Battery pack structure for electric vehicles and discharge control method thereof

Abstract

The present invention discloses a battery pack structure for electric vehicles and a discharge control method thereof. The battery pack structure includes: a battery pack, a first external connection, a second external connection and a controller. The battery pack is electrically connected to the controller through the first external connection, and the external device is connected to the controller through the second external connection. When it is detected that the temperature or voltage of the battery pack exceeds a preset value or other abnormal conditions, the controller establishes a conductive path between the electromagnet and the metal component, so that the single battery and the metal component are in contact, thereby achieving a voltage division effect, thereby avoiding the occurrence of high-voltage ignition in the battery pack. By setting the first external connection and the second external connection with resistance, the situation of burning the terminal head due to ignition is effectively avoided, and the problem of errors in load identification by different types of controllers is solved. The safety and accuracy of battery discharge control are also improved, and phenomena such as abnormal cable temperature, short circuit, overload, over (under) voltage and leakage are avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a lithium iron phosphate battery pack structure for electric vehicles and a discharge control method of a lithium iron phosphate battery. Background Art

[0002] In the prior art, lithium iron phosphate batteries have been widely used in electric vehicles due to their advantages such as high energy density, high power density, many cycles and long storage time.

[0003] On the one hand, the discharge control of lithium iron phosphate batteries usually adopts the method of keeping the discharge MOSS turned on. When the device is connected to the vehicle, this method may cause ignition and burn the wiring head, posing certain safety hazards. In addition, different types of controllers may have errors in identifying the load, resulting in inaccurate discharge control.

[0004] On the other hand, lithium iron phosphate batteries may encounter various unpredictable problems during use, resulting in the inability to guarantee their lifespan and safety.

[0005] Therefore, it is necessary to develop a lithium iron phosphate battery pack structure with a high safety factor for electric vehicles and a discharge control method for a safer lithium iron phosphate battery to solve the above problems. Summary of the invention

[0006] A brief summary of embodiments of the present invention is provided below to provide a basic understanding of certain aspects of the present invention. It should be understood that the following summary is not an exhaustive summary of the present invention. It is not intended to identify key or important parts of the present invention, nor is it intended to limit the scope of the present invention. Its purpose is merely to provide certain concepts in a simplified form as a prelude to a more detailed description discussed later.

[0007] According to one aspect of the present application, a battery pack structure for an electric vehicle is provided, comprising:

[0008] A battery pack, a first external line, a second external line and a controller, wherein the battery pack is electrically connected to the controller via the first external line, and the external device is connected to the controller via the second external line;

[0009] The battery pack includes a shell, in which N single batteries and N safety mechanisms respectively connected to the single batteries are arranged, where N is greater than or equal to 2;

[0010] One end of the safety mechanism is fixedly connected to the housing, and the other end is in contact with the single battery. The safety mechanism includes an electromagnet, a metal component and a buffer spring. The electromagnet is connected to the single battery. The metal component is located inside the buffer spring, and the metal component and the buffer spring are coaxially arranged. One end of the buffer spring and the metal component are fixed to the housing, and the other end of the buffer spring is in contact with the single battery. The metal component is a telescopic structure, and the height of the telescopic structure in the contracted state is greater than the maximum length A of the buffer spring after compression, and less than 1.4A. At least the contact portion of the metal component with the electromagnet is a metal part.

[0011] The controller receives external detection signals and, when an abnormality is detected, establishes a conductive path between the electromagnet and the metal component, causing the electromagnet and the metal component to produce opposite magnetism and attract each other, thereby causing the single battery and the metal component to contact, thereby achieving a voltage dividing effect and avoiding the occurrence of high-voltage ignition in the battery pack.

[0012] The controller receives a detection signal from the outside world, and when the controller verifies the detection signal and finds that the battery pack is abnormal, it sends a trigger signal to start the safety mechanism. The abnormality of the battery pack means that the temperature or voltage exceeds the preset value, or other abnormal conditions.

[0013] Among them, the maximum length A of the buffer spring after compression is a measurable characteristic value of the buffer spring, and A is B% of the free length of the buffer spring (A is a real number. Generally speaking, the compression ratio of the spring is between 1.2 and 1.6, and the range of B is between 62.5 and 83.3).

[0014] In the prior art, the battery is often accompanied by collisions or vibrations during the pressure release process, which may cause further serious damage to the battery. Therefore, as a further implementation scheme, a transverse buffer mechanism is provided between the safety mechanism and the shell. When an abnormality occurs in the battery pack, the single cell and the metal component come into contact and thus divide the pressure. At the same time, the transverse buffer mechanism stabilizes the single cell to avoid further battery damage causing worse or unpredictable consequences.

[0015] The transverse buffer mechanism can be simply implemented by a spring structure. As a specific implementation scheme, the transverse buffer mechanism includes a left buffer slider, a right buffer slider, and a fixed portion arranged between the left buffer slider and the right buffer slider; the left buffer slider and the right buffer slider have the same structure and are symmetrically arranged, the left buffer slider includes a left connecting rod, a left buffer spring, and a left limiter, the right end of the left limiter is fixed to the left side of the fixed portion, the left end of the left limiter has an opening, the free end of the left connecting rod is connected to the left buffer spring and is limited in the left limiter, and the other end of the left connecting rod is fixed on the inner wall of the shell; the right buffer slider includes a right connecting rod, a right buffer spring, and a right limiter, the left end of the right limiter is fixed to the right side of the fixed portion, the right end of the right limiter has an opening, the free end of the right connecting rod is connected to the right buffer spring and is limited in the right limiter, and the other end of the right connecting rod is fixed on the inner wall of the shell. Through the arrangement of the buffer slider composed of the buffer springs on the left and right sides, the force received by the battery from the left and right sides is transmitted to the buffer spring and then offset, thereby ensuring the stability of the internal structure of the battery.

[0016] As a feasible solution, in order to effectively avoid the situation where the wiring head is burned due to sparks, at least one resistor is connected to the first external wiring; the resistance range of the resistor is: greater than 1Ω and less than 10 ohms.

[0017] As a feasible solution, in order to solve the problem that different types of controllers may have errors when identifying loads, resulting in inaccurate discharge control, at least one resistor is connected to the second external wiring; the resistance range of the resistor is: greater than 1Ω and less than 10 ohms. At present, there is no external wiring with a resistor, and its 1 meter resistance is generally 0.01-1 ohm. This application uses a resistor greater than 1Ω and less than 10 ohms to be set in the external wiring, which can avoid the situation of burning the wiring head due to ignition and improve the accuracy of different types of controllers in identifying loads.

[0018] According to another aspect of the present application, a discharge control method for a battery pack structure of an electric vehicle is provided, comprising:

[0019] Detection steps: Detect the temperature and voltage inside the battery pack and send them to the controller;

[0020] Control step: the controller receives the temperature and voltage inside the battery pack and compares them with preset temperature thresholds and voltage thresholds, and sends a control signal if the thresholds are exceeded;

[0021] Safety protection steps: After the controller sends a control signal, a conductive path is established between the electromagnet and the metal component, so that the electromagnet and the metal component produce opposite magnetism and attract each other, so that the single battery and the metal component come into contact, thereby achieving a voltage divider effect, thereby avoiding the occurrence of high-voltage ignition in the battery pack.

[0022] The battery pack structure includes a battery pack, an external wire and a controller, and the battery pack and the external wire are electrically connected to the controller respectively;

[0023] The battery pack includes a shell, in which N single batteries and N safety mechanisms respectively connected to the single batteries are arranged, where N is greater than or equal to 2;

[0024] One end of the safety mechanism is fixedly connected to the housing, and the other end is in contact with the single battery. The safety mechanism includes an electromagnet, a metal component and a buffer spring. The electromagnet is connected to the single battery. The metal component is located inside the buffer spring, and the metal component and the buffer spring are coaxially arranged. One end of the buffer spring and the metal component are fixed to the housing, and the other end of the buffer spring is in contact with the single battery. The height of the metal component is greater than the maximum length A of the buffer spring after compression, and is less than 1.4A. At least the contact portion of the metal component with the electromagnet is a metal part.

[0025] Improper use of the power output line of the existing automobile battery may cause serious accidents such as ignition, short circuit, and spontaneous combustion. Therefore, the detection step also includes the step of detecting whether the battery pack structure is connected to the controller: the controller is connected to the first external line, and the first external line is detected to confirm whether the battery pack structure is connected to the controller. If it is confirmed that the battery pack structure is connected to the controller, normal operation continues. If it is confirmed that the battery pack structure is not connected to the controller, the power supply operation is cut off.

[0026] The detection step also includes the step of detecting the electrical equipment connected to the controller: the controller is connected to the second external line, the controller detects the electrical signal of the connected electrical equipment through the second external line, and executes corresponding safety protection measures according to the electrical signal.

[0027] Specifically, at least one resistor is connected to the first external wiring and the second external wiring, and the resistance range of the resistor is: greater than 1Ω and less than 10 ohms. By setting up the first external wiring with an additional resistor, not only can the situation of burning the wiring head due to ignition be avoided, but also the accuracy of load identification by different types of controllers can be improved. The controller detects the electrical signal of the connected electrical equipment through the second external wiring, and performs corresponding safety protection measures according to the electrical signal. When it is detected that the wire temperature, arc, current, voltage or leakage current is abnormal, the connection between the electrical equipment and the controller is cut off, thereby further improving the safety of the entire battery pack structure.

[0028] The present invention has the following advantages compared with the prior art through the above scheme:

[0029] 1. When the temperature or voltage of the battery pack exceeds the preset value, the controller establishes a conductive path between the electromagnet and the metal component, so that the electromagnet and the metal component produce opposite magnetism and attract each other, so that the single battery and the metal component come into contact, thereby playing a voltage-dividing effect, thereby avoiding the occurrence of high-voltage ignition in the battery pack. At the same time, according to the setting of the lateral buffer mechanism, the battery pack is prevented from secondary damage, which may cause worse or unpredictable consequences.

[0030] 2. By setting up the first external wiring and the second external wiring with resistors, the situation of burning the wiring heads due to ignition is effectively avoided. At the same time, the problem of errors in load identification by different types of controllers is solved, and the safety and accuracy of battery discharge control are improved, avoiding the occurrence of phenomena such as abnormal cable temperature, short circuit, overload, over (under) voltage and leakage. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The present invention may be better understood by referring to the following description given in conjunction with the accompanying drawings, wherein the same or similar reference numerals are used throughout the drawings to represent the same or similar components. The accompanying drawings, together with the following detailed description, are included in and form a part of this specification and are used to further illustrate the preferred embodiments of the present invention and to explain the principles and advantages of the present invention. In the drawings:

[0032] Figure 1 is a schematic diagram of a battery pack structure in Example 1 of the present invention;

[0033] Figure 2 is a schematic diagram of a battery pack structure in Example 2 of the present invention;

[0034] Figure 3 It is an enlarged schematic diagram of the transverse buffer mechanism in Example 2 of the present invention. DETAILED DESCRIPTION

[0035] Embodiments of the present invention will be described below with reference to the accompanying drawings. Elements and features described in one drawing or one embodiment of the present invention may be combined with elements and features shown in one or more other drawings or embodiments. It should be noted that for the purpose of clarity, the representation and description of components and processes that are not related to the present invention and are known to those of ordinary skill in the art are omitted in the drawings and descriptions.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. Example 1

[0038] An embodiment of the present invention provides a battery pack structure for an electric vehicle, comprising:

[0039] A battery pack, a first external line, a second external line and a controller, wherein the battery pack is electrically connected to the controller via the first external line, and the external device is connected to the controller via the second external line;

[0040] See also Figure 1 The battery pack includes a housing 100. In this embodiment, three single cells 200 and three safety mechanisms 300 respectively connected to the single cells 200 are arranged in the housing 100.

[0041] One end of the safety mechanism 300 is fixedly connected to the housing 100, and the other end is in contact with the single battery 200. The safety mechanism 300 includes an electromagnet 301, a metal component 302 and a buffer spring 303. The electromagnet 301 is connected to the single battery 200. The metal component 302 is located inside the buffer spring 303, and the metal component 302 and the buffer spring 303 are coaxially arranged. The buffer spring 303 and one end of the metal component 302 are fixed to the housing 100, and the other end of the buffer spring 303 is in contact with the single battery 200. The height of the metal component 302 is greater than the maximum length A of the buffer spring 303 after compression, and is less than 1.4A. The metal component 302 is a telescopic structure as a whole (which can be realized by a compression rod assembly, which will not be described in detail herein), and the top portion thereof in contact with the electromagnet 301 is a metal part.

[0042] The maximum length A of the buffer spring 303 after compression is a measurable characteristic value of the buffer spring 303 , and A is B% of the free length of the buffer spring 303 (A is a real number, generally speaking, the compression ratio of the spring is 1.2-1.6, and the range of B is 62.5-83.3).

[0043] The controller receives external detection signals and, when an abnormality is detected, establishes a conductive path between the electromagnet 301 and the metal component 302, so that the electromagnet 301 and the metal component 302 produce opposite magnetism and attract each other, thereby making the single battery 200 and the metal component 302 contact, thereby achieving a voltage divider effect and avoiding the occurrence of high-voltage ignition in the battery pack.

[0044] The controller receives an external detection signal, and when the controller verifies the detection signal and finds that the battery pack is abnormal, it sends a trigger signal to start the safety mechanism 300. The abnormality of the battery pack means that the temperature or voltage exceeds a preset value, or other abnormal conditions. Example 2

[0045] In the prior art, the battery is often accompanied by collision or vibration during the pressure release process, which causes the battery to be damaged and further serious. Therefore, in this embodiment, see Figure 2 A transverse buffer mechanism 400 is also provided between the safety mechanism 300 and the shell 100. When an abnormality occurs in the battery pack, the single battery 200 and the metal component 302 come into contact and divide the pressure, while the transverse buffer mechanism 400 stabilizes the single battery 200 to avoid further battery damage and worse or unpredictable consequences.

[0046] The transverse buffer mechanism 400 can be simply implemented by using a spring structure. Figure 3The lateral buffer mechanism 400 includes a left buffer slider 410, a right buffer slider 420, and a fixing portion 430 arranged between the left buffer slider 410 and the right buffer slider 420; the left buffer slider 410 and the right buffer slider 420 have the same structure and are symmetrically arranged, the left buffer slider 410 includes a left connecting rod 411, a left buffer spring 412 and a left limiting member 413, the right end of the left limiting member 413 is fixed to the left side of the fixing portion 430, the left end of the left limiting member 413 has an opening, and the free end of the left connecting rod 411 is connected to the left buffer The left side connecting rod 411 is connected to the right side connecting rod 421 and is limited in the left side limiting member 413. The other end of the left side connecting rod 411 is fixed on the inner side wall of the housing 100. The right side buffer slider 420 includes a right side connecting rod 421, a right side buffer spring 422 and a right side limiting member 423. The left end of the right side limiting member 423 is fixed to the right side of the fixing portion 430. The right end of the right side limiting member 423 has an opening. The free end of the right side connecting rod 421 is connected to the right side buffer spring 422 and is limited in the right side limiting member 423. The other end of the right side connecting rod 421 is fixed on the inner side wall of the housing 100. By setting the buffer slider composed of the buffer springs 412 and 422 on the left and right sides, the force received by the battery from the left and right sides is transmitted to the buffer spring and then offset, thereby ensuring the stability of the internal structure of the battery.

[0047] In order to effectively avoid the situation where the wiring head is burned due to sparks, at least one resistor is connected to the first external wiring; the resistance range of the resistor is: greater than 1Ω and less than 10 ohms.

[0048] In order to solve the problem that different types of controllers may have errors when identifying loads, resulting in inaccurate discharge control, at least one resistor is connected to the second external wiring; the resistance range of the resistor is: greater than 1Ω and less than 10 ohms. At present, there is no external wiring with a resistor, and its 1 meter resistance is generally 0.01-1 ohm. This application uses a resistor greater than 1Ω and less than 10 ohms to be set in the external wiring, which can avoid the situation of burning the wiring head due to ignition and improve the accuracy of different types of controllers in identifying loads.

[0049] Specifically, the controller identifies the first external wiring with a resistor to confirm whether the battery is connected to the controller on the vehicle. When the battery is first connected to the vehicle, the controller releases the discharge MOSS of the battery pack structure after detecting the load; the controller disconnects the discharge MOSS every hour to re-monitor the load, and if no load is detected, the discharge MOSS is turned off. The setting of the first external wiring is intended to avoid the situation where the wiring head is burned by ignition and to improve the accuracy of load identification by different types of controllers.

[0050] The second external cable is set up to improve safety and avoid the occurrence of phenomena such as abnormal cable temperature, short circuit, overload, over (under) voltage and leakage. Example 3

[0051] An embodiment of the present invention provides a discharge control method for a battery pack structure of an electric vehicle, comprising:

[0052] Detection steps: Detect the temperature and voltage inside the battery pack and send them to the controller;

[0053] Control step: The controller receives the temperature and voltage inside the battery pack and compares them with the preset temperature threshold and voltage threshold. If the threshold is exceeded, a control signal is issued;

[0054] Safety protection steps: After the controller sends a control signal, a conductive path is established between the electromagnet 301 and the metal component 302, so that the electromagnet 301 and the metal component 302 produce opposite magnetism and attract each other, so that the single battery 200 and the metal component 302 are in contact, thereby achieving a voltage divider effect, thereby avoiding the occurrence of high-voltage ignition in the battery pack.

[0055] Improper use of the power output circuit of the existing automobile battery may lead to serious accidents such as sparking, short circuit, spontaneous combustion, etc. For this reason, the detection step also includes the step of detecting whether the battery pack structure is connected to the controller: the controller is connected to the first external line, and the first external line is detected to confirm whether the battery pack structure is connected to the controller, and different preset operations are performed according to the confirmation result.

[0056] The detection step also includes the step of detecting the electrical equipment connected to the controller: the controller is connected to the second external line, the controller detects the electrical signal of the connected electrical equipment through the second external line, and executes corresponding safety protection measures according to the electrical signal.

[0057] Specifically, at least one resistor is connected inside the first external wire and the second external wire, and the resistance value of the resistor is in the range of greater than 1Ω and less than 10 ohms.

[0058] By setting up the first external connection with an additional resistor, not only can the situation where the connection head is burned due to ignition be avoided, but also the accuracy of load recognition by different types of controllers can be improved.

[0059] In actual operation, the battery pack structure is connected to the vehicle's controller (referred to as the controller) through a first external wire with a resistor. The first external wire has a built-in resistor, and the resistance value is precisely designed so that the controller BMS system can accurately identify the first external wire. When the battery pack structure is connected to the vehicle through the first external wire with a resistor, the controller BMS system detects the change in the resistance value to confirm that the battery pack structure has been correctly connected to the vehicle controller.

[0060] First access control: When the battery is first connected to the vehicle, the BMS first detects the load. Since the discharge MOSS is closed in the initial state, it avoids the situation where the wiring connector is burned by ignition. When the BMS detects the load, it automatically releases the battery's discharge MOSS to allow the battery to discharge.

[0061] Timing monitoring mechanism: In order to ensure the safety and stability of the discharge process, the controller BMS system adopts a timing monitoring mechanism. Every hour, the controller BMS system will disconnect the discharge MOSS and re-detect the load. If no load is detected at this time, the BMS will turn off the discharge MOSS to prevent the battery from continuing to discharge under no-load conditions. This mechanism effectively avoids the risk of over-discharge of the battery pack structure.

[0062] Improved load identification accuracy: Using the first external wiring with a resistor can not only avoid the situation where the wiring head is burned due to ignition, but also improve the accuracy of load identification. Since the load identification capabilities of different types of controllers vary, the use of external wiring connected to the resistor can unify the load identification standards and reduce errors.

[0063] This solution implements a discharge control solution for lithium iron phosphate battery replacement, using external wiring technology with resistors to identify external wiring with resistors to confirm whether the battery is connected to the controller on the vehicle.

[0064] The controller detects the electrical signals of the connected electrical equipment through the second external line and executes corresponding safety protection measures based on the electrical signals. When abnormalities are detected in the wire temperature, arc, current, voltage or leakage current, the connection between the electrical equipment and the controller is cut off, thereby further improving the safety of the entire battery pack structure.

[0065] The discharge control scheme of the present invention realizes the precise management of the discharge process of the lithium iron phosphate battery replacement by adopting the external wiring technology with resistors and the precise control strategy of the controller BMS system. This scheme not only avoids the situation where the wiring head is burned by ignition, thus improving safety, but also solves the problem of errors in load identification by different types of controllers, thus improving the accuracy of discharge control. In addition, this scheme also has a wide range of application prospects and can be applied to various types of electric vehicles and energy storage systems, providing strong support for the development of the industry.

[0066] It should be emphasized that the term “include / comprises” when used herein refers to the presence of features, elements, steps or components, but does not exclude the presence or addition of one or more other features, elements, steps or components.

[0067] In addition, the method of the present invention is not limited to being executed in the time sequence described in the specification, and may also be executed in other time sequences, in parallel or independently. Therefore, the execution order of the method described in this specification does not limit the technical scope of the present invention.

[0068] Although the present invention has been disclosed above by describing specific embodiments of the present invention, it should be understood that all the above embodiments and examples are exemplary rather than restrictive. Those skilled in the art may design various modifications, improvements or equivalents of the present invention within the spirit and scope of the appended claims. These modifications, improvements or equivalents should also be considered to be included in the protection scope of the present invention.

Claims

1. A battery pack structure for an electric vehicle, characterized in that: include: A battery pack, a first external line, a second external line and a controller, wherein the battery pack is electrically connected to the controller via the first external line, and the external device is connected to the controller via the second external line; The battery pack comprises a housing (100), wherein N single batteries (200) and N safety mechanisms (300) respectively connected to the single batteries (200) are arranged in the housing (100), where N is greater than or equal to 2; One end of the safety mechanism (300) is fixedly connected to the housing (100), and the other end is in contact with the single battery (200). The safety mechanism (300) comprises an electromagnet (301), a metal component (302) and a buffer spring (303). The electromagnet (301) is connected to the single battery (200). The metal component (302) is located inside the buffer spring (303). The metal component (302) and the buffer spring (303) are coaxially arranged. One end of the buffer spring (303) and the metal component (302) are fixed to the housing (100), and the other end of the buffer spring (303) is in contact with the single battery (200). The metal component (302) is a telescopic structure. The height of the telescopic structure in a contracted state is greater than the maximum length A of the buffer spring (303) after compression, and is less than 1.4A. At least the contact portion of the metal component (302) with the electromagnet (301) is a metal part. The controller receives an external detection signal and, when an abnormality is detected, establishes a conductive path between the electromagnet (301) and the metal component (302), so that the electromagnet (301) and the metal component (302) generate opposite magnetism and attract each other, thereby bringing the single battery (200) and the metal component (302) into contact; A transverse buffer mechanism (400) is also provided between the safety mechanism (300) and the housing (100); The transverse buffer mechanism (400) comprises a left buffer slider (410), a right buffer slider (420) and a fixing portion arranged between the left buffer slider (410) and the right buffer slider (420); the left buffer slider (410) and the right buffer slider (420) have the same structure and are symmetrically arranged; the left buffer slider (410) comprises a left connecting rod (411), a left buffer spring (412) and a left limiting member (413); the right end of the left limiting member (413) is fixed to the left side of the fixing portion (430); the left end of the left limiting member (413) has an opening; the free end of the left connecting rod (411) and the left buffer spring are connected to each other. The right side buffer slider (420) comprises a right side buffering slide block (420), a right side buffering spring (422) and a right side buffering slide block (423). The left end of the right side buffering slide block (423) is fixed to the right side of the fixing portion (430). The right end of the right side buffering slide block (423) has an opening. The free end of the right side buffering slide block (421) is connected to the right side buffering spring (422) and is limited in the right side buffering slide block (423). The other end of the right side buffering slide block (421) is fixed to the inner side wall of the housing (100).

2. The battery pack structure for electric vehicles according to claim 1, characterized in that: At least one resistor is connected inside the first external wire; the resistance value range of the resistor is: greater than 1Ω and less than 10 ohms.

3. The battery pack structure for electric vehicles according to claim 1, characterized in that: At least one resistor is connected inside the second external wire; the resistance range of the resistor is: greater than 1Ω and less than 10 ohms.

4. A discharge control method for a battery pack structure of an electric vehicle, characterized in that: The battery pack structure is implemented by the battery pack structure described in any one of claims 1 to 3 above, and the discharge control method includes: Detection steps: Detect the temperature and voltage inside the battery pack and send them to the controller; Control step: the controller receives the temperature and voltage inside the battery pack and compares them with preset temperature thresholds and voltage thresholds, and sends a control signal if the thresholds are exceeded; Safety protection step: after the controller sends a control signal, a conductive path is established between the electromagnet (301) and the metal component (302), so that the electromagnet (301) and the metal component (302) generate opposite magnetism and thus attract each other.

5. The discharge control method for the battery pack structure of an electric vehicle according to claim 4, characterized in that: The detection step also includes the step of detecting whether the battery pack structure is connected to the controller: the controller is connected to a first external line, and the first external line is detected to confirm whether the battery pack structure is connected to the controller. If it is confirmed that the battery pack structure is connected to the controller, normal operation continues; if it is confirmed that the battery pack structure is not connected to the controller, the power supply operation is cut off.

6. The discharge control method for the battery pack structure of an electric vehicle according to claim 4, characterized in that: The detection step also includes the step of detecting the electrical equipment connected to the controller: the controller is connected to the second external line, the controller detects the electrical signal of the connected electrical equipment through the second external line, and executes corresponding safety protection measures according to the electrical signal.

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