Aircraft, aircraft system, battery, movable platform and movable platform system

Abstract

An aircraft (100), an aircraft system (1000), a battery (600), a movable platform. The aircraft (100) can communicate with external equipment through the first communication device (200) and / or the second communication device (300), the aircraft (100) can access a first communication network through the first communication device (200) and can access a second communication network through the second communication device (300), and the first communication network is different from the second communication network; the aircraft (100) comprises a containing space (120) arranged in the aircraft shell (110), at least part of the first communication device (200) can be arranged in the containing space (120) in a quick-release mode, and therefore the first communication device (200) does not have a large influence on the appearance of the aircraft (100), the aesthetic feeling of the appearance of the aircraft (100) can be guaranteed, and the influence of the first communication device (200) on the flight performance of the aircraft can be reduced.

Description

Aircraft, aircraft system, battery, mobile platform and mobile platform system Technical Field

[0001] The present application relates to the technical field of electronic equipment, and in particular to an aircraft, an aircraft system, a battery, a movable platform, and a movable platform system. Background Art

[0002] In related art, aircraft communicate wirelessly with ground stations via communication devices. Because flight distance, obstacles, and other factors can negatively impact communication quality, aircraft are typically equipped with more than one communication device to improve communication reliability. In related art, these devices are typically mounted externally on the aircraft. However, external devices not only detract from the aircraft's aesthetics but also disrupt its appearance, affecting its air resistance and negatively impacting its performance.

[0003] In addition, batteries serve as power supply devices for movable platforms such as aircraft and robots. When the movable platforms are moving, the batteries need to continuously provide power, which causes the batteries to continue to heat up. In related technologies, fans are usually set up to dissipate heat for the batteries, which increases the size and weight of the movable platforms.

[0004] Summary of the Invention

[0005] To this end, the present application provides an aircraft, an aircraft system, a battery, a movable platform, and a movable platform system.

[0006] According to a first aspect of an embodiment of the present application, an aircraft is provided, which is capable of communicating with an external device through a first communication device and / or a second communication device, the aircraft is capable of accessing a first communication network through the first communication device, and is capable of accessing a second communication network through the second communication device, the first communication network and the second communication network being different; wherein the aircraft includes a receiving space provided in the aircraft shell, and at least a portion of the first communication device is capable of being quickly detached and provided in the receiving space.

[0007] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0008] The aircraft can communicate with external equipment through the first communication device and / or the second communication device. When using the first communication device, at least part of the first communication device can be accommodated in the accommodation space of the aircraft shell. Therefore, the first communication device will not have a significant impact on the appearance of the aircraft, which can not only ensure the beauty of the aircraft's appearance, but also reduce the impact of the first communication device on the aircraft's flight performance.

[0009] According to a second aspect of an embodiment of the present application, an aircraft system is also provided, comprising an aircraft as described in the first aspect and a first communication device, wherein at least a portion of the first communication device is quickly detachably arranged on the aircraft, and the aircraft accesses a first communication network through the first communication device.

[0010] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0011] When in use, the aircraft system connects to the aircraft via the first communication device, allowing the aircraft to access the first communication network. Because at least a portion of the first communication device can be housed within the housing of the aircraft, the first communication device does not significantly affect the aircraft's appearance, thereby maintaining the aircraft's aesthetic appearance while minimizing the impact of the first communication device on the aircraft's flight performance.

[0012] According to a third aspect of an embodiment of the present application, a battery is also provided, which can be installed on a movable platform to power the movable platform. The battery has a front wall, a rear wall arranged opposite to the front wall, and a side wall connecting the front wall and the rear wall. The movable platform has a head, a tail arranged opposite to the head, and a side connecting the head and the tail. After the battery is installed on the movable platform, the front wall faces the head and the side wall faces the side; wherein the front wall is provided with an air inlet and the side wall is provided with an air outlet; a heat dissipation structure is provided in the battery, and the heat dissipation structure forms a heat dissipation channel. When the movable platform moves, the airflow can enter the heat dissipation channel through the air inlet and flow out through the air outlet.

[0013] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0014] When the battery is in use, the heat dissipation structure inside the battery can utilize the airflow generated during the movement of the movable platform, so that the airflow flows from the front wall of the battery into the heat dissipation channel and then flows out through the side wall of the battery, thereby quickly bringing the heat inside the battery to the outside, and the battery can be effectively cooled without the help of other equipment.

[0015] According to a fourth aspect of an embodiment of the present application, a movable platform is also provided, which is powered by a battery, wherein the movable platform includes a power system, and the battery of the third aspect powers the power system.

[0016] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0017] When the movable platform moves, the heat dissipation structure inside the battery can utilize the airflow generated during the movement of the movable platform, so that the airflow flows from the front wall of the battery into the heat dissipation channel and then flows out through the side wall of the battery, thereby quickly bringing the heat inside the battery to the outside. The battery can be effectively and quickly cooled without the help of other equipment.

[0018] According to the fifth aspect of the embodiment of the present application, a movable platform system is also provided, comprising a movable platform and a battery as in the third aspect, wherein the movable platform comprises a battery compartment, and the battery is installed in the battery compartment to power the movable platform.

[0019] The technical solutions provided by the embodiments of the present application may have the following beneficial effects:

[0020] When the movable platform system is in use, the battery can be installed in the battery compartment of the movable platform. When the movable platform moves, the heat dissipation structure inside the battery can utilize the airflow generated during the movement of the movable platform, so that the airflow flows from the front wall of the battery through the heat dissipation channel and then flows out through the side wall of the battery, thereby quickly bringing the heat inside the battery to the outside, and the battery can be effectively and quickly cooled without the help of other equipment.

[0021] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] BRIEF DESCRIPTION OF THE DRAWINGS The drawings constituting a part of the present application are used to provide a further understanding of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application.

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] FIG1 is a schematic diagram of the assembled structure of an aircraft system shown in one embodiment.

[0025] FIG2 is a schematic structural diagram of a first communication device assembled in an aircraft according to an embodiment.

[0026] FIG3 is a schematic structural diagram of a first communication device shown in an embodiment when not assembled in an aircraft.

[0027] FIG. 4 is an exploded view of an aircraft system according to an embodiment.

[0028] FIG. 5 is a top view of the upper housing of the aircraft system shown in FIG. 4 when the aircraft system is not assembled.

[0029] FIG6 is a bottom view of the upper housing shown in FIG5 .

[0030] FIG7 is a schematic structural diagram of a first communication device or a signal processing module shown in one embodiment.

[0031] FIG8 is a schematic diagram of the internal structure of a signal processing module shown in one embodiment.

[0032] FIG9 is a schematic diagram showing the direction in which a battery is assembled to an aircraft in one embodiment.

[0033] FIG10 is a schematic diagram of the internal structure of the battery shown in FIG9 .

[0034] Description of reference numerals:

[0035] 1000, aircraft system; 100, aircraft; 200, first communication device; 300, second communication device; 110, housing; 120, receiving space; 113, groove; 101, top; 102, bottom; 103, head; 104, tail; 105, side; 121, limiting portion; 130, cover; 202, second electrical connection portion; 140, first electrical connection portion; 210, first communication antenna; 220, signal processing module; 221, communication module; 222, matching network; 223, protective shell; 201, feeder; 2011, first end; 2022, second end; 203, third electrical connection portion; 111, upper housing; 112, lower housing; 211, grounding portion; 150, conductive plate; 151, conductive terminal; 152, thermal conductor; 153, Through hole; 310, second communication antenna; 600, battery; 610, outer shell; 601, front wall; 602, rear wall; 603, side wall; 160, battery compartment; 611, air inlet; 612, air outlet; 620, heat dissipation mechanism; 630, heat dissipation channel; 631, air inlet channel; 632, air outlet channel; 640, battery cell. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the following further describes this application in detail with reference to the accompanying drawings and specific implementation methods. It should be understood that the specific implementation methods described herein are only used to explain this application and do not limit the scope of protection of this application.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application pertains. The terms used herein in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application.

[0038] Mobile platforms such as aircraft, vehicles, ships, and robots offer more possibilities for human production and life. These mobile platforms typically send and receive information with the outside world through communication devices. Taking aircraft as an example, aircraft use communication devices to communicate wirelessly with ground stations or other aircraft in the air. Because flight distance, obstacles, and other factors can adversely affect communication quality, aircraft can typically be equipped with more than one set of communication devices to improve communication reliability. For example, one set of communication devices can be built into the aircraft as a common communication device, while another set can be externally mounted as an optional communication device. However, external communication devices not only affect the aesthetics of the aircraft's appearance, but also, in this case, can damage the aircraft's appearance, affect the aircraft's air resistance, and thus adversely affect the aircraft's performance.

[0039] Based on this, it is necessary to provide an aircraft system, in which the aircraft can be equipped with more than one set of communication devices, thereby not only improving the communication reliability of the aircraft, but also having less impact on the appearance and performance of the aircraft.

[0040] In order to better understand the aircraft system of the present application, in the illustrated embodiment, the present application takes an unmanned aircraft as an example for detailed description. It should be understood that the aircraft in the present application may also be a manned aircraft.

[0041] Among them, Figure 1 is a structural schematic diagram of the assembled aircraft system shown in an embodiment; Figure 2 is a structural schematic diagram of the first communication device shown in an embodiment assembled in the aircraft; Figure 3 is a structural schematic diagram of the first communication device shown in an embodiment when not assembled in the aircraft; Figure 4 is an exploded view of the aircraft system shown in an embodiment; Figure 5 is a top view of the upper shell of the aircraft system shown in Figure 4 when not assembled; Figure 6 is a bottom view of the upper shell shown in Figure 5; Figure 7 is a structural schematic diagram of the first communication device or signal processing module shown in an embodiment; Figure 8 is a structural schematic diagram of the interior of the signal processing module shown in an embodiment; Figure 9 is a schematic diagram of the direction of assembly of the battery to the aircraft in an embodiment; Figure 10 is a schematic diagram of the internal structure of the battery shown in Figure 9.

[0042] As shown in Figures 1 to 3, in this embodiment, an aircraft system 1000 is provided, including an aircraft 100 and a first communication device 200, and the aircraft 100 can access a first communication network through the first communication device 200; the aircraft 100 also includes a second communication device 300, and the aircraft 100 can also access a second communication network through the second communication device 300; wherein, the aircraft 100 includes a shell 110, and a receiving space 120 is provided on the shell 110, and at least a portion of the first communication device 200 can be quickly detached and set in the receiving space 120.

[0043] It is easy to understand that aircraft 100 can communicate with external devices that are also connected to the second communication network. After installing the first communication device, aircraft 100 can access the first communication network and communicate with external devices that are also connected to the first communication network. Aircraft 100 can also access the first communication network and the second communication network simultaneously and communicate with external devices that are also connected to the first communication network and the second communication network.

[0044] Thus, when the aircraft system 100 is in use, at least a portion of the first communication device 200 can be installed within the housing space 120 of the outer shell 110 of the aircraft 100. This allows the aircraft 100 to access the first communication network through the first communication device 200 and communicate with external devices also connected to the first communication network. In this way, the first communication device 200 does not significantly affect the appearance of the aircraft 100, ensuring the aesthetics of the aircraft 100 while minimizing its impact on the flight performance of the aircraft 100. Furthermore, due to the presence of the first communication device 200, the aircraft 100 can communicate with external devices via the first communication device 200 and / or the second communication device 300, thereby improving the reliability of communications between the aircraft 100 and external devices.

[0045] Furthermore, since the first communication device 200 can be detachably mounted on the aircraft 100, it can be sold separately as an accessory or assembled with the aircraft and sold as a complete unit. Aircraft users can choose whether to install the first communication device or rely on the second communication device based on their daily flight communication requirements. If the second communication device can meet communication requirements, the aircraft does not need to carry the first communication device, thereby reducing aircraft weight and increasing flight time.

[0046] In some embodiments, the external device may be a ground station, a remote controller, a cloud, etc.

[0047] In some embodiments, the external device may further include a third communication device, which accesses the first communication network via the third communication device, thereby enabling communication with an aircraft also connected to the first communication network. In some cases, the third communication device and the first communication device are interchangeable, meaning that the third communication device can be removed from the external device and installed in the aforementioned storage space, allowing the aircraft to access the first communication network via the third communication device. The first communication device, after being removed from the aircraft, can then be installed in the location on the external device where the third communication device was previously installed. In this manner, the external device can communicate with the aircraft via the first communication device.

[0048] For example, in some embodiments, an aircraft is remotely controlled via a remote controller. The remote controller can also include a storage space for a communication device that connects the remote controller to a first communication network. This communication device can be a third communication device similar to the first communication device, or it can be the first communication device. It is easy to understand that such a communication device can also be installed on the aircraft to connect the aircraft to the first communication network, and the first communication device on the aircraft can also be installed on the remote controller to connect the remote controller to the first communication network. This improves the versatility of the first communication device and reduces development costs for the first communication device.

[0049] In some embodiments, the first communication network may be a public communication network. Examples of public communication networks include mobile communication networks and satellite communication networks. Mobile communication networks include, but are not limited to, 3G mobile communication networks, 4G mobile communication networks, 5G mobile communication networks, 5.5G mobile communication networks, and 6G mobile communication networks. Due to the wide coverage and susceptibility to interference of cellular mobile networks, long-distance transmission can be achieved when the aircraft 100 communicates with external devices via the mobile communication network. Satellite communication networks include the GPS communication network, the Beidou communication network, and the Starlink communication network. The second communication network may be a dedicated communication network, such as a private communication network established between the aircraft 100 and external devices, specifically for communication between the aircraft 100 and specific external devices. For example, the dedicated communication network may be the Lightbridge or OcuSync communication network. Because dedicated communication networks offer low latency, no additional fees, and excellent privacy, when the aircraft 100 has access to both public and dedicated communication networks, the dedicated communication network may be used first.

[0050] In some embodiments, after the first communication device 200 is installed on the aircraft 100, the aircraft 100 can communicate with external devices via a first communication network. After the first communication device 200 is removed from the aircraft 100, the aircraft 100 can communicate with external devices via a second communication network. By detachably attaching the first communication device 200 to the aircraft 100, when only short-range communication is required, the aircraft 100 can use the second communication device 300 to achieve short-range communication. The first communication device 200, which can provide longer-range communication, can be detached from the aircraft 100. This can further reduce the weight of the aircraft 100 and help increase the operating time of the aircraft 100.

[0051] In some embodiments, aircraft 100 can switch between a first communication network and a second communication network based on the communication quality of the external device. For example, an operator of aircraft 100 can manually switch between the first communication network and the second communication network based on the communication quality. In some cases, aircraft 100 can also be configured to automatically switch between the first communication network and the second communication network based on the communication quality.

[0052] In some embodiments, the aircraft 100 preferentially communicates with external devices through the second communication network. When the communication quality of the second network does not meet the requirements, the aircraft 100 can automatically switch to the first communication network and communicate with the external device through the first communication network.

[0053] It is easy to understand that communication quality is used to measure the communication quality of a communication network, which can be measured using uplink signal quality parameters and downlink signal quality parameters. In one embodiment, the uplink signal quality parameters may include one or more of the uplink MCS (modulation and coding scheme), the number of uplink error packets, and the uplink signal-to-noise ratio. In one embodiment, the downlink signal quality parameters may include the downlink signal-to-noise ratio. The uplink MCS, the number of uplink error packets, and the uplink signal-to-noise ratio are interdependent. When one of the parameters changes, the other two parameters will generally also change. It should be understood that the uplink signal quality parameters and downlink signal quality parameters are merely exemplary. Those skilled in the art may select other uplink signal quality parameters and downlink signal quality parameters as needed, and the present invention is not limited thereto.

[0054] Because the first communication network and the second communication network have different characteristics, such as the first communication network being suitable for long-distance communication, while the second communication network can achieve low latency, in some embodiments, the flight restrictions when the aircraft 100 communicates via the first communication device 200 may be different from the flight restrictions when the aircraft 100 communicates via the second communication device 300.

[0055] In some embodiments, the aforementioned flight restrictions may include flight location restrictions, flight altitude restrictions, flight distance restrictions, flight speed restrictions, and the like. Because the first communication network, such as a cellular network, has a very wide coverage area and is less susceptible to interference, the first communication device 200 can be used for communication in certain flight locations, such as those with numerous buildings, that can significantly impact communication signals; when flying over long distances, such as tens or even hundreds of kilometers; or during high-speed flights, thereby ensuring reliable communication between the aircraft and external devices. Furthermore, when the first communication network is a satellite communication network, the aircraft can still communicate with external devices via the satellite communication network in areas where the cellular network lacks coverage, such as deserts, wastelands, and offshore areas, or in areas with severe signal obstruction, such as forests. Therefore, different flight restrictions can be imposed on the aircraft when using the first or second communication network. When using the first communication network, the aircraft can be given more flight locations, higher altitudes, longer flight distances, and higher speeds.

[0056] In some embodiments, aircraft status information of the aircraft, environmental information collected by the aircraft, control information of external devices, etc. may be transmitted through the first communication device 200 and / or the second communication device 300 .

[0057] In some embodiments, the aircraft status information may include the aircraft's altitude, speed, heading, position, etc., and the aircraft may collect the above-mentioned aircraft status information through various sensors; in some embodiments, the environmental information collected by the aircraft may include environmental images, the distance between the aircraft and objects, etc. The aircraft may use a camera to capture images of areas of interest in the air and on the ground, and the aircraft may use different sensors such as visual sensors, ultrasonic waves, and radars such as lidar to detect the distance information between the aircraft and objects; in some embodiments, the control information of the external device may include flight control instructions, control instructions for the payload carried by the aircraft, etc., and the ground station, remote control or The cloud can transmit control instructions to the aircraft through the first communication network and / or the second communication network, thereby realizing remote control of the aircraft, such as controlling the aircraft's altitude, speed, heading, flight path, etc.; in some cases, the payload carried by the aircraft can also be controlled by remote external devices such as ground stations, remote controls or clouds. These payloads can be shooting devices, searchlights, loudspeakers, gimbals, cargo boxes, etc. Correspondingly, the external devices can control the shooting devices through the communication network to shoot, control the searchlights to turn on or adjust the brightness for lighting, control the loudspeakers to play voice content or adjust the volume, control the gimbals to rotate to be in different postures, control the cargo boxes for airdrops, etc.

[0058] Because the first communication network and the second communication network have different characteristics, such as the first communication network is suitable for long-distance communication, while the second communication network can achieve low latency, in some embodiments, the content transmitted by the aircraft 100 via the first communication device 200 may be different from the content transmitted by the aircraft 100 via the second communication device 300.

[0059] In some embodiments, after the first communication device 200 is installed on aircraft 100, aircraft 100 can utilize a first communication network to communicate with other aircraft also equipped with the first communication device 200. It will be readily understood that after other aircraft are equipped with the first communication device 200, they can also access the first communication network, allowing aircraft to communicate with other aircraft connected to the first communication network. In some cases, an aircraft can transmit its status information, collected environmental information, and flight plans such as flight paths to other aircraft via the first communication network. This allows other aircraft to understand its status, facilitate safe flight operations between aircraft, such as avoidance maneuvers, and facilitate coordinated operations between aircraft, thereby improving operational efficiency.

[0060] It is easy to understand that when aircraft 100 communicates with other aircraft via the first communication network through the first communication device 200, the first communication network can be encrypted, allowing multiple aircraft to communicate through the encrypted network. In this way, each aircraft forms a local area network that can serve aircraft with access to the first communication network, thereby achieving secure communication.

[0061] In some embodiments, the housing 110 of the aircraft 100 may be provided with an opening that, in conjunction with other features, forms a receiving space, through which the first communication device can be installed. In some embodiments, the housing may be recessed toward the interior of the aircraft to form the receiving space. As shown in FIG4 , the housing 110 is provided with a groove 113 that forms a receiving space 120 for accommodating the first communication device 200.

[0062] In some embodiments, the aircraft 100 shown in Figure 1 includes a top 101, a bottom 102 arranged opposite to the top, a head 103, a tail 104 arranged opposite to the head 103, and a side 105 connecting the top 101, the bottom 102, the head 103 and the tail 104. The receiving space 120 can be located at the top 101, the bottom 102, the head 103, the tail 104 or the side 105 of the aircraft. This application does not limit the position of the receiving space on the aircraft.

[0063] In some embodiments, the bottom 102 of the aircraft 100 is provided with a sensor, and the receiving space 120 can be provided at the top 101 of the aircraft 100. In this way, more space can be reserved at the bottom of the aircraft for installing the sensor. In addition, the distance between the sensor and the first communication device is relatively large, thereby avoiding electromagnetic interference between the sensor and the first communication device. For example, in some cases, various sensors such as GPS, barometer, laser rangefinder, fisheye, etc. can be provided at the bottom of the aircraft. These sensors are used to detect information such as the position and altitude of the aircraft. It is easy to understand that when there are no electromagnetically sensitive sensors at the bottom of the aircraft or there is sufficient installation space, the receiving space for installing the first communication device can also be provided at the bottom of the aircraft. In this way, the first communication device can more easily radiate signals toward the ground and communicate more easily with external equipment on the ground.

[0064] In some embodiments, the receiving space 120 may also be provided at the tail portion 104 of the aircraft. If the opening of the receiving space 120 is provided at the tail portion of the aircraft, the first communication device 10 may be plugged in and out of the tail portion of the aircraft.

[0065] As shown in Figures 3 and 4, in some embodiments, a limiting portion 121 can also be set in the receiving space 120. When the first communication device 200 is installed in the receiving space 120, the limiting portion 121 can limit the first passage device 200, thereby ensuring the installation stability of the first communication device on the aircraft.

[0066] As shown in Figures 2 to 4 , in some embodiments, the aircraft 100 further includes a cover 130. The cover 130 is used to cover the receiving space 120. The cover 130 protects the receiving space and prevents dust, liquid droplets, and other debris from entering the interior of the aircraft that is connected to the receiving space 120. Furthermore, the cover 130 can also protect the first communication device 200 from falling off the aircraft and being lost.

[0067] In some embodiments, the cover 130 is detachably connected to the housing 110, forming a continuous surface when connected. This allows the aircraft to maintain its aesthetic appearance and air resistance without compromising its performance despite the installation of the first communication device. It will be readily understood that the cover and housing may be connected using various methods, including snap-on, adhesive, screw, magnetic, and pivotal connections.

[0068] The communication connection between the first communication device 200 and the aircraft 100 is a wired communication connection or a wireless communication connection. The wired communication connection can be a direct communication connection or an indirect communication connection through other transmission components. As shown in Figures 3 and 7, in some embodiments, the aircraft 100 is provided with a first electrical connection portion 140, and the first communication device 200 is provided with a second electrical connection portion 202. The first electrical connection portion 140 can communicate with the second electrical connection portion 202 to connect the aircraft 100 to the first communication network. The first connection portion 140 can be arranged in the receiving space 120, so as to avoid the connection portion between the aircraft 100 and the first communication device 200 being exposed to the outside of the aircraft. In some embodiments, the first electrical connection portion 140 can be a Type-A connector, a Type-B connector, a Type-C connector, a Lightning connector, etc. The aircraft 100 is connected to the first communication device through the first connection portion, thereby accessing the first communication network.

[0069] As shown in FIG8 , in some embodiments, the first communication device 200 includes a first communication antenna 210 and a signal processing module 220; wherein the first communication antenna 210 is used to connect to the signal processing module 220 to radiate the communication signal sent by the first communication device 200; or, the first communication antenna 210 is used to connect to the signal processing module 220 to receive the communication signal sent to the first communication device 200 by an external device; it is easy to understand that the first communication antenna 210 can also be connected to the signal processing module 220, and has the ability to radiate and receive communication signals at the same time, thereby achieving simultaneous transmission and reception. The signal processing module 220 may include a communication module 221, such as a 3G module, a 4G module, a 5G module, a 5.5G module, a 6G module, etc., for processing received or transmitted signals; the signal processing module 220 may also further include a matching network 222 for adjusting the impedance between the above-mentioned communication module 221 and the first communication antenna 210 to achieve network matching.

[0070] In some embodiments, the first communication antenna 210 and the signal processing module 220 are connected in a quick-release manner, that is, the signal processing module 220 can be used as a separate structural component, and the first communication antenna 210 is independently arranged on the outside of the structural component, and the first communication antenna 210 can be quickly connected to the structural component. It is easy to understand that, as shown in Figure 8, the signal processing module 220 usually has a protective shell 223, and the communication module 221 and / or matching network 222 are usually arranged in the protective shell 223. The protective shell 223 protects the circuits, chips and other precision components of the signal processing module 220 from damage by the external environment. In this embodiment, as shown in Figures 5 and 6, the first communication antenna 210 is not provided in the internal space defined by the protective shell. The first communication antenna 210 can be configured to be fixedly connected to the aircraft 100, and the above-mentioned signal processing module 220 can be quickly disassembled and arranged in the receiving space 120 of the shell 110 of the aircraft 100, that is, the signal processing module 220 can be easily removed and installed from the aircraft 100 as a separate structural component, and the first communication antenna 210 can always be located on the aircraft.

[0071] In this way, the signal processing module 220 is a separate structural component. Since it does not include the first communication antenna 210, its volume can be smaller. Consequently, the housing 110 of the aircraft 100 does not need to have a large storage space to accommodate the signal processing module, thereby providing more installation space for other components of the aircraft and facilitating the miniaturization of the aircraft. Furthermore, since the first communication antenna is independent of the signal processing module and is not limited by its volume, the area of ​​the first communication antenna can be larger. Antenna efficiency is generally positively correlated with antenna area. Therefore, a larger first communication antenna will inevitably improve the communication quality of the aircraft using the first communication antenna.

[0072] It is easy to understand that the above-mentioned detachable or quick-release configurations are commonly used in the art, such as bare-hand disassembly, disassembly and installation without the aid of specialized disassembly tools, and disassembly in no more than three steps. In some embodiments, the detachable configuration includes a plug-in configuration, a magnetic configuration, a snap-on configuration, a screw-on configuration, and the like.

[0073] When the first communication antenna and the signal processing module are configured for quick-release connection, in some cases, the first communication antenna 210 can be connected to the signal processing module via a feeder 201, with the first end 2011 of the feeder 201 connected to the first communication antenna 210, and the second end 2022 of the feeder 201 capable of connecting to the signal processing module 220. For example, the signal processing module 220 may include a third electrical connection portion 203, with the second end 2022 being detachably connected to the third electrical connection portion 203; the connection between the second end 2022 and the third electrical connection portion 203 may be achieved through plug-in connection, contact connection, magnetic connection, or the like.

[0074] In some embodiments, the first communication antenna 210 can be fixedly connected to the bottom 102, top 101 or side 105 of the aircraft 100, and it can be set at the top 101 of the aircraft 100 at the same time as the receiving space 120, thereby reducing the length of the above-mentioned feeder 201.

[0075] In some embodiments, the first communication antenna 210 can be set in the shell 110. As shown in Figures 5 and 6, the shell 110 includes an upper shell 111 and a lower shell 112 detachably connected to the upper shell. The first communication antenna 210 and / or the accommodating space 120 are set in the upper shell 111.

[0076] In some embodiments, multiple transmit and receive antennas, i.e., multiple first communication antennas, can be provided. This not only increases the antenna area but also facilitates setting different receiving frequency bands. As shown in FIG6 , at least two first communication antennas 210 can be provided, with the at least two first communication antennas 210 being respectively provided on opposite sides of the upper housing.

[0077] In some embodiments, the first communication antenna 210 can be connected to the housing 110 by bonding, welding, snapping, screwing, in-mold injection molding, etc. The housing of the aircraft includes an inner wall facing the interior of the aircraft and an outer wall facing the exterior of the aircraft. To protect the antenna from damage, the first communication antenna is preferably installed on the inner wall.

[0078] As shown in Figures 4 and 6 , in some embodiments, the first communication antenna 210 includes a ground portion 211, and the aircraft includes a conductive plate 150. The ground portion 211 is electrically coupled to the conductive plate 150. The conductive plate 150 is located within the interior of the aircraft 100. This allows the conductive plate 150 within the aircraft to serve as the ground for the first communication antenna 210, increasing the ground surface area of ​​the first communication antenna, improving the radiation performance of the first communication antenna, and enhancing the reliability of the aircraft's access to the first communication network. Furthermore, utilizing the conductive plate of the first communication antenna to increase the ground surface area facilitates greater design flexibility for the first communication antenna.

[0079] It is easy to understand that there are many ways to implement the above-mentioned electrical coupling. In some cases, as shown in Figure 6, the conductive plate can be provided with a conductive terminal 151, and the grounding portion 211 is connected to the conductive terminal 151 to achieve electrical coupling between the grounding portion 211 and the conductive plate. There are also many ways to implement the grounding portion 211. For example, the grounding portion 211 can be set as a metal contact, and the conductive terminal is also set as a metal contact, and connected through the metal contact. In some cases, the conductive terminal and / or the grounding portion 211 can be set as a contact with elasticity, and the conductive terminal and the grounding portion 211 are connected through elastic resistance. In this way, the wire connection can be reduced, which is conducive to reducing the connection operation steps and improving the installation efficiency. It can also improve the connection reliability of the conductive terminal and the grounding portion 211, which can improve the user experience.

[0080] Optionally, the conductive plate 150 may also be electrically connected to the first communication antenna 210 through a wire or the like.

[0081] In some embodiments, a conductive plate can be used to conduct heat away from the first communication device. Because the first communication device, particularly the signal processing module it contains, is prone to heat generation, excessively high temperatures can slow processing speeds and affect communication quality. Since the conductive plate is typically large, it can be used to dissipate heat from the signal processing module. This allows the conductive plate to not only increase the grounding area of ​​the first communication antenna but also dissipate heat from the first communication device, achieving dual purposes. This improves the utilization of the conductive plate, avoids the need for dedicated structural components for grounding or heat dissipation, and thus simplifies the internal structure of the aircraft.

[0082] In some implementations, the conductive plate includes a metal layer and a heat dissipation coating, with the heat dissipation coating being applied to the surface of the metal layer. By placing the conductive plate in close contact with the first communication device, both the heat dissipation coating and the metal layer can transfer heat from the first communication device. The heat dissipation coating can be made of graphite, silicone grease, etc., and the metal layer can be made of copper, aluminum, etc.

[0083] In some embodiments, to enhance the heat dissipation of the conductive plate, as shown in Figure 6 , a heat conductor 152 can be provided on the conductive plate 150. The heat conductor 152 can abut the first communication device. In some cases, the heat conductor can be elastic, elastically abutting the first communication device to achieve heat conduction. This ensures that the conductive plate and the first communication device maintain contact even when affected by aircraft vibration, thereby improving heat dissipation reliability.

[0084] In some embodiments, the cover 130 can also conduct heat to the first communication device. For example, if the cover is provided with a heat dissipation coating, the first communication device can abut against the heat dissipation coating. In some embodiments, the cover 130 is also provided with a heat conductor 152, which can abut against the first communication device to conduct heat. The specific configuration of the heat conductor can be similar to that of the heat conductor on the conductive plate.

[0085] In the above embodiment, as shown in FIG1 , the second communication device 300 includes a second communication antenna 310 . The second communication antenna 310 is fixedly connected to the interior of the aircraft. The aircraft 100 sends or receives signals from external devices through the second communication antenna 310 .

[0086] It should be noted that the first communication antenna and the second communication antenna may be microstrip antennas or patch antennas, and may be integrated circuit boards.

[0087] In the related art, batteries are used as power supply devices for movable platforms such as aircraft and robots. When the movable platforms are moving, the batteries need to continuously provide power, which causes the batteries to continue to heat up. In the related art, fans are usually set up to dissipate heat for the batteries, which increases the volume and weight of the movable platforms.

[0088] Based on this, the present application also provides a movable platform, and the battery can be installed on the movable platform to power the movable platform. The battery has a front wall, a rear wall arranged opposite to the front wall, and a side wall connecting the front wall and the rear wall. The movable platform has a head, a tail arranged opposite to the head, and a side part connecting the head and the tail. After the battery is installed on the movable platform, the front wall faces the head and the side wall faces the side. The front wall is provided with an air inlet and the side wall is provided with an air outlet. The battery is provided with a heat dissipation structure, and the heat dissipation structure forms a heat dissipation channel. When the movable platform moves, air can enter the heat dissipation channel through the air inlet and flow out through the air outlet.

[0089] As shown in Figures 2 and 9 , after being installed in aircraft 100, battery 600 is used to power aircraft 100, thereby providing power for the aircraft's flight. Battery 600 includes an outer shell 610 having a front wall 601, a rear wall 602, and side walls 603. Aircraft 100 has a head 103, a tail 104, and side portions 105. As shown in Figure 9 , battery 600 can be inserted into the battery compartment 160 of aircraft 100 from the tail portion 104. After battery 600 is installed in aircraft 100, the front wall 601 of battery 600 faces the head 103 of aircraft 100, the side walls 603 of battery 600 face the side portions 105 of aircraft 100, and the rear wall 602 of battery 600 faces the tail portion 104 of aircraft 100.

[0090] 10 , the front wall 601 of the battery 600 is provided with an air inlet 611 , the side wall 603 is provided with an air outlet 612 , and a heat dissipation structure 620 is provided in the battery 600 , which forms a heat dissipation channel 630 .

[0091] Since the aircraft 100 usually uses the nose, that is, the head of the aircraft, as the heading, during the flight of the aircraft, the head of the aircraft is usually the windward end. Therefore, the airflow can enter the heat dissipation channel of the battery through the air inlet, and then flow out through the air outlet, so that the heat inside the battery is taken away by the airflow generated during the flight of the aircraft, thereby achieving heat dissipation of the battery.

[0092] In some embodiments, to facilitate airflow into the interior of the aircraft and thus into the batteries, through-holes may be provided in the aircraft's head. This facilitates airflow into the batteries during flight. Similarly, through-holes may be provided in the aircraft's sides. This allows airflow from the air outlet to continue out of the aircraft through the through-holes, improving heat dissipation efficiency.

[0093] In some embodiments, to guide airflow, the heat dissipation channel can be configured as multiple air inlet and outlet channels. As shown in Figure 10, the heat dissipation channel includes an air inlet channel 631 and two air outlet channels 632. Correspondingly, there are two air outlets, with the air outlet channels and outlets arranged in a one-to-one correspondence. This way, after air enters the air inlet channel, the hot air can flow out through multiple air outlet channels, improving heat dissipation efficiency.

[0094] It should be noted that the air inlet channel and the air outlet channel can be arranged according to factors such as the specific shape of the battery, the location of the battery on the aircraft, etc. In some embodiments, the air inlet channel and the two air outlet channels are arranged in a T or Y shape.

[0095] To improve heat dissipation efficiency, in some implementations, as shown in the figure, the width of the air inlet channel can be configured to gradually decrease, while the width of the air outlet channel can be configured to gradually increase. This way, the airflow is compressed upon entering the air inlet channel, and enters the air outlet channel at a higher velocity at the outlet. After entering the air outlet channel, the air outlet increases, increasing the area for the hot air to flow out, thereby improving heat dissipation.

[0096] In some embodiments, the heat dissipation structure includes foam, with multiple foams arranged in a certain shape to form a heat dissipation channel. It is easy to understand that in some cases, the heat dissipation structure can also be provided on the inner wall of the battery housing, such as injection-molded ribs, with multiple ribs arranged in a certain shape to form a heat dissipation channel.

[0097] In some embodiments, as shown in FIG9 , the battery may include at least two battery cells 640 , which are stacked to increase battery capacity and rate. Foam may be disposed between the two battery cells, or between the battery housing and the battery cells, thereby forming multiple heat dissipation structures between the battery cells and improving the heat dissipation efficiency of the battery.

[0098] On this basis, the present application also provides a movable platform, including a power system and a battery according to any of the above embodiments, wherein the battery supplies power to the power system.

[0099] On this basis, the present application also provides a movable platform system, including a movable platform, the movable platform including a battery compartment; the battery described in any of the above embodiments, the battery is installed in the battery compartment to power the movable platform.

[0100] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0101] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features being referred to. Thus, a feature defined as "first," "second," etc., may explicitly or implicitly include at least one such feature. Throughout the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0102] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0103] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0104] It should be noted that when an element is referred to as being "fixed to," "disposed on," "fixed on," or "installed on" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time. Furthermore, when an element is considered to be "fixedly connected" to another element, the two may be fixed in a detachable connection manner or in a non-detachable connection manner, such as socketing, snap-fitting, integral molding, welding, etc., which can be achieved in traditional technologies and will not be elaborated here.

[0105] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0106] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make numerous variations and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application.

Claims

1. An aircraft, wherein the aircraft is capable of communicating with an external device via a first communication device and / or a second communication device, characterized in that: The aircraft can access a first communication network through the first communication device, and can access a second communication network through the second communication device, and the first communication network is different from the second communication network; The aircraft comprises a receiving space arranged in the aircraft shell, and at least a part of the first communication device can be quickly disassembled and arranged in the receiving space.

2. The aircraft according to claim 1, characterized in that The first communication network includes a public communication network, and the second communication network is a private communication network.

3. The aircraft according to claim 2, characterized in that The public communication network includes a mobile communication network and / or a satellite communication network.

4. The aircraft according to claim 3, characterized in that The mobile communication network includes at least one of a 3G mobile communication network, a 4G mobile communication network, a 5G mobile communication network, a 5.5G mobile communication network, and a 6G mobile communication network.

5. The aircraft according to claim 1, characterized in that When the first communication device is installed on the aircraft, the aircraft can communicate with external equipment through the first communication network and / or the second communication network; After the first communication device is detached from the aircraft, the aircraft can communicate with external equipment through the second communication network.

6. An aircraft according to claim 5, characterized in that The aircraft is capable of switching between the first communication network and the second communication network based on communication quality.

7. An aircraft according to claim 6, characterized in that The aircraft communicates with external devices preferentially through the second communication network. When the communication quality of the second communication network does not meet the requirements, the aircraft can communicate with the external devices through the first communication network.

8. The aircraft according to claim 1, characterized in that The flight restrictions of the aircraft when communicating through the first communication device are different from the flight restrictions of the aircraft when communicating through the second communication device.

9. An aircraft according to claim 8, characterized in that The flight restriction includes at least one of a flight position restriction, a flight altitude restriction, a flight distance restriction, and a flight speed restriction.

10. The aircraft according to claim 1, characterized in that The first communication device and / or the second communication device can transmit at least one of the aircraft status information of the aircraft, the environmental information collected by the aircraft, and the control information of the external device.

11. An aircraft according to claim 10, characterized in that The aircraft status information includes the altitude, speed, heading, and position of the aircraft; or, The environmental information collected by the aircraft includes an environmental image and a distance between the aircraft and an object; or, The control information of the external device includes flight control instructions and control instructions of the load carried by the aircraft.

12. The aircraft according to claim 10, characterized in that The first communication device and the second communication device are capable of transmitting different contents.

13. The aircraft according to claim 1, characterized in that The aircraft can communicate with other aircraft via the first communication device.

14. An aircraft according to claim 13, characterised in that The first communication network is an encrypted network, and multiple aircraft can communicate with each other through the encrypted network.

15. The aircraft according to claim 1, characterized in that The external device further includes a third communication device, which is interchangeable with the first communication device, so that the aircraft can access the first communication network through the third communication device, and the external device can communicate with the aircraft through the first communication device.

16. The aircraft according to claim 1, characterized in that The first communication device includes a first communication antenna and a signal processing module. The first communication antenna and the signal processing module are connected in a quick-release manner, and the signal processing module is quickly released and arranged in the receiving space.

17. An aircraft according to claim 1 or 16, characterised in that The quick release includes bare-handed disassembly.

18. An aircraft according to claim 1 or 16, characterized in that The quick-release setting includes at least one of a plug-in setting, a magnetic attraction setting, a snap-on setting, and a screw connection setting.

19. The aircraft according to claim 1, characterized in that The aircraft shell is recessed toward the interior of the aircraft to form the accommodating space.

20. An aircraft according to claim 19, characterised in that The receiving space includes a groove.

21. The aircraft according to claim 1, characterized in that The aircraft includes a top, a bottom arranged opposite to the top, a head, a tail arranged opposite to the head, and a side connecting the top, bottom, head and tail. The receiving space is located at the top, bottom, head, tail or side of the aircraft.

22. An aircraft according to claim 21, characterised in that A sensor is arranged at the bottom of the aircraft, and the receiving space is arranged at the top of the aircraft; or, the receiving space has an opening, and the opening is arranged at the tail of the aircraft.

23. The aircraft according to claim 1, characterized in that A limiting portion is arranged in the accommodating space, and the limiting portion can limit the installation of the first communication device.

24. The aircraft according to claim 1, characterized in that The aircraft further includes a cover body, and the cover body is arranged to cover the accommodation space.

25. An aircraft according to claim 24, characterised in that The cover body is detachably connected to the shell body, and a continuous surface is formed after the cover body and the shell body are connected.

26. The aircraft according to claim 24, characterized in that The connection method between the cover and the shell includes at least one of snap connection, bonding, screw connection, magnetic attraction, and pivot connection.

27. The aircraft according to claim 1, characterized in that The aircraft is provided with a first electrical connection part, and the first communication device is provided with a second electrical connection part, and the first electrical connection part can communicate with the second point connection part to connect the aircraft to the first communication network.

28. An aircraft according to claim 27, characterised in that The first electrical connection portion is located in the receiving space.

29. The aircraft according to claim 27, characterized in that The first electrical connection portion includes at least one of a Type-A connector, a Type-B connector, a Type-C connector, and a Lightning connector.

30. The aircraft according to claim 16, characterized in that The first communication antenna is fixedly connected to the aircraft, and the first communication antenna is used to connect with the signal processing module to radiate the communication signal sent by the first communication device; and / or, the first communication antenna is used to connect with the signal processing module to receive the communication signal sent by an external device to the first communication device.

31. An aircraft according to claim 30, characterised in that The first communication antenna is connected to the signal processing module via a feeder, a first end of the feeder is connected to the first communication antenna, and a second end of the feeder can be detachably connected to the signal processing module.

32. An aircraft according to claim 31, characterised in that The signal processing device comprises a third electrical connection portion, and the second end is detachably connected to the third electrical connection portion.

33. An aircraft according to claim 32, characterised in that The connection method between the second end and the third electrical connection portion includes at least one of plug-in connection, contact connection, and magnetic connection.

34. The aircraft according to claim 30, characterized in that The aircraft includes a top, a bottom arranged opposite to the top, a head, a tail arranged opposite to the head, and a side connecting the top, bottom, head and tail, and the first communication antenna is arranged on the bottom, top or side of the aircraft.

35. The aircraft according to claim 30, characterized in that The first communication antenna is disposed on the housing.

36. An aircraft according to claim 35, characterised in that The shell includes an inner wall facing the interior of the aircraft and an outer wall facing the exterior of the aircraft, and the first communication antenna is arranged on the inner wall.

37. An aircraft according to claim 35, characterised in that The shell includes an upper shell and a lower shell detachably connected to the upper shell, and the first communication antenna and / or the accommodating space are arranged in the upper shell.

38. An aircraft according to claim 37, characterised in that The first communication antennas include at least two, and the at least two first communication antennas are respectively arranged on opposite sides of the upper shell.

39. An aircraft according to claim 35, characterized in that The connection method between the first communication antenna and the shell includes at least one of bonding, welding, snap-on, screw-on, and in-mold injection molding.

40. The aircraft according to claim 30, characterized in that The first communication antenna includes a ground portion, the aircraft includes a conductive plate, and the ground portion is electrically coupled to the conductive plate.

41. An aircraft according to claim 40, characterised in that The conductive plate is provided with a conductive terminal, and the grounding portion is electrically connected to the conductive terminal to achieve electrical coupling between the grounding portion and the conductive plate.

42. An aircraft according to claim 41, characterised in that The grounding portion includes a metal contact, and / or the conductive terminal includes a metal contact.

43. An aircraft according to claim 40, characterised in that The conductive terminal and / or the grounding portion are elastic, and the conductive terminal and the grounding portion are electrically connected through elastic contact.

44. The aircraft according to claim 40, characterized in that The conductive plate is arranged in the interior space of the aircraft.

45. An aircraft according to claim 40, characterised in that The conductive plate can conduct heat to the first communication device.

46. ​​An aircraft according to claim 45, characterised in that The conductive plate comprises a metal layer and a heat dissipation coating, and the heat dissipation coating is coated on the surface of the metal layer.

47. An aircraft according to claim 46, characterised in that The heat dissipation coating includes graphite and / or silicone grease.

48. An aircraft according to claim 45, characterised in that The conductive plate is provided with a heat conductive member, and the heat conductive member can abut against the first communication device.

49. An aircraft according to claim 48, characterised in that The heat conducting member is elastic and elastically contacts the first communication device to achieve heat conduction.

50. The aircraft according to claim 24, characterized in that The cover body can conduct heat to the first communication device.

51. An aircraft according to claim 50, characterised in that The cover is provided with a heat dissipation coating, and the first communication device can abut against the heat dissipation coating.

52. An aircraft according to claim 51, characterised in that The heat dissipation coating is provided with a heat conducting member, and the heat conducting member can abut against the first communication device to achieve heat conduction.

53. An aircraft system, characterized in that: include: An aircraft as claimed in any one of claims 1 to 52; A first communication device, at least a portion of which is quickly detachably arranged on the aircraft, and the aircraft is connected to a first communication network through the first communication device.

54. An aircraft system according to claim 53, characterized in that The aircraft system further includes an external device, and the aircraft can communicate with the external device via the first communication device.

55. An aircraft system according to claim 54, characterized in that The external device includes a remote control device, which can send flight control instructions to the aircraft.

56. A battery capable of being installed on a movable platform to power the movable platform, characterized in that: The battery has a front wall, a rear wall arranged opposite to the front wall, and a side wall connecting the front wall and the rear wall; the movable platform has a head, a tail arranged opposite to the head, and a side connecting the head and the tail; after the battery is installed on the movable platform, the front wall of the battery faces the head of the movable platform, and the side wall of the battery faces the side of the movable platform; Among them, the front wall is provided with an air inlet, and the side wall is provided with an air outlet; a heat dissipation structure is provided in the battery, and the heat dissipation structure forms a heat dissipation channel. When the movable platform moves, the airflow can enter the heat dissipation channel through the air inlet and flow out through the air outlet.

57. A battery according to claim 56, characterized in that The heat dissipation channel includes an air inlet channel and at least two air outlet channels.

58. A battery according to claim 57, characterized in that There are at least two air outlets, and the air outlet channels are arranged in one-to-one correspondence with the air outlets.

59. A battery according to claim 57, characterized in that The air inlet channel and at least two of the air outlet channels are arranged in a T or Y shape.

60. A battery according to claim 57, characterized in that Along the flow direction of the airflow, the width of the air inlet channel gradually decreases; and / or, along the flow direction of the airflow, the width of the air outlet channel gradually increases.

61. A battery according to claim 56, characterized in that The heat dissipation structure includes foam, and the foam forms the heat dissipation channel.

62. A battery according to claim 61, characterized in that The battery comprises at least two battery cells, the at least two battery cells are stacked, and the foam is arranged between the two battery cells; and / or the foam is arranged between the battery shell and the battery cell.

63. A battery according to claim 56, characterized in that The head of the movable platform further comprises a through hole, through which the airflow enters the air inlet; and / or, The side of the movable platform also includes a through hole, and the airflow flows out from the through hole after passing through the air outlet.

64. A movable platform, powered by a battery, characterized in that: include: Powertrain; A battery as claimed in any one of claims 56 to 63, wherein the battery provides power for the power system.

65. A movable platform system, characterized in that: include: A movable platform, the movable platform including a battery compartment; A battery as described in any one of claims 56-63, wherein the battery is installed in the battery compartment to power the movable platform.

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