Battery Aircraft Integration

Abstract

An aircraft comprises a fuselage, at least one pair of wings and a battery system, the battery system comprising at least one battery pack, each battery pack comprising a plurality of individual battery modules, the battery modules being directly or indirectly coupled to each other, and at least one battery pack being arranged between an internal structural wall and an external fairing wall of the fuselage; an aircraft comprises a fuselage, at least one pair of wings and a battery system, the battery system comprising battery packs, each battery pack comprising battery modules being directly or indirectly coupled to each other, and the fuselage being provided with a rack mounting mechanism comprising a plurality of mounting brackets, each for replaceably mounting one of the battery modules to the aircraft; and an aircraft comprises a fuselage, at least one pair of wings and a battery system, the battery system comprising battery packs, each of the battery packs comprising battery modules being directly or indirectly coupled to each other, and each of the battery packs being a virtual battery pack obtained by electrically connecting a predetermined number of battery modules.

Description

Technical Field

[0001] The present invention relates to an aircraft comprising a fuselage, at least one pair of wings and a battery system for powering an electrical system of the aircraft, wherein the battery system comprises at least one battery pack, and wherein each battery pack comprises a plurality of individual battery modules, which are directly or indirectly coupled to one another. Background Art

[0002] Typically, a battery pack is composed of multiple battery modules, which in turn are composed of multiple battery cells. If the battery system is to be incorporated into an aircraft, for example to provide electrical power, the battery pack must include certain features to protect the battery cells and / or modules from the operating environment and to protect passengers from the battery cells and / or modules in the event of a malfunction. These features reduce the effective energy density of the system due to the nature of the additional "non-useful mass". However, this additional mass should be reduced.

[0003] Traditionally, the aerospace industry has not used battery systems to provide propulsion power, so the prior art rarely addresses this topic. However, WO 2019 / 232472 A1 discloses an electric vertical take-off and landing (EVTOL) aircraft, proposing a system consisting of six distributed battery packs, each of which is a closed structure with multiple battery modules within each closed group structure. In WO 2019 / 232472 A1, although the battery packs are arranged under the passenger cabin / cockpit, they are mainly arranged in the wings of the aircraft. This arrangement leads to the problem that the wings become very thick and have a relatively large vertical dimension in the wing cross-section, which may have a negative impact on the aerodynamics of the aircraft.

[0004] In the prior art related to automotive battery systems, a common solution to the battery arrangement issue is to centrally package all battery modules into a common structural housing located under the vehicle (a term often used is "skateboard").

[0005] However, combining battery modules into battery packs is a redundant structural strategy where multiple housings increase mass. Furthermore, due to the close packaging of battery modules, it becomes difficult to prevent the propagation of thermal runaway between modules, which requires the addition of additional mass.

[0006] Furthermore, from a maintenance perspective, when a single battery module fails, the replacement process becomes quite expensive because the battery pack needs to be removed and opened, the battery module needs to be replaced, and the battery pack needs to be closed and reinstalled. The battery pack itself is too heavy for operators to handle, so special equipment is required. Additionally, in the event of a fire caused by a battery failure, the placement of batteries under the passengers and inside the wings is disadvantageous because passengers may be in danger and locations such as under the passenger compartment or cockpit and inside the wings are not easily accessible. This fact also inevitably leads to disadvantages in terms of maintenance, such as when replacing batteries. Summary of the Invention

[0007] In view of this background, the object of the present invention is to overcome the problems existing in the prior art and provide a battery system for an aircraft that is as light as possible while also having sufficient safety, working performance and maintainability.

[0008] According to a first aspect of the invention, the object is achieved by an aircraft comprising a fuselage, at least one pair of wings and a battery system for supplying power to an electrical system of the aircraft, wherein the battery system comprises at least one battery pack, each battery pack comprising a plurality of individual battery modules, the battery modules being directly or indirectly coupled to one another, and wherein at least one battery pack is arranged between an internal structural wall defining an interior space of the fuselage and an external fairing wall of the fuselage.

[0009] This arrangement offers serviceability because the at least one battery pack is externally accessible, with only the aircraft's exterior wall between the operator and the at least one battery pack. Therefore, it can be easily replaced without requiring extensive equipment. The greater the system's maintainability, the shorter the vehicle's downtime. Specifically, the interior space of the fuselage can be the aircraft's passenger cabin, luggage compartment, and / or cockpit.

[0010] In the full disclosure of the present invention, a battery cell refers to the smallest package form that a battery can adopt. A battery cell is suitable for storing energy and includes at least two terminals in the form of a positive electrode and a negative electrode. A battery module consists of a number of battery cells, which are generally connected in series or in parallel in a module structure (such as a housing or other shell). Typically, the cell stack is enclosed in a housing. A battery pack is assembled by connecting the modules in a group structure (such as a frame or housing) and generally constitutes a closed unit or structure.

[0011] In a preferred embodiment of the present invention, the fuselage may include an outer fairing wall surrounding the fuselage and an interior space formed within the fuselage, wherein the interior space may be defined by a floor panel at its bottom, on which a plurality of aircraft seats are mounted, the floor panel downwardly delimiting the interior space of the fuselage and defining a bottom surface substantially parallel to the aircraft's wing plane, and internal structural walls at its sides and top laterally and upwardly delimiting the interior space of the fuselage, wherein at least one battery pack is at least partially, and preferably entirely, arranged at a height perpendicular to the bottom surface. Thus, the maintainability of the aircraft, particularly its battery system, can be further improved because the at least one battery pack is easily accessible from the outside through an opening in, for example, an outer wall of the aircraft. Furthermore, the at least one battery pack is arranged at a height vertically above the ground, making it easily accessible to operators when replacing or maintaining the battery pack. Consequently, the battery pack can be easily replaced without requiring large equipment, and the system's improved maintainability correspondingly reduces aircraft downtime.

[0012] Preferably, the battery system may include at least two battery packs, and at least one of the battery packs may be arranged on either side of the fuselage, relative to the longitudinal axis of the aircraft, between an inner structural wall of the fuselage and an outer fairing wall of the fuselage. Placing the battery packs on both sides of the fuselage may provide for even distribution, particularly relative to the center of gravity of the aircraft.

[0013] In an advantageous embodiment of the invention, the battery system may comprise a plurality of battery packs which are divided into two groups of battery packs, and one of the two groups of battery packs may be arranged relative to the longitudinal axis of the aircraft and on either side of the fuselage between the internal structural wall of the fuselage and the external fairing wall of the fuselage. This arrangement achieves a uniform distribution relative to the centre of gravity of the aircraft. Additionally, the division of the battery packs into two groups reduces the complexity of the system compared to an arrangement below the passenger cabin and additionally inside the wings of the aircraft. For example, since the battery packs are arranged close to each other in two groups, one on either side of the fuselage and between the internal structural wall of the fuselage and the external fairing wall, the cable lengths of the cables connecting the battery modules and / or battery packs can be shortened. Consequently, fewer parts need to be produced, thereby reducing the cost of the entire system.

[0014] According to a second aspect of the present invention, the above-mentioned purpose is achieved by an aircraft, specifically according to the first aspect, the aircraft includes a fuselage, at least one pair of wings and a battery system for supplying power to the aircraft power system, wherein the battery system includes at least one battery pack, each battery pack includes a plurality of individual battery modules, the battery modules are directly or indirectly coupled to each other, and the fuselage is provided with a rack mounting mechanism, which includes a plurality of mounting brackets, each of which is used to replaceably mount one of the battery modules on the aircraft.

[0015] Typically, battery modules are packaged in a pack-level structure before being installed on an aircraft. Such battery packs are large and heavy, making them difficult to handle when maintenance or replacement is necessary. However, the arrangement according to the second aspect of the present invention provides a "quick-change" solution for individual battery modules. This allows for more aircraft uptime and reduces maintenance time. Furthermore, the system is broken down into smaller modules, allowing a single operator to handle / install / remove the battery modules without the need for specialized lifting equipment. The lack of nested structures results in a lightweight system. Due to the choice of battery cells and the reduced weight, this system is a high-performance system. Failures are confined to a single module and prevent them from propagating throughout the system, making it safer. Individual battery modules can be replaced without the use of large equipment, making it more maintainable. Breaking down the battery pack into individual modules / units also allows it to conform more closely to the aircraft's surface, better utilizing available volume. This reduces the aircraft's cross-section, thereby reducing drag and improving performance. Overall, the system's increased maintainability can reduce vehicle downtime. The rack mounting mechanism can be any mechanism suitable for replaceably mounting the battery module to the aircraft. In this case, "replaceably mounting" means that the battery module can be individually removed from the aircraft and then reinstalled or replaced with another battery module, especially a similar or identical battery module.

[0016] In a preferred embodiment of the present invention, the battery system may further include a thermal management system that circulates a heat transfer fluid in the battery modules, wherein at least one battery module, preferably all battery modules, may include at least one hollow bolt that constitutes an inlet or outlet of an internal channel system of the corresponding battery module for the heat transfer fluid in the corresponding battery module through the internal channel of the hollow bolt, wherein the thermal management system may include at least one hollow stud that is configured to supply the heat transfer fluid to the corresponding battery module or receive the heat transfer fluid from the corresponding battery module through the internal channel of the hollow stud, wherein the internal channel of the hollow stud is configured to be connected to the internal channel of the hollow bolt, and wherein the internal channel of the hollow stud includes a first channel portion The hollow stud comprises a first channel portion extending substantially in the direction of extension of the hollow stud; and a second channel portion adjacent to the first channel portion and extending in a direction different from the direction of extension of the hollow stud, preferably in a direction inclined at approximately 90° relative to the direction of extension of the hollow stud and / or extending parallel to the direction of extension of the hollow stud; and / or the internal channel of the hollow stud comprises a first channel portion extending substantially in the direction of extension of the hollow stud; and a second channel portion adjacent to the first channel portion and extending in a direction different from the direction of extension of the hollow stud, preferably in a direction inclined at approximately 90° relative to the direction of extension of the hollow stud and / or extending parallel to the direction of extension of the hollow stud. Thus, a hollow stud is provided on the side of the fuselage, within which fluid can be rotated or deflected toward the battery module. Due to this geometry, the internal channel of the hollow stud can be aligned with the internal channel of the hollow stud on the side of the battery module. This arrangement allows for fluid redirection with minimal parts, resulting in a very lightweight arrangement. Alternatively, as described above, fluid can also be deflected within the internal channel of the hollow stud.

[0017] Specifically, at least one battery module, preferably all battery modules, may include first and second hollow bolts, each having an annular connector portion at an end facing away from the corresponding battery module, wherein the first hollow bolt constitutes an inlet into the internal channel system of the corresponding battery module, and the second hollow bolt constitutes an outlet through the internal channel of the first and second hollow bolts and out of the internal channel system of the corresponding battery module, wherein the thermal management system may include first and second hollow studs, each having an internal channel, including a first channel portion extending substantially in the extension direction of the hollow stud; and a second channel portion adjacent to the first channel portion and extending toward the battery module in a direction different from the extension direction of the hollow stud, preferably extending in a direction inclined by approximately 90° relative to the extension direction of the hollow stud, and wherein the ends of the first and second hollow studs are configured to be received in the annular connector portions of the first and second hollow bolts, respectively, thereby connecting the internal channels of the first and second hollow studs to the internal channels of the first and second hollow bolts, respectively. According to this preferred arrangement, two functions can be achieved. As a primary function, the annular connector portion of the hollow bolt mechanically secures the battery module to the fuselage by receiving the end of the hollow bolt, thereby providing cooling or heat transfer fluid from the thermal management system to the battery module. Therefore, as a secondary function, inlet and outlet connections for cooling fluid can be provided during the cooling process.

[0018] Preferably, the rack-mounting mechanism may include at least one mounting frame associated with the fuselage, and at least one battery module, preferably all battery modules, may further include at least one slider portion that slidably engages at least one complementary slider seat provided on the mounting frame of the rack-mounting mechanism to allow the battery module to slide along the extension direction of the mounting frame of the rack-mounting mechanism. Slidingly engaging the slider portion on the side of the battery module with the complementary slider seat on the side of the fuselage provides a simple method for quickly and interchangeably installing individual battery modules. This further simplifies and improves aircraft maintenance.

[0019] Furthermore, the rack-mounting mechanism may include at least one mounting frame associated with the fuselage, and at least one battery module, and preferably all battery modules, may further include at least one blind connector configured to secure the at least one battery module in place on the rack-mounting mechanism. The at least one blind connector may preferably be implemented as a small pin or protrusion disposed on either side of the battery module and configured to engage a complementary recess in a portion associated with the fuselage. The blind connector, particularly in conjunction with the slider portion, provides another advantageous "quick-change" solution for interchangeably mounting battery modules. This further simplifies and improves aircraft maintenance.

[0020] Although the aircraft fuselage is provided with a rack mounting mechanism that enables the battery modules to be replaceably mounted on the aircraft, the battery system may also include a thermal management system that circulates a heat transfer fluid in at least a plurality of battery modules, preferably in all battery modules; may include fluid inlet connectors and fluid outlet connectors connected to the internal channel system of the respective battery modules for the heat transfer fluid within the respective battery modules and adapted to be connected to the thermal management system; and at least a plurality of mounting brackets, preferably all mounting brackets, may include corresponding connectors for the fluid inlet and outlet of the respective battery modules, respectively. Thus, the battery system can be automatically connected to the thermal management system of the aircraft, in particular by means of a quick connection via the rack mounting mechanism. Thus, unnecessary structural expenditure can be eliminated by adopting protective measures, such as cooling at the battery module level. This can improve safety against thermal runaway.

[0021] According to a third aspect of the present invention, the above-mentioned purpose is achieved by an aircraft, specifically according to the first and / or second aspects, the aircraft includes a fuselage, at least one pair of wings and a battery system for supplying power to the aircraft's power system, wherein the battery system includes at least one battery pack, each battery pack includes a plurality of individual battery modules, the battery modules are directly or indirectly coupled to each other, and each battery pack is a virtual battery pack, which is obtained by electrically connecting a predetermined number of battery modules.

[0022] In other words, according to the third aspect of the present invention, the battery modules are not enclosed within a pack structure, such as a housing. Thus, a distributed battery pack network is provided, in which individual battery packs are not enclosed within a structure but are instead distributed throughout the aircraft, specifically on both sides of the aircraft. The battery packs exist only virtually, that is, they exist by electrically connecting the battery modules together. By implementing all protective measures at the module level, the virtual battery pack network eliminates unnecessary structural overhead. Furthermore, because the modules are mechanically separated, fault propagation protection between modules is also more easily implemented. The virtual battery pack network provides a "quick-change" solution, applicable to both the entire battery pack and individual battery modules. This increases aircraft operational time while reducing maintenance time. Furthermore, disaggregating the system into smaller modules allows a single operator to handle, install, and remove the battery modules without the need for specialized lifting equipment. Disaggregating the battery pack into single units also allows them to conform more closely to the aircraft's surface, better utilizing available volume. This reduces the aircraft's cross-section, thereby reducing drag and improving performance. The lack of nested structures makes the resulting system lightweight. This is a high-performance system, thanks to the choice of battery cells and reduced weight. It is also safe, as failures are confined to a single module and cannot propagate throughout the system. It is also maintainable, as individual modules or battery packs can be replaced without requiring large equipment.

[0023] According to the first, second and / or third aspects of the present invention, the battery modules of each battery pack can be electrically connected in series, specifically by means of busbars facing the outside of the aircraft. This arrangement facilitates maintenance. In addition, the battery modules can be specifically identical or at least similar. In this case, the modules can be inverted before installation so that all modules can be electrically connected in series with their terminals located on both sides of the aircraft facing outwards. As a result, the system becomes less complex and fewer components are required, for example, the length of the cable required to connect the modules can be greatly shortened, and a lightweight and more cost-effective overall system can be achieved.

[0024] In an advantageous embodiment of the present invention, each battery module can be individually fixed to the fuselage of the aircraft at a specific installation position. Specifically, a rack mounting mechanism with a quick connection function can be used.

[0025] In this case, the fuselage may be provided with a plurality of the aforementioned installation positions, each for replaceably accommodating one of the battery modules, and the number of installation positions is greater than the number of battery modules, so that when all battery modules are in the installed state, at least one installation position remains vacant.

[0026] Large-capacity battery assemblies are typically not constructed as a single unit, but rather comprise a plurality of individual battery modules, which, in the aircraft construction according to the present invention, can be positioned according to different mounting positions within a mounting assembly located within the aircraft fuselage in order to adjust its center of gravity. While it is generally desirable to have as large a battery capacity as possible in an aircraft, this is because, in the aircraft according to the present invention, vacant mounting positions and / or displacement assemblies add virtually no additional weight to the aircraft. By relocating the battery modules, the benefits of adjusting the aircraft's center of gravity can be achieved, and thereby indirectly adjusting vacant mounting positions within the mounting assembly (if applicable), without causing any significant drawbacks. At the same time, the mass per unit of battery capacity of the mounting assembly and battery modules combined is substantially the same as for smaller mounting assemblies, where there are no vacant mounting positions or displacement assemblies.

[0027] In a preferred embodiment of the present invention, the aircraft may be an electrically propelled aircraft. In electrically propelled aircraft, the mass of the battery is approximately one-third of the total mass of the aircraft. Therefore, it is very advantageous to apply the lightweight system provided by the present invention to electrically propelled aircraft.

[0028] In a more preferred embodiment of the present invention, the aircraft may be an electric vertical take-off and landing aircraft. Since electric vertical take-off and landing (EVTOL) aircraft are intended to operate as frequently as possible, the battery packs / modules will age faster and need to be replaced more often than in a conventional battery electric vehicle (BEV). Additionally, the safety criticality requirements for the battery modules are more stringent, because if the power supply is limited, a conventional BEV will not fail catastrophically, while if the failure causes the power supply to be unavailable, the EVTOL aircraft will not be able to land. Therefore, it is very advantageous to apply the present invention to EVTOL aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Preferred embodiments of the present invention will now be described in more detail with reference to the accompanying drawings, in which:

[0030] Figure 1 A perspective view of an aircraft according to a preferred embodiment of the present invention is shown.

[0031] Figure 2 Shown Figure 1 A top view of the aircraft.

[0032] Figure 3 Shown Figure 1 Side view of the aircraft,

[0033] Figure 4A perspective view showing a battery module of a battery system included in an aircraft according to a first embodiment of the present invention is shown.

[0034] Figure 5 shows a perspective view of a frame mounting mechanism included in the fuselage of an aircraft according to a second embodiment of the present invention,

[0035] Figure 6 shows a perspective view of a battery module of a battery system included in an aircraft according to a second embodiment of the present invention,

[0036] Figure 7 Shown Figure 7 Another perspective view of the battery module, and

[0037] Figure 8 A cross-sectional view of a hollow stud of a thermal management system for a battery system according to a second embodiment of the present invention is shown. DETAILED DESCRIPTION

[0038] exist Figure 1 In the figures, an aircraft according to a first embodiment of the present invention is generally indicated by the reference numeral 10 and includes a fuselage 12 and a first pair of wings 14 and a second pair of wings 16. A plurality of engines can be attached to the wings. The aircraft 10 may also include other components known in conventional aircraft, such as elevators or landing gear (not shown). An external fairing wall 22 surrounds the fuselage 12, and an interior space 18 is formed within the fuselage 12 for accommodating at least one person, such as a pilot and / or one or more passengers. Specifically, the interior space 18 can be divided into a cockpit 18a, a passenger cabin 18b, and a luggage compartment 18c. An internal structural wall 20 further surrounds the interior space 18.

[0039] The longitudinal direction of the fuselage 12 defines the heading X of the aircraft 10. The spanwise direction or Y direction is oriented orthogonal to the heading X and parallel to the wing plane. For a VTOL aircraft, the vertical axis is a set direction that is defined as being orthogonal to the X and Y directions, i.e., orthogonal to the wing plane. The wing plane or XY plane is Figure 2 The drawing plane in . The XZ plane is Figure 3 .

[0040] The aircraft 10 also includes a battery system for supplying power to the electrical system of the aircraft 10. According to a preferred embodiment of the present invention, the aircraft 10 is a vertical take-off and landing aircraft, so that the battery system can be configured to provide power to the propulsion of the aircraft 10.

[0041] The battery system includes at least one battery pack 24, and each battery pack 24 includes a plurality of individual battery modules 26, which are specifically connected in series (see, for example, Figure 3 ).

[0042] like Figure 2 As can be better seen in FIG, the battery system includes a plurality of battery packs 24. In the present invention, the battery pack 24 is particularly a virtual battery pack 24, which means that the battery pack exists only by electrically connecting a plurality of battery modules 26. Such a virtual battery pack 24 does not include any housing or pack structure that encloses the individual modules 26. The individual battery modules 26 are then installed on the aircraft 10, as described below with reference to FIG. Figure 4 As stated.

[0043] The plurality of battery packs 24 can be divided into two battery packs 241 and 24r. One of the two battery packs 241 and 24r is arranged on either side of the fuselage 12, parallel to the X direction, relative to the longitudinal axis L of the aircraft 10, between the inner structural wall 20 of the fuselage 12 and the outer fairing wall 22 of the fuselage 12.

[0044] In a preferred embodiment of the present invention, each group 241, 24r includes six battery groups 24. The first to fourth battery groups 24 are arranged next to the passenger compartment 18b, and the fifth and sixth battery groups 24 are arranged next to the luggage compartment 18c, and are preferably arranged under a pair of wings 14 (see FIG. Figure 1 or Figure 3 ) to ensure easy access for maintenance from the outside. In a preferred embodiment of the present invention, the groups 241, 24r of the battery packs 24 are arranged on both sides of the fuselage 12 and are substantially symmetrical with respect to the longitudinal axis L. In the example shown, the first group is arranged above the second group in the Z direction. The first and second groups are arranged forward in the heading or X direction. The third group is arranged above the fourth group in the Z direction, and the third and fourth groups are arranged further back in the X direction. Adjacent thereto, the fifth and sixth groups are arranged side by side in the X direction, while the sixth group is in a rearward position in the X direction. In this example, each virtual battery group 24 may include six battery modules 26 arranged in a 2x3 array.

[0045] Figure 3 1 is a side view of the aircraft 10, specifically showing the arrangement and electrical connections between the battery pack 24 and the modules 26 of one group 241 (on the left side of the heading) of the battery pack. As mentioned above, the other (right) group 24r can be symmetrical with the group 241 relative to the longitudinal axis L (unless the battery modules 26 can be installed upside down), so that the same modules with the terminals facing outward can be used for easier maintenance and / or replacement. Figure 3 In the diagram, positive group connections are indicated by plus signs, and negative group connections are indicated by circled minus signs. The locations of the ignition fuse and the battery management host controller are indicated by the ignition fuse symbol. It can be seen that the distributed power distribution unit 28 is positioned below the wing 14 and the rearward battery pack 241 in the Z direction, and next to the luggage compartment 18c in the Y direction.

[0046] The fuselage 12 is surrounded by an outer fairing wall 22, and an interior space 18 is formed within the fuselage 12. A floor panel 60 may be arranged at the bottom of the interior space 18. The floor panel 60 defines a bottom surface P extending substantially parallel to the wing plane XY of the aircraft 10 and delimiting the interior space 18 downward in the Z direction. A plurality of aircraft seats 70, such as one or two pilot seats 70 in the cockpit 18a and a plurality of passenger seats 70 in the passenger cabin 18b, may be mounted on the floor panel 60 of the interior space 18. On the sides of the upper portion of the interior space 18, internal structural walls 20 delimit the interior space 18 of the fuselage 12 laterally in the Y direction and upward in the Z direction.

[0047] like Figure 3 As shown, at least one battery pack 24 is at least partially, and in a preferred embodiment entirely, arranged at a height above the floor 60 in the Z direction orthogonal to the bottom plane P, making the battery system of the aircraft 10 easier to maintain, for example, in terms of the replaceability of the battery pack 24.

[0048] Figure 4 One of the battery modules 26 according to a first embodiment of the present invention is shown. The battery module 26 includes a housing formed by a tubular shell 30, a front plate 30a, and a rear plate 30b, the two end plates closing the front and rear openings of the shell 30. In the housing, a battery stack can be accommodated.

[0049] For cooling and / or heating, an internal channel system can be provided in the battery module 26 within the housing 30. The internal channel system can be connected at both ends to a fluid connector arrangement area for connecting the battery module 26 to an external thermal management system. Two fluid lines are embedded in the front plate 30a for connecting the internal channel system to the fluid inlet connector 34 and the fluid outlet connector 36 of the fluid connector arrangement area.

[0050] like Figure 4 As shown, in order to position and fix the battery module 26 on the aircraft 10, a guide rail (not shown) can be provided in the front end panel 30a (for example, in its lower part), which is used for the cylindrical mounting pin 50 of the mounting bracket 42 of the aircraft 10, and a similar guide rail 32 can be provided in the rear end panel 30b (for example, in its upper part), which is used for the mounting plate 51 of another mounting bracket 48.

[0051] The mounting brackets 42, 48 may include a fastening plate 52 having a hole 52o through which a suitable fastener may be passed to secure each mounting bracket 42, 48 to a corresponding mounting structure (not shown) provided on the aircraft fuselage. To secure the mounting plate 51 to the rear end panel 30b, for example, a conventional R pin (not shown) may be inserted through a hole 199 in the distal portion of the mounting plate 51, thereby being inserted into and extending from the guide rail 32.

[0052] The mounting bracket 42 also includes self-sealing and preferably drip-free push-on connectors 44, 46 adapted to couple with the fluid connectors 34, 36 provided on the battery module 26. Inlet and outlet ports 44h, 46h lead to the thermal management system of the aircraft 10.

[0053] The rails and push-connect fluid connectors 34 , 36 are oriented parallel to one another so that the battery module 26 can be connected to the aircraft and simultaneously to the thermal management system by sliding the battery module 26 in this orientation onto the corresponding mounting brackets.

[0054] Due to the high precision of the cylindrical mounting pins 50, the connection between the fluid connectors 34, 36 and the corresponding counter connectors 44, 46 can be precise. Any tolerance stack-up is then compensated for by the gap between the mounting plate 51 and the corresponding guide rails 32 located on the back of the battery module 26. Alternatively, the counter connectors 44, 46 provided on the mounting bracket 42 can have floating properties to facilitate tolerance compensation.

[0055] Furthermore, the rotational freedom between the cylindrical mounting pins 50 and the corresponding guide rails provided in the front end panel 30a, and the clearance between the mounting plate 51 and the guide rails 32, help to isolate the module from the bending modes of the fuselage when subjected to flight loads, in this case bending and shear deformations of the fuselage structure.

[0056] Figures 5 to 8 A rack mounting mechanism 140 and a battery module 126 , or at least a portion thereof, are shown according to another embodiment of the present invention.

[0057] Hereinafter, another embodiment (second embodiment) will be described in more detail with respect to only the differences from the first embodiment. As for other aspects, reference is made to the description of the first embodiment above. In addition, it should be noted that Figures 1 to 3 , the battery module 126 according to the second embodiment may replace the battery module according to the first embodiment and is denoted by reference numeral 26 .

[0058] Figure 5The figure shows a rack mounting mechanism 140 included in the fuselage 12 of the aircraft 10 according to a second embodiment of the present invention. The rack mounting mechanism 140 preferably includes two opposing mounting frames 140a, 140b having mounting rails and a plurality of mounting brackets for receiving a plurality of battery modules 126. For example, one of the battery modules 126 is shown mounted to the mounting frames 140a, 140b.

[0059] Figure 6 A battery module 126 according to a second embodiment of the present invention is shown. The battery module 126 further includes a housing formed by a tubular casing 130, a front plate 130a, and a rear plate 130b, the two end plates closing the front and rear openings of the casing 130. A battery stack can then be housed within the housing.

[0060] For cooling and / or heating, an internal channel system may be provided in the battery module 126 within the housing 130. The internal channel system may be connected to an external thermal management system of the battery system. Such a connection may be achieved by a first hollow bolt 134 and a second hollow bolt 136, which may be arranged at the front end plate 130a of the battery module 126. The first hollow bolt 134 may include an internal channel 135 serving as an inlet of the internal channel system of the battery module 126, while the second hollow bolt 136 may include an internal channel serving as an outlet of the internal channel system of the battery module 126. Thus, the thermal management system may supply a heat transfer fluid to the internal channel system of the battery module 126 via the internal channel 135 of the first hollow bolt 134, while the heat transfer fluid may be discharged via the internal channel of the second hollow bolt 136, and vice versa.

[0061] Specifically, the heat transfer fluid can flow out of the thermal management system and enter the internal channel of the upper cooling plate (not shown) arranged at the upper part of the battery module 126 through the internal channel of the first hollow bolt, and then enter the internal channel of the lower cooling plate (not shown) arranged at the lower part of the battery module 126 through the bypass line 138, and then return to the thermal management system through the internal channel of the second hollow bolt of the battery module 126.

[0062] If you can Figure 7 As can be seen in FIG, the battery module 126 according to the second embodiment of the present invention may further include a slider portion 151, which is preferably implemented in the form of a slider lug 151 protruding from the rear end plate 130b of the battery module housing 130. The lug 151 slidably engages a complementary slider seat provided at one of the mounting frames 140a in the rack mounting mechanism 140 to allow the battery module 126 to slide along the extension direction of the mounting frame 140a.

[0063] Furthermore, the battery module 126 may also include at least one blind connector 152. In the embodiment described herein, two blind connectors 152 are disposed on the back of the battery module 126 housing 130 and are configured to secure the battery module 126 in place on the rack mounting mechanism 140. The blind connectors 152 may preferably be implemented in the form of small pins or protrusions 152 configured to engage complementary grooves located on the side of the fuselage, specifically, on one or both of the mounting frames 140a, 140b or on another element of the rack mounting mechanism 140.

[0064] See also Figure 8 , the connection between the thermal management system and the battery module 126 , specifically the connection between the thermal management system and the hollow bolts 134 , 136 provided at the battery module 126 , will be described. Figure 8 A cross-sectional view of the hollow stud 144 is shown connected to the hollow bolt 134. Heat transfer fluid is supplied into the internal passage 145 of the hollow stud 144 through a hose 160 from the thermal management system.

[0065] The internal channel 145 may include a first channel portion 145a, which is adjacent to the hose 160 and extends substantially in the extension direction S of the hollow stud 144. Adjacent to the first channel portion 145a, a second channel portion 145b may be provided, which extends toward the battery module 126 in the extension direction B of the hollow stud 134. Specifically, the extension direction B of the hollow stud bolt and the second channel portion 145b therethrough may be inclined at approximately 90° relative to the extension direction S of the hollow stud 144.

[0066] Thus, in the hollow stud 144, specifically at the transition between the first channel portion 145a and the second channel portion 145b of the inner channel 145, the heat transfer fluid can already rotate toward the battery module 126. Consequently, the inclination of the inner channel 145 of the stud 144 aligns the stud hole with the hole of the bolt 134 of the battery module 126.

[0067] Alternatively, instead of the internal channel 145 of the hollow stud 144, the internal channel 135 of the hollow bolts 134, 136 may comprise two channel portions with different extension directions, which may in particular be inclined relative to each other, thereby deflecting or rotating the fluid in the internal channel 135 of the hollow bolts 134, 136. However, preferably, the fluid is already rotating in the hollow stud 144.

[0068] Back to Figure 6The first and second hollow bolts 134 and 136 of the battery module 126 may include annular connector portions 134a and 136a, respectively, which protrude from the battery module 126 at their ends 134e and 136e. These annular connector portions 134a and 136a may be configured to receive the respective ends 144e of the first and second hollow studs 144. It should be noted that only the first hollow stud 144 is shown, however, the structure of the second hollow stud 144 can be the same as that of the first hollow stud 144.

[0069] In this way, the hollow stud 144 provides a heat transfer fluid from the thermal management system and can be connected to the battery module 126, in particular to the annular connector portions 134a, 136a of the hollow bolts 134, 136. In addition, the internal channel 145 of the first hollow stud 144, in particular the inclined second channel portion 145b, can be connected to the internal channel 135 of the first hollow bolt 134, and the internal channel of the second hollow stud can be connected to the internal channel 135 of the second hollow bolt 136.

[0070] Therefore, the connection between the thermal management system and the battery module 126 adopted in accordance with the second embodiment of the present invention serves firstly as a mechanical fixing method for fixing the battery module 126 to the fuselage 12, and secondly as an inlet and outlet for the heat transfer fluid during cooling.

Claims

1. An electrically propelled aircraft (10) comprising a fuselage (12), at least one pair of wings (14, 16) and a battery system for powering the propulsion and electrical systems of the aircraft (10), wherein - the battery system comprises at least one battery pack (24), - Each battery pack (24) comprises a plurality of individual battery modules (26) that are directly or indirectly coupled to one another, and - the aircraft comprises an interior space (18) formed within the fuselage (12) for accommodating at least one person, Its characteristics are: - the at least one battery pack (24) is arranged between an inner structural wall (20) defining and enclosing the inner space (18) of the fuselage (12) and an outer fairing wall (22) of the fuselage (12), wherein the outer fairing wall (22) encloses the fuselage (12).

2. The aircraft (10) according to claim 1, wherein The battery system comprises at least two battery packs (24), and wherein, At least one of the battery packs (24) is arranged between the inner structural wall (20) of the fuselage (12) and the outer fairing wall (22) of the fuselage (12) on either side of the fuselage (12) relative to the longitudinal axis (L) of the aircraft (10).

3. The aircraft (10) according to claim 1, wherein The battery system includes a plurality of battery packs (24), the plurality of battery packs (24) are divided into two groups of battery packs (241, 24r), and wherein, One of the two battery groups (241, 24r) is arranged on either side of the fuselage (12) relative to the longitudinal axis (L) of the aircraft (10) between the inner structural wall (20) of the fuselage (12) and the outer fairing wall (22) of the fuselage (12).

4. The aircraft (10) according to claim 1, wherein the fuselage (12) is provided with a rack mounting mechanism (40), the rack mounting mechanism (40) comprising a plurality of mounting brackets (42), each for replaceably mounting one of the battery modules (26) to the aircraft (10).

5. The aircraft (10) according to claim 4, wherein: - the battery system further comprises a thermal management system that circulates a heat transfer fluid through the battery module (26), - at least a plurality of battery modules (26) comprise a fluid inlet connection (34) and a fluid outlet connection (36) connected to an internal channel system of the respective battery module (26) for a heat transfer fluid within the respective battery module (26) and adapted to be connected to the thermal management system; and - At least a plurality of mounting brackets (42) include corresponding connectors (44, 46), respectively for the fluid inlet connector (34) and the fluid outlet connector (36) of the corresponding battery module (26).

6. The aircraft (10) according to claim 1, wherein: Each of the battery packs (24) is a virtual battery pack (24) obtained by electrically connecting a predetermined number of the battery modules (26).

7. The aircraft (10) of claim 1, wherein The battery modules (26) of each battery pack in the battery pack (24) are electrically connected in series.

8. The aircraft (10) according to claim 7, wherein The battery modules (26) of each of the battery packs (24) are electrically connected in series via bus bars facing the exterior of the aircraft (10).

9. The aircraft (10) of claim 1, wherein Each of the battery modules (26) is individually secured to the fuselage (12) of the aircraft (10) at a specific mounting location.

10. The aircraft (10) according to claim 9, wherein The fuselage (12) is provided with a plurality of the mounting positions, each for replaceably accommodating one of the battery modules (26), and the number of the mounting positions is greater than the number of the battery modules (26), so that when all the battery modules (26) are in an installed state, at least one of the mounting positions remains vacant.

11. The aircraft (10) according to any one of claims 1 to 10, wherein The aircraft (10) is an electric vertical take-off and landing aircraft (10).

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