. Then the hydraulic oil enters the second-stage jacking oil cavity 423 through the second-stage jacking oil cavity oil channel 422, and jacks up the second-stage piston 424 downward. The residual oil in each stage of the contraction oil cavity flows out of the fourth oil port 427 through the contraction oil cavity oil channel. When the three-stage hydraulic cylinder is contracted, the hydraulic oil enters the middle oil pipe through the fourth oil port 427, and then enters the second-stage contraction oil cavity 431 through the second-stage contraction oil cavity oil channel 430, and then compresses the second-stage piston 429 upward. Then the hydraulic oil enters the second-stage contraction oil cavity 435 through the second-stage contraction oil cavity oil channel 434, and then compresses the second-stage piston 433 upward. Then the hydraulic oil enters the second-stage contraction oil cavity 425 through the second-stage contraction oil cavity oil channel 436, and then compresses the second-stage piston 424 upward. The residual oil in each stage of the jacking oil cavity flows out of the third oil port 417 through the jacking oil cavity oil channel.

[0136] As shown in FIG. 16, the first hydraulic pressure sensor 415 installed at the lower part of the second base 430 of the double-acting multi-stage hydraulic cylinder 437 feeds the data of its force condition to the second programmable logic controller 448; the first position sensor 416 installed at the lower part of the second base 430 detects the fully retracted state of the support cylinder and feeds the data to the second programmable logic controller 448. The first length measuring sensor 428 is installed at the top of the double-acting multi-stage hydraulic cylinder 437, detects the extension and retraction position distance of the support cylinder, and feeds the extension and retraction speed and position data of the support cylinder to the second programmable logic controller 448. The first microwave distance measuring sensor 418 is installed at the top of the hydraulic support, used to detect the distance from the support to the ground, and feeds the data to the second programmable logic controller 448. The first tilt sensor 445 and the second tilt sensor 446 are installed at the center of the chassis of the aircraft 2, used to detect the tilt data in the X-axis direction and the Y-axis direction.

[0137] As shown in FIGS. 27-29, the flight control system 490 includes the flight control computer 362, the battery control system 350, the power supply mode switching circuit system 473, the programmable logic controller interface 487, the remote control system 465, the pilot system 466, the first peripheral interface 471, the first robot 363, the second robot 364, and the navigation light control system 472. The flight control computer 362 is connected with the battery control system 350, the power supply mode switching circuit system 473, the programmable logic controller interface 487, the remote control system 465, the pilot system 466, the first peripheral interface 471, the first robot 363, the second robot 364, and the navigation light control system 472, respectively. The programmable logic controller interface 487 is connected with the first programmable logic controller 571, the first programmable logic controller 571 is connected with the electronic differential controller 641, the electronic differential controller 641 is connected with the signal and processor 647, and the signal and processor 647 is connected with the aircraft sensor 648.

[0138] The flight control computer 362 receives the airspeed, altitude, attitude, position, orientation, temperature, airspeed, and vertical speed signals provided by the aircraft sensors 648, calculates the flight control commands, and transmits the commands to the power system 488 that controls the aircraft 2. According to the flight state and target flight path of the aircraft 2, the flight control computer 362 and the battery management system 351 jointly formulate the flight control strategy of the aircraft 2 and transmit it to the flight control system 490 in real time. The flight control computer 362 and the battery management system 351 adopt different control strategies for different flight states of the aircraft 2. When the aircraft 2 takes off, the aircraft 2 is powered by the external power take-off assist system 395, and the battery management system 351 monitors the power supply mode switching circuit system 473 in real time to ensure the energy consumption and battery thermal safety of the aircraft. After the aircraft 2 enters the cruising process, the flight control computer 362 controls the attitude and flight speed of the aircraft in real time to maintain the stability and flight accuracy of the aircraft 2. During the landing process of the aircraft 2, the battery management system 351 monitors the battery power and energy consumption in real time to ensure the energy consumption and battery thermal safety of the aircraft.

[0139] The battery control system 350 includes a battery management system 351, a power battery system 352, and a power distribution unit 353. The battery management system 351 is connected with the power battery system 352, and the battery management system 351 is connected with the power distribution unit 353. The battery management system 351 is used to monitor the battery power, temperature, voltage, and current state information, the power battery system 352 is used to monitor the battery voltage information, and the power distribution unit 353 is used to monitor the battery charge and discharge current information. The battery state information and energy consumption information provided by the battery control system 350 are fed back to the flight control computer 362, and the flight control computer 362 adjusts the flight control commands according to the battery state and energy consumption to realize the stability and safety of the aircraft 2.

[0140] The power system 488 includes a first motor controller 583, a second motor controller 591, a third motor controller 610, a fourth motor controller 630, a sixth drive motor 581, a seventh drive motor 593, an eighth drive motor 607, and a ninth drive motor 602. The power supply system 352 includes a first battery box system 679, a second battery box system 680, a third battery box system 681, and a fourth battery box system 682, which are composed of an on-board battery box replacement system 491 and a battery box 4. The first motor controller 583, the second motor controller 591, the third motor controller 610, and the fourth motor controller 630 control the rotational speed and power of the sixth drive motor 581, the seventh drive motor 593, the eighth drive motor 607, and the ninth drive motor 602, respectively, according to the control commands provided by the flight control computer 362, to control the flight of the aircraft 2.

[0141] As shown in FIG. 30, the power consumption of the aircraft 2 during takeoff is twice or even more than that during cruising. During takeoff, the aircraft needs to overcome the gravity of the earth and reach a certain speed to achieve stable flight, which requires a large amount of power consumption. During cruising, the aircraft mainly needs to overcome air resistance, and the power consumption is relatively low. In order to prevent the aircraft 2 from consuming a large amount of power of the power battery system 352 instantaneously during takeoff, the aircraft 2 is powered by the external power takeoff assist system 395 when the aircraft 2 enters the takeoff state 751. When the aircraft 2 enters the cruising state 752, the aircraft 2 is disconnected from the external power takeoff assist system 395, and the aircraft 2 is powered by the power battery system 352 when the aircraft 2 enters the cruising state 753.

[0142] As shown in FIGS. 29-32, the external power takeoff assist system 395 is composed of the external power supply system 370 and the power supply mode switching circuit system 473. The external power supply system 370 includes the aircraft charging socket 356, the charging gun 371, the cable 372 and the charging box 373. The power supply connection display 374, the charging box power switch 375 and the electric winding device 377 are arranged on the charging box 373. The electric winding device 377 is used for automatic paying out and winding of the cable 372. The charging gun 371 is connected with the cable 372, and the cable 372 is connected with the charging box 373 through the electric winding device 377. The electric winding device 377 includes the winding shaft 383, the first side plate 388 and the second side plate 382. The winding shaft 383 is cylindrical, and the first limiting plate 384 and the second limiting plate 379 are arranged at both ends of the winding shaft 383. The first side plate 388 and the second side plate 382 are connected by a plurality of screw rods 380, and the cable 372 is wound on the winding shaft 383. The cable limiter 381 is arranged on the outside of the winding shaft 383 for limiting the paying out and winding of the cable 372. The tenth motor 376 and the control board 390 are arranged on the side of the first side plate 388.

[0143] As shown in Fig. 34, a flange plate 385 is arranged in the first side plate 388, and a shaft sleeve 386 is arranged on the flange plate 385, which penetrates the winding shaft 383 and the first limiting plate 384. A slot is arranged in the shaft sleeve 386, and a flange bearing 387 is sleeved on the outer end thereof, which is arranged in the first side plate 388. The fourth output shaft 730 of the tenth motor 376 is adapted to the slot in the shaft sleeve 386, and the tenth motor 376 drives the shaft sleeve 386, the flange plate 385 and the winding shaft 383 to rotate through the fourth output shaft 730. In the process of controlling the tenth motor 376 to rotate the cable 372 by the control panel 390, if resistance occurs, the control panel 390 controls the tenth motor 376 to stop working and reversely rotate to release a section of the cable 372, so as to avoid damage of the tenth motor 376. The tenth motor 376 drives the electric winding device 377 to realize automatic winding and unwinding, and the control panel 390 has a stall protection function, which can automatically stop working immediately when resistance is encountered during winding.

[0144] As shown in FIG. 29, the power supply mode switching circuit system 473 is composed of an external power supply circuit 359, a protection circuit 357, a power surge protector 358, a charging socket 356, a DC / DC converter and a battery power supply circuit 355. The charging socket 356 is connected with the power surge protector 358, the power surge protector 358 is connected with the power input end 360, the power input end 360 is connected with the DC-DC converter 361, the DC-DC converter 361 is connected with the external power supply circuit 359 and the protection circuit 357 at the same time, the external power supply circuit 359 is connected with the power supply end 354, and the power supply end 354 is connected with the power distribution unit 353. The protection circuit 357 is connected with the battery power supply circuit 355, and the battery power supply circuit 355 is connected with the power supply end 354. The connection point of the external power supply circuit 359 and the protection circuit 357 is the power input end 360, and the connection point of the external power supply circuit 359 and the battery power supply circuit 355 is the power supply end 354. The power supply end 354 is used to supply power to the power distribution unit 353 in the battery control system 350. The power input end 360 is connected with the external power system 370 power supply through the charging socket 356 and the charging gun 371, and the external power supply is output to the power supply end 354 through the external power supply circuit 359 to supply power to the power distribution unit 353. At the same time, the protection circuit 357 controls the battery power supply circuit 355 to be cut off to block the power supply of the power battery system 352 to the power distribution unit 353, so as to realize the power supply of the power distribution unit 353 by the external power system 370 alone, and the power distribution unit 353 directly supplies power to the power system 488 of the aircraft 2. Cutting off the battery power supply circuit 355 can prevent the external power supply from directly filling the power battery system 352, thereby avoiding causing the power battery system 352 to catch fire or explode. When the power input end 360 is not connected with the external power system 370, the protection circuit 357 controls the battery power supply circuit 355 to be turned on, and the battery power supply circuit 355 starts to work to output the power of the power battery system 352 to the power supply end 354 to supply power to the power distribution unit 353. Realize the power supply of the power distribution unit 353 by the power battery system 352 alone, and at the same time, block the communication between the power battery system 352 and the power input end 360 through the external power supply circuit 359, so as to prevent the power input of the power battery system 352 to the power input end 360 from causing the false triggering of the charging management circuit and avoiding the false charging prompt. The DC-DC converter 361 is connected with the power supply end, and the DC-DC converter 361 is used to convert the voltage of the power input end 360 into the working voltage of the power distribution unit 353.

[0145] As shown in FIG. 28, the external power supply circuit 359 of the power supply mode switching circuit system 473 comprises a Schottky diode D1, a transient suppression diode D2 and a first resistor R1, the anode of the Schottky diode D1 is connected with the protection circuit 357, the cathode of the Schottky diode D1 is connected with the cathode of the transient suppression diode D2 and the first end of the first resistor R1, the anode of the transient suppression diode D2 is grounded, and the second end of the first resistor R1 is connected with the battery power supply circuit 355. The protection circuit 357 comprises a first electrostatic diode ESD1, a second resistor R2, a third resistor R3 and a first PMOS Q1. The first end of the second resistor R2 is connected with the anode of the Schottky diode D1, the second end of the second resistor R2 is grounded through the third resistor R3, the gate of the first PMOS Q1 is connected with the second end of the second resistor R2, the source of the first PMOS Q1 is connected with the anode of the Schottky diode D1, and the drain of the first PMOS Q1 is connected with the battery power supply circuit 355. The anode of the first electrostatic diode ESD1 is connected with the gate of the first PMOS Q1, and the cathode of the first electrostatic diode ESD1 is connected with the source of the first PMOS Q1. The battery power supply circuit 355 comprises a second PMOS Q2, a fourth resistor R4 and a fifth resistor R5, the drain of the second PMOS Q2 is connected with the battery, the gate of the second PMOS Q2 is connected with the drain of the first PMOS Q1, the second end of the fourth resistor R4 and the first end of the fifth resistor R5, the first end of the fourth resistor R4 is grounded, and the second end of the fifth resistor R5 and the source of the second PMOS Q2 are connected with the second end of the first resistor R1. The battery power supply circuit 355 further comprises a first capacitor C1, the first end of the first capacitor C1 is grounded, and the second end of the first capacitor C1 is connected with the source of the second PMOS Q2. The battery power supply circuit 355 further comprises a second electrostatic diode ESD2, the anode of the second electrostatic diode ESD2 is connected with the gate of the second PMOS Q2, and the cathode of the second electrostatic diode ESD2 is connected with the source of the second PMOS Q2.

[0146] As shown in FIGS. 8-15 and 29, the battery case replacement control system 461 is composed of the first leveling control system 432, the first landing gear 650, the second landing gear 651, the third landing gear 665, the fourth landing gear 669 and the on-board battery case replacement system 491. The on-board battery case replacement system 491 is composed of the first battery case system 679, the second battery case system 680, the third battery case system 681 and the fourth battery case system 682. The first leveling control system 432 has the first hydraulic pressure sensor 415, the first position sensor 416, the first length measuring sensor 428, the first microwave distance measuring sensor 418, the first tilt sensor 445, the second tilt sensor 446, the first hydraulic servo controller 450, the second hydraulic servo controller 452, the third hydraulic servo controller 454 and the fourth hydraulic servo controller 456 all connected with the second programmable logic controller 448 through data lines respectively. The first hydraulic servo controller 450 is connected with the first hydraulic valve group 451 through a data line; the second hydraulic servo controller 452 is connected with the second hydraulic valve group 453 through a data line, the third hydraulic servo controller 454 is connected with the third hydraulic valve group 455 through a data line; the fourth hydraulic servo controller 456 is connected with the fourth hydraulic valve group 457 through a data line.

[0147] As shown in FIG. 11-FIG. 15, the installation signal line, the control line protector 481, the power surge protector 482, the first slide rail front end fixed plate 504, the second slide rail front end fixed plate 511, the first slide rail 503 and the second slide rail 516 are installed under the main plate 499 of the airborne battery box replacement system 491. The first flange 478 is arranged on the first load bearing plate 488, and the first flange 478 is fixed on the aircraft frame 672 by a plurality of first screws 701. The second flange 506 is installed on the second load bearing plate 507, and the second flange 506 is fixed on the aircraft frame 672 by a plurality of first screws 701. The hollow slot 515 is arranged on the main plate 499. The first gripping plate 500 is vertically installed on the first slide rail 503, the first gripping plate 500 is arranged on the first gripping plate 500, and the first gripping plate 500 slides on the first slide rail 503. The second gripping plate 485 is vertically installed on the second slide rail 516, the second gripping plate 485 is arranged on the second gripping plate 485, and the second gripping plate 485 slides on the second slide rail 516. The first limit switch 458 and the second limit switch 459 are installed under the second load bearing plate 507. The plug 8 is installed on the first side 496, the third gripping plate 501 is vertically installed on the first side 496, the third gripping plate 501 is arranged on the third gripping plate 501, the fourth gripping plate 498 is vertically installed on the first side 496, and the fourth gripping plate 498 is arranged on the fourth gripping plate 498. The first gripping plate 517, the second gripping plate 497, the third gripping plate 502 and the fourth gripping plate 495 are semicircular, which facilitates the fixation of the grabbed battery box 4. The first fixed frame 489 is installed outside the second side 492, the first motor 479 is installed on the first fixed frame 489, the third output shaft 487 of the first motor 479 is connected with the rotating rod 513 through the coupling and passes through the first fixed frame 489, the screw rod segment 510 is installed on the rotating rod 513, the nut 509 is sleeved on the screw rod segment 510, the connecting rod 508 is installed on the nut 509, and the connecting rod 508 is connected with the first gripping plate 500 and the second gripping plate 485. The second programmable controller 448 is connected with the first limit switch 458 and the second limit switch 459, the first motor 479 is connected with the first limit switch 458 and the second limit switch 459, and the first motor 479 is connected with the second programmable controller 448.

[0148] As shown in FIG. 34 and FIG. 37, the battery pack 6 is installed on the lower cover 7 inside the battery box 4, the upper cover 5 is installed on the lower cover 7, and the battery pack 6 is composed of a plurality of ring-shaped single cells 40. The battery formation and liquid injection system 35 included in the aircraft battery safety system 704 is composed of a connection of the electrolyte automatic replenishment control system 45, the electrolyte conveyor 28, the electrolyte delivery pipe 29, the liquid injector 36, and the ring-shaped single cell 40. The electrolyte automatic replenishment control system 45 is connected with the servo motor 15 of the electrolyte conveyor 28, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, and the third non-contact liquid level sensor 39. The electrolyte conveyor 28 is connected with the electrolyte delivery pipe 29, the electrolyte delivery pipe 29 is connected with the liquid injector 36, and the liquid injector 36 is connected with the ring-shaped single cell 40. The first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, and the third non-contact liquid level sensor 39 are connected with the programmable controller 48.

[0149] As shown in FIG. 34, FIG. 54-FIG. 64, the liquid injector 36 is arranged on the liquid injection pipe 346 of the ring-shaped single cell 40 in the battery box 4, and the liquid outlet 186 of the liquid injector 36 is connected with the eighth thread 389 of the liquid injection pipe 346. The first non-contact liquid level sensor 37 is arranged on the front row of ring-shaped single cells 40 in the battery box 4, and is arranged at the highest liquid level of the first row of ring-shaped single cells 40, for detecting whether the liquid level of the first row of ring-shaped single cells 40 rises to the highest liquid level, and sending a first trigger signal to the programmable controller 48 when detecting that the liquid level of the first row of ring-shaped single cells 40 rises to the highest liquid level. The second non-contact liquid level sensor 38 is arranged on the middle row of ring-shaped single cells 40 in the battery box 4, and is arranged at the lowest liquid level of the middle row of ring-shaped single cells 40, for detecting whether the liquid level of the middle row of ring-shaped single cells 40 falls to the lowest liquid level, and sending a second trigger signal to the programmable controller 48 when detecting that the liquid level of the middle row of ring-shaped single cells 40 falls to the lowest liquid level. The third non-contact liquid level sensor 39 is arranged on the last row of ring-shaped single cells 40 in the battery box 4, and is arranged at the highest liquid level of the last row of ring-shaped single cells 40, for detecting whether the liquid level of the last row of ring-shaped single cells 40 rises to the highest liquid level, and sending a third trigger signal to the programmable controller 48 when detecting that the liquid level of the last row of ring-shaped single cells 40 rises to the highest liquid level. The programmable controller 48 turns off the servo motor 15 when receiving the first trigger signal and the third trigger signal. When receiving the second trigger signal, the electrolyte conveyor 28 starts to work to convey the electrolyte in the second electrolyte storage bottle 9 into the liquid injector 36, and the liquid level in the liquid injector 36 is automatically maintained between the highest liquid level and the lowest liquid level, to ensure that the electrolyte is supplied to each ring-shaped single cell 40. According to the need, N first non-contact liquid level sensors 37, second non-contact liquid level sensors 38 and third non-contact liquid level sensors 39 are arranged on the ring-shaped single cells 40 in the battery box 4.

[0150] As shown in FIG. 34 and FIG. 37, the servo motor 15 is installed on the electrolyte conveyor 28, and the electrolyte conveyor 28 is connected with the electrolyte conveying pipe 29. The electrolyte automatic replenishment control system 45 comprises a programmable controller 48, the servo motor 15, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, the third non-contact liquid level sensor 39, the liquid level indicator light 44, the programmer 46 and the I / O expansion unit 51. The alarm indicator light 57 is connected with the programmable controller 48. The second peripheral interface 47, the memory 49, the I / O expansion interface 50, the input module 54, the power module 55 and the output module 56 are connected with the microprocessor 53. The programmer 46 is connected with the second peripheral interface 47. The I / O expansion interface 50 is connected with the I / O expansion unit 51. The servo motor 15 and the alarm indicator light 57 are connected with the output module 56. The liquid level indicator light 44, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39 are connected with the input module 54.

[0151] The programmer 46 programs the program of the programmable controller 48 according to different control requirements. The memory 49 is used to store user programs, system programs and other data. The I / O expansion interface 50 is connected with the I / O expansion unit 51, thereby expanding the input and output devices. The input module 54 is used to receive the first trigger signal, the second trigger signal and the third trigger signal sent by the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39, and transmits the received signals to the microprocessor 53. The first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39 are separate photoelectric liquid level sensors or capacitive liquid level sensors. The microprocessor 53 will only perform corresponding control after receiving the corresponding trigger signal, thereby ensuring the normal operation of the whole system. The output module 56 is connected with the servo motor 15, and the microprocessor 53 is connected with the servo motor 15 through the output module 56. When the microprocessor 53 performs corresponding control according to the relevant trigger signal, it sends corresponding control signals to the servo motor 15 through the output module 56, so as to control the opening or closing of the servo motor 15. The power module 55 is used to provide the working voltage required by the input module 54, the output module 56 and the microprocessor 53. The liquid level indicator light 44 is used to indicate the liquid level. The programmable controller 48 detects the signal of the liquid level indicator light 44, and when the signal of the liquid level indicator light 44 is detected, the alarm indicator light 57 is controlled to send an alarm signal, prompting the driver that the second non-contact liquid level sensor 38 corresponds to the liquid level state at the lowest liquid level of the ring-shaped single battery 40 in the middle of the battery box 4.

[0152] As shown in Fig. 6 and Fig. 34, the first mounting hole 19 is arranged at the bottom of the mounting frame 16, and the first screw rod 18 is passed through the first mounting hole 19 to mount the electrolyte delivery machine 28 in the front cabin cover plate 653 of the aircraft frame 672 of the aircraft 2. The electrolyte delivery machine 28 comprises the mounting frame 16, the shell 17, the rotating drum 25, the delivery machine 14 and the exhaust machine 22. The mounting frame 16 is arranged at the front side of the rotating drum 25, the shells 17 are arranged at both sides of the mounting frame 16, the rotating drum 25 is arranged between the front sides of the two shells 17, the delivery pipe 27 is arranged at the lower part of the rotating drum 25, the delivery machine 14 is arranged on the shell 17, and the exhaust machine 22 is arranged above the rotating drum 25.

[0153] As shown in Fig. 34 and Fig. 37, the delivery machine 14 comprises the bracket 13, the servo motor 15, the liquid guide pipe 24, the liquid pushing block 64 and the first rotating shaft 65. The bracket 13 is arranged at the rear side of both sides of the mounting frame 16, the servo motor 15 is mounted on the two brackets 13 of the delivery machine 14, the output shaft of the servo motor 15 is connected with the first rotating shaft 65, the liquid pushing block 64 is arranged on the first rotating shaft 65, the liquid guide pipe 24 is arranged below the liquid pushing block 64 and connected with the liquid pushing block 64, and the first rotating shaft 65 is rotatably connected with the shell 17.

[0154] As shown in Fig. 34, Fig. 36 and Fig. 37, the exhaust machine 22 comprises the exhaust cylinder 66, the air guide pipe 72, the first one-way valve 21, the second one-way valve 23, the guide rod 67, the top plate 68, the support plate 69, the piston rod 70 and the first spring 71. The exhaust cylinder 66 and the air guide pipe 72 are connected on the top plate 68, and the air guide pipe 72 is connected with the rotating drum 25. The first one-way valve 21 is arranged at the upper middle part of the exhaust cylinder 66, and the second one-way valve 23 is arranged at the rear side of the air guide pipe 72. The support plate 69 is arranged at the inner front side of the mounting frame 16, and the guide rod 67 is arranged at both sides of the support plate 69 and the mounting frame 16. The top plate 68 is slidably arranged between the two guide rods 67, and the liquid pushing block 64 is in contact with the top plate 68 after rotation. The piston rod 70 is welded on the upper side of the top plate 68 and slidably connected with the exhaust cylinder 66, the first spring 71 is connected between the top plate 68 and the exhaust cylinder 66, and the first spring 71 is wound on the piston rod 70.

[0155] As shown in Fig. 34 and Fig. 36, the first bottle mouth 83 is arranged on the first electrolyte storage bottle 10, and the second bottle mouth 84 is arranged on the second electrolyte storage bottle 9. The first electrolyte storage bottle 10 is mounted on the first base 11, and the second electrolyte storage bottle 9 is mounted on the second base 20. The second bottle mouth 84 is connected with the liquid guide pipe 24, the first bottle mouth 83 is connected with the liquid guide pipe 24, and the electrolyte delivery pipe 29 is connected with the delivery pipe 27 at the lower side of the rotating drum 25. The electrolyte in the first electrolyte storage bottle 10 and the second electrolyte storage bottle 9 flows into the rotating drum 25 through the liquid guide pipe 24, and the gas contained in the electrolyte is located above the rotating drum 25.

[0156] As shown in FIG. 34, FIG. 37, FIG. 43 and FIG. 46, the gas-liquid separator 26 is arranged on the electrolyte conveyor 28, which comprises the stirring frame 59, the worm 60, the second rotating shaft 61, the first supporting block 62, the turbine 63, the guide wheel 74, the belt 75 and the third rotating shaft 76. The guide wheel 74 is arranged on the left and right sides of the installation frame 16 and is rotatably connected with the same side of the shell 17. The second rotating shaft 61 is arranged on the lower side of the shell 17 and is rotatably connected with the rotating drum 25. The first rotating shaft 65 is connected with the same side of the second rotating shaft 61 through the transmission wheel and the belt 75, and the belt 75 passes through the same side of the guide wheel 74. The third rotating shaft 76 is rotatably arranged on the inner lower side of the rotating drum 25, and the turbine 63 is arranged on the lower side of the third rotating shaft 76. The stirring frame 59 is welded on the upper side of the third rotating shaft 76, and the first supporting block 62 is fixed on the lower side of the rotating drum 25. The second rotating shaft 61 is rotatably connected with the same side of the first supporting block 62, and the worm 60 is connected between the two second rotating shafts 61 and is engaged with the turbine 63.

[0157] As shown in FIG. 34, FIG. 44 and FIG. 45, the vibrating machine 36 of the electrolyte conveyor 28 comprises the protruding block 89, the second supporting block 85, the sliding rod 88, the second spring 87 and the pressing block 86. The protruding block 89 is welded on the two second rotating shafts 61, and the second supporting block 85 is arranged on the left and right sides of the lower part of the rotating drum 25. The sliding rod 88 is welded on the left and right sides of the lower part of the second supporting block 85, and there are four sliding rods 88. The pressing block 86 is slidably arranged between the two sliding rods 88, and the pressing block 86 is in contact with the same side of the protruding block 89. The second spring 87 is connected between the lower left and right sides of the pressing block 86 and the same side of the sliding rod 88, and there are four second springs 87. The second spring 87 is wound on the sliding rod 88.

[0158] As shown in FIG. 34 and FIG. 47, the conversion machine 80 of the electrolyte conveyor 28 comprises the guide frame 96, the moving frame 97, the rotating rod 95, the spur gear 94, the rack 98 and the flow-stopping block 99. The guide frame 96 is welded on the upper side of the rear part of the installation frame 16, and the moving frame 97 is slidably arranged on the guide frame 96. The rotating rod 95 is rotatably arranged on the left and right sides of the rear part of the guide pipe 24, and the flow-stopping block 99 is welded on the lower side of the rotating rod 95. The spur gear 94 is arranged on the upper side of the rotating rod 95, and the rack 98 is arranged on the lower side of the moving frame 97. The rack 98 is engaged with the spur gear 94.

[0159] As shown in FIG. 34 and FIG. 36, the first base 11 of the electrolyte conveying machine 28 comprises a third supporting block 92, an extension rod 93, a clamping block 91 and a third spring 90, two third supporting blocks 92 are welded on the left and right sides of the mounting frame 16, four third supporting blocks 92 are arranged, the upper and lower sides of the third supporting block 92 are provided with the extension rod 93 on the inner side, eight extension rods 93 are arranged, the inner side between the two similar extension rods 93 is connected with the clamping block 91, four clamping blocks 91 are arranged, the upper and lower sides of the clamping block 91 are connected with the third spring 90 on the same side between the extension rods 93, eight third springs 90 are arranged, and the third spring 90 is wound on the extension rod 93. The clamping block 91 is manually moved outward, the extension rod 93 is compressed, and the third spring 90 is compressed, so that the first electrolyte storage bottle 10 is installed on the first base 11. After the placement is completed, the clamping block 91 is loosened, so that the third spring 90 is reset to drive the clamping block 91 to move inward, so that the extension rod 93 is stretched, so that the clamping effect is realized. When the first electrolyte storage bottle 10 needs to be replaced, the clamping block 91 is moved outward according to the above steps, and then the empty first electrolyte storage bottle 10 is taken out. The structure of the second base 20 is the same as that of the first base 11.

[0160] As shown in FIG. 34-47, the first rotating shaft 65 rotates the belt 75, which in turn rotates the second rotating shaft 61 and the guide wheel 74, which rotates the worm 60, which in turn rotates the turbine 63 and the third rotating shaft 76, which rotates the stirring frame 59. The stirring frame 59 stirs the electrolyte in the rotating drum 25, which expels the gas in the electrolyte quickly. The second rotating shaft 61 rotates the protrusion 89, which in turn moves the pressing block 86 on the same side upward when the protrusion 89 contacts the pressing block 86, which in turn stretches the second spring 87. When the pressing block 86 moves upward and contacts the second support block 85 on the same side, the pressing block 86 knocks the second support block 85, which in turn vibrates the rotating drum 25 and enhances the gas-liquid separation effect. When the protrusion 89 is away from the pressing block 86, the second spring 87 resets the pressing block 86 to move downward, which in turn closes the right side of the liquid guide pipe 24 and opens the left side of the liquid guide pipe 24, which in turn allows the electrolyte in the first electrolyte storage bottle 10 to flow into the rotating drum 25 through the liquid guide pipe 24. When the first electrolyte storage bottle 10 is empty, manually move the moving frame 97 to the right, which in turn moves the rack 98 to the right, which in turn rotates the spur gear 94 and the rotating rod 95, which in turn rotates the stop block 99. When the moving frame 97 is moved to the right to the appropriate distance, stop moving the moving frame 97, which in turn opens the right side of the liquid guide pipe 24 and closes the left side of the liquid guide pipe 24, which in turn allows the electrolyte in the second electrolyte storage bottle 9 to flow into the rotating drum 25 through the liquid guide pipe 24. At this time, remove the empty first electrolyte storage bottle 10 and place the first electrolyte storage bottle 10 containing electrolyte on the left side of the mounting frame 16. When the second electrolyte storage bottle 9 is empty, move the moving frame 97 to the left according to the above steps, and stop moving the moving frame 97 to the left when it is moved to the appropriate position.

[0161] As shown in Fig. 34, Fig. 58 and Fig. 64, the electrolyte in the electrolyte conveyor 28 flows into the liquid injector 36 through the liquid delivery pipe 29, the electrolyte enters the liquid injection pipe 346 through the liquid injection hole 347, and is collected into the first channel 348, and penetrates into each layer of the winding core 243. The servo motor 15 is started, the output shaft of the servo motor 15 rotates to drive the first rotating shaft 65 to rotate, and the liquid pushing block 64 is driven to rotate. At this time, the liquid pushing block 64 is in contact with the liquid guide pipe 24, so that the liquid pushing block 64 increases the pressure of the electrolyte in the liquid guide pipe 24. When the liquid pushing block 64 rotates away from the liquid guide pipe 24, the electrolyte in the liquid guide pipe 24 quickly flows into the rotating drum 25. When the liquid pushing block 64 rotates and contacts the top plate 68, the liquid pushing block 64 drives the top plate 68 to move upward, so that the piston rod 70 moves upward, and the first spring 71 is compressed. At this time, the piston rod 70 discharges the gas in the exhaust cylinder 66 through the first one-way valve 21. When the liquid pushing block 64 rotates away from the top plate 68, the first spring 71 resets the top plate 68 to move downward, so that the piston rod 70 moves downward. At this time, the gas pressure in the exhaust cylinder 66 changes, so that the gas above the rotating drum 25 flows into the exhaust cylinder 66 through the gas guide pipe 72 and the second one-way valve 23. When the liquid pushing block 64 rotates and contacts the top plate 68 again, the liquid pushing block 64 drives the top plate 68 to move upward. At this time, the piston rod 70 discharges the gas according to the above steps. When the second electrolyte storage bottle 9 is completed during the electrolyte conveying process, the electrolyte in the first electrolyte storage bottle 10 is automatically started to be conveyed. When the electrolyte conveying is completed, the servo motor 15 is closed.

[0162] As shown in FIG. 34 and FIG. 39-41, the battery box air filter system 32 is composed of the battery box air filter 43, the third one-way valve 147, the fourth one-way valve 148, the battery box air inlet pipe 31, the plug 30, the socket 8 and the battery box air outlet pipe 34. The valve body air inlet 118 of the fourth one-way valve 148 is connected with the rear end of the second air inlet 166. The filter air outlet pipe 42 is connected with the battery box air inlet pipe 31, which is connected with the first clean air inlet 123 of the plug 30, which is connected with the second air inlet 166 of the socket 8, the rear end of which is connected with the valve body air inlet 118 of the fourth one-way valve 148, to form a clean air inlet system. The valve body air outlet 114 of the third one-way valve 147 is connected with the rear end of the second air outlet 167 of the socket 8, which is connected with the first air outlet 129 of the plug 30, which is connected with the battery box air outlet pipe 34, to form a battery box exhaust gas system. The battery box air outlet pipe 34 is arranged on the plug 30. The battery box air filter 43 is composed of the upper shell 106 and the lower shell 107. The lower shell harmonic element 108 is fixed on the lower part of the lower shell 107. The upper and lower ends of the lower shell 107 are open. The lower shell harmonic element 108 is arranged at the lower open end of the lower shell 107 and is heat plate welded with the lower shell 107. There are multiple sets of longitudinal reinforcing ribs 112 on the outer peripheral wall of the upper shell 106 and the lower shell 107, which are used to increase the structural strength. The air guide shell 110 is integrally formed on the lower shell harmonic element 108. The filter air inlet pipe 109 is integrally formed on the outer end of the air guide shell 110. The filter air outlet pipe 42 is arranged on the upper shell 106 and connected with the inner cavity. The filter air outlet pipe 42 is connected with the battery box air inlet pipe 31, which is connected with the plug 30 on the electric vehicle chassis 2. The lower edge of the side wall of the upper shell 106 is outwardly and downwardly bent to form a buckle edge. The upper edge of the side wall of the lower shell 107 is outwardly and upwardly bent to form a buckle edge. The buckle edge of the lower shell 107 is embedded in the buckle edge of the upper shell 106. The upper shell 106 and the lower shell 107 are connected by screws 102. The filter element 111 is arranged between the upper shell 106 and the lower shell 107. The filter element 111 includes a box-shaped shell with open upper and lower ends. The filter paper 103 is arranged in the inner part of the shell. In order to improve the sealing performance, the elastic sealing ring 104 is arranged between the buckle edge of the upper shell 106 and the buckle edge of the lower shell 107. The gas enters the air flow channel of the air guide shell 110 through the filter air inlet pipe 109 and diffuses to the inside of the lower shell 107. The air in the lower shell 107 flows through the filter element 111 and then enters the inner cavity of the upper shell 106. The filter paper 103 in the filter element 111 filters the air. The purified air enters the battery box 4 through the filter air outlet pipe 42, the battery box air inlet pipe 31, the first clean air inlet 123, the second air inlet 166 and the fourth one-way valve 148.The gas generated by the ring-shaped single cell 40 during operation is discharged outside the battery box 4 through the third one-way valve 147, the second air outlet 167, the first air outlet 129, and the battery box exhaust pipe 34.

[0163] As shown in FIG. 49, the one-way valve 113 includes a valve body 117, a fourth spring 115, and a spring seat 116. The valve body 117 is provided with a valve body air inlet 118 at one end and a valve body air outlet 114 at the other end. Compressed air enters the valve body air inlet 118, overcomes the spring force and frictional force, and moves the spring seat 116 of the one-way valve 113, and the valve port 119 is opened. The compressed gas flows from the valve body air inlet 118 to the valve body air outlet 114; when there is no compressed gas in the valve body air inlet 118, the spring seat 116 returns to its original position under the spring force of the fourth spring 115, and the valve port 119 is in a closed state, and the valve body air inlet 118 is not in communication with the valve body air outlet 114.

[0164] As shown in FIGS. 50-52, the magnetic attraction plug-in dual-acting connector system 130 has a plug 30 and a socket 8, the plug 30 is installed on the electric vehicle chassis 2, and the socket 8 is installed on the battery box 4. The plug 30 has a plug shell 138, a plug shock-absorbing rubber ball 137, a first opening 101, a second opening 131, a third opening 132, a fourth opening 133, a fifth opening 134, a sixth opening 135, a seventh opening 136, a floating plug body 141, and a floating plug body front end 146. The first N-pole magnet cone locator 130, the second N-pole magnet cone locator 124, the first high-voltage positive plug-in piece 125, the first high-voltage negative plug-in piece 127, the first ground plug-in piece 126, the first pin array 120, the first cooling liquid inlet 121, the first cooling liquid outlet 128, the first clean air inlet 123, the first air outlet 129, and the first electrolyte inlet 122 are installed on the floating plug body front end 146. The first pin array 120 is arranged in two rows of 12 small-current pins. The plug shock-absorbing rubber ball 137 is installed between the plug shell 138 and the floating plug body 141. The plug shock-absorbing rubber ball 137 is in close contact with the inner wall of the plug shell 138 and the outer part of the floating plug body 141, and has elastic and buffering effects.

[0165] The connection line of the signal line and control line protector 481 passes through the first opening 101 and is connected in series with the first pin array 120. The connection line of the power line and the power surge protector 639 passes through the first opening 101 and is connected in parallel with the first high-voltage positive plug-in piece 125, the first high-voltage negative plug-in piece 127, and the first ground plug-in piece 126.

[0166] The second opening 131 is the channel of the connecting pipe of the first clean air inlet 123 and the first air outlet 129 into the electric vehicle chassis 2. The third opening 132 is the channel of the wires connecting the first high-voltage positive plug 125, the first high-voltage negative plug 127 and the first ground plug 126 into the electric vehicle chassis 2. The fourth opening 133 is the channel of the connecting wires of the first pin array 120 into the aircraft frame 672. The fifth opening 134 is the channel of the connecting pipe of the first cooling liquid inlet 121 and the first cooling liquid outlet 128 into and out of the aircraft frame 672. The sixth opening 135 is the channel of the connecting pipe of the first electrolyte inlet 122 into the aircraft frame 672.

[0167] The socket 8 has a floating socket body 148, a socket shell 149, an eighth opening 150, a ninth opening 151, a tenth opening 152, an eleventh opening 153, a twelfth opening 154, a thirteenth opening 156 and a socket shock-absorbing rubber ball 157. On the floating socket body front end 145 of the floating socket body 148, the first S-pole magnet inverted cone positioner 168, the second S-pole magnet inverted cone positioner 159, the second high-voltage positive plug 160, the second high-voltage negative plug 163, the second ground plug 161, the second pin base 162, the second cooling liquid inlet 164, the second cooling liquid outlet 165, the second air inlet 166, the second air outlet 167 and the second electrolyte inlet 169 are installed. The second pin base 162 is arranged as 2 rows of 12 small-current sockets. The socket shock-absorbing rubber ball 157 is installed between the socket shell 149 and the floating socket body 148, and is in close contact with the inner wall of the socket shell 149 and the outer part of the floating socket body 148 and has elastic and buffering effects. The eighth opening 150 is the channel of the connecting pipe of the second air inlet 166 into the battery box 4. The ninth opening 151 is the channel of the connecting pipe of the second air outlet 167 into the battery box 4. The tenth opening 152 is the channel of the wires connecting the second high-voltage positive plug 160, the second high-voltage negative plug 163 and the second ground plug 161 into the battery box 4. The eleventh opening 153 is the channel of the connecting wires of the second pin base 162 into the battery box 4. The twelfth opening 154 is the channel of the connecting pipe of the second cooling liquid inlet 164 and the connecting pipe of the second cooling liquid outlet 165 into and out of the battery box 4. The thirteenth opening 156 is the fifth one-way valve 155 of the second electrolyte inlet 169 into and out of the battery box 4.

[0168] As shown in Fig. 48, the third one-way valve 147 is inserted into the socket housing 149 through the eighth opening 150, the valve body 117 of the third one-way valve 147 is fixed in the eighth opening 150, and the valve body gas outlet 114 of the third one-way valve 147 is connected to the rear end of the second air outlet 167. The fourth one-way valve 148 is inserted into the socket housing 149 through the ninth opening 151, the valve body 117 of the fourth one-way valve 148 is fixed in the ninth opening 151, and the valve body gas inlet 118 of the fourth one-way valve 148 is connected to the rear end of the second air inlet 166. The fifth one-way valve 155 is inserted into the socket housing 149 through the thirteenth opening 156, the valve body 117 of the fifth one-way valve 155 is fixed in the thirteenth opening 156, and the gas inlet 118 of the fifth one-way valve 155 is connected to the rear end of the second electrolyte inlet 169.

[0169] As shown in Fig. 34 and Figs. 54-64, the liquid injector 36 vertically installed on the ring-shaped single battery 40 has the following functions: delivering electrolyte, discharging gas in the ring-shaped single battery 40, preventing the backflow of electrolyte in the ring-shaped single battery 40 to the delivery pipe 29. The liquid injector 36 is arranged on the liquid injection pipe 346 of the ring-shaped single battery 40, and is composed of an upper housing 181 and a lower housing 182 connected by threads. The liquid inlet 183 is arranged at the top end of the upper housing 181, and the liquid outlet 186 is arranged at the bottom end of the lower housing 182. The liquid inlet 183 of the liquid injector 36 is connected to the delivery pipe 29, and the liquid outlet 186 of the liquid injector 36 is connected to the eighth thread 389 of the liquid injection pipe 346. The electrolyte enters the liquid injection pipe 346 through the liquid outlet 186, and then flows into the first channel 348 through the liquid injection hole 347, and penetrates into each layer of the winding core 243.

[0170] As shown in FIGS. 54-64, the sealing chamber 203 is arranged on the upper shell 181, and the sealing body 187 is arranged on the inner wall of the sealing chamber 203, and the inside of the sealing body 187 is hollow. The bottom end of the sealing body 187 is connected with the push rod 199, the outside of the push rod 199 is sleeved with the sliding cavity 211, and the inside of the sliding cavity 211 is connected with the fifth spring 210. The end of the push rod 199 is connected with the fifth spring 210, and the push rod 199 is slidingly connected in the inside of the sliding cavity 211. The edge ring 212 is arranged on the bottom end of the sliding cavity 211, the first filter screen 184 is arranged on the outer wall of the sliding cavity 211, and the sliding cavity 211 is clampedly connected with the sealing chamber 203 through the first filter screen 184. The inclined surface matched with the sealing body 187 is arranged on the inner wall of the sealing chamber 203. The electrolyte in the infusion tube 29 enters the sealing chamber 203, impacts the sealing body 187, changes the distance between the sealing body 187 and the inclined surface on the inner wall of the sealing chamber 203, and thus changes the flow rate of the electrolyte. The exhaust port 206 is arranged on the outside of the upper shell 181, the sealing ring 200 is connected with the upper shell 181 below the sliding cavity 211 on the inner wall of the upper shell 181, the partition plate is connected between the sealing ring 200 and the upper shell 181, and the bottom end of the exhaust port 206 is connected with the partition plate. The detour cavity 188 is arranged between the sealing ring 200 and the upper shell 181, the bottom end 207 of the detour cavity 188 is communicated with the inside of the upper shell 181, the bottom end 207 of the detour cavity 188 is communicated with the opening of the exhaust port 206, and the water sealing layer 205 is arranged on the inner wall of the exhaust port 206. After the gas in the ring-shaped single-body battery 40 is discharged, the gas can be accumulated in the detour cavity 188. The rubber ring 201 is arranged between the upper shell 181 and the lower shell 182, the rubber ring 201 seals between the upper shell 181 and the lower shell 182, and prevents leakage of the electrolyte. The first liquid-collecting backflow-preventing plate 213 is arranged at the bottom of the sealing ring 200, the first liquid-collecting backflow-preventing plate 213 is a conical structure, the second liquid outlet pipe 214 is arranged on the conical top of the first liquid-collecting backflow-preventing plate 213, and the second liquid outlet pipe 214 is arranged in a spiral structure. The second liquid-collecting backflow-preventing plate 215 is arranged below the rubber ring 201, the second liquid-collecting backflow-preventing plate 215 is a conical structure, the third liquid outlet pipe 216 is arranged on the conical top of the second liquid-collecting backflow-preventing plate 215, and the third liquid outlet pipe 216 is arranged in a spiral structure. According to needs, N second liquid-collecting backflow-preventing plates 215 are arranged between the first liquid-collecting backflow-preventing plate 213 and the liquid outlet 186.

[0171] As shown in Fig. 1 and Fig. 26-35, under the action of the thrust, the electrolyte in the electrolyte conveyor 28 enters into the sealed chamber 203, and pushes the sealing body 187 to close to the slope in the sealed chamber 203, the electrolyte passes through the gap between the sealing body 187 and the sealed chamber 203, enters into the first filter screen 184, and drips onto the first liquid collecting backflow plate 213 through the first filter screen 184, the second liquid outlet pipe 214 quickly drips the electrolyte dripped onto the first liquid collecting backflow plate 213 onto the second liquid collecting backflow plate 215. The third liquid outlet pipe 216 drips the electrolyte dripped onto the second liquid collecting backflow plate 215 into the liquid injection pipe 346. The gas discharged from the ring-shaped single battery 40 enters into the second liquid collecting backflow plate 215 below through the liquid injection pipe 346, enters into the first liquid collecting backflow plate 213 below through the third liquid outlet pipe 216, enters into the sealed ring 200 through the second liquid outlet pipe 214, and then enters into the exhaust port 206 from the bottom end 207 of the bypass cavity 188, and is discharged to the outside of the liquid injector 36. At this time, the gas contained in the electrolyte stays at the top end of the upper shell 181, and is discharged from the exhaust port 206 through the bypass cavity 188. The gas in the electrolyte accumulates in the bypass cavity 188, preventing the external gas from entering into the upper shell 181 through the liquid outlet 186 to pollute the electrolyte. The electrolyte enters into the liquid injection pipe 346 from the liquid outlet 186, and then is collected into the first channel 348 from the liquid injection hole 347 of the first current collecting plate 232 through the liquid injection pipe 346, and penetrates into each layer of the winding core 243. During the conveying of the electrolyte, the amount of the electrolyte in the electrolyte conveyor 28 gradually decreases, and the pressure of the liquid injector 36 also continuously decreases, resulting in the decrease of the flow rate of the electrolyte. However, the extrusion of the electrolyte on the sealing body 187 also gradually decreases, and the sealing body 187 moves upward under the pushing of the fifth spring 210, thereby increasing the distance between the sealing body 187 and the inner wall of the sealed chamber 203, and making the electrolyte quickly pass through the sealed chamber 203. The electrolyte increases the cross-sectional area of the electrolyte flow while the flow rate of the electrolyte decreases, and the amount of the electrolyte entering into the lower shell 182 in the same time is kept within a certain range.

[0172] When the aircraft 2 flies, the electrolyte in the ring-shaped single battery 40 is shaken, and part of the electrolyte will flow back to the bottom of the liquid injector 36 along the liquid injection pipe 346. The second liquid collecting backflow plate 215 has a great blocking effect on the electrolyte splashed upward from the bottom of the liquid injector 36, and the first liquid collecting backflow plate 213 continues to block the residual electrolyte flowing back from the third liquid outlet pipe 216.

[0173] As shown in FIG. 64, FIG. 76-FIG. 78, the aircraft battery and motor cooling system 33 is composed of a radiator 329, a water pump 332, a sixth drive motor 581, an eighth drive motor 607, a ninth drive motor 632, a seventh drive motor 593, a first liquid total exchanger 313 inside the battery box 4, a liquid exchanger 253, and a second liquid total exchanger 328. A heat dissipation tower 220 is arranged at the bottom of the liquid exchanger 253, and the liquid exchanger 253 is in close contact with the heat dissipation tower 220. A fourth spring washer 252 is arranged at the bottom of the heat dissipation tower 220. The annular monomer battery 40 is rotatably installed on the heat dissipation tower 220 through the second screw thread 247 and the first screw thread 245. When the fourth spring washer 252 is flattened, the fourth spring washer 252 will generate a lasting elastic force, which will keep the connection between the second screw thread 247 and the first screw thread 245 with a friction force, generating a resisting torque, thereby preventing the annular monomer battery 40 from loosening and preventing the annular monomer battery 40 from rotating relative to the heat dissipation tower 220.

[0174] As shown in FIG. 78, an air-suction type electronic fan 334 is arranged at the rear end of the radiator 329, and heat exchange pipes 338 and an electric heating chamber 342 are arranged inside the radiator 329. A radiator outlet pipe 330 and a radiator inlet pipe 335 are arranged on the radiator 329. The water pump 332 is connected with the radiator 329. A battery box outlet pipe 336 is connected with the radiator inlet pipe 335. The heat generated by the battery pack 6 is transferred to the radiator 329 through the cooling liquid, and the radiator 329 transfers the heat to the atmosphere. The electric heating chamber 342 includes a mounting disc 340, a heating pipe 343, an electric heating chamber inlet pipe 341, an electric heating chamber outlet pipe 339, and is used for storing water. The heating pipe 343 and the electric heating chamber inlet pipe 341 are arranged on the mounting disc 340, and the mounting disc 340 is in a disc structure. The heating pipe 343 is a U-shaped pipe, one end of which is connected to the mounting disc 340, and the other end extends into the electric heating chamber 342.

[0175] The radiator outlet pipe 330 is connected with the water pump inlet pipe 331, and the water pump outlet pipe 333 is connected with the liquid inlet pipe 575 of the sixth driving motor 581. The liquid outlet pipe 576 of the sixth driving motor 581 is connected with the liquid inlet pipe 575 of the eighth driving motor 607. The liquid outlet pipe 576 of the eighth driving motor 607 is connected with the battery box inlet pipe 337, which is connected with the first cooling liquid inlet 121, which is connected with the second cooling liquid inlet 164, which is connected with the total liquid inlet pipe 311. The total liquid inlet pipe 311 is connected with the total liquid inlet 314. The total liquid outlet pipe 310 is connected with the second cooling liquid outlet 165, which is connected with the first cooling liquid outlet 128, which is connected with the battery box outlet pipe 336. The battery box outlet pipe 336 is connected with the liquid inlet pipe 575 of the ninth driving motor 632, and the liquid outlet pipe 576 of the ninth driving motor 632 is connected with the liquid inlet pipe 575 of the seventh driving motor 593. The liquid outlet pipe 576 of the seventh driving motor 593 is connected with the radiator inlet pipe 335. After the cooling liquid is heated in the electric heating chamber 342, it enters the heat exchange pipe 338 through the electric heating chamber outlet pipe 339, is pressurized by the water pump 332, and finally enters the total liquid inlet 314.

[0176] As shown in FIGS. 70-78, the socket 8, the first liquid total exchanger 313, and the second liquid total exchanger 328 are arranged in the battery box 4. The N annular grooves 254 are arranged in a staggered manner on the cooling bottom plate 256 between the first liquid inlet pipe 315 and the Nth liquid inlet pipe 318. The liquid exchanger 253 is arranged on each annular groove 254. The total liquid inlet 314 is arranged on the first liquid total exchanger 313, and the total liquid outlet 323 is arranged on the second liquid total exchanger 328. The total liquid inlet 314 is connected with the total liquid inlet pipe 311, and the total liquid inlet pipe 311 is connected with the socket 8. The total liquid outlet 323 is connected with the total liquid outlet pipe 310, and the total liquid outlet pipe 310 is connected with the socket 8. The first liquid total exchanger 313 includes the total liquid inlet pipe 311, the total liquid inlet 314, the first liquid inlet pipe 315, the second liquid inlet pipe 316, the third liquid inlet pipe 317, and the Nth liquid inlet pipe 318. The second liquid total exchanger 328 includes the total liquid outlet pipe 310, the total liquid outlet 323, the first liquid outlet pipe 324, the second liquid outlet pipe 325, the third liquid outlet pipe 326, and the Nth liquid outlet pipe 327.

[0177] As shown in FIG. 35, FIG. 64, FIG. 70-FIG. 78, liquid exchanger 253 is disposed on cooling base plate 256 inside annular groove 254, liquid exchange tower 220 is disposed inside liquid exchanger 253, spacer 244 is disposed inside liquid exchange tower 220, and first screw thread 245 is disposed outside liquid exchange tower 220. First thermal expansion opening 344 and second thermal expansion opening 345 are disposed on liquid exchanger 253. Liquid exchanger 253, liquid exchange tower 220, and spacer 244 are composed of non-metallic non-conductive material. Adhesive is injected into second adhesive injection point 237 on cooling base plate 256 to adhere spacer 244 to second adhesive injection point 237. Adhesive is injected into first adhesive injection point 235 and third adhesive injection point 257. Liquid exchanger 253 is adhered to cooling base plate 256. Multiple liquid exchangers 253 are installed on cooling base plate 256 by the above method.

[0178] As shown in FIG. 64 and FIG. 70-FIG. 75, inner diameter C of liquid exchanger 253 is greater than diameter H of annular monomer battery 40, annular monomer battery 40 is screwed and installed outside heat dissipation tower 220 and inside liquid exchanger 253. Heat dissipation tower 220 absorbs heat generated by annular monomer battery 40, liquid exchanger 253 absorbs heat transferred outward by annular monomer battery 40, liquid exchanger 253 is wrapped around annular monomer battery 40 by 360°, and heat generated by annular monomer battery 40 is transferred to liquid exchanger 253. Annular monomer battery 40 is wrapped around heat dissipation tower 220 by 360°, and heat generated by annular monomer battery 40 is transferred to heat dissipation tower 220. Heat generated by annular monomer battery 40 is dissipated in the above two ways, thereby ensuring that the temperature of annular monomer battery 40 is maintained within a specified range.

[0179] As shown in FIG. 75 and FIG. 78, annular groove 254 is disposed on cooling base plate 256, height A of annular groove 254 is 10% to 50% of height D of liquid exchanger 253, and diameter R of annular groove 254 is greater than diameter B of liquid exchanger 253. Annular groove 254 is composed of non-metallic non-conductive material.

[0180] In the first row of liquid exchangers 319, N liquid exchangers 253 are arranged between the first liquid inlet pipe 315 and the first liquid outlet pipe 324. The first liquid total exchanger 313 is connected to the first liquid inlet pipe 315, the first liquid inlet pipe 315 is connected to the cooling liquid inlet 225 of the first liquid exchanger 253, the cooling liquid outlet 224 of the first liquid exchanger 253 is connected to the cooling liquid inlet 225 of the second liquid exchanger 253, the cooling liquid outlet 224 of the second liquid exchanger 253 is connected to the cooling liquid inlet 225 of the Nth liquid exchanger 253, the cooling liquid outlet 224 of the Nth liquid exchanger 253 is connected to the cooling liquid inlet 225 of the last liquid exchanger 253, and the cooling liquid outlet 224 of the last liquid exchanger 253 is connected to the first liquid outlet pipe 324, and the first liquid outlet pipe 324 is connected to the second liquid total exchanger 328.

[0181] In the second row of liquid exchangers 320, N liquid exchangers 253 are arranged between the second liquid inlet pipe 316 and the second liquid outlet pipe 325. The first liquid total exchanger 313 is connected to the second liquid inlet pipe 316, the second liquid inlet pipe 316 is connected to the cooling liquid inlet 225 of the first liquid exchanger 253, the cooling liquid outlet 224 of the first liquid exchanger 253 is connected to the cooling liquid inlet 225 of the second liquid exchanger 253, the cooling liquid outlet 224 of the second liquid exchanger 253 is connected to the cooling liquid inlet 225 of the Nth liquid exchanger 253, the cooling liquid outlet 224 of the Nth liquid exchanger 253 is connected to the cooling liquid inlet 225 of the last liquid exchanger 253, and the cooling liquid outlet 224 of the last liquid exchanger 253 is connected to the second liquid outlet pipe 325, and the second liquid outlet pipe 325 is connected to the second liquid total exchanger 328.

[0182] In the third row of liquid exchangers 321, N liquid exchangers 253 are arranged between the third liquid inlet pipe 317 and the third liquid outlet pipe 326. The first liquid total exchanger 313 is connected to the third liquid inlet pipe 317, the third liquid inlet pipe 317 is connected to the cooling liquid inlet 225 of the first liquid exchanger 253, the cooling liquid outlet 224 of the first liquid exchanger 253 is connected to the cooling liquid inlet 225 of the second liquid exchanger 253, the cooling liquid outlet 224 of the second liquid exchanger 253 is connected to the cooling liquid inlet 225 of the Nth liquid exchanger 253, the cooling liquid outlet 224 of the Nth liquid exchanger 253 is connected to the cooling liquid inlet 225 of the last liquid exchanger 253, and the cooling liquid outlet 224 of the last liquid exchanger 253 is connected to the third liquid outlet pipe 326, and the third liquid outlet pipe 326 is connected to the second liquid total exchanger 328.

[0183] In the Nth row of liquid exchangers, N liquid exchangers 253 are arranged between the Nth inlet liquid pipe 318 and the Nth outlet liquid pipe 327. The first liquid total exchanger 313 is connected to the Nth inlet liquid pipe 318, and the Nth inlet liquid pipe 318 is connected to the cooling liquid inlet 225 of the liquid exchanger 253 arranged in the first position. The cooling liquid outlet 224 of the liquid exchanger 253 arranged in the first position is connected to the cooling liquid inlet 225 of the liquid exchanger 253 arranged in the second position. The cooling liquid outlet 224 of the liquid exchanger 253 arranged in the second position is connected to the cooling liquid inlet 225 of the liquid exchanger 253 arranged in the Nth position. The cooling liquid outlet 224 of the liquid exchanger 253 arranged in the Nth position is connected to the cooling liquid inlet 225 of the liquid exchanger 253 arranged in the last position. The cooling liquid outlet 224 of the liquid exchanger 253 arranged in the last position is connected to the Nth outlet liquid pipe 327, and the Nth outlet liquid pipe 327 is connected to the second liquid total exchanger 328.

[0184] The cooling liquid is of the alcohol type, glycerol type, or ethylene glycol type. When it is necessary to cool the toroidal monobloc battery 40, the cooling liquid flows in through the cooling liquid inlet 225 and then flows out through the plurality of coolant exchange towers 29 and the plurality of liquid exchangers 253 in the cooling liquid outlet 224, thereby removing the heat generated by the toroidal monobloc battery 40 during operation. In the case where it is necessary to heat the toroidal monobloc battery 40, the heated liquid flows in through the cooling liquid inlet 225 and then flows out through the plurality of heat dissipation towers 220 and the plurality of liquid exchangers 253 in the cooling liquid outlet 224, thereby enabling the toroidal monobloc battery 40 to be heated to the desired operating temperature.

[0185] As shown in FIGS. 64-65, the ring monomer battery 40 includes a ring monomer battery shell 258, a first pole 246, a fifth spring washer 352, and a top cover plate 226. The ring monomer battery shell 258 is a one-side open cylinder structure, and a boss 354 is arranged at the opening edge 353 of the battery shell bottom plate 251 of the ring monomer battery shell 258, and the boss 354 is riveted or welded with the first pole 246. The ring monomer battery shell 258 is made of metal, and a second thread 247 is arranged inside the first pole 246, and a third thread 259 is arranged outside the first pole 246. The fifth spring washer 352 is installed at the bottom of the first pole 246. The top cover plate 226 is arranged on the battery shell 258 of the ring monomer battery 40, and a second mounting hole 242 and a third mounting hole 228 are arranged on the top cover plate 226, and a first mounting hole 238 is arranged in the middle of the top cover plate 226, and the diameter of the first mounting hole 238 is larger than the diameter of the heat dissipation tower 220. The top cover plate 226 is installed on the battery shell 258 through the heat dissipation tower 220, and the top cover plate 226 is welded on the battery shell 258 by welding. A first insulator 231 is arranged outside the ring monomer battery 40, and the first insulator 231 is made of insulating resin. The ring monomer battery 40 includes a top positive electrode terminal 227, a first negative electrode terminal 236 at the bottom, and a second negative electrode terminal 248 at the bottom. A second nut 241 is arranged on the ring monomer battery 40, and an electrolyte injector 36 is vertically installed on the ring monomer battery 40 of the ring monomer battery 40, and the electrolyte injector 36 is connected with the first current collector 232 through the second mounting hole 242. The positive electrode terminal 227 is installed in the third mounting hole 228. The first tab 250 of the ring monomer battery 40 is connected with the first current collector 232.

[0186] As shown in FIG. 66, the first main bus bar 263 has a first lead wire 264 and a second lead wire 265, which are total positive leads out of the series structure of the first main bus bar 263. The first main bus bar 263 and the second main bus bar 267 have a certain distance and extend to both sides in a parallel line state, so as to avoid short circuit caused by too small distance. The first lead wire 264 and the second lead wire 265 have a certain distance from the second main bus bar 267 and extend to both sides in a parallel line state, so as to avoid short circuit caused by too small distance. The number of the first lead wire 264 and the second lead wire 265 is not less than the number of the first main bus bar 263. The second main bus bar 267 has a third lead wire 266 and a fourth lead wire 268, which are total negative leads out of the series structure of the second main bus bar 267. The third lead wire 266 and the fourth lead wire 268 have a certain distance from the first main bus bar 263 and extend to both sides in a parallel line state, so as to avoid short circuit caused by too small distance. The number of the third lead wire 266 and the fourth lead wire 268 is not less than the number of the second main bus bar 267.

[0187] As shown in FIG. 68, the bottom electrode connecting end 292 is composed of a bottom gasket 293 and an upper electrode connecting end 294. The fifth insulating layer 295 is applied to the front surface of the upper electrode connecting end 294 at a position where the upper electrode connecting end 294 does not contact the second main bus bar 267. The sixth insulating layer 297 is applied to the back surface of the upper electrode connecting end 294 at a position where the upper electrode connecting end 294 does not contact the second main bus bar 267. The insulating layer 296 is not applied to the position where the upper electrode connecting end 294 contacts the second main bus bar 267. The second main bus bar 267 has an electrode connecting end on the upper portion. The second main bus bar 267 is electrically connected to the upper electrode connecting end 294 by soldering. The bottom gasket 293 and the upper electrode connecting end 294 are perpendicular to each other at 90°. The bottom gasket 293 is along the X-axis direction, and the upper electrode connecting end 294 is along the Y-axis direction. The bottom gasket 293 is a flat metal ring, which prevents the bottom of the ring-shaped single battery 40 from being scratched by the fourth spring gasket 252.

[0188] As shown in FIGS. 72 and 73, the first bus bar 271 includes a first circular hole 270 and a second circular hole 272, which are composed of a sheet-shaped conductor. The diameters of the first circular hole 270 and the second circular hole 272 are greater than the major diameter of the first screw thread 245. The second bus bar 276 includes a third circular hole 275 and a fourth circular hole 277, which are composed of a sheet-shaped conductor. The diameters of the third circular hole 275 and the fourth circular hole 277 are greater than the major diameter of the first screw thread 245. A plurality of first bus bars 271 are connected to a plurality of second bus bars 276 to form the first main bus bar 263. The first insulating layer 278 is applied to the upper portion of the first bus bar 271 at a position where the first bus bar 271 does not contact the second bus bar 276 and the positive electrode connecting line 223. The second insulating layer 274 is applied to the lower portion of the first bus bar 271 at a position where the first bus bar 271 does not contact the second bus bar 276 and the positive electrode connecting line 223. The third insulating layer 278 is applied to the upper portion of the second bus bar 276 at a position where the second bus bar 276 does not contact the first bus bar 271 and the positive electrode connecting line 223. The fourth insulating layer 279 is applied to the lower portion of the second bus bar 276 at a position where the second bus bar 276 does not contact the first bus bar 271 and the positive electrode connecting line 223.

[0189] As shown in FIG. 64 and FIG. 69, the third mounting hole 229 is provided on the first insulator 231. The positive lead 230 is connected with the first bus bar 232 through the third mounting hole 229. The positive electrode terminal front end 305 is provided on the positive electrode terminal 227, and the positive lead 230 is connected with the positive electrode terminal front end 305. The top cover 226 is in contact with the insulating washer 287. The positive electrode terminal 227 is composed of the second spring washer 304, the insulating washer 287 and the positive electrode terminal front end 305. The positive connection line 223 is provided between the positive electrode terminal 227 and the second nut 241, and the connection line front end 300 and the connection line rear end 299 are provided on the connection line 223. The connection line fourth mounting hole 301 is provided on the connection line front end 300, and the connection line fifth mounting hole 298 is provided on the connection line rear end 299. There is no part of the connection line 223 in contact with the first spring washer 239 and the positive electrode terminal 227. The first insulating layer 218 is painted on the front surface, and the second insulating layer 219 is painted on the back surface. This is to avoid short circuit caused by the connection of the connection line 223 with other leads after the collision of the aircraft 2. The first insulating washer 240 is provided above the second nut 241, and the connection line front end 300 is installed on the first insulating washer 240. The first spring washer 239 is provided on the connection line front end 300, and the first nut 222 is provided on the first spring washer 239.

[0190] As shown in FIG. 64, FIG. 72 and FIG. 73, the positive connection line 223 is provided between the positive electrode terminal 227 and the second nut 241, and the connection line first mounting hole 301 is installed on the first insulating washer 240 through the first thread 245. The third circular hole 275 of the second bus bar 276 is connected with the connection line front end 300 through the first thread 245. The first bus bar 271 second circular hole 272 is connected with the second bus bar 276 through the first thread 245. The first spring washer 239 is installed above the second circular hole 272. The first nut 222 is rotated and tightened in the direction of the second nut 241 on the first thread 245. The first bus bar 271, the second bus bar 276, the first spring washer 239 and the first insulating washer 240 are fixed on the first thread 245. The first conductive rubber 221 is used to seal between the first nut 222 and the second nut 241. This avoids the spark generated by the tiny gap between the positive connection line 223, the first bus bar 271 and the second bus bar 276, which makes the adjacent air temperature rise instantly, which makes the temperature of the battery box 4 increase sharply, and the first conductive rubber 221 converts the electric energy that generates the spark into heat energy, which is absorbed by the heat tower 220.

[0191] As shown in FIG. 29 and FIG. 31, the remote control system 465 has a remote communication system 291, a remote service terminal system 723 and a backup remote communication system 722.

[0192] The telecommunication system 291 has a wireless carrier system 287, a global navigation satellite system 280, a communication satellite 281, an uplink transmitting station 283, a computer 282, a ground network 285.

[0193] The wireless carrier system 287 is a cellular telephone system having cellular towers 286, mobile switching centers 288 and other networking components required to connect the wireless carrier system 287 with the ground network 285. The communication technology implemented by the wireless carrier system 287 has the analog technology of AMPS and the digital technologies of CDMA and GSM / GPRS.

[0194] The global navigation satellite system 280 is a space-based radio navigation positioning system that provides three-dimensional coordinates and velocity, as well as time information, to users on or near the Earth's surface.

[0195] The communication satellite 281 is a man-made Earth satellite that acts as a radio relay station for telephone and data information.

[0196] The uplink transmitting station 283, the uplink refers to the physical channel over which signals are transmitted from a mobile station to a base station.

[0197] The computer 282 is a computer that provides Internet connection access, provides DNS service and acts as a network address server that allocates IP addresses to the aircraft 2 using DHCP or other appropriate protocol.

[0198] The ground network 285 has a public switched telephone network (PSTN) and an Internet protocol (IP) network, standard wired networks, fiber optic networks, cable networks, wireless networks.

[0199] The remote service terminal system 723 has a second switch 711, a server 712, a database 713, a computer device 714 and a remote operator system 715 that are communicably connected via a wired and wireless local area network 289.

[0200] The second switch 711 routes incoming signals, sending voice transmissions to the remote pilot 349 of the remote operator system 715 and sending data transmissions to the computer device 714 for demodulation and further signal processing.

[0201] The computer device 714 has an encoder that is connected to the server 712 and the database 713.

[0202] The server 712 sends and receives data information stored in the database 713, the first remote information processing unit 55 and the second remote information processing unit 61.

[0203] The database 713 is capable of storing account information, user authentication information, aircraft identification. It is also capable of data transmission through the wireless system 422.11x, GPRS.

[0204] The remote operator station system 715 has a remote console 721 and a remote pilot 349.

[0205] The remote console 721 has an input device 720, a display device 718, a second memory 717 (RAM, ROM) and a second processor 716 (CPU, GPU) communicably connected through a third communication bus 719. The input device 720 has a keyboard with a plurality of operation keys for receiving input operations from the remote flight pilot 349. The display device 718 provides data display images to the remote flight pilot 349. The remote flight pilot 349 starts to perform remote control work after the second processor 716 is activated in the remote console 721.

[0206] The backup remote communication system 722 is using a communication satellite 281 and an uplink transmitting station 283 to accomplish one-way communication and two-way communication between the remote service terminal system 723 and the wireless communication channel 469.

[0207] As shown in FIG. 29 and FIG. 30, the third communication bus 719 of the remote communication system 291 is connected with the wired and wireless local area network 289, the second processor 716 is connected with the first switch 715, the first switch 715 is connected with the wired and wireless local area network 289, the wired and wireless local area network 289 is connected with the second switch 711, the second switch 711 is connected with the ground network 285, the ground network 285 is connected with the mobile switching center 288, the mobile switching center 288 is connected with the wireless carrier system 287, the wireless carrier system 287 is connected with the flight control computer 362 through the wireless communication channel 469, and one-way communication and two-way communication are simultaneously performed.

[0208] The remote pilot 349 controls the aircraft 2 through the remote control system 465, and the first robotic pilot 477 and the second robotic pilot 478 on the aircraft 2 use the pilot system 466 to control the aircraft 2. When the remote pilot 349 controls the aircraft 2 through the remote control system 465, the onboard pilot and mechanic 474 can take over the control of the aircraft 2 to replace the remote control system 465. The pilot system 466 is connected with the flight control computer 362 through the wired communication channel 470. The pilot system 466 includes a cockpit display device 467 and a pilot input device 468. The cockpit display device 467 includes a display panel and an instrument panel display. The pilot system 466 includes audio output and input devices for the onboard pilot to communicate with air traffic control. The onboard pilot uses the pilot input device 468 to provide control commands to the aircraft 2.

[0209] When the aircraft 2 is ready to land, the remote pilot 349 issues the control command of the first leveling control system 432 through the remote control system 465. The remote control system 465 uploads the control command to the flight control computer 362. The flight control computer 362 sends control signals to the first hydraulic servo controller 450, the second hydraulic servo controller 452, the third hydraulic servo controller 454, and the fourth hydraulic servo controller 456 according to the sensor feedback data and the preset control command. The first hydraulic servo controller 450 controls the first hydraulic valve group 451 to act according to the control signal, so as to control the double-acting multi-stage hydraulic cylinder 437 of the first landing gear 650 to complete the extension and retraction action to the specified position. The second hydraulic servo controller 452 controls the second hydraulic valve group 453 to act according to the control signal, so as to control the double-acting multi-stage hydraulic cylinder 437 of the second landing gear 651 to complete the extension and retraction action to the specified position. The third hydraulic servo controller 454 controls the third hydraulic valve group 455 to act according to the control signal, so as to control the double-acting multi-stage hydraulic cylinder 437 of the third landing gear 665 to complete the extension and retraction action to the specified position. The fourth hydraulic servo controller 456 controls the fourth hydraulic valve group 457 to act according to the control signal, so as to control the double-acting multi-stage hydraulic cylinder 437 of the fourth landing gear 669 to complete the extension and retraction action to the specified position. After the first landing gear 650, the second landing gear 651, the third landing gear 665, and the fourth landing gear 669 all reach the specified position, the aircraft 2 is ready to land, and the aircraft 2 lands. After the aircraft 2 completes the passenger drop-off work, the first leveling control system 432 has the following leveling process for the first landing gear 650, the second landing gear 651, the third landing gear 665, and the fourth landing gear 669: The action command of the first leveling control system 432 is issued by the remote pilot 349 through the remote control system 465, and is uploaded to the second programmable logic controller 448 through the remote control system 2 to start the leveling operation. The first leveling control system 432 controls the extension length of the strut cylinder according to the calculated distance of the strut to the ground, and the first length measuring sensor 428 detects the extension length value of the strut cylinder. Until the first hydraulic pressure sensor 415 of the strut cylinder detects that the pressure of the strut cylinder reaches the preset value, it means that the strut cylinder has reached the top, and the system re-reads the extension length value of the strut cylinder detected by the first microwave distance measuring sensor 418 and the first length measuring sensor 428, and reads the inclination state of the vehicle in the X-axis direction and the Y-axis direction detected by the first inclination sensor 445 and the second inclination sensor 446 respectively. The first leveling control system 432 calculates the inclination state of the aircraft 2 chassis according to the feedback information of each sensor, and gives a leveling control scheme according to the system setting, and controls each strut to complete automatic leveling according to the leveling control scheme.

Claims

1. An electric aircraft security system and endurance system, characterized in that: The aircraft 2 is composed of an electric aircraft security system 710, an aircraft frame 672, a fuselage 657 on the upper part of the aircraft frame 672, a first landing gear 650 on the lower part of the aircraft frame 672, a second landing gear 651, a third landing gear 665 and a fourth landing gear 669, The electric aircraft security system 710 is composed of an aircraft battery security system 704 and an aircraft endurance system 709 provided on the aircraft 2, The aircraft battery security system 704 is composed of a flight control system 490, a battery formation and liquid injection system 35, a battery box air filter system 32 and an aircraft battery and motor cooling system 33, The battery formation and liquid injection system 35 is composed of an electrolyte automatic replenishment control system 45, an electrolyte conveyor 28, a liquid conveying pipe 29, a liquid injector 36 and a ring-shaped single-body battery 40 connection, The liquid injector 36 is provided on the liquid injection pipe 346 of the ring-shaped single-body battery 40, and is composed of an upper shell 181 and a lower shell 182 connected by threads, a liquid inlet 183 is provided at the top end of the upper shell 181, a liquid outlet 186 is provided at the bottom end of the lower shell 182, the liquid inlet 183 of the liquid injector 36 is connected with the liquid conveying pipe 29, and the liquid outlet 186 of the liquid injector 36 is connected with the eighth thread 389 of the liquid injection pipe 346, The battery box air filter system 32 is composed of a battery box air filter 43, a third one-way valve 147, a fourth one-way valve 148, a battery box air inlet pipe 31, a plug 30, a socket 8 and a battery box air outlet pipe 34, The aircraft battery and motor cooling system 33 is composed of a radiator 329, a water pump 332, a sixth drive motor 581, an eighth drive motor 607, a ninth drive motor 632, a seventh drive motor 593, a first liquid total exchanger 313 in the battery box 4, a liquid exchanger 253 and a second liquid total exchanger 328, The flight control system 490 includes: a flight control computer 362, a battery control system 350, a power supply mode switching circuit system 473, a programmable logic controller interface 487, a remote control system 465, a pilot system 466, a first peripheral interface 471, a first robot 363, a second robot 364 and a navigation light control system 472, The aircraft endurance system 709 is composed of a remote control system 465, a flight control system 490, an external power source take-off assistance system 395 and a battery box replacement control system 461, The remote control system 465 has: a remote communication system 291, a remote service terminal system 723 and a backup remote communication system 722, The backup remote communication system 722 uses a communication satellite 281 and an uplink transmitting station 283 to complete one-way communication and two-way communication between the remote service terminal system 723 and the wireless communication channel 469, The external power source take-off assistance system 395 is composed of an external power source system 370 and a power supply mode switching circuit system 473, The battery case replacement control system 461 is composed of the first leveling control system 432, the first landing gear 650, the second landing gear 651, the third landing gear 665, the fourth landing gear 669 and the on-board battery case replacement system 491.

2. The battery safety system and endurance system composed of the guarantee system and the electric aircraft according to claim 1, characterized in that: The remote control system 465 has a remote communication system 291, a remote service terminal system 723 and a backup remote communication system 722, The remote communication system 291 has a wireless carrier system 287, a global navigation satellite system 280, a communication satellite 281, an uplink transmitting station 283, a computer 282, a ground network 285, The wireless carrier system 287 is a cellular telephone system, which has a cell tower 286, a mobile switching center 288 and other networking components required to connect the wireless carrier system 287 with the ground network 285, the communication technology implemented by the wireless carrier system 287 has the analog technology of AMPS and the digital technology of CDMA and GSM / GPRS, The global navigation satellite system 280 is an air-based radio navigation positioning system that can provide users with three-dimensional coordinates and speed, and time information at any location on the earth's surface or near space, The communication satellite 281 is a man-made earth satellite that serves as a radio communication relay station, and the communication satellite can transmit telephone and data information, The uplink transmitting station 283, the uplink refers to the physical channel of the signal from the mobile station to the base station, The computer 282 is a computer that provides Internet connection access, provides DNS service and serves as a network address server, which allocates IP addresses to the aircraft 2 using DHCP or other appropriate protocols, The ground network 285 has a public switched telephone network (PSTN) and an Internet protocol (IP) network, standard wired networks, optical fiber networks, cable networks, wireless networks, The remote service terminal system 723 has a second switch 711, a server 712, a database 713, a computer device 714 and a remote control console system 715, which are communicable via wired and wireless local area networks 289, The second switch 711 routes incoming signals, transmits voice transmissions to the remote pilot 349 of the remote control console system 715, and transmits data transmissions to the computer device 714 for demodulation and further signal processing, The computer device 714 has an encoder connected to the server 712 and the database 713, The server 712 sends and receives data information stored in the database 713, the first remote information processing unit 55 and the second remote information processing unit 61, The database 713 can store account information, user authentication information, aircraft identification, and can also transmit data through the wireless system 422.11x, GPRS, The remote control console system 715 has a remote console 721 and a remote pilot 349, The remote console 721 has an input device 720, a display device 718, a second memory 717 (RAM, ROM) and a second processor 716 (CPU, GPU) communicably connected through a third communication bus 719, the input device 720 has a keyboard with multiple operation keys for receiving input operations of the remote flight pilot 349, the display device 718 provides data display images to the remote flight pilot 349, the remote flight pilot 349 starts to perform remote control work after the second processor 716 of the remote console 721 is activated, The standby remote communication system 722 uses a communication satellite 281 and an uplink transmitting station 283 to complete one-way communication and two-way communication between the remote service terminal system 723 and the wireless communication channel 469.

3. The battery safety system and endurance system ensemble of security and electric aircraft of claim 1, wherein: The flight control system 490 includes a flight control computer 362, a battery control system 350, a power supply mode switching circuit system 473, a programmable logic controller interface 487, a remote control system 465, a pilot system 466, a first peripheral interface 471, a first robot 363, a second robot 364 and a navigation light control system 472, the flight control computer 362 is connected with the battery control system 350, the power supply mode switching circuit system 473, the programmable logic controller interface 487, the remote control system 465, the pilot system 466, the first peripheral interface 471, the first robot 363, the second robot 364 and the navigation light control system 472 respectively, the programmable logic controller interface 487 is connected with the first programmable logic controller 571, the first programmable logic controller 571 is connected with the electronic differential controller 641, the electronic differential controller 641 is connected with the signal preprocessor 647, the signal preprocessor 647 is connected with the aircraft sensor 648, The flight control computer 362 calculates flight control instructions by receiving aircraft 2 airspeed, altitude, attitude, position, orientation, temperature, airspeed, vertical speed signals provided by the aircraft sensor 648, and transmits the instructions to the power system 488 for controlling the aircraft 2, according to the navigation state and target navigation path of the aircraft 2, the flight control computer 362 and the battery management system 351 jointly formulate the flight control strategy of the aircraft 2 and transmit it to the flight control system 490 in real time, for different flight states of the aircraft 2, the flight control computer 362 and the battery management system 351 adopt different control strategies, when the aircraft 2 takes off, the aircraft 2 is powered by the external power take-off assist system 395, the battery management system 351 monitors the power supply mode switching circuit system 473 in real time to ensure the energy consumption and battery thermal safety of the aircraft, after the aircraft 2 enters the cruising process, the flight control computer 362 controls the attitude and flight speed of the aircraft in real time to maintain the stability and flight accuracy of the aircraft 2, during the landing process of the aircraft 2, the battery management system 351 monitors the battery power and energy consumption in real time to ensure the energy consumption and battery thermal safety of the aircraft, The battery control system 350 comprises a battery management system 351, a power battery system 352 and a power distribution unit 353. The battery management system 351 is connected with the power battery system 352, and the battery management system 351 is connected with the power distribution unit 353. The battery management system 351 is used for monitoring the state information of the battery, such as the temperature, voltage and current. The power battery system 352 is used for monitoring the voltage information of the battery. The power distribution unit 353 is used for monitoring the charging and discharging current information of the battery. The battery state information and energy consumption information provided by the battery control system 350 are fed back to the flight control computer 362. According to the battery state and energy consumption, the flight control computer 362 adjusts the flight control instructions to realize the stability and safety of the aircraft 2. The power system 488 comprises a first motor controller 583, a second motor controller 591, a third motor controller 610, a fourth motor controller 630, a sixth drive motor 581, a seventh drive motor 593, an eighth drive motor 607 and a ninth drive motor 602. The power supply system 352 comprises a first battery box system 679, a second battery box system 680, a third battery box system 681 and a fourth battery box system 682, which are composed of an airborne battery box replacement system 491 and a battery box 4. The first motor controller 583, the second motor controller 591, the third motor controller 610 and the fourth motor controller 630 control the rotation speed and power of the sixth drive motor 581, the seventh drive motor 593, the eighth drive motor 607 and the ninth drive motor 602 respectively according to the control instructions provided by the flight control computer 362, so as to control the flight of the aircraft 2.

4. The battery safety system and endurance system of the guarantee system and the electric aircraft according to claim 1, wherein: The external power take-off assist system 395 comprises an external power supply system 370 and a power supply mode switching circuit system 473. The external power supply system 370 comprises an aircraft charging socket 356, a charging gun 371, a cable 372 and a charging box 373. A power supply connection display 374, a charging box power switch 375 and an electric wire reel 377 are arranged on the charging box 373. The electric wire reel 377 is used for automatic paying out and winding of the cable 372. The charging gun 371 is connected with the cable 372, and the cable 372 is connected with the charging box 373 through the electric wire reel 377. The electric wire reel 377 comprises a wire winding shaft 383, a first side plate 388 and a second side plate 382. The wire winding shaft 383 is cylindrical. First and second limiting plates 384 and 379 are arranged at both ends of the wire winding shaft 383. A plurality of screw rods 380 are used to connect the first side plate 388 with the second side plate 382. The cable 372 is wound on the wire winding shaft 383. A cable limiter 381 is arranged outside the wire winding shaft 383 for limiting the paying out and winding of the cable 372. A tenth motor 376 and a control board 390 are arranged on the side of the first side plate 388. A flange plate 385 is arranged in the first side plate 388, a shaft sleeve 386 is arranged on the flange plate 385, the shaft sleeve 386 penetrates the winding shaft 383 and the first limiting plate 384, a slot is arranged in the shaft sleeve 386, a flange bearing 387 is sleeved on the outer end of the shaft sleeve 386, the flange bearing 387 is arranged in the first side plate 388, the fourth output shaft 730 of the tenth motor 376 is matched with the slot in the shaft sleeve 386, the tenth motor 376 drives the shaft sleeve 386, the flange plate 385 and the winding shaft 383 to rotate through the fourth output shaft 730, in the process of controlling the tenth motor 376 to rotate the cable 372, if resistance occurs, the control panel 390 controls the tenth motor 376 to stop working and reversely rotate to release a section of the cable 372, so as to avoid damage of the tenth motor 376, the tenth motor 376 drives the electric winding device 377 to realize automatic winding and unwinding, the control panel 390 has a stall protection function, and can automatically stop working immediately when resistance is encountered during winding, The power supply mode switching circuit system 473 is composed of an external power supply circuit 359, a protection circuit 357, a power surge protector 358, a charging socket 356, a DC / DC converter and a battery power supply circuit 355. The charging socket 356 is connected with the power surge protector 358, the power surge protector 358 is connected with a power input end 360, the power input end 360 is connected with the DC-DC converter 361, the DC-DC converter 361 is connected with the external power supply circuit 359 and the protection circuit 357 at the same time, the external power supply circuit 359 is connected with a power supply end 354, the power supply end 354 is connected with a power distribution unit 353, the protection circuit 357 is connected with the battery power supply circuit 355, the battery power supply circuit 355 is connected with the power supply end 354, the connection point of the external power supply circuit 359 and the protection circuit 357 is the power input end 360, the connection point of the external power supply circuit 359 and the battery power supply circuit 355 is the power supply end 354, the power supply end 354 is used for supplying power to the power distribution unit 353 in the battery control system 350, the power input end 360 is connected with an external power supply system 370 through the charging socket 356 and a charging gun 371, the external power supply circuit 359 outputs the external power supply to the power supply end 354 to supply power to the power distribution unit 353, at the same time, the protection circuit 357 controls the battery power supply circuit 355 to be cut off, so as to block the power supply of the power battery system 352 to the power distribution unit 353, to realize the power supply of the power distribution unit 353 by the external power supply system 370 alone, the power distribution unit 353 directly supplies power to a power system 488 of the aircraft 2, the cut-off of the battery power supply circuit 355 can prevent the external power supply from directly filling the power battery system 352, thereby avoiding causing the power battery system 352 to catch fire or explode, when the power input end 360 is not connected with the external power supply system 370, the protection circuit 357 controls the battery power supply circuit 355 to be turned on, the battery power supply circuit 355 starts to work, the battery power supply circuit 355 outputs the power supply of the power battery system 352 to the power supply end 354 to supply power to the power distribution unit 353, to realize the power supply of the power distribution unit 353 by the power battery system 352 alone, at the same time, the external power supply circuit 359 blocks the communication between the power battery system 352 and the power input end 360, so as to prevent the power supply of the power battery system 352 from being input to the power input end 360 to cause the false triggering of the charging management circuit, to avoid the false charging prompt, the DC-DC converter 361 is connected with the power supply end, and the DC-DC converter 361 is used for converting the voltage of the power input end 360 into the working voltage of the power distribution unit 353.

5. The battery safety system and endurance system ensemble of security and electric aircraft of claim 1, wherein: The external power supply circuit 359 of the power supply mode switching circuit system 473 comprises a Schottky diode D1, a transient suppression diode D2 and a first resistor R1, the anode of the Schottky diode D1 is connected with the protection circuit 357, the cathode of the Schottky diode D1 is connected with the cathode of the transient suppression diode D2 and the first end of the first resistor R1, the anode of the transient suppression diode D2 is grounded, the second end of the first resistor R1 is connected with the battery power supply circuit 355, the protection circuit 357 comprises a first electrostatic diode ESD1, a second resistor R2, a third resistor R3 and a first PMOS Q1, the first end of the second resistor R2 is connected with the anode of the Schottky diode D1, the second end of the second resistor R2 is grounded through the third resistor R3, the gate of the first PMOS Q1 is connected with the second end of the second resistor R2, the source of the first PMOS Q1 is connected with the anode of the Schottky diode D1, the drain of the first PMOS Q1 is connected with the battery power supply circuit 355, the anode of the first electrostatic diode ESD1 is connected with the gate of the first PMOS Q1, the cathode of the first electrostatic diode ESD1 is connected with the source of the first PMOS Q1, the battery power supply circuit 355 comprises a second PMOS Q2, a fourth resistor R4 and a fifth resistor R5, the drain of the second PMOS Q2 is connected with the battery, the gate of the second PMOS Q2 is connected with the drain of the first PMOS Q1, the second end of the fourth resistor R4 and the first end of the fifth resistor R5, the first end of the fourth resistor R4 is grounded, the second end of the fifth resistor R5 and the source of the second PMOS Q2 are connected with the second end of the first resistor R1, the battery power supply circuit 355 further comprises a first capacitor C1, the first end of the first capacitor C1 is grounded, the second end of the first capacitor C1 is connected with the source of the second PMOS Q2, the battery power supply circuit 355 further comprises a second electrostatic diode ESD2, the anode of the second electrostatic diode ESD2 is connected with the gate of the second PMOS Q2, the cathode of the second electrostatic diode ESD2 is connected with the source of the second PMOS Q2.

6. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The battery box replacement control system 461 is composed of the first leveling control system 432, the first landing gear 650, the second landing gear 651, the third landing gear 665, the fourth landing gear 669 and the on-board battery box replacement system 491, the on-board battery box replacement system 491 is composed of the first battery box system 679, the second battery box system 680, the third battery box system 681 and the fourth battery box system 682, the first leveling control system 432 has the first hydraulic pressure sensor 415, the first position sensor 416, the first length measuring sensor 428, the first microwave ranging sensor 418, the first inclination sensor 445, the second inclination sensor 446, the first hydraulic servo controller 450, the second hydraulic servo controller 452, the third hydraulic servo controller 454 and the fourth hydraulic servo controller 456, all of which are connected with the second programmable logic controller 448 through data lines respectively, the first hydraulic servo controller 450 is connected with the first hydraulic valve group 451 through a data line; the second hydraulic servo controller 452 is connected with the second hydraulic valve group 453 through a data line, the third hydraulic servo controller 454 is connected with the third hydraulic valve group 455 through a data line; the fourth hydraulic servo controller 456 is connected with the fourth hydraulic valve group 457 through a data line, The installation signal line, the control line protector 481, the power surge protector 482, the first slide rail front end fixed plate 504, the second slide rail front end fixed plate 511, the first slide rail 503 and the second slide rail 516 are installed under the main plate 499 of the airborne battery box replacement system 491, the first flange 478 is arranged on the first bearing plate 488, the first flange 478 is fixed on the aircraft frame 672 by a plurality of first screws 701, the second flange 506 is installed on the second bearing plate 507, the second flange 506 is fixed on the aircraft frame 672 by a plurality of first screws 701, the hollow slot 515 is arranged on the main plate 499, the first grabbing plate 500 is vertically installed on the first slide rail 503, the first grabber 517 is arranged on the first grabbing plate 500, the first grabbing plate 500 slides on the first slide rail 503, the second grabbing plate 485 is vertically installed on the second slide rail 516, the second grabber 497 is arranged on the second grabbing plate 485, the second grabbing plate 485 slides on the second slide rail 516, the first limit switch 458 and the second limit switch 459 are installed under the second bearing plate 507, the plug 8 is installed on the first side face 496, the third grabbing plate 501 is vertically installed on the first side face 496, the third grabber 502 is arranged on the third grabbing plate 501, the fourth grabbing plate 498 is vertically installed on the first side face 496, the fourth grabber 495 is arranged on the fourth grabbing plate 498, the first grabber 517, the second grabber 497, the third grabber 502 and the fourth grabber 495 are semicircular, which is convenient for fixing the grabbed battery box 4, the first fixed frame 489 is installed outside the second side face 492, the first motor 479 is installed on the first fixed frame 489, the third output shaft 487 of the first motor 479 is connected with the rotating rod 513 through the coupling and the first fixed frame 489, the lead screw segment 510 is installed on the rotating rod 513, the nut 509 is sleeved on the lead screw segment 510, the connecting rod 508 is installed on the nut 509, the connecting rod 508 is connected with the first grabbing plate 500 and the second grabbing plate 485, the second programmable controller 448 is connected with the first limit switch 458 and the second limit switch 459, the first motor 479 is connected with the first limit switch 458 and the second limit switch 459, and the first motor 479 is connected with the second programmable controller 448.

7. The battery safety system and endurance system ensemble of security and electric aircraft of claim 6, wherein: The first landing gear 650, the second landing gear 651, the third landing gear 665 and the fourth landing gear 669 arranged at the lower part of the aircraft frame 672 are all composed of the first leveling control system 432 and the double-acting multi-stage hydraulic cylinder landing gear 444, the double-acting multi-stage hydraulic cylinder landing gear 444 including a wheel 442, a tire 441, a torsion arm 440, a pull rod 439, a cover plate 449 and a double-acting multi-stage hydraulic cylinder 437, the double-acting multi-stage hydraulic cylinder 437 being arranged at the lower part of the aircraft frame 672, the cover plate 449 being arranged at the upper part of the protrusion of the torsion arm 440, the connector 443 being arranged at the curved middle part of the torsion arm 440, the end head 426 of the double-acting multi-stage hydraulic cylinder 437 being connected with the connector 443, the upper part of the torsion arm 440 being connected with the lower part of the pull rod 439, the lower part of the torsion arm 440 being connected with the wheel 442, the upper part of the pull rod 439 being connected with the connecting device 438 on the double-acting multi-stage hydraulic cylinder 437, the double-acting multi-stage hydraulic cylinder 437 playing a role of a buffer when the aircraft 2 lands, The double-acting multi-stage hydraulic cylinder 437 is an N-stage hydraulic cylinder N≥2, and in this application, it is a three-stage hydraulic cylinder. When the three-stage hydraulic cylinder is jacked up, hydraulic oil enters the second primary cylinder jacking-up oil cavity 419 from the third oil port 417, and then the second primary cylinder piston 429 is jacked up. Then the hydraulic oil enters the second secondary cylinder jacking-up oil cavity 421 through the second secondary cylinder jacking-up oil cavity oil channel 420, and then the second secondary cylinder piston 433 is jacked up. Then the hydraulic oil enters the second tertiary cylinder jacking-up oil cavity 423 through the second tertiary cylinder jacking-up oil cavity oil channel 422, and then the second tertiary cylinder piston 424 is jacked up. The residual oil in each stage of the contraction oil cavity flows out of the fourth oil port 427 through the contraction oil cavity oil channel. When the three-stage hydraulic cylinder is contracted, the hydraulic oil enters the middle oil pipe of each stage from the fourth oil port 427, and then the second primary cylinder piston 429 is compressed upward through the second primary cylinder contraction oil cavity oil channel 430. Then the second secondary cylinder piston 433 is compressed upward through the second secondary cylinder contraction oil cavity oil channel 434. Then the second tertiary cylinder piston 424 is compressed upward through the second tertiary cylinder contraction oil cavity oil channel 436. The residual oil in each stage of the jacking-up oil cavity flows out of the third oil port 417 through the jacking-up oil cavity oil channel. The first hydraulic pressure sensor 415 is installed at the lower part of the second base 430 of the double-acting multi-stage hydraulic cylinder 437, and the data of the force condition is fed back to the second programmable logic controller 448. The first position sensor 416 is installed at the lower part of the second base 430 to detect the fully retracted state of the support oil cylinder and feed back the data to the second programmable logic controller 448. The first length measuring sensor 428 is installed at the top of the double-acting multi-stage hydraulic cylinder 437 to detect the extension and retraction position distance of the support oil cylinder and feed back the extension and retraction speed and position data of the support oil cylinder to the second programmable logic controller 448. The first microwave distance measuring sensor 418 is installed at the top of the hydraulic support to detect the distance from the support to the ground and feed back the data to the second programmable logic controller 448. The first inclination sensor 445 and the second inclination sensor 446 are installed at the center of the chassis of the aircraft 2 to detect the inclination data in the X-axis direction and the Y-axis direction.

8. The battery safety system and endurance system ensemble of security and electric aircraft of claim 7, wherein: The power consumption of the aircraft 2 during takeoff is twice or even more than that during level flight. During takeoff, the aircraft needs to overcome the earth's gravity and reach a certain speed to achieve stable flight, which requires a large amount of power consumption. During level flight, the aircraft mainly needs to overcome air resistance, and the power consumption is relatively low. In order to prevent the aircraft 2 from consuming a large amount of power from the power battery system 352 instantaneously during takeoff, the aircraft 2 is powered by the external power takeoff assist system 395 when it enters the takeoff state 751. When the aircraft 2 enters the cruising state 752, the aircraft 2 is disconnected from the external power takeoff assist system 395, and the aircraft 2 is powered by the power battery system 352 when it enters the cruising state 753.

9. The battery safety system and endurance system ensemble of security and electric aircraft of claim 8, wherein: The battery pack 6 is installed on the lower cover 7 inside the battery box 4, and the upper cover 5 is installed on the lower cover 7. The battery pack 6 is composed of a plurality of ring-shaped single batteries 40. The battery formation and liquid injection system 35 included in the aircraft battery safety system 704 is connected by an electrolyte automatic supply control system 45, an electrolyte conveyor 28, a liquid conveying pipe 29, a liquid injector 36, and a ring-shaped single battery 40. The electrolyte automatic supply control system 45 is connected with the servo motor 15, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, and the third non-contact liquid level sensor 39 of the electrolyte conveyor 28. The electrolyte conveyor 28 is connected with the electrolyte conveying pipe 29. The electrolyte conveying pipe 29 is connected with the liquid injector 36. The liquid injector 36 is connected with the ring-shaped single battery 40. The first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, and the third non-contact liquid level sensor 39 are connected with the programmable controller 48. The liquid injector 36 is arranged on the liquid injection pipe 346 of the ring-shaped single battery 40 in the battery box 4, and the liquid outlet 186 of the liquid injector 36 is connected with the eighth thread 389 of the liquid injection pipe 346. The first non-contact liquid level sensor 37 is arranged on the front row of ring-shaped single batteries 40 in the battery box 4, and is arranged at the highest liquid level of the first row of ring-shaped single batteries 40, for detecting whether the liquid level of the first row of ring-shaped single batteries 40 rises to the highest liquid level, and sending a first trigger signal to the programmable controller 48 when detecting that the liquid level of the first row of ring-shaped single batteries 40 rises to the highest liquid level. The second non-contact liquid level sensor 38 is arranged on the middle row of ring-shaped single batteries 40 in the battery box 4, and is arranged at the lowest liquid level of the middle row of ring-shaped single batteries 40, for detecting whether the liquid level of the middle row of ring-shaped single batteries 40 falls to the lowest liquid level, and sending a second trigger signal to the programmable controller 48 when detecting that the liquid level of the middle row of ring-shaped single batteries 40 falls to the lowest liquid level. The third non-contact liquid level sensor 39 is arranged on the last row of ring-shaped single batteries 40 in the battery box 4, and is arranged at the highest liquid level of the last row of ring-shaped single batteries 40, for detecting whether the liquid level of the last row of ring-shaped single batteries 40 rises to the highest liquid level, and sending a third trigger signal to the programmable controller 48 when detecting that the liquid level of the last row of ring-shaped single batteries 40 rises to the highest liquid level. When receiving the first trigger signal and the third trigger signal, the programmable controller 48 turns off the servo motor 15, and when receiving the second trigger signal, the electrolyte conveying machine 28 starts to work to convey the electrolyte in the second electrolyte storage bottle 9 to the liquid injector 36, so that the liquid level in the liquid injector 36 is automatically maintained between the highest liquid level and the lowest liquid level, ensuring that the electrolyte is supplied to each ring-shaped single battery 40. According to the needs, N first non-contact liquid level sensors 37, second non-contact liquid level sensors 38 and third non-contact liquid level sensors 39 are arranged on the ring-shaped single batteries 40 in the battery box 4. The servo motor 15 is installed on the electrolyte conveyor 28, the electrolyte conveyor 28 is connected with the electrolyte conveying pipe 29, the electrolyte automatic replenishment control system 45 comprises a programmable controller 48, the servo motor 15, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38, the third non-contact liquid level sensor 39, a liquid level indicator 44, a programmer 46 and an I / O expansion unit 51, the alarm indicator 57 is connected with the programmable controller 48, the second peripheral interface 47, the memory 49, the I / O expansion interface 50, the input module 54, the power module 55 and the output module 56 are connected with the microprocessor 53, the programmer 46 is connected with the second peripheral interface 47, the I / O expansion interface 50 is connected with the I / O expansion unit 51, the servo motor 15 and the alarm indicator 57 are connected with the output module 56, the liquid level indicator 44, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39 are connected with the input module 54, The programmer 46 programs the program of the programmable controller 48 according to different control requirements, the memory 49 is used for storing user programs, system programs and other data, the I / O expansion interface 50 is connected with the I / O expansion unit 51, so as to expand the input and output devices, the input module 54 is used for receiving the first trigger signal, the second trigger signal and the third trigger signal sent by the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39, and forwarding the received signals to the microprocessor 53, the first non-contact liquid level sensor 37, the second non-contact liquid level sensor 38 and the third non-contact liquid level sensor 39 are separate photoelectric liquid level sensors or capacitive liquid level sensors, the microprocessor 53 only carries out corresponding control after receiving the corresponding trigger signal, so as to ensure the normal operation of the whole system, the output module 56 is connected with the servo motor 15, the microprocessor 53 is connected with the servo motor 15 through the output module 56, when the microprocessor 53 carries out corresponding control according to the related trigger signal, the microprocessor 53 sends corresponding control signals to the servo motor 15 through the output module 56, so as to control the opening or closing of the servo motor 15, the power module 55 is used for providing the working voltage required by the input module 54, the output module 56 and the microprocessor 53, the liquid level indicator 44 is used for indicating the liquid level, the programmable controller 48 detects the signal of the liquid level indicator 44, and when the signal of the liquid level indicator 44 is detected, the alarm indicator 57 is controlled to send an alarm signal, prompting the driver that the second non-contact liquid level sensor 38 corresponds to the liquid level state at the lowest liquid level of the annular single battery 40 in the middle of the battery box 4.

10. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: When the aircraft 2 is ready to land, the remote pilot 349 issues an action instruction to control the first leveling control system 432 through the remote control system 465, which is uploaded to the flight control computer 362. The flight control computer 362 sends control signals to the first hydraulic servo controller 450, the second hydraulic servo controller 452, the third hydraulic servo controller 454, and the fourth hydraulic servo controller 456 according to the data fed back by the sensors and the preset action instruction. The first hydraulic servo controller 450 controls the action of the first hydraulic valve group 451 according to the control signal; thereby controlling the double-acting multi-stage hydraulic cylinder 437 of the first landing gear 650 to complete the extension and retraction action to the specified position. The second hydraulic servo controller 452 controls the action of the second hydraulic valve group 453 according to the control signal; thereby controlling the double-acting multi-stage hydraulic cylinder 437 of the second landing gear 651 to complete the extension and retraction action to the specified position. The third hydraulic servo controller 454 controls the action of the third hydraulic valve group 455 according to the control signal; thereby controlling the double-acting multi-stage hydraulic cylinder 437 of the third landing gear 665 to complete the extension and retraction action to the specified position. The fourth hydraulic servo controller 456 controls the action of the fourth hydraulic valve group 457 according to the control signal; thereby controlling the double-acting multi-stage hydraulic cylinder 437 of the fourth landing gear 669 to complete the extension and retraction action to the specified position. After the first landing gear 650, the second landing gear 651, the third landing gear 665, and the fourth landing gear 669 all reach the specified position, the aircraft 2 is ready to land, and the aircraft 2 lands. After the aircraft 2 completes the passenger drop-off work, the first leveling control system 432 has the following leveling process for the first landing gear 650, the second landing gear 651, the third landing gear 665, and the fourth landing gear 669: The action instruction of the first leveling control system 432 is issued by the remote pilot 349 through the remote control system 465 and uploaded to the second programmable logic controller 448 to start the leveling operation. The first leveling control system 432 controls the extension length of the strut cylinder according to the calculated distance from the strut to the ground. The first length measuring sensor 428 detects the extension length value of the strut cylinder. Until the first hydraulic pressure sensor 415 of the strut cylinder detects that the pressure reaches the preset value, indicating that the strut cylinder has reached the top, the system re-reads the extension length value of the strut cylinder detected by each first microwave distance measuring sensor 418 and the first length measuring sensor 428, and simultaneously reads the inclination state of the vehicle in the X-axis direction and the Y-axis direction detected by the first inclination sensor 445 and the second inclination sensor 446, respectively. The first leveling control system 432 calculates the inclination state of the aircraft 2 chassis according to the feedback information of each sensor and gives a leveling control scheme according to the system setting, and controls each strut to complete automatic leveling according to the leveling control scheme.

11. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The first programmable logic controller 571, the signal preprocessor 647 and the electronic differential controller 641 are installed on the aircraft frame 672, the first programmable logic controller 571 is connected with the electronic differential controller 641, the electronic differential controller 641 is connected with the signal preprocessor 647, the signal preprocessor 647 is connected with the aircraft sensor 648, the electronic differential controller 641 is connected with the first motor controller 583, the second motor controller 591, the third motor controller 610 and the fourth motor controller 630, the sixth drive motor 581 is connected with and controlled by the first motor controller 583; the seventh drive motor 593 is connected with and controlled by the second motor controller 591; the eighth drive motor 607 is connected with and controlled by the third motor controller 610; the ninth drive motor 632 is connected with and controlled by the fourth motor controller 630, The total distance control assembly 643 includes the total distance lever 642, the cycle distance control assembly 645 includes the cycle distance lever 644, the signal preprocessor 647 receives the signal of the total distance lever 642 to control the rotating speed of the rotor, the signal of the cycle distance lever 644 to change the flight trajectory, the airspeed, the height, the attitude, the position, the orientation, the temperature, the airspeed, the vertical speed signal of the aircraft sensor 648, calculates the expected driving torque and the critical flight speed, the electronic differential controller 641 receives the expected driving torque and the critical flight speed of the signal preprocessor 647, the speed signal of the first wheel speed sensor 582, the second wheel speed sensor 594, the third wheel speed sensor 608 and the fourth wheel speed sensor 631, calculates the driving torque of each rotor according to the steering driving condition, the electronic differential controller 641 sends the torque control target signal to the first motor controller 583, the second motor controller 591, the third motor controller 610 and the fourth motor controller 630, the aircraft sensor 648 also includes sensors dependent on data or signals outside the aircraft 2, global positioning system (GPS) sensor, VHF omnidirectional range sensor, instrument landing system (ILS).

12. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The aircraft frame 672 made of carbon fiber is composed of the first frame 670 and the second frame 671, the first frame 670 and the second frame 671 are the same shape, the combination part of the first frame 670 and the second frame 671 is set as the first L type 699, the combination part of the second frame 671 and the first frame 670 is set as the second L type 700, to ensure that the first frame 670 and the second frame 671 combine into a planar shape, a plurality of first mounting holes 702 are arranged on the aircraft frame 672, the first battery box system 679, the second battery box system 680, the third battery box system 681 and the fourth battery box system 682 of the aircraft battery safety system 704 are installed below the aircraft frame 672 by a plurality of first screws 701.

13. The battery safety system and endurance system ensemble of security and electric aircraft of claim 1 1, wherein: A first concave groove 685 is formed on the upper part of the second mounting hole 683 to accommodate the screw cap of the second screw 691, preventing the screw cap of the second screw 691 from being exposed outside the plane of the first frame 670, and a second concave groove 686 is formed on the upper part of the third mounting hole 684 to accommodate the screw cap of the third screw 692, preventing the screw cap of the third screw 692 from being exposed outside the plane of the second frame 671, A third concave groove 690 is formed on the lower part of the fourth mounting hole 688 to accommodate the first screw cap 697, preventing the first screw cap 697 from being exposed outside the plane of the first frame 670, and a fourth concave groove 689 is formed on the lower part of the fifth mounting hole 687 to accommodate the second screw cap 698, preventing the second screw cap 698 from being exposed outside the plane of the second frame 671, A plurality of second mounting holes 683 are formed on the first frame 670, a plurality of third mounting holes 684 are formed on the second frame 671, a plurality of fourth mounting holes 688 and fifth mounting holes 687 are formed on the first connecting plate 696, and an adhesive is injected at the joint 695 between the first connecting plate 696 and the first frame 670 and the second frame 671 to bond the first frame 670, the second frame 671, and the first connecting plate 696 together, the second screw 691 is tightened onto the first screw cap 697 through the second mounting hole 683 and the fourth mounting hole 688, and the third screw 692 is tightened onto the second screw cap 698 through the third mounting hole 684 and the fifth mounting hole 687, with the second screw 691 on one side of the first frame 670 and the third screw 692 on one side of the second frame 671.

14. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The support 703 is used to support the fuselage 657 structure assembly, the cockpit 618, the passenger cabin 619, the luggage compartment 603, the first engine access door 666, and the second engine access door 667 are arranged on the fuselage 657, the front windshield 655 is arranged above the front engine cover plate 653, the first side window 656 is arranged on the first engine access door 666, the second side window 658 is arranged on the second engine access door 667, the third side window 659 is arranged on the left side wall 668, and the rear window 661 is arranged on the rear wall 663, The support 703 is used to support the fuselage 657 structure assembly, the cockpit 618, the passenger cabin 619, the luggage compartment 603, the first engine access door 666, and the second engine access door 667 are arranged on the fuselage 657, the front windshield 655 is arranged above the front engine cover plate 653, the first side window 656 is arranged on the first engine access door 666, the second side window 658 is arranged on the second engine access door 667, the third side window 659 is arranged on the left side wall 668, and the rear window 661 is arranged on the rear wall 663, The first partition 601 is arranged between the cockpit 618 and the passenger cabin 619, the second partition 622 is arranged between the passenger cabin 619 and the luggage cabin 603, the console 616 is arranged in the cockpit 618, the cockpit display device 467 is arranged on the console 616, the first row of pilot seats 675 and the second row of mechanic seats 676 are arranged in the cockpit 618, the first row of pilot seats 675 is arranged as two, i.e. the first seat 600 and the second seat 617, the second row of mechanic seats 676 is arranged as one, i.e. the third seat 624, The third row of seats 677 and the fourth row of seats 678 are arranged in the passenger cabin 619, the fourth seat 625 and the fifth seat 620 are arranged on the third row of seats 677, the sixth seat 626, the seventh seat 627 and the eighth seat 628 are arranged on the fourth row of seats 678, the luggage cabin 603 is arranged at the rear of the passenger cabin 619, the distance between the fourth seat 625 and the fifth seat 620 is not less than 305 mm to meet the regulatory requirements, after the second cabin door 667 is opened, the passengers on the fourth row of seats 678 can reach their seats through the space between the fourth seat 625 and the fifth seat 620, wherein the cabin door can be arranged as left and right cabin doors, or one side as a cabin door and the other side as an emergency exit, which also meets the regulatory requirements, the width between the first row of pilot seats 675 and the second row of mechanic seats 676 is more than 305 mm, the pilot reaches the seat through the aisle on both sides after boarding from the left / right cabin door, and the mechanic 474 reaches the mechanic seat 676 through the aisle on both sides after boarding from the left / right cabin door, The first seat 600 and the second seat 617, and the luggage cabin 603 isolated behind the fourth row of seats 678 can accommodate six 20-inch luggage boxes, which are put in or taken out through the door of the luggage cabin 603.

15. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The sixth frame 566, the seventh frame 570, the eighth frame 573 and the ninth frame 561 are arranged transversely inside the first tilt nacelle 580, the tenth frame 574 and the eleventh frame 569 are arranged vertically, the first speed increasing gearbox 584 is arranged on the sixth frame 566 and the seventh frame 570, the sixth driving motor 581 is arranged on the eighth frame 573 and the ninth frame 561, the first rotating speed sensor 567 is arranged on the eleventh frame 569, the first motor controller 583 is arranged on the tenth frame 574, the first rotor 578 is arranged on the fifth output shaft 563 of the first speed increasing gearbox 584, the first rotor 578 is a five-blade rotor, the first rotor 578 has the function of variable total pitch, and the hovering efficiency and the cruising efficiency are considered, the first speed increasing gearbox 584 comprises the first low-speed input shaft 571 and the fifth output shaft 563, the fifth output shaft 563 is arranged parallel to the first low-speed input shaft 571 and located on one side of the first low-speed input shaft 571, the first gear 565 is arranged on the first low-speed input shaft 571, the first gear 565 is engaged with the fifth output shaft 563 to realize one-stage speed increasing transmission, the rotating speed of the fifth output shaft 563 is higher than that of the first low-speed input shaft 571, the third output shaft 568 of the sixth driving motor 581 is connected with the first low-speed input shaft 571, the first gear 565 of the first low-speed input shaft 571 is connected with the fifth output shaft 563, the fifth output shaft 563 is connected with the first rotor 578, the mode of the second motor 579 plus the first speed increasing gearbox 584, the rotating speed of the fifth output shaft 563 is higher than that of the first low-speed input shaft 571, the second motor 579 with low rotating speed is accelerated through the fifth output shaft 563 to increase the rotating speed of the first rotor 578, and the second motor 579 is prevented from being burned due to high rotating speed and high heat, The motor cooling system 549 arranged on the shell of the sixth driving motor 581 is connected with the liquid inlet pipe 575 and the liquid outlet pipe 576, the liquid inlet pipe 575 and the liquid outlet pipe 576 pass through the first tilt nacelle 580 near the third output shaft 554 and enter the inside of the first wing 585.

16. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The second speed increasing gearbox 591 is arranged on the sixth frame 566 and the seventh frame 570 inside the second tilt nacelle 590, the seventh driving motor 593 is arranged on the eighth frame 573 and the ninth frame 561, the second rotating speed sensor 594 is arranged on the eleventh frame 569, the second motor controller 591 is arranged on the tenth frame 574, The third aircraft rotor 599 comprises a third wing 602 and a third tilting nacelle 609, a third speed reducer 615 is arranged on the first frame 553 and the second frame 555 of the third wing 602, a fourth motor 605 is arranged on the third frame 558 and the fourth frame 560, a third limit rod 612 is arranged on the third output shaft 554, a seventh limit switch 613 and an eighth limit switch 614 are arranged on the shell 577, the first programmable logic controller 571 of the third rotation control system 546 is connected with the seventh limit switch 613 and the eighth limit switch 614, the fourth motor 605 is connected with the seventh limit switch 613 and the eighth limit switch 614, the fourth motor 605 is connected with the first programmable logic controller 571, In use, the first programmable logic controller 571 controls the fourth motor 605 to start, the second output shaft 557 of the fourth motor 605 drives the worm 556 to rotate, the worm 556 drives the third speed reducer 615 to rotate, the third speed reducer 615 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the third limit rod 612 to rotate, A third speed-increasing gear box 606 is arranged inside the third tilting nacelle 609 on the sixth frame 566 and the seventh frame 570, an eighth driving motor 607 is arranged on the eighth frame 573 and the ninth frame 561, a third rotation speed sensor 608 is arranged on the eleventh frame 569, and a third motor controller 610 is arranged on the tenth frame 574, The fourth aircraft rotor 635 comprises a fourth wing 621 and a fourth tilting nacelle 634, a fourth speed reducer 636 is arranged on the first frame 553 and the second frame 555 of the fourth wing 621, a fifth motor 637 is arranged on the third frame 558 and the fourth frame 560, a fourth limit rod 638 is arranged on the third output shaft 554, a ninth limit switch 639 and a tenth limit switch 640 are arranged on the shell 577, the first programmable logic controller 571 of the fourth rotation control system 547 is connected with the ninth limit switch 639 and the tenth limit switch 640, the fifth motor 637 is connected with the ninth limit switch 639 and the tenth limit switch 640, and the fifth motor 637 is connected with the first programmable logic controller 571, In use, the first programmable logic controller 571 controls the fifth motor 637 to start, the second output shaft 557 of the fifth motor 637 drives the worm 556 to rotate, the worm 556 drives the fourth speed reducer 636 to rotate, the fourth speed reducer 636 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the fourth limit rod 638 to rotate, A fourth speed-increasing gear box 633 is arranged inside the fourth tilting nacelle 634 on the sixth frame 566 and the seventh frame 570, a ninth driving motor 632 is arranged on the eighth frame 573 and the ninth frame 561, a fourth rotation speed sensor 631 is arranged on the eleventh frame 569, and a fourth motor controller 630 is arranged on the tenth frame 574, The second wing 589, the third wing 602 and the fourth wing 621 have the same structure as the first wing 585, and the second nacelle 590, the third nacelle 609 and the fourth nacelle 634 have the same structure as the first nacelle 580.

17. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The second aircraft rotor 588 comprises the second wing 589 and the second nacelle 590, the second reduction gear 596 is arranged on the first frame 553 and the second frame 555 of the second wing 589, the third motor 592 is arranged on the third frame 558 and the fourth frame 560, the second limit rod 598 is arranged on the third output shaft 554, the fifth limit switch 596 and the sixth limit switch 597 are arranged on the shell 577, the first programmable logic controller 571 of the second rotation control system 545 is connected with the fifth limit switch 596 and the sixth limit switch 597, the third motor 592 is connected with the fifth limit switch 596 and the sixth limit switch 597, the third motor 592 is connected with the first programmable logic controller 571, In use, the first programmable logic controller 571 controls the third motor 592 to start, the second output shaft 557 of the third motor 592 drives the worm 556 to rotate, the worm 556 drives the second reduction gear 596 to rotate, the second reduction gear 596 drives the third output shaft 554 to rotate, and the third output shaft 554 drives the second limit rod 598 to rotate.

18. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The third communication bus 719 of the remote communication system 291 is connected with the wired and wireless local area network 289, the second processor 716 is connected with the first switch 715, the first switch 715 is connected with the wired and wireless local area network 289, the wired and wireless local area network 289 is connected with the second switch 711, the second switch 711 is connected with the ground network 285, the ground network 285 is connected with the mobile switching center 288, the mobile switching center 288 is connected with the wireless carrier system 287, the wireless carrier system 287 is connected with the flight control computer 362 through the wireless communication channel 469, and simultaneously performs one-way communication and two-way communication, The remote pilot 349 controls the first robot pilot 477 and the second robot pilot 478 on the aircraft 2 through the remote control system 465 to control the aircraft 2 using the pilot system 466, when the remote pilot 349 controls the aircraft 2 through the remote control system 465, the on-board pilot and mechanic 474 can take over the aircraft 2 instead of the remote control system 465, the pilot system 466 is connected with the flight control computer 362 through the wired communication channel 470, the pilot system 466 comprises cockpit display devices 467 and pilot input devices 468, the cockpit display devices 467 comprise display panels and instrument panel displays, the pilot system 466 comprises audio output and input devices for the on-board pilot to communicate with air traffic control, the on-board pilot uses the pilot input devices 468 to provide control commands to the aircraft 2.

19. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The aircraft battery and motor cooling system 33 is composed of a radiator 329, a water pump 332, a sixth drive motor 581, an eighth drive motor 607, a ninth drive motor 632, a seventh drive motor 593, a first liquid total exchanger 313 in the battery box 4, a liquid exchanger 253, and a second liquid total exchanger 328. A heat dissipation tower 220 is arranged at the bottom of the liquid exchanger 253, which is in close contact with the heat dissipation tower 220. A fourth spring washer 252 is arranged at the bottom of the heat dissipation tower 220. The annular single battery 40 is rotatably installed on the heat dissipation tower 220 through the second screw thread 247 and the first screw thread 245. When the fourth spring washer 252 is flattened, it will generate a lasting elastic force, which will keep the connection between the second screw thread 247 and the first screw thread 245 with a friction force, generating a resisting torque, thereby preventing the annular single battery 40 from loosening and rotating relative to the heat dissipation tower 220, An air suction type electronic fan 334 is arranged at the rear end of the radiator 329. Heat exchange pipes 338 and an electric heating chamber 342 are arranged inside the radiator 329. A radiator outlet water pipe 330 and a radiator inlet water pipe 335 are arranged on the radiator 329. The water pump 332 is connected with the radiator 329. The battery box outlet water pipe 336 is connected with the radiator inlet water pipe 335. The heat generated by the battery pack 6 is transferred to the radiator 329 through the cooling liquid. The radiator 329 then transfers the heat to the atmosphere. The electric heating chamber 342 includes a mounting disc 340, a heating pipe 343, an electric heating chamber inlet water pipe 341, and an electric heating chamber outlet water pipe 339. The electric heating chamber 342 is used for water storage. The heating pipe 343 and the electric heating chamber inlet water pipe 341 are arranged on the mounting disc 340. The mounting disc 340 is in a disc shape. The heating pipe 343 is a U-shaped pipe. One end of the heating pipe 343 is connected with the mounting disc 340, and the other end extends into the electric heating chamber 342, The radiator outlet pipe 330 is connected with the water pump inlet pipe 331, the water pump outlet pipe 333 is connected with the liquid inlet pipe 575 of the sixth driving motor 581, the liquid outlet pipe 576 of the sixth driving motor 581 is connected with the liquid inlet pipe 575 of the eighth driving motor 607, the liquid outlet pipe 576 of the eighth driving motor 607 is connected with the battery box inlet pipe 337, the battery box inlet pipe 337 is connected with the first cooling liquid inlet 121, the first cooling liquid inlet 121 is connected with the second cooling liquid inlet 164, the second cooling liquid inlet 164 is connected with the total liquid inlet pipe 311, the total liquid inlet pipe 311 is connected with the total liquid inlet 314, the total liquid outlet pipe 310 is connected with the second cooling liquid outlet 165, the second cooling liquid outlet 165 is connected with the first cooling liquid outlet 128, the first cooling liquid outlet 128 is connected with the battery box outlet pipe 336, the battery box outlet pipe 336 is connected with the liquid inlet pipe 575 of the ninth driving motor 632, the liquid outlet pipe 576 of the ninth driving motor 632 is connected with the liquid inlet pipe 575 of the seventh driving motor 593, the liquid outlet pipe 576 of the seventh driving motor 593 is connected with the radiator inlet pipe 335, and the cooling liquid is heated in the electric heating chamber 342, enters the heat exchange pipe 338 through the electric heating chamber outlet pipe 339, is pressurized by the water pump 332, and finally enters the total liquid inlet 314.

20. The battery safety system and endurance system ensemble of security and electric aircraft of claim wherein: The first mounting hole 19 is arranged at the bottom of the mounting frame 16, the first screw rod 18 passes through the first mounting hole 19, the electrolyte conveying machine 28 is installed in the front cabin cover plate 653 of the aircraft frame 672 of the aircraft 2, and the electrolyte conveying machine 28 comprises the mounting frame 16, the shell 17, the rotating drum 25, the liquid conveying machine 14 and the exhaust machine 22. The liquid conveying machine 14 comprises the support 13, the servo motor 15, the liquid guide pipe 24, the liquid pushing block 64 and the first rotating shaft 65, the supports 13 are arranged at the left and right sides of the mounting frame 16, the servo motors 15 are arranged on the two supports 13 of the liquid conveying machine 14, the output shaft of the servo motor 15 is connected with the first rotating shaft 65, the liquid pushing block 64 is arranged on the first rotating shaft 65, and the liquid guide pipe 24 is arranged below the liquid pushing block 64 and connected with the liquid pushing block 64, and the first rotating shaft 65 is rotatably connected with the shell 17. The exhaust machine 22 comprises an exhaust cylinder 66, a gas guide pipe 72, a first one-way valve 21, a second one-way valve 23, guide rods 67, a top plate 68, a support plate 69, a piston rod 70 and a first spring 71, the exhaust cylinder 66 and the gas guide pipe 72 are connected on the top plate 68, the gas guide pipe 72 is connected with the rotating cylinder 25, the first one-way valve 21 is arranged in the middle of the upper part of the exhaust cylinder 66, the second one-way valve 23 is arranged on the rear side of the gas guide pipe 72, the support plate 69 is arranged on the front side in the mounting frame 16, the guide rods 67 are arranged on the front and rear sides between the support plate 69 and the mounting frame 16, the top plate 68 is slidingly arranged between the two guide rods 67, the push liquid rotating block 64 is in contact with the top plate 68 after being rotated, the piston rod 70 is welded on the upper side of the top plate 68, the piston rod 70 is slidingly connected with the exhaust cylinder 66, the first spring 71 is connected between the top plate 68 and the exhaust cylinder 66, the first spring 71 is wound on the piston rod 70, A first bottle mouth 83 is arranged on the first electrolyte storage bottle 10, a second bottle mouth 84 is arranged on the second electrolyte storage bottle 9, the first electrolyte storage bottle 10 is installed on the first base 11, the second electrolyte storage bottle 9 is installed on the second base 20, the second bottle mouth 84 is connected with the liquid guide pipe 24, the first bottle mouth 83 is connected with the liquid guide pipe 24, the electrolyte conveying pipe 29 is connected with the liquid outlet pipe 27 on the lower side of the rotating cylinder 25, the electrolyte in the first electrolyte storage bottle 10 and the second electrolyte storage bottle 9 flows into the rotating cylinder 25 through the liquid guide pipe 24, and the gas contained in the electrolyte is located above the rotating cylinder 25.

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