Battery compartment and electric aircraft

Abstract

The invention discloses a battery compartment and an electric aircraft. The battery compartment comprises a compartment body, a cover plate and a battery. The cover plate and the bin body are enclosed to form an accommodating space, and the battery is accommodated in the accommodating space. The cover plate comprises a frame and blades, the frame is provided with an opening, the opening is communicated with the containing space, the blades are connected with the frame, at least part of each blade is made of shape memory alloy, the shape memory alloy generates reversible phase change along with temperature change, and the blades are used for opening or closing the opening. Therefore, the blades realize opening adjustment without external energy drive based on the reversible phase change of the shape memory alloy, so that the heat dissipation capability is matched with the thermal load of the battery in real time, meanwhile, light weight and structural strength are considered, airborne electric energy does not need to be consumed, and the endurance time of the aircraft is prolonged.

Description

Technical Field

[0001] This application belongs to the field of thermal management technology for electric vertical takeoff and landing aircraft, and particularly relates to a battery compartment and an electric aircraft. Background Technology

[0002] With the development of electric vertical takeoff and landing aircraft (EVTOL) The rapid development of electric fixed-wing aircraft (EVTOL) and long-endurance electric fixed-wing aircraft has led to a significant bottleneck in flight safety and endurance performance. The large amount of Joule heat generated by high-energy-density batteries during high-rate charging and discharging has become a major constraint. Existing cooling systems such as electric fans, liquid cooling plates, or thermoelectric cooling systems suffer from high energy consumption, complex structures, heavy weight, and high maintenance costs, limiting the aircraft's payload and flight efficiency. Fixed louvers or fusible heat dissipation vents exhibit unstable heat dissipation performance, with excessive heat dissipation at low temperatures and insufficient heat dissipation at high temperatures, severely impacting mission adaptability. Furthermore, during long-term operation, the battery compartment structure is prone to permanent deformation due to micron-level displacement caused by thermal expansion and contraction and vibration fatigue, leading to sealing failure, moisture intrusion, and potential thermal runaway risks. Summary of the Invention

[0003] This application aims to at least partially address the technical problems of slow heat dissipation response, insufficient heat dissipation performance, and failure to meet the lightweight design requirements of electric aircraft battery compartments. To this end, this application provides a battery compartment and an electric aircraft. The battery compartment requires no external power source, can adaptively adjust to temperature, and maintains reliable sealing throughout its entire lifespan, thereby meeting the stringent requirements of electric aircraft for lightweight design, high reliability, and airworthiness safety.

[0004] In a first aspect, an embodiment of this application provides a battery compartment, comprising: a compartment body; a cover plate, the cover plate and the compartment body enclosing a receiving space; a battery, the battery being housed within the receiving space; the cover plate comprising a frame and blades, the frame having an opening communicating with the receiving space, the blades being connected to the frame, at least a portion of the blades being made of a shape memory alloy, the shape memory alloy undergoing a reversible phase transition with temperature change, and the blades being used to open or close the opening.

[0005] Therefore, the blades utilize the reversible phase change of shape memory alloys (SMA) to achieve adjustable opening without external energy, solving the shortcomings of traditional passive cooling systems, such as high drag under low loads and insufficient heat dissipation under high loads. Due to the continuous phase change of SMA, the blades can remain at different positions between opening and closing the opening as the temperature changes, allowing the heat dissipation capacity to match the battery's thermal load in real time. This avoids the risk of decreased battery activity due to excessive heat dissipation at low temperatures or thermal runaway due to insufficient heat dissipation at high temperatures. At least part of the blades are made of SMA, balancing lightweight design and structural strength. SMA eliminates the need for complex drive components such as motors, pumps, and valves, reducing weight compared to traditional active cooling systems. Furthermore, it eliminates the need to consume onboard electrical energy, solving the problem of active cooling systems consuming battery output and indirectly improving the aircraft's endurance. SMA material exhibits excellent fatigue resistance, with a phase change drift of less than 0.5° after thousands of thermal cycles, extending its service life to over 10,000 hours. The sealed structure design of the cover and the housing effectively prevents moisture intrusion, while SMA actuation avoids the sealing failure problem caused by vibration fatigue of traditional mechanical heat dissipation covers.

[0006] In some possible implementations, the blade includes a blade body and a connecting portion, one end of which is connected to the frame, and the other end of which is connected to the blade body; both the blade body and the connecting portion are made of shape memory alloy. Therefore, the blade body being made of shape memory alloy is beneficial for improving drive efficiency and response speed, eliminating the need for additional drive components, allowing heat to be directly transferred to the phase change region, reducing heat conduction losses and transmission delays. The shortened thermal response path allows for rapid adaptation to the high-power heat dissipation requirements of EVTOL vertical takeoff and landing. It also facilitates structural simplification and lightweight optimization; the blade body combines heat dissipation and drive functions, eliminating the installation space and connection structure of an independent drive unit, reducing the overall thickness and weight of the cover plate, meeting the stringent lightweight requirements of electric aircraft. Simultaneously, the simplified structure reduces assembly steps, lowers the fitting errors between components, and improves the overall structural stability. Furthermore, it helps ensure phase change stability and adjustment accuracy; the blade body uses a single SMA material, avoiding phase change incompatibility issues caused by differences in the thermal expansion coefficients of different materials, resulting in a smoother phase change process. The use of SMA material in the connecting portion helps reduce the production cost of the battery compartment. The modular structure facilitates the individual replacement of components. If the connecting part fails due to fatigue after long-term use, the connecting part can be replaced directly without replacing the entire blade, reducing maintenance costs. Adaptability and expandability are enhanced; the blade body can be made of different materials to meet heat dissipation requirements, and the connecting part can be made of different SMA materials to meet temperature response requirements. The combination of these two components can be flexibly adjusted to adapt to different battery compartment temperature ranges and heat dissipation power requirements.

[0007] In some possible implementations, the connecting portion is located on the side of the frame facing the accommodating space. This improves the accuracy of temperature sensing, as the connecting portion is located inside the blade, directly contacting the thermal environment inside the battery, allowing for rapid acquisition of battery temperature changes, shortening temperature sensing delay, improving adjustment accuracy, and avoiding false triggering caused by external environmental factors. Furthermore, the inner installation of the connecting portion does not affect the heat dissipation area of ​​the blade body. When the blade is open, hot airflow can smoothly pass through the channel between the blade body and the frame; when the blade is closed, the connecting portion is hidden inside, preserving the seal and improving insulation performance.

[0008] In some possible implementations, there are multiple connecting portions, which are equidistantly arranged along the length of the blade body. This helps to improve the blade's response speed and stability.

[0009] In some possible implementations, the thickness of the blade body is 0.8mm-1.2mm. This reduction in blade body thickness leads to a reduction in the overall thickness of the cover plate, resulting in a lighter battery compartment, which meets the stringent lightweight requirements of electric aircraft.

[0010] In some possible implementations, the thickness of the connecting part is 0.8mm-1.2mm, and the width of the connecting part is 8mm-12mm. This helps ensure that the connection strength of the connecting part meets the driving requirements of the blade body while also satisfying the lightweight design requirements of the battery compartment.

[0011] In some possible implementations, the shape memory alloy is a nickel-titanium-based shape memory alloy, and the austenite completion temperature of the nickel-titanium-based shape memory alloy is lower than the maximum operating temperature of the battery compartment. This helps ensure that the SMA can still undergo a complete phase transformation under extreme high-temperature conditions, avoiding the risk of insufficient heat dissipation and thermal runaway caused by incomplete phase transformation preventing the blades from opening to their maximum opening. This alloy maintains a stable bidirectional shape memory effect within the battery's operating temperature range, reliably resetting at low temperatures for sealing and insulation, and fully opening at high temperatures for efficient heat dissipation, making it suitable for the complex operating environment of electric aircraft, ranging from high-altitude low-temperature to low-altitude high-temperature conditions.

[0012] In some possible implementations, the frame includes multiple openings equidistantly arranged along the length of the frame, and multiple blades are provided, with each blade corresponding to one of the openings. This significantly improves heat dissipation uniformity. The multiple openings, equidistantly distributed along the frame length, ensure even distribution of heat dissipation channels within the battery compartment, avoiding localized heat dissipation blind spots and effectively preventing localized battery overheating and aging.

[0013] In some possible implementations, the surface of the blade is provided with a thermal radiation coating. This significantly improves temperature sensing accuracy; the thermal radiation coating has a solar heat absorptivity of less than or equal to 0.15 and an infrared emissivity of greater than or equal to 0.85, effectively reducing interference from external heat sources. The coating effectively blocks corrosion from dust, water vapor, salt spray, and other external environmental factors, preventing the blade from being directly exposed to harsh environments and reducing corrosion-induced degradation of phase change performance. Simultaneously, the coating reduces the temperature fluctuation range of the blade, minimizing thermal fatigue damage to the SMA material.

[0014] Secondly, embodiments of this application also provide an electric aircraft, including an aircraft body and a battery compartment as described in any of the above claims, wherein the battery compartment is electrically connected to the aircraft body and is used to provide power to the aircraft body.

[0015] As a result, the flight performance of the electric aircraft is significantly improved. The battery compartment adopts a lightweight design, reducing weight and effectively increasing the aircraft's payload. The SMA drive does not consume onboard electrical energy, reducing energy consumption and extending the aircraft's endurance. The battery compartment's adaptive heat dissipation function keeps the battery temperature stable within the optimal range, reducing power output fluctuations and avoiding power loss due to overheating during vertical takeoff and landing, thus improving flight stability. The long lifespan and high reliability of the SMA drive meet airworthiness and safety requirements. The battery compartment's wide temperature range adaptability enables the aircraft to operate normally in different climatic environments, such as high-altitude and tropical regions. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of a battery compartment provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a cover plate in a first position according to an embodiment of this application; Figure 3 This is a schematic diagram of a cover plate in a second position according to an embodiment of this application; Figure 4 This is a schematic diagram of a cover plate including a connecting part provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electric aircraft provided in an embodiment of this application.

[0018] Figure label: Electric aircraft-1000; Battery compartment-1; Aircraft body-2; Compartment-10; Storage space-110; Cover plate-20; Frame-210; Opening-211; Blade-220; Blade body-221; Connecting part-222; Battery-30. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0020] It should be noted that all directional indications in the embodiments of this invention are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indication will also change accordingly. In this invention, unless otherwise explicitly specified and limited, the terms "connection" and "fixed" should be interpreted broadly. For example, "fixed" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two components or the interaction relationship between two components, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances. In addition, the descriptions involving "first," "second," etc., in this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0021] With the rapid development of electric vertical takeoff and landing (EVTOL) and long-endurance electric fixed-wing aircraft, the Joule heat generated by power batteries during high-rate charging and discharging has become a core bottleneck restricting flight performance and safety. Active cooling solutions, such as electric fans, liquid cooling plates, or thermoelectric cooling, require continuous consumption of onboard electrical energy, reducing payload and endurance, and the complex pump, valve, and piping systems increase weight and maintenance costs. In passive cooling solutions, fixed louvers or one-time fusible covers cannot dynamically adapt to changes in battery temperature, resulting in excessive cooling at low temperatures and insufficient cooling at high temperatures. Furthermore, the non-resettable nature of fusible openings further impairs mission adaptability. Particularly serious is the micron-level displacement drift of the battery compartment structure due to thermal expansion and contraction and vibration after thousands of charge-discharge cycles. This can force permanent deformation of the rubber gaskets of traditional mechanical covers, leading to seal failure, moisture intrusion, and potential thermal runaway risks.

[0022] Therefore, there is an urgent need for a lightweight battery compartment device that requires no external energy, can adaptively regulate temperature, withstands micro-displacement throughout its entire life cycle, and maintains a reliable seal, in order to meet the stringent requirements of electric aircraft for safety, reliability, and airworthiness.

[0023] This application is described below with reference to the accompanying drawings and specific embodiments: Please see Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the structure of a battery compartment provided in an embodiment of this application. Figure 2 This is a schematic diagram of a cover plate in a first position according to an embodiment of this application. Figure 3 This is a schematic diagram of a cover plate in a second position according to an embodiment of this application. This application provides a battery compartment 1. The battery compartment 1 includes a compartment body 10, a cover plate 20, and a battery 30. The compartment body 10 and the cover plate 20 enclose a receiving space 110, within which the battery 30 is housed. The cover plate 20 includes a frame 210 and blades 220. The frame 210 has an opening 211 communicating with the receiving space 110. The blades 220 are connected to the frame 210. At least a portion of the blades 220 is made of a shape memory alloy, which undergoes a reversible phase transition with temperature changes. The blades 220 are used to open or close the opening 211.

[0024] Specifically, the position of the blade 220 changes with temperature between the first and second positions. That is, the opening and closing angle of the blade 220 is different at different temperatures. The first position is the position where the blade 220 covers the opening 211, and the second position is the position where the angle between the blade 220 and the frame 210 is at its maximum value.

[0025] In some possible embodiments, the battery compartment 1 is suitable for the EVTOL aircraft. The compartment body 10 is made of aerospace-grade aluminum alloy 6061-T6, integrally milled, and the dimensions of the accommodating space 110 are 300mm × 200mm × 150mm. This design ensures structural strength to withstand vibration loads during flight while controlling weight through a thin-walled design to meet the aircraft's payload requirements. Batteries 30 are arranged within the accommodating space 110, and a heat dissipation gap can be reserved between the batteries 30 and the wall of the compartment body 10 to facilitate heat conduction to the cover plate 20 area. The cover plate 20 is fixed to the compartment body 10 with bolts, and a sealing gasket is provided at the connection point to balance sealing performance and ease of assembly. It is understood that the connection method between the cover plate 20 and the compartment body 10 can also be welding, gluing, or snap-fitting, etc., and this application embodiment does not specifically limit the method.

[0026] In some possible embodiments, the frame 210 is made of aluminum alloy, and its overall size matches the opening of the chamber 10, measuring 120mm × 80mm. The frame 210 is machined to form a rectangular opening, serving as a heat dissipation channel connecting the inside and outside of the chamber. The blades 220 are connected to the frame 210, and the connection method includes welding, hinge, adhesive bonding, or snap-fitting, etc., which are not specifically limited in the embodiments of this application. At least a portion of the blades is made of SMA material, specifically, Ni50.1Ti49.9 alloy can be selected.

[0027] During operation, when the temperature inside the battery compartment 1 is below the martensite initiation temperature Ms, the SMA is in the martensite phase with low stiffness. The blade 220, under its own weight, is in the first position, completely covering the opening 211. At this time, the heat dissipation channel is closed, reducing heat loss in low-temperature environments and ensuring the temperature stability of the battery 30 during startup. As the battery 30 generates Joule heat through high-rate charging and discharging, the temperature inside the compartment gradually rises. When the temperature reaches the austenite initiation temperature As, the SMA begins to transform from the martensite phase to the austenite phase, generating a restoring force. This restoring force drives the blade 220 to slowly rotate towards the accommodating space 110. When the temperature inside the compartment rises to the austenite completion temperature Af, the SMA completely transforms into the austenite phase, and the blade 220 rotates to the second position. At this time, the angle between the blade 220 and the frame 210 reaches its maximum value. In this embodiment, the maximum angle is 90°, and the heat dissipation channel is fully open, utilizing ram airflow during flight or natural convection within the compartment for rapid heat dissipation. When the battery load decreases and the temperature inside the chamber drops, the SMA undergoes a reverse phase transition, the restoring force weakens, and the driving blades gradually reset, allowing them to remain stably at the intermediate temperature point, thus forming an opening adjustment that corresponds one-to-one with the temperature.

[0028] Therefore, on the one hand, the blade 220 achieves opening adjustment without external energy drive based on the reversible phase change of SMA, solving the defects of traditional passive cooling such as high wind resistance under low load and insufficient heat dissipation under high load. Due to the continuous phase change of SMA, the blade 220 can stay at different positions between the first and second positions, so that the heat dissipation capacity is matched with the thermal load of the battery 30 in real time, avoiding the risk of thermal runaway caused by excessive heat dissipation at low temperature leading to a decrease in the activity of the battery 30, or insufficient heat dissipation at high temperature leading to a risk of thermal runaway. On the other hand, at least part of the blade 220 is made of SMA, which takes into account both lightweight and structural strength. SMA does not require complex drive components such as motors, pumps and valves, and its weight is reduced compared with traditional active cooling systems; at the same time, it does not consume airborne electrical energy, solving the problem of active cooling systems consuming energy from the battery 30's output, indirectly improving the aircraft's endurance. On the other hand, SMA material has excellent fatigue resistance. After thousands of thermal cycles, the opening drift is less than 0.5°, and the service life is extended to more than 10,000 hours. The sealing structure design of the cover plate 20 and the chamber 10 can effectively prevent water vapor from entering. At the same time, the SMA drive avoids the sealing failure problem caused by vibration fatigue of traditional mechanical heat dissipation covers.

[0029] Please see Figure 2 and Figure 4 , Figure 4 This is a schematic diagram of a cover plate with a connecting part provided in an embodiment of this application. In this embodiment, the blade 220 includes a blade body 221 and a connecting part 222. One end of the connecting part 222 is connected to the frame 210, and the other end of the connecting part 222 is connected to the blade body 221. At least one of the blade body 221 and the connecting part 222 is made of shape memory alloy.

[0030] In some possible embodiments, the blade body 221 is made of shape memory alloy, which undergoes a reversible phase transformation with temperature changes. The blade body 221 is entirely made of Ni50.1Ti49.9 shape memory alloy, fully utilizing the reversible phase transformation characteristics of SMA to achieve integrated drive and heat dissipation. The dimensions of the blade body 221 match the opening 211, ensuring a tight seal when the opening 211 is completely covered.

[0031] Therefore, on the one hand, it is beneficial to improve drive efficiency and response speed. The blade body 221 is directly made of SMA, eliminating the need for additional drive components. Heat can be directly transferred to the phase change region, reducing heat conduction losses and transmission delays. The shortened thermal response path can quickly adapt to the high-power heat dissipation requirements of EVTOL vertical takeoff and landing. On the other hand, it is beneficial to simplify the structure and optimize lightweight design. The blade body 221 has both heat dissipation and drive functions, eliminating the installation space and connection structure of an independent drive unit, reducing the overall thickness and weight of the cover plate 20, meeting the stringent lightweight requirements of electric aircraft. At the same time, the simplified structure reduces assembly steps, reduces the fitting error between parts, and improves the overall structural stability. Furthermore, it is beneficial to ensure phase change stability and adjustment accuracy. The blade body 221 uses a single SMA material, avoiding the phase change incompatibility problem caused by the difference in thermal expansion coefficients between different materials, resulting in a smoother phase change process.

[0032] In some possible embodiments, the connecting portion 222 is made of shape memory alloy and undergoes a reversible phase transition with temperature change. The connecting portion 222 is used to drive the position change of the blade body 221 between a first position and a second position.

[0033] It is understood that the connection method between the connecting part 222 and the blade body 221 and the frame 210 includes welding, hinge, adhesive or snap-fit, etc., and the embodiments of this application do not make specific limitations.

[0034] In some possible embodiments, the blade body 221 is made of lightweight composite material, such as carbon fiber or epoxy composite material, focusing on lightweighting and heat dissipation. The connecting part is made of SMA, focusing on temperature response and driving function. The two perform their respective functions, avoiding the contradiction that a single material cannot simultaneously meet the requirements of lightweighting and phase change driving. At the same time, using SMA material for the connecting part also helps to reduce production costs.

[0035] In some possible embodiments, the connecting part 222 is filamentous in shape, which is compact and occupies little space.

[0036] In some possible embodiments, the connecting part 222 is strip-shaped, with a large contact area, high heat transfer efficiency, and fast response speed.

[0037] In some possible embodiments, the connecting part 222 is spring-shaped, with a large phase change stroke and more uniform driving torque, making it suitable for large-angle adjustment scenarios.

[0038] Therefore, on the one hand, using SMA material for the connecting part helps reduce the production cost of battery compartment 1. On the other hand, the split structure facilitates the individual replacement of components. If the connecting part 222 fails due to fatigue after long-term use, the connecting part 222 can be replaced directly without replacing the entire blade 220, thus reducing maintenance costs. Furthermore, adaptability and expandability are enhanced. The blade body 221 can be made of different materials according to heat dissipation requirements, and the connecting part 222 can be made of different SMA materials according to temperature response requirements. The combination of the two can be flexibly adjusted to adapt to different temperature ranges and heat dissipation power requirements of battery compartment 1.

[0039] Please see Figure 1 and Figure 4 In this embodiment, the connecting portion 222 is disposed on the side of the frame 210 facing the accommodating space 110.

[0040] In terms of temperature conduction path design, the heat generated by the battery 30 in the accommodating space 110 is directly transferred to the connecting part 222. The connecting part 222 is tightly attached to the inner side of the blade body 221. The heat absorbed by the blade body 221 can also be transferred to the connecting part 222 through heat conduction, forming a dual temperature conduction path to ensure that the connecting part 222 can quickly and accurately sense the actual temperature inside the battery compartment 1.

[0041] Therefore, on the one hand, it is beneficial to improve the accuracy of temperature sensing. The connecting part 222 is located inside the blade 220, directly contacting the thermal environment inside the battery compartment 1, quickly obtaining the temperature change of the battery 30, shortening the temperature sensing delay, improving the adjustment accuracy, and avoiding false triggering caused by the external environment. On the other hand, the installation inside the connecting part 222 does not affect the heat dissipation area of ​​the blade body 221. When the blade is open, the hot airflow can pass smoothly through the channel between the blade body 221 and the frame 210; when the blade is closed, the connecting part 222 is hidden inside, without affecting the fit of the sealing surface, which helps to improve the heat preservation effect.

[0042] Please see Figure 4 In this embodiment, there are multiple connecting portions 222, which are equidistantly arranged along the length direction of the blade body 221.

[0043] In some possible embodiments, a blade 220 includes three connecting portions 222, which are equidistantly arranged along the length direction of the blade body 221, i.e., the Y direction shown in the figure, which helps to improve the response speed and stability of the blade 220.

[0044] Please see Figure 2 and 3In this embodiment, the thickness of the blade body 221 is 0.8mm-1.2mm. For example, the thickness of the blade body 221 is 0.8mm, 1.0mm, or 1.2mm, etc. It is understood that the thickness of the frame 210 should also correspond to the thickness of the blade body 221 to ensure the sealing of the battery compartment 1.

[0045] Understandably, see Figure 2 The thickness of the blade body 221 is the length of the blade body 221 along the Z direction.

[0046] As a result, the thickness of the blade body 221 is reduced, the overall thickness of the cover plate 20 is reduced, and the weight of the battery compartment 1 is reduced, which meets the stringent requirements for lightweighting of electric aircraft.

[0047] Please see Figure 4 In this embodiment, the thickness of the connecting portion 222 is 0.8mm-1.2mm, and the width of the connecting portion 222 is 8mm-12mm.

[0048] It is understandable that the thickness of the connecting part 222 is the length of the connecting part 222 along the Z direction, and the width of the connecting part 222 is the length of the connecting part 222 along the Y direction.

[0049] In some possible embodiments, the thickness of the connecting portion 222 is 0.8 mm, 1.0 mm or 1.2 mm, etc., and the width of the connecting portion 222 is 8 mm, 10 mm or 12 mm, etc.

[0050] This helps ensure that the connection strength of the connecting part 222 meets the driving requirements of the blade body 221 while also meeting the lightweight design requirements of the battery compartment 1.

[0051] In this embodiment, the shape memory alloy is a nickel-titanium-based shape memory alloy, and the austenite completion temperature of the nickel-titanium-based shape memory alloy is lower than the maximum operating temperature of the battery compartment 1.

[0052] In some possible embodiments, nickel-titanium based shape memory alloys include Ni50.1Ti49.9 alloy, Ni50.3Ti29.7Hf20 alloy, etc.

[0053] Therefore, on the one hand, it helps ensure that the SMA can still undergo a complete phase transformation under extreme high-temperature conditions, avoiding the risk of insufficient heat dissipation and thermal runaway caused by incomplete phase transformation preventing the blade 220 from opening to its maximum opening. On the other hand, the alloy maintains a stable bidirectional shape memory effect over a wide temperature range of -10℃ to 70℃, enabling reliable resetting for sealing and heat preservation at low temperatures and full opening for efficient heat dissipation at high temperatures, making it suitable for the complex operating environment of electric aircraft, ranging from high-altitude low-temperature to low-altitude high-temperature conditions.

[0054] Please see Figure 3In this embodiment of the application, the frame 210 includes a plurality of openings 211, which are equidistantly arranged along the length direction of the frame 210, and there are a plurality of blades 220, which are arranged in a one-to-one correspondence with the openings 211.

[0055] Schematic illustration: Eight rectangular openings 211 are equidistantly arranged along the length of the frame 210. Each opening 211 is the same size, and the spacing between the openings 211 is the same, ensuring a uniform distribution of heat dissipation channels. There are eight blades 220, each corresponding to one of the openings 211, ensuring that they completely cover the openings 211 when closed, achieving a sealed and heat-insulating effect. It is understandable that when the temperature in certain areas inside the battery compartment 1 is too high, the opening angle of the corresponding blade 220 will be larger to achieve rapid localized heat dissipation.

[0056] As a result, the heat dissipation uniformity is significantly improved. Multiple openings 211 are equidistantly distributed along the length of the frame 210, so that the heat dissipation channels are evenly arranged in the battery compartment 1, avoiding local heat dissipation blind spots and effectively preventing local battery overheating and aging.

[0057] Please see Figure 3 In this embodiment, the surface of the blade 220 is provided with a thermal radiation coating.

[0058] In some possible embodiments, the thermal radiation coating is a titanium dioxide-based thermal radiation coating.

[0059] In some possible embodiments, the thickness of the thermal radiation coating is 20 μm-100 μm.

[0060] In some possible embodiments, the thermal radiation coating covers the entire surface of the blade 220, including the front, back and edges, with the edge coating thickness being consistent with the surface to prevent edge corrosion from causing the coating to peel off, while ensuring the fit between the blade 220 and the sealing surface of the frame 210 when closed, without affecting the sealing performance.

[0061] Therefore, on the one hand, it significantly improves the accuracy of temperature sensing, with the thermal radiation coating having a solar heat absorption rate of less than or equal to 0.15 and an infrared emissivity of greater than or equal to 0.85, effectively reducing interference from external heat sources. On the other hand, the coating effectively blocks the corrosion of dust, water vapor, salt spray, and other external environmental factors, preventing the blade 220 from being directly exposed to harsh environments and reducing the degradation of phase change performance caused by corrosion. At the same time, the coating reduces the temperature fluctuation range of the blade 220, reducing thermal fatigue damage to the SMA material.

[0062] Please see Figure 5 , Figure 5This is a schematic diagram of the structure of an electric aircraft provided in an embodiment of this application. Based on the same inventive concept, this application also provides an electric aircraft 1000, which includes an aircraft body 2 and a battery compartment 1 as described in any of the above embodiments. The battery compartment 1 is electrically connected to the aircraft body 2 and is used to provide power to the aircraft body 2.

[0063] Indicatively, the electric aircraft 1000 is an electric vertical takeoff and landing (EVTOL) aircraft suitable for urban air traffic scenarios. The aircraft body 2 includes a fuselage, rotor system, flight control system, and power system. The battery compartment 1, as the core component of the power system, is integrated with the aircraft body 2 through mechanical fixation and electrical connection. The battery compartment 1 provides power to the aircraft body 2, driving the rotor system to rotate and generate lift and thrust. It also supplies power to the flight control system, avionics system, lighting system, etc. The adaptive heat dissipation function of the battery compartment 1 allows the battery 30 to operate in a wide temperature range throughout the entire flight cycle.

[0064] Therefore, on the one hand, the flight performance of the electric aircraft 1000 is significantly improved. The battery compartment 1 adopts a lightweight design, reducing weight and effectively increasing the aircraft's payload. The SMA drive does not consume onboard electrical energy, reducing energy consumption and extending the electric aircraft 1000's endurance. On the other hand, the adaptive heat dissipation function of the battery compartment 1 keeps the battery 30 temperature stable within the optimal range, reducing power output fluctuations and avoiding power loss due to overheating during vertical takeoff and landing, thus improving flight stability. The long lifespan and high reliability of the SMA drive meet airworthiness and safety requirements. Furthermore, the wide temperature range adaptability of the battery compartment 1 enables the electric aircraft 1000 to operate normally in different climatic environments, such as high-altitude and tropical regions.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0066] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0067] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A battery compartment, characterized in that, include: Warehouse body; A cover plate, which, together with the hopper body, encloses a receiving space; A battery, which is housed within the accommodating space; The cover plate includes a frame and blades. The frame has an opening that communicates with the accommodating space. The blades are connected to the frame. At least a portion of the blades is made of a shape memory alloy that undergoes a reversible phase transition with temperature changes. The blades are used to open or close the opening.

2. The battery compartment according to claim 1, characterized in that, The blade includes a blade body and a connecting portion. One end of the connecting portion is connected to the frame, and the other end of the connecting portion is connected to the blade body. At least one of the blade body and the connecting portion is made of the shape memory alloy.

3. The battery compartment according to claim 2, characterized in that, The connecting portion is located on the side of the frame facing the accommodating space.

4. The battery compartment according to claim 2, characterized in that, The number of connecting parts is multiple, and the multiple connecting parts are equidistantly arranged along the length direction of the blade.

5. The battery compartment according to claim 2, characterized in that, The thickness of the blade body is 0.8mm-1.2mm.

6. The battery compartment according to claim 2, characterized in that, The thickness of the connecting part is 0.8mm-1.2mm, and the width of the connecting part is 8mm-12mm.

7. The battery compartment according to any one of claims 1-6, characterized in that, The shape memory alloy is a nickel-titanium-based shape memory alloy, and the austenite completion temperature of the nickel-titanium-based shape memory alloy is lower than the maximum operating temperature of the battery compartment.

8. The battery compartment according to any one of claims 1-6, characterized in that, The frame includes a plurality of openings, which are equidistantly arranged along the length of the frame. The number of blades is also plurality of, and each blade corresponds to one of the openings.

9. The battery compartment according to any one of claims 1-6, characterized in that, The surface of the blade is coated with a thermal radiation coating.

10. An electric aircraft, characterized in that, The device includes an aircraft body and a battery compartment as described in any one of claims 1-9, wherein the battery compartment is electrically connected to the aircraft body and is used to provide power to the aircraft body.

Images