Hybrid integrated battery pack, vehicle and charging method

Abstract

The present invention provides a hybrid integrated battery pack, a vehicle, and a charging method. The hybrid integrated battery pack integrates a charger assembly, an integrated fuel tank, and an exhaust pipe into the battery pack, and has the same outer envelope size, electrical interface, and mechanical interface as a pure electric battery pack, thereby enabling the electric vehicle platform to be fully compatible with the hybrid integrated battery pack, and to construct a hybrid vehicle model under compatible production line manufacturing processes, and to achieve the same mechanical performance / safety as the pure electric vehicle model. The hybrid integrated battery pack provided by the present invention enables the electric platform to be compatible with battery packs of various power forms without sacrificing safety, manufacturing compatibility, and lightweight, and improves space utilization, reduces development workload, improves assembly process, and reduces weight and cost through the hybrid integrated battery pack. In addition, the present invention also provides a vehicle comprising the hybrid integrated battery pack.

Description

Technical Field

[0001] The present invention relates to the field of automotive batteries, and in particular to a hybrid integrated battery pack, a vehicle, and a charging method. Background Art

[0002] Both pure electric vehicles and plug-in hybrid electric vehicles (PHEVs) have strong market demand, and OEMs developing pure electric platforms typically aim for compatibility with plug-in hybrid architectures. The obvious differences between the chassis structures of plug-in hybrids and pure electric vehicles are the addition of exhaust pipes and fuel tanks, and the smaller size of hybrid battery packs compared to pure electric ones. This also leads to differences in body and chassis layout. Pure electric battery packs are typically mounted on the vehicle's rocker beams, occupying the entire area between the two side rocker beams to maximize battery space. The rocker beams of pure electric vehicles are reinforced to secure the battery pack and provide side impact protection. To secure the hybrid battery pack, pure electric vehicles require two additional longitudinal beams inside the rocker beams. The exhaust pipe passes through the side of the battery pack, and the fuel tank is located behind the hybrid battery pack.

[0003] Under current technology, developing a hybrid vehicle on a pure electric platform requires significant body structural changes to secure components such as the hybrid battery pack and fuel tank. To ensure crash safety, these changes typically include adding longitudinal beams, reinforcing crossbeams, strengthening the front and rear subframe mounting beams, and reinforcing the torque box. This requires significant design, development, and verification time, significant tooling and testing costs, and increased vehicle weight and cost. Furthermore, the location of the high-voltage connector for the hybrid battery pack differs significantly from that of the pure electric battery pack, necessitating the redevelopment of the high-voltage cable solution for the hybrid vehicle. Furthermore, the hybrid battery pack's non-central placement within the vehicle body affects the vehicle's center of gravity, negatively impacting driving stability. While the charger is typically placed in the engine compartment on pure electric platforms, the engine / range extender, and hybrid transmission in the engine compartment of a hybrid vehicle require additional space for the charger. The additional exhaust pipe and fuel tank in hybrid vehicles significantly alter the chassis layout and add significant design verification workload. The manufacturing production line requires the introduction of additional workstations / personnel to assemble exhaust pipes, fuel tanks, etc. On the other hand, due to differences in size / mechanical interfaces, assembling hybrid battery packs and pure electric battery packs requires two different sets of tooling / tightening tools and other equipment, which brings additional investment and manufacturing costs to the manufacturing process.

[0004] Therefore, there is an urgent need for a battery pack that can be compatible with multiple power forms without sacrificing safety, manufacturing compatibility, and lightweight. This battery pack can also improve space utilization, reduce development workload, improve assembly processes, and reduce weight and costs. Summary of the Invention

[0005] To address the shortcomings of the existing technology, the present invention aims to provide a hybrid integrated battery pack, vehicle, and charging method that can replace pure electric battery packs. This allows hybrid vehicles to be constructed with compatible production lines and manufacturing processes, while achieving equivalent mechanical performance and safety for hybrid vehicles and pure electric vehicles. Furthermore, the hybrid integrated battery pack improves space utilization, reduces development workload, improves assembly processes, and reduces weight and costs.

[0006] In order to achieve the above technical effects, the present invention adopts the following technical solutions:

[0007] According to a first aspect of the present invention, a hybrid integrated battery pack is provided, comprising an upper cover, a lower box body, and a terminal block assembly; a sealing strip is provided between the lower box body and the upper cover; a lower box body crossbeam, a lower box body longitudinal beam, a center channel floor, and a battery compartment partition are provided within the lower box body; the lower box body crossbeam is provided with a plurality of middle mounting points extending vertically therethrough; the lower box body crossbeam and the battery compartment partition divide the lower box body space into a cell compartment, an electrical compartment, and a fuel tank compartment; the cell compartment and electrical compartment together constitute the battery compartment; and the battery compartment and fuel tank compartment are two separate, sealed spaces;

[0008] The fuel tank compartment is located at the rear of the hybrid integrated battery pack, and an integrated fuel tank is arranged in the fuel tank compartment. The integrated fuel tank is surrounded by heat insulation material to block heat input;

[0009] The electrical compartment is provided with a distribution box and a charger assembly; the battery cell compartment is provided with a plurality of battery cells, the plurality of battery cells are electrically connected in series and parallel to form a module, and the module is connected to the distribution box through a copper bar; a cooling plate is provided above the battery cell, and the cooling plate and the lower box crossbeam separate the battery cell from the electrical compartment;

[0010] The charger assembly is fixed to the lower box and includes an AC input interface, a DC output interface, a charger water inlet interface, and a charger water return interface; the AC input interface can input external AC power into the charger assembly, and the charger assembly rectifies the external AC power and outputs it through the DC output interface to charge the battery cells; the distribution box is provided with an AC input cable and a DC output cable, which are respectively electrically connected to the AC input interface and DC output interface of the charger assembly;

[0011] The hybrid integrated battery pack is provided with a water inlet channel and a water return channel at the front portion; wherein the water inlet channel and the water return channel are connected to the charger water inlet interface and the charger water return interface of the charger assembly, respectively, inside the hybrid integrated battery pack, and are capable of introducing coolant into the charger water inlet interface and further discharging coolant from the charger water return interface to cool the charger assembly;

[0012] The bottom of the hybrid integrated battery pack is equipped with a mid-section exhaust pipe. The two longitudinal beams of the lower box and the center channel bottom plate form a downward-opening U-shaped groove that runs through the lower box from front to back to accommodate the mid-section exhaust pipe. The mid-section exhaust pipe is equipped with an exhaust main pipe, a lower box transverse support plate, and a heat shield. The heat shield is installed around the exhaust main pipe to reduce heat transfer from the exhaust main pipe to the lower box.

[0013] The terminal block assembly is provided with a socket panel, on which a charging interface is installed, and the charging interface is connected to the distribution box through a copper bar; the charging interface is a two-core DC connector, including a copper bar end and an access end; the copper bar includes a first charging copper bar and a second charging copper bar, and the first charging copper bar and the second charging copper bar are connected to the copper bar end of the charging interface, and the access end of the distribution box can conduct direct current and alternating current respectively by cooperating with the charging component.

[0014] Preferably, the thermal insulation material includes an isolation material, and the isolation material includes an insulation layer and a buffer layer. The insulation layer is aerogel and has good thermal insulation effect; the buffer layer is foamed silica gel, which can prevent excessive heat from being input into the integrated oil tank in the event of thermal runaway of the battery cell.

[0015] Preferably, the upper cover includes a plurality of tank cover windows, and each of the plurality of tank cover windows is provided with a sealing ring to keep the fuel tank compartment sealed.

[0016] Preferably, a plurality of explosion-proof valves are provided at the front end of the battery cell compartment, and the explosion-proof valves can exhaust and relieve pressure in the event of thermal runaway of the battery cell; the battery cell compartment and the explosion-proof valves are respectively arranged at opposite ends of the battery cell compartment.

[0017] Preferably, the charger assembly also includes a 14V output interface, and the 14V output interface includes a DCDC output 14V positive pole and a DCDC output 14V negative pole; the distribution box is provided with a DCDC positive copper bar electrically connected to the DCDC output 14V positive pole of the charger assembly, and the distribution box is provided with a DCDC negative copper bar electrically connected to the DCDC output 14V negative pole.

[0018] Preferably, the charger assembly further includes a charger fixing interface, which is the grounding point of the charger assembly. The charger fixing interface is connected to the lower box through a conductive fastener to achieve grounding of the charger assembly and conduction with the lower box.

[0019] Preferably, the hybrid integrated battery pack is compatible with the body of an electric vehicle; the body includes a floor, a front-end module, a rear-end module, a seat crossbeam, a door sill beam, a front subframe and a rear subframe; a plurality of seat crossbeam mounting points are provided below the seat crossbeam; a plurality of battery pack fixing nuts are provided on the door sill beam; both ends of the seat crossbeam are connected to the top of the door sill beam; the front-end module is provided with a front longitudinal beam and a torsion box, the torsion box connects the front longitudinal beam and the door sill beam, and a transition bracket is provided on the rear subframe.

[0020] Preferably, a bracket system is provided on the lower box body, and the bracket system includes a box body bracket, a front end bracket and a rear end bracket, and the bracket system is mechanically connected to the vehicle body through multiple mounting holes; the box body bracket is connected to the door sill beam of the vehicle body through fasteners; the front end bracket is connected to the front subframe and the front end module in the torsion box area through fasteners, and the rear end bracket is connected to the rear subframe transition bracket through fasteners, and the rear subframe transition bracket is further connected to the rear subframe and the rear end module; the collision force of the front longitudinal beam of the front end module is partially transmitted to the lower box body through the front end bracket in the torsion box area, and further transmitted to the door sill beam through the box body bracket of the lower box body.

[0021] According to a second aspect of the present invention, there is provided an automobile comprising the hybrid integrated battery pack and a charging assembly adapted therefor; the charging assembly comprises a charging connector, an AC / DC charging port, a first relay, a second relay, a total negative relay, a total positive relay, a fast charge positive relay, and a fast charge negative relay; the charging connector is electrically connected to the charging port; the cable of the AC / DC charging port is electrically connected to the charging connector via a first relay and a second relay, the first relay and the second relay being integrated into the AC / DC charging port; the AC / DC charging port comprises a DC charging socket, an AC charging socket, and a charging port ground wire; the first relay is provided with a first contact and The second contact, at the same time, only one of the first contact and the second contact can be closed, and the two cannot be closed at the same time; the second relay is provided with a third contact and a fourth contact, at the same time, only one of the third contact and the fourth contact can be closed, and the two cannot be closed at the same time; the DC charging socket is provided with a DC input positive pole, a DC input negative pole and a protective grounding interface, and the protective grounding interface is electrically connected to the charging port ground wire; the AC charging socket is provided with an AC input live wire, an AC input neutral wire and a ground wire, and the ground wire is electrically connected to the charging port ground wire; the first contact is connected to the DC input negative pole, the second contact is connected to the AC input neutral wire, the third contact is connected to the DC input positive pole, and the fourth contact is connected to the AC input live wire.

[0022] According to a third aspect of the present invention, a charging method is provided, wherein the charging assembly in the above-mentioned vehicle is used to charge the hybrid integrated battery pack, and the method specifically comprises:

[0023] S1: When the DC charging gun is inserted, the first relay is controlled to close the first contact, and the second relay is controlled to close the third contact. At this time, the DC input negative pole and the DC input positive pole are electrically connected to the charging connector; the main negative relay, the main positive relay, the fast charging positive relay and the fast charging negative relay are closed. At this time, the charger assembly does not work, that is, the input DC power will not flow into the charger assembly for rectification; the input DC power passes through the DC charging socket, the charging connector, the charging interface, the first charging copper bar and the second charging copper bar, and the distribution box in sequence, and is input to the module to complete the charging of multiple battery cells;

[0024] S2: When the AC charging gun is inserted, the first relay is controlled to close the second contact, and the second relay is controlled to close the fourth contact. At this time, the AC input live wire and the AC input neutral wire are electrically connected to the charging connector; the total negative relay and the total positive relay are closed, and the fast charging positive relay and the fast charging negative relay are disconnected. At this time, the charger assembly starts working, that is, the input AC power will not flow into the module, and the AC power will be input into the charger assembly; the input AC power passes through the AC charging socket, charging connector, charging interface, charging first copper bar and charging second copper bar, distribution box, AC input cable, and charger assembly in sequence. The charger assembly rectifies the AC power into DC power and outputs it through the DC output cable of the distribution box, and further passes through the closed total negative relay and total positive relay to be input into the module to complete the charging of multiple battery cells.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] 1. The charger assembly of the hybrid integrated battery pack provided by the present invention simplifies cables and pipes, which can reduce weight and reduce costs. At the same time, the integration of the charger assembly solves the contradiction of insufficient cabin layout space, making the pure electric platform body friendly and compatible with the hybrid battery pack.

[0027] 2. The hybrid integrated battery pack provided by the present invention can be adapted to a universal vehicle body, reducing the work of vehicle body development and solving the defect in the prior art that the vehicle body needs to be modified to match different battery packs.

[0028] 3. The hybrid integrated battery pack provided by the present invention has consistent mechanical coupling form and mechanical properties with the vehicle body, thereby ensuring that the mechanical properties and crash safety after matching with the vehicle body remain consistent. This solves the problem under the existing technology that differentiated vehicle bodies matching different battery packs require re-development and testing of safety, or that there are large differences in the safety of the entire vehicle matching different battery packs.

[0029] 4. The integrated fuel tank and mid-section of the hybrid integrated battery pack provided by the present invention improve the bottom component layout of the hybrid vehicle body, shorten the exhaust pipe length and hot gas retention / heat exchange time, improve the thermal protection effect of the battery pack / fuel tank, and the compact layout increases the fuel tank volume and increases the vehicle's endurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Other features, objects and advantages of the present invention will become more apparent upon reading the detailed description of non-limiting embodiments with reference to the following drawings:

[0031] Figure 1 Schematic diagram of the vehicle body structure;

[0032] Figure 2 Schematic diagram of the pure electric battery pack structure;

[0033] Figure 3 for Figure 1 Bottom view of;

[0034] Figure 4 Bottom view of the vehicle body after installing the pure electric battery pack;

[0035] Figure 5 A schematic diagram of a hybrid battery pack in the prior art;

[0036] Figure 6 A bottom view of the body structure to accommodate the hybrid battery pack;

[0037] Figure 7 A schematic diagram of the chassis structure of a hybrid vehicle in the prior art;

[0038] Figure 8 for Figure 7 A partial enlarged view of

[0039] Figure 9 Schematic diagram of the internal structure of a pure electric battery pack;

[0040] Figure 10 This is a schematic structural diagram of an embodiment of a hybrid integrated battery pack;

[0041] Figure 11 for Figure 10 A local enlarged view of the V part;

[0042] Figure 12 for Figure 10 A partial enlarged view of location W;

[0043] Figure 13 for Figure 10 The front view of

[0044] Figure 14 for Figure 10 Backend view of

[0045] Figure 15 A top view of the hybrid integrated battery pack with the cover removed;

[0046] Figure 16 for Figure 15A partial enlarged view of

[0047] Figure 17 for Figure 15 A partial enlarged view of

[0048] Figure 18 This is a schematic diagram of the charger water pipe connection;

[0049] Figure 19 for Figure 18 AA section view;

[0050] Figure 20 for Figure 17 BB section view;

[0051] Figure 21 Schematic diagram of the charger assembly structure;

[0052] Figure 22 This is a schematic diagram of the integrated fuel tank structure;

[0053] Figure 23 It is a cross-sectional view of the integrated fuel tank;

[0054] Figure 24 Schematic diagram of the wiring board assembly structure;

[0055] Figure 25 for Figure 24 A partial enlarged view of

[0056] Figure 26 This is an exploded view of the hybrid integrated battery pack;

[0057] Figure 27 A top view of the hybrid integrated battery pack;

[0058] Figure 28 for Figure 27 CC cross-sectional view;

[0059] Figure 29 for Figure 27 DD cross-sectional view;

[0060] Figure 30 Bottom view after installing the hybrid integrated battery pack on the vehicle body;

[0061] Figure 31 、 Figure 32 and Figure 33 for Figure 30 A partial enlarged view of

[0062] Figure 34 for Figure 3 EE cross-sectional view;

[0063] Figure 35 for Figure 4HH cross-sectional view;

[0064] Figure 37 for Figure 4 KK cross-sectional view;

[0065] Figure 36 for Figure 30 JJ sectional view;

[0066] Figure 38 for Figure 30 LL cross-sectional view;

[0067] Figure 39 This is the electrical schematic diagram of the hybrid integrated battery pack;

[0068] Figure 40 This is the electrical schematic diagram of the charging component.

[0069] Reference numerals:

[0070] 1 Body 351 Groove 55 Distribution Box

[0071] 11 Floor 39 Third longitudinal beam 56 Charger assembly

[0072] 12 Seat beams 374 Cushioning materials 57 Battery cells

[0073] 13 Sill beam 375 Adhesive material 58 Equipotential line

[0074] 14 Battery pack fixing nut 376 First sealing ring 561 AC input interface

[0075] 15 Seat crossbeam mounting point 377 Second sealing ring 562 DC output interface

[0076] 16 First longitudinal beam 378 fixed interface 563 14V output interface

[0077] 17 Second longitudinal beam 373a Insulation layer 563a DCDC output 14V positive electrode

[0078] 18 First beam 373b Buffer layer 563b DCDC output 14V negative electrode

[0079] 19 Second crossbeam 4 Hybrid battery pack 564 Charger water inlet interface

[0080] 121U type plate 41 hybrid box 565 charger return water interface

[0081] 122 Beam reinforcement plate 42 Hybrid cover plate 566 Charger fixing interface

[0082] 123 Nut 43 Front drive high voltage interface 571 Rear drive positive copper bar

[0083] 11a front-end module 44 communication interface 572 rear drive negative copper bus

[0084] 11b backend module 45 fast charging high voltage interface 573 14V positive copper bar

[0085] 13a front longitudinal beam 46 cooling interface 574 14V negative copper bar

[0086] 2 Pure electric battery pack 411 Box bracket 575 Charging first copper bus

[0087] 21 Box 412 Fixing hole 576 Charging second copper bar

[0088] 22 Tank cover 47 Charger interface 577 Front drive positive copper bar

[0089] 23 Middle mounting point 48 Bolt 578 Front drive negative copper bar

[0090] 24 Front drive high voltage interface 5 Hybrid integrated battery pack 551 AC input cable

[0091] 25 Communication interface 51 Lower case 552 DC output cable

[0092] 26 fast charge high voltage interface 52 upper cover 553DCDC positive copper bar

[0093] 27 rear drive high voltage interface 53 terminal block assembly 554DCDC negative copper bar

[0094] 28 Cooling interface 541 Front drive interface 5431 Charger water inlet pipe

[0095] 211 Front bracket 542 Communication interface 5441 Charger return pipe

[0096] 212 frame bracket 543 water inlet channel 579 sealing seat

[0097] 213 rear end bracket 544 return channel 579a sealing ring

[0098] 214 mounting hole 545 refrigerant interface 57a copper bar fixing hole

[0099] 221 seal 546 cooling plate B1 module

[0100] 215 box crossbeam 511 front bracket A1 current sensor

[0101] 281 cooling plate 512 box bracket FU1 main fuse

[0102] 261 distribution box 513 rear bracket FU2 second fuse

[0103] 29 battery cell 514 mounting hole K1 total negative relay

[0104] 291 lower battery cell 515 lower box crossbeam K2 total positive relay

[0105] 292 upper battery cell 516 explosion-proof valve K3 pre-charge relay

[0106] 231 bolt 517 breather valve R1 pre-charge resistor

[0107] 31 front subframe 518 box longitudinal beam K4 fast charging positive relay

[0108] 32 rear subframe 519 battery compartment partition K5 fast charge negative relay

[0109] 33 rear drive motor 518a insulation layer K6 first relay

[0110] 34 rear subframe transition bracket 521 middle mounting point K7 second relay

[0111] 35 Oil tank 522 First sealing plate K6a First contact

[0112] 36 offset exhaust pipe 523 second sealing plate K6b second contact

[0113] 37 integrated fuel tank 524 copper bar fixing block K7a third contact

[0114] 371 filling port 525 tank cover window K7b fourth contact

[0115] 372 oil pump assembly 5a battery compartment J1 AC / DC charging port

[0116] 373 Isolation material 5b Electrical compartment 6a DC charging socket

[0117] 38 Exhaust pipe middle section 5c Fuel tank compartment 6b AC charging socket

[0118] 38a Exhaust front pipe 531 Socket panel 61 DC input positive pole

[0119] 38b exhaust tail pipe 532 charging port 62 DC input negative pole

[0120] 381 exhaust pipe 533 rear drive interface 63 protective ground interface

[0121] 382 lower box horizontal support plate 534 14V interface 64 charging port ground wire

[0122] 383 Exhaust main bracket 535 Equipotential interface 65 AC input live wire

[0123] 384 heat shield 536 sealing ring 66 AC input neutral line

[0124] 385 Fastener 531a Socket panel fixing hole 67 Ground wire

[0125] 31a Torque box 526 Sealing strip 68 Charging connector

[0126] 1a Hybrid body 547 module positive copper bus 548 module negative copper bus

[0127] 51a U-shaped groove 566a grounding bolt 510 channel bottom plate DETAILED DESCRIPTION

[0128] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0129] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without creative work are within the scope of protection of the present application.

[0130] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures. In addition, all directional indications in this application (such as up, down, left, right, front, back, bottom...) are only used to explain the relative position relationship, movement, etc. between the components under a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. Furthermore, the descriptions of "first", "second", etc. in the application are for descriptive purposes only and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features.

[0131] In the prior art, the most common electric vehicle is a pure electric vehicle, which includes a pure electric battery pack 2 and a vehicle body 1 adapted to the pure electric battery pack. With the emergence and development of hybrid electric vehicles, the hybrid battery pack 4 and the pure electric battery pack 2 have different structural differences, and the hybrid battery pack vehicle body structure is different from the pure electric vehicle vehicle body 1 structure. Specifically:

[0132] like Figure 4 、 Figure 35 and Figure 37 As shown, in the prior art, the pure electric battery pack 2 is installed on the vehicle body 1, and the pure electric battery pack 2 is mechanically coupled to the chassis assembly.

[0133] like Figure 1 、 Figure 3 、 Figure 4 、 Figure 34 As shown, the body 1 of a pure electric vehicle in the prior art generally includes the following components: a floor 11, a front-end module 11a, a rear-end module 11b, a seat crossbeam 12, and a door sill beam 13; a plurality of seat crossbeam mounting points 15 are provided below the seat crossbeam 12; a plurality of battery pack fixing nuts 14 are provided on the door sill beam 13; and both ends of the seat crossbeam 12 are connected to the top of the door sill beam 13. Figure 34 The cross section of the seat cross beam 12 is shown. The seat cross beam 12 is formed by welding a U-shaped plate 121 to the floor 11 to form a box-shaped beam. A cross beam reinforcement plate 122 is provided under the floor 11, and a nut 123 is provided on the cross beam reinforcement plate 122.

[0134] like Figure 2 、 Figure 9 As shown, in the prior art, a pure electric battery pack 2 generally includes a box body 21, a box cover 22, a front-wheel drive high-voltage interface 24, a communication interface 25, a fast-charge high-voltage interface 26, a rear-wheel drive high-voltage interface 27, and a cooling interface 28. The box body 21 and the box cover 22 are sealed by a seal 221. The box body 21 is provided with a front bracket 211, a frame bracket 212, a rear bracket 213, and a plurality of mounting holes 214. The box body 21 is provided with a box crossbeam 215. At the same time, the pure electric battery pack 2 is provided with a plurality of middle mounting points 23, which pass through the box crossbeam 215. The pure electric battery pack 2 contains battery cells 29 and a distribution box 261. The battery cells 29 include a lower battery cell 291 and an upper battery cell 292. The temperature of the battery cells 29 can be adjusted by a cooling plate 281. The box body 21 is filled with battery cells 291 on both sides of the box body cross beam 215 , and a certain pre-tightening force is applied to the battery cells 291 . At the same time, the box body cross beam 215 is also clamped / pressed by the battery cells 291 on both sides thereof.

[0135] The frame bracket 212, front bracket 211 and rear bracket 213 of the pure electric battery pack 2 are mechanically connected to the vehicle body 1 through a plurality of mounting holes 214; specifically, the frame bracket 212 is connected to the sill beam 13 of the vehicle body 1 through fasteners, and the front end module 11a is provided with a front longitudinal beam 13a and a torsion box 31a, the torsion box 31a connects the front longitudinal beam 13a and the sill beam 13, and the front longitudinal beam 13a cannot be aligned with the sill beam 13 to avoid the motion envelope of the front wheel, and the front longitudinal beam 13a and the sill beam 13 are staggered in the Y direction of the vehicle. The front end bracket 211 is connected to the front subframe 31 and the front end module 11a in the torsion box 31a area through fasteners, and the rear end bracket 213 is connected to the rear subframe transition bracket 34 through fasteners, and the rear subframe transition bracket 34 is further connected to the rear subframe 32 and the rear end module 11b. Figure 35 As shown, the box crossbeam 215 of the pure electric battery pack 2 is connected to the seat crossbeam 12 through the coaxial seat crossbeam mounting point 15 and the middle mounting point 23. Specifically, the box crossbeam 215 and the crossbeam reinforcement plate 122 can be clamped by bolts 231 and nuts 123.

[0136] The box cross beam 215 is located below the seat cross beam 12, and the box cross beam 215 and the seat cross beam 12 overlap in the X direction of the vehicle; preferably, the seat cross beam 12 has a larger width than the box cross beam 215, and the box cross beam 215 has a larger height than the seat cross beam 12; the narrower box cross beam 215 can reduce the space occupied inside the box 21, thereby arranging more battery cells 29; the wider seat cross beam 12 can provide support for the door sill beam 13 over a larger range.

[0137] The strength and support of the seat crossbeam 12 need to be significantly improved while meeting the requirements of normal vehicle driving conditions. For example, this can be achieved by using 1500MPa strength hot-formed steel or increasing the thickness and cross-section of the sheet metal. This means that the vehicle body 1 will need to increase its weight and cost significantly. Multiple bolts 231 connect the box crossbeam 215 and the seat crossbeam 12 into a T-shaped crossbeam, thereby strengthening the lateral support for the vehicle body 1. The two crossbeams in a T-shaped layout can more stably and evenly withstand the load of a side impact, preventing the crossbeams from bending, becoming unstable, or being crushed. The box crossbeam 215 is lined with battery cells 29 on both sides, and the battery cells 29 prevent the box crossbeam 215 from exerting a certain amount of squeezing pressure, meaning that the box crossbeam 215 is clamped within the box body 21. This can reduce bending deformation of the box crossbeam 215 under side impact collision conditions. At the same time, the position of the seat crossbeam 12 supporting the vehicle body 1 of the pure electric battery pack 2 is aligned with / close to the side column collision area, thereby maximally supporting the door sill beam 13 in the side column collision condition and reducing the concave deformation of the door sill beam 13. Figure 37As shown, the seat cross beam 12 has a height of H1, and the sill beam 13 has a height of H. Both ends of the seat cross beam 12 connect to the top of the sill beam 13, with H1 less than H. The sill beam 13 and the seat cross beam 12 partially overlap in the Z direction. The space below the seat cross beam 12 accommodates the battery pack. The overlap H1 between the seat cross beam 12 and the sill beam 13 is small, limiting the support area of ​​the seat cross beam 12 on the sill beam 13. Even if the strength of the seat cross beam 12 is increased, the unsupported area at the bottom of the sill beam 13 will bend excessively in a side impact, compromising safety. The frame bracket 212 of the pure electric battery pack 2 is connected to the door sill beams 13 on both sides of the vehicle body 1, that is, the lower part of the door sill beam 13 is further constrained / supported, and the force F3 applied to the vehicle body 1 by the side collision will be transmitted to the seat crossbeam 12 and the box crossbeam 215. The force borne by the seat crossbeam 12 is F4, and the force borne by the box crossbeam 215 is F5; the door sill beam 13 itself has strength and will deform and absorb energy, that is, F4+F5<F3. The stable door sill beam 13 can crush and absorb energy more fully, thereby reducing the amount of intrusion into the pure electric battery pack 2 and the passenger compartment.

[0138] Figure 5 、 Figure 6 、 Figure 7 and Figure 8 It shows the matching status of the hybrid battery pack 4 and the hybrid vehicle body 1a under the existing technology; the hybrid battery pack 4 is provided with a hybrid box 41, a hybrid cover 42, a front drive high-voltage interface 43, a communication interface 44, a fast charging high-voltage interface 45, a cooling interface 46, and a charger interface 47. The hybrid box 41 is provided with a box bracket 411, and the box bracket 411 is provided with multiple fixing holes 412.

[0139] Compared with the pure electric battery pack 2, the volume of the hybrid battery pack 4 is significantly smaller than that of the pure electric battery pack 2. Part of the area used for battery layout of the pure electric vehicle will be used for arranging the fuel tank 35 and the offset exhaust pipe 36; that is, the length and width of the hybrid battery pack 4 are smaller than those of the pure electric battery pack 2; the rear space of the hybrid battery pack 4 is used for arranging the fuel tank 35, and the left space of the hybrid battery pack 4 is used for arranging the offset exhaust pipe 36; the hybrid battery pack 4 is not arranged in the center of the hybrid vehicle body 1a, which causes the center of gravity of the vehicle to shift to the right, which will affect the dynamic characteristics of the vehicle model and reduce driving stability; on the other hand, the interface positions of the front drive high-voltage interface 43, fast charging high-voltage interface 45 and other interfaces of the hybrid battery pack 4 are quite different from those of the pure electric battery pack 2, resulting in the need for charging design / verification of the high-voltage wiring harness; the offset exhaust pipe 36 bends from the front of the hybrid battery pack 4 to the right, and the exhaust heat input will cause the temperature of the hybrid battery pack 4 close to the offset exhaust pipe 36 to be significantly higher, and the resulting temperature difference will affect the performance and life of the hybrid battery pack 4.

[0140] A fuel tank 35 is provided between the hybrid battery pack 4 and the rear subframe 32. Typically, the fuel tank 35 is flexibly mounted below the floor 11 via a strap. Under high acceleration, the fuel tank 35 may sway / rock / deviate relative to the hybrid vehicle body 1a. Multiple grooves 351 for accommodating the straps reduce the volume of the fuel tank 35. For rear-end collision safety considerations, a significant gap is required between the fuel tank 35 and the hybrid battery pack 4 to prevent the fuel tank 35 from being squeezed / colliding with the rigid hybrid vehicle body 41 during forward movement, potentially causing oil leakage. This significant gap reduces the volume of the fuel tank 35, limiting the vehicle's range.

[0141] It can be seen that in the prior art, due to the difference between the above-mentioned pure electric battery pack 2 and the hybrid battery pack 4, as shown in FIG. Figure 6 As shown, if you want to develop a hybrid vehicle model on a pure electric platform, in order to adapt to the installation of the hybrid battery pack 4, the hybrid body 1a needs to be modified based on the body 1: add a first longitudinal beam 16 and a second longitudinal beam 17 under the floor 11 to match the box bracket 411, as shown in FIG. Figure 7 、 Figure 8 As shown, the hybrid battery pack 4 is mounted on the first and second longitudinal beams 16 and 17, with the box bracket 411 connected to them via multiple bolts 48. To provide support for the sill beam 13 in side impact conditions, a first crossbeam 18 and a second crossbeam 19 are added between the second longitudinal beam 17 and the sill beam 13. To provide support for the front longitudinal beam 13a in head-on impact conditions, a third longitudinal beam 39 is added between the second longitudinal beam 17 and the torsion box 31a. However, due to space limitations, the third longitudinal beam 39 can only be placed on the right side of the vehicle; placing it on the left side would interfere with the hybrid battery pack 4. However, in a 25% overlap frontal impact on the driver's side, the front longitudinal beam 13a on the left side of the vehicle relies solely on the torsion box 31a to transfer the load to the sill beam 13. Without the support or load sharing provided by the battery pack or the third longitudinal beam 39, the front longitudinal beam 13a would deform significantly, compressing the passenger compartment and compromising vehicle safety.

[0142] Compared to pure electric vehicles, the rear end of the hybrid battery pack 4 lacks a mechanical connection to the rear subframe 32. In a rear-end collision, the hybrid body 1a's restraint on the rear subframe 32 is relatively insufficient, meaning the rear subframe 32's forward displacement increases, creating a risk of squeezing the fuel tank 35. Furthermore, to ensure rear-end safety, the gap between the fuel tank 35 and the rear subframe 32 needs to be further increased, further reducing the tank's capacity and shortening the vehicle's range. Furthermore, the hybrid body 1a paired with the hybrid box 41 reduces safety compared to a pure electric vehicle, and its drivability and range also fall short of expectations.

[0143] From the above description of the pure electric battery pack 2 and the hybrid battery pack 4 in the prior art, it can be seen that under the prior art, when developing a hybrid power vehicle model on a pure electric platform, the vehicle body structure needs to undergo substantial design changes to achieve the fixation of components such as the hybrid battery pack 4 and the fuel tank 35. At the same time, in order to meet collision safety requirements, the changes to the vehicle body structure generally include adding longitudinal beams, strengthening cross beams, strengthening the front subframe and rear subframe fixing beams, and strengthening the torsion box. This will take a long time for design, development, and verification, and will require huge mold and testing costs, and the vehicle body weight and cost will increase. On the other hand, there is a large deviation between the high-voltage interface position of the hybrid battery pack 4 and the high-voltage interface position of the pure electric battery pack 2, and the high-voltage cable solution for the hybrid vehicle model also needs to be redeveloped. The hybrid battery pack 4 is not arranged in the center of the vehicle body, which affects the distribution of the center of gravity of the entire vehicle, and thus has an adverse effect on driving stability. The hybrid vehicle's cabin houses the engine / range extender and hybrid transmission, leaving no room for a charger and requiring significant adjustments to the electrical component layout. The addition of an exhaust pipe and fuel tank significantly alters the chassis layout and adds significant design verification workload. The manufacturing line requires additional workstations and personnel to assemble the exhaust pipe, fuel tank, and differentiated piping and high-voltage wiring harnesses. Furthermore, due to differences in size and mechanical interfaces, assembling the hybrid battery pack (4) and the pure electric battery pack (2) requires two different sets of tooling and tightening tools, resulting in additional investment and cost.

[0144] Therefore, in order to solve the above problems, this embodiment provides a hybrid integrated battery pack and a vehicle to enable the electric platform to be compatible with battery packs of various power forms without sacrificing safety, manufacturing compatibility, and lightweight. The hybrid integrated battery pack improves space utilization, reduces development workload, improves assembly processes, and reduces weight and costs.

[0145] First embodiment

[0146] This embodiment provides a hybrid integrated battery pack, such as Figures 10 to 33 As shown, the hybrid integrated battery pack 5 is provided with a lower box 51 , an upper cover 52 , a terminal board assembly 53 and an exhaust pipe middle section 38 .

[0147] The lower box body 51 is provided with a lower box body cross beam 515, a box body longitudinal beam 518 and a battery compartment partition 519 inside. The lower box body cross beam 515 is provided with multiple middle mounting points 521 running through the upper and lower parts. The lower box body cross beam 515 and the battery compartment partition 519 divide the box body space into a battery cell compartment 5a, an electrical compartment 5b and an oil tank compartment 5c. The battery cell compartment 5a and the electrical compartment 5b together constitute the battery compartment, and the battery cell compartment 5a contains battery cells 57. The battery compartment and the fuel tank compartment 5c are two separate / independent relatively sealed spaces, and the sealing performance of the battery compartment and the fuel tank compartment 5c meets the IP67 protection level; a sealing strip 526 is provided between the lower box body 51 and the upper cover 52, and the sealing strip 526 is arranged on the peripheral flange surface of the lower box body 51 and above the battery compartment partition 518, and the sealing strip 526 is in the shape of a "sun"; the sealing strip 526 cooperates with the lower box body 51 and the upper cover 52 to construct the battery compartment and the fuel tank compartment 5c into a sealed state respectively, and at the same time isolate the battery compartment and the fuel tank compartment 5c.

[0148] The rear portion of the hybrid integrated battery pack 5 is a fuel tank compartment 5c, which accommodates the integrated fuel tank 37; the integrated fuel tank 37 is provided with a filling port 371 and a fuel pump assembly 372, and the upper cover 52 is provided with a plurality of tank cover windows 525 so that the filling port 371 and the fuel pump assembly 372 interfaces of the integrated fuel tank 37 accommodated in the upper cover 52 can be exposed to the outside of the hybrid integrated battery pack 5; Figure 22 、 Figure 23 As shown, a second sealing ring 377 is provided around the filling port 371 of the integrated oil tank 37 , and a first sealing ring 376 is provided around the oil pump assembly 372 ; a plurality of fixed interfaces 378 are provided above the integrated oil tank 37 .

[0149] The front surface of the integrated fuel tank 37 is provided with an insulating material 373. This material can provide cushioning, thermal insulation, and shock absorption. It can be applied by gluing, spraying, or foaming in place. It can be a single-layer or multi-layer composite structure. It comprises an insulating layer 373a and a buffer layer 373b. Insulating layer 373a can be aerogel, and 373b can be silicone foam. This insulating material 373 provides excellent thermal insulation and high-temperature resistance. It prevents excessive heat from entering the integrated fuel tank 37 in the event of thermal runaway of the battery cells 57, protecting it from ignition in extreme conditions. Cushioning material 374, made of foamed rubber, is provided on the left, right, and rear sides of the integrated fuel tank 37. Together, these materials limit horizontal displacement, preventing it from shaking or shifting.

[0150] The bottom of the integrated fuel tank 37 is provided with an adhesive material 375, which firmly bonds the integrated fuel tank 37 to the bottom of the fuel tank compartment 5c of the lower box body 51; the adhesive material 375 is a two-component epoxy resin glue, which has the function of bonding the integrated fuel tank 37 to the lower box body 51 on the one hand, and on the other hand, when the temperature of the lower box body 51 is too high, the two-component epoxy resin will foam and expand, thereby playing the role of heat insulation and protection of the integrated fuel tank 37; for example, if there is a fire source / high-temperature heat source inputting heat at the bottom of the hybrid integrated battery pack 5, when the temperature of the lower box body 51 exceeds 200°C, the foaming protection of the two-component epoxy resin can prevent the integrated fuel tank 37 from being damaged; the adhesive material 375 is a two-component epoxy resin glue with a thickness of 0.8mm. When there is a high-temperature heat source at the bottom of the hybrid integrated battery pack 5 to heat the lower box body 51 to a temperature exceeding 200°C, such as when the hybrid integrated battery pack 5 undergoes an external fire test or the exhaust of a vehicle The tube ignites combustible materials (such as dry grass / plants) under the vehicle, and the external fire source heats the bottom of the lower box body 51; the adhesive material 375 can foam and expand several times its thickness. The adhesive material 375 has an initial thickness of 0.8mm and expands to 4mm. The thermal conductivity of the adhesive material 375 before foaming is 0.8W / mK, and the thermal conductivity of the adhesive material 375 after foaming is reduced to 0.1W / mK; the foaming of the adhesive material 375 will cause the integrated oil tank 37 to move away from the bottom surface of the lower box body 51. Since the integrated oil tank 37 is constrained by elastic / flexible materials on all sides, the foaming and expansion of the adhesive material 375 will push the integrated oil tank 37 to move upward; thanks to the increase in thickness (increase in heat transfer distance) caused by the foaming of the adhesive material 375, on the other hand, it causes a decrease in thermal conductivity, and the heat transfer power from the bottom of the lower box body 51 to the integrated oil tank 37 can be reduced by 40 times, which can block heat input, alleviate the temperature increase of the integrated oil tank 37, and protect the integrated oil tank 37 from high-temperature leakage or ignition.

[0151] The upper cover 52 includes multiple tank cover windows 525, each equipped with a sealing ring (a first sealing ring 376, a second sealing ring 377, and a sealing ring 536) to maintain a sealed fuel tank compartment 5c. Furthermore, a vent valve 517 is located at the rear of the lower case 51 to balance the pressure between the fuel tank compartment 5c and the external environment. Even in the event of external heat, such as fire, the gas expanding within the fuel tank compartment 5c can be discharged through the vent valve 517 to the exterior of the hybrid integrated battery pack 5, preventing the upper cover 52 from bulging or rupturing, or compromising its seal.

[0152] The battery compartment includes a cell compartment 5a and an electrical compartment 5b.

[0153] The battery cell compartment 5a contains a battery cell 57, and a cooling plate 546 is provided above the battery cell 57; Figure 15 、 Figure 17 、 Figure 18 、 Figure 19 、 Figure 20 and Figure 28 As shown, the battery compartment 5a is provided with a plurality of battery cells 57 which are electrically connected in series and parallel to form a module B1. The positive electrode of the module is electrically connected to the distribution box 55 through the module positive copper bar 547, and the negative electrode of the module is electrically connected to the distribution box 55 through the module negative copper bar 548. A plurality of explosion-proof valves 516 are provided at the front end of the battery compartment 5a. The explosion-proof valves 516 are used for emergency exhaust and pressure relief in the event of thermal runaway of the battery cell 57. The explosion-proof valves 516 are also used for pressure balance between the battery compartment and the external environment. The cooling plate 546 and the lower box crossbeam 515 separate the battery cell 57 from the electrical compartment 5b. The electrical compartment 5b and the explosion-proof valve 516 are respectively arranged at opposite ends of the battery cell compartment 5a. This can avoid or reduce the hot air flow / heat input to the electrical compartment 5b in the event of thermal runaway of the battery cell 57; it can avoid the distribution box 55 from being short-circuited due to heat / pollution, etc.; at the same time, since the battery compartment and the fuel tank compartment 5c are in an isolated state, the hot air flow / heat will not spread to the fuel tank compartment 5c in the event of thermal runaway of the battery cell 57, which can avoid the integrated fuel tank 37 from being ignited.

[0154] The electrical compartment 5b houses the distribution box 55, the charger assembly 56, and the controller, etc. The charger assembly 56 is fixed to the lower box 51 via a plurality of grounding bolts 566a, and the grounding bolts 566a connect the charger fixing interface with the metal part of the lower box 51 with low resistance. The charger assembly 56 integrates the functions of the charger and DCDC, that is, the charger assembly 56 can rectify the external input AC power into DC power to charge the battery cell 57. On the other hand, the charger assembly 56 can reduce the high-voltage DC power of the battery pack to 14V DC power to charge the 12V low-voltage battery. Figure 21 As shown, the charger assembly 56 is provided with an AC input interface 561, a DC output interface 562, a 14V output interface 563, a charger water inlet interface 564, a charger water return interface 565 and a plurality of charger fixed interfaces 566. The 14V output interface 563 includes a DCDC output 14V positive electrode 563a and a DCDC output 14V negative electrode 563b; the charger fixed interface 566 is the grounding point of the charger assembly 56, and the charger fixed interface 566 is connected by a conductive fastener. The AC input interface 561 receives 220V AC power from the outside and connects it to the power distribution box 55 through the DC output interface 562, which then rectifies the power. The DC output interface 562 then connects the power distribution box 55 to the battery cells 57. The charger assembly 56 outputs 14V DC power through the 14V output interface 563, which then charges the 12V low-voltage battery. The 14V interface is electrically connected to the 12V low-voltage battery, allowing the charger assembly 56 to output 14V to charge the 12V low-voltage battery.

[0155] The distribution box 55 is provided with an AC input cable 551 electrically connected to the AC input interface 561 of the charger assembly 56, and the distribution box 55 is provided with a DC output cable 552 electrically connected to the DC output interface 562 of the charger assembly 56. Figure 18 As shown, the distribution box 55 is provided with a DCDC positive copper bar 553 electrically connected to the DCDC output 14V positive electrode 563a of the charger assembly 56, and the distribution box 55 is provided with a DCDC negative copper bar 554 electrically connected to the DCDC output 14V negative electrode 563b of the charger assembly 56; Figure 39 The 14V output interface 563 of the charger assembly 56 will be electrically connected to the 14V interface 534 through the distribution box 55; the AC input interface 561 of the charger assembly 56 will be electrically connected to the charging interface 532 through the distribution box 55; the DC output interface 562 of the charger assembly 56 will be electrically connected to the module positive copper bar 547 and the module negative copper bar 548 through the distribution box 55, further charging multiple battery cells 57 (module B1).

[0156] like Figure 11 As shown, the front part of the hybrid integrated battery pack includes: a front drive interface 541, a communication interface 542, a water inlet channel 543, a water return channel 544, and a refrigerant interface 545. The bottom of the hybrid integrated battery pack 5 is provided with an exhaust pipe middle section 38. Among them, the water inlet channel 543 and the water return channel 544 are connected to the vehicle pipeline at the front end of the hybrid integrated battery pack 5, connected to the rear drive motor 33 at the rear end of the hybrid integrated battery pack 5, and connected to the charger assembly 56 inside the hybrid integrated battery pack 5; that is, the water inlet channel 543 and the water return channel 544 transmit coolant to cool the rear drive motor 33 and the charger assembly 56 respectively. As mentioned above, the charger assembly 56 includes a charger water inlet interface 564 and a charger water return interface 565. As Figure 19 、 20 As shown, the water inlet channel 543 and the charger water inlet interface 564 are connected through the charger water inlet pipe 5431, and the return water channel 544 and the charger return water interface 565 are connected through the charger return water pipe 5441, so as to introduce coolant into the charger water inlet interface 564 and further discharge coolant from the charger return water interface 565. The coolant circulates in this way to cool the charger assembly 56.

[0157] like Figure 12 、 Figure 16 、 Figure 24 、 Figure 25 and Figure 26 As shown, the terminal board assembly 53 is provided with a socket panel 531, on which a charging interface 532, a rear drive interface 533 and a 14V interface are installed. The charging interface 532, the rear drive interface 533 and the 14V interface are respectively connected to the distribution box 55 via copper bars / cables;

[0158] Specifically, the rear drive interface 533 is electrically connected to the distribution box 55 through the rear drive positive copper bar 571 and the rear drive negative copper bar 572; the 14V interface is electrically connected to the distribution box 55 through the 14V positive copper bar 573 and the 14V negative copper bar 574; the charging interface 532 is electrically connected to the distribution box 55 through the first charging copper bar 575 and the second charging copper bar 576;

[0159] The charging port 532, rear-drive port 533, and 14V port pass through the lid window 525 and are exposed to the exterior of the hybrid integrated battery pack 5. The charging port 532 is electrically connected to the charging connector 68 of the external charging assembly; the rear-drive port 533 is electrically connected to the rear-drive motor 33. A sealing ring 536 is provided on the socket panel 531 to seal the interface with the upper cover 52. The socket panel 531 is provided with multiple socket panel fixing holes 531a. These fixing holes 531a are coupled to the fixing interfaces 378 of the integrated fuel tank 37 via connectors, further securing the socket panel 531 to the integrated fuel tank 37.

[0160] The rear-drive positive copper bar 571, the rear-drive negative copper bar 572, the 14V positive copper bar 573, the 14V negative copper bar 574, the first charging copper bar 575 and the second charging copper bar 576 pass through the sealing seat 579 and maintain a tightly sealed state with the sealing seat 579. A sealing ring 579a is provided on the flange surface of the sealing seat 579; the sealing seat 579 passes through the notch / through hole of the battery compartment partition 519 to connect the above-mentioned copper bars from the fuel tank compartment 5c to the electrical compartment 5b and is mechanically / electrically connected to the distribution box 55 through multiple copper bar fixing holes 57a; at the same time, the sealing ring 579a seals the sealing seat 579 and the battery compartment partition 519, blocking the flow of medium between the fuel tank compartment 5c and the electrical compartment 5b; the sealing ring 579a is silicone.

[0161] The above-mentioned copper bar is further restrained / fixed by multiple copper bar fixing blocks 524 to prevent the copper bar from shaking or vibrating and making abnormal noises. The copper bar fixing blocks 524 can be elastic foam. The upper cover 52 compresses the copper bar fixing blocks 524, further pressing the copper bar tightly against the surface of the protective oil tank 37, thereby limiting the movement of the copper bar.

[0162] like Figure 14 、 Figure 19 、 Figure 20As shown, the bottom of the hybrid integrated battery pack 5 is provided with a middle exhaust pipe section 38. The two longitudinal beams 518 of the lower case 51 and the center channel bottom plate 510 form a downward-facing U-shaped groove 51a, which runs through the lower case 51 from front to back and is used to accommodate the middle exhaust pipe section 38. The middle exhaust pipe section 38 is provided with an exhaust main pipe 381, a lower case transverse support plate 382, ​​and a heat shield 384. The exhaust main pipe 381 is secured to the lower case transverse support plate 382 via multiple exhaust main pipe brackets 383. The heat shield 384 is also secured to the multiple lower case transverse support plates 382 and is positioned around the exhaust main pipe 381 to block or reduce heat transfer from the exhaust main pipe 381 to the lower case 51. The heat shield 384 is spaced apart from the exhaust manifold 381. Multiple lower box transverse support plates 382 are connected to the box longitudinal beams 519 of the lower box 51 via multiple fasteners 385. This further configures the U-shaped recess 51a to have multiple "mouth"-shaped structures. Specifically, the lower box transverse support plates 382 fill the gaps below the U-shaped recess 51a. The lower box transverse support plates 382 enhance the lateral strength of the bottom of the lower box 51, preventing the U-shaped recess 51a from collapsing during a side impact. Preferably, the lower box transverse support plates 382 are constructed of high-strength steel. The lower box transverse support plates 382 support both the exhaust manifold 381 and the heat shield 384 and the box longitudinal beams 519.

[0163] The central channel base plate 510 can be formed from an integral extrusion of aluminum alloy. The central channel base plate 510 incorporates pipes for the water inlet channel 543 and the water return channel 544. A notch in the middle section of the central channel base plate 510 connects to the charger water inlet pipe 5431 and the charger water return pipe 5441, thereby directing coolant into the charger assembly 56 for circulation. The central channel base plate 510 integrates portions of the cooling piping for the charger assembly 56 and the rear-drive motor 33. This reduces the number of parts and assembly steps, contributing to weight and cost reduction. Furthermore, the integrally extruded pipes strengthen the central channel base plate 510 and the lower case 51. Considering the thermal hazards posed to the lower case 51 by heat radiation from the exhaust pipe midsection 38, the coolant within the pipes of the central channel base plate 510 has a high specific heat capacity and a low temperature. Furthermore, the coolant can remove heat during circulation, which helps reduce the thermal impact of heat from the exhaust pipe midsection 38 on the battery cells 57 within the lower case 51.

[0164] During vehicle driving, air flows through the front and rear U-shaped grooves 51a, and the bottom of the hybrid integrated battery pack 5 is flatter than the existing method of offsetting the exhaust pipe and placing the fuel tank externally, which can reduce wind resistance.

[0165] The arrangement of the U-shaped groove 51a in the middle section of the exhaust pipe 38 can reduce energy consumption on the one hand, and shorten the residence time / heat exchange time and contact area of ​​the exhaust heat on the other hand, thereby reducing the heat transferred from the exhaust main pipe 381 to the lower box 51 .

[0166] In order to avoid the through U-shaped groove 51a, part of the lower box cross beam 515 is cut, and the lower box cross beam 515 is partially weakened; the lower box transverse support plate 382 serves to strengthen the lower box cross beam 515, preventing the box cross beam 515 from being bent / crushed under side collision conditions, and further providing effective support force for the threshold beam 13.

[0167] Furthermore, a heat insulating layer 518a is provided on the surface of the U-shaped groove 51a; in some embodiments, the heat insulating layer 518a is provided with a heat reflecting layer and a heat barrier on the surface; the heat insulating layer 518a blocks the heat transfer between the middle section of the exhaust pipe 38 and the surface of the U-shaped groove 51a, and combined with the cooling effect of the coolant flowing in the bottom plate 510 of the middle channel, the temperature of the lower box 51 can be maintained within an appropriate range even if the vehicle is in a parking power generation condition.

[0168] In the prior art, hybrid battery packs must be narrower and shorter than pure electric battery packs 2 because they need to accommodate the offset exhaust pipe and rear-mounted fuel tank. The hybrid integrated battery pack 5 in this embodiment includes the exhaust pipe midsection 38 and the integrated fuel tank 37, so it does not need to be smaller than the pure electric battery pack 2.

[0169] The location, style, and model of the mechanical, electrical, and cooling interfaces of the hybrid integrated battery pack 5 can be consistent with those of the pure electric battery pack 2. Because it integrates a charger assembly 56 more than the pure electric battery pack 2, the hybrid integrated battery pack 5 only has one additional 14V interface 534. This advantage allows the hybrid integrated battery pack 5 to be directly installed on the vehicle body 1, maintaining the same assembly process as the pure electric battery pack 2. This reduces development and verification costs associated with design changes to the vehicle body 1, while also avoiding unfavorable factors such as increased weight and reduced safety.

[0170] The high-voltage wiring harnesses and pipelines of pure electric vehicles can also be directly used in hybrid vehicles. The hybrid integrated battery pack 5 has its own center of gravity and is centrally assembled on the vehicle body 1, thereby achieving a relatively central center of gravity for the hybrid vehicle and improving vehicle driving stability.

[0171] Since the structure of the lower box body 51 is similar / identical to that of the box body 21 of the pure electric battery pack 2 , the lower box body 51 can use the mold / fixture of the four sides of the box body 21 , which can reduce the development investment of the lower box body 51 .

[0172] The integrated fuel tank 37 and the battery compartment are arranged more compactly, and the multiple grooves 351 for accommodating the straps are eliminated. The integrated fuel tank 37 can achieve a larger volume than the fuel tank 35, thereby achieving a longer cruising range.

[0173] In existing technology, the fuel tank 35 is exposed at the bottom of the vehicle, making it susceptible to bumps and scratches during off-road driving, potentially leading to oil leaks. Furthermore, when the vehicle is parked and generating electricity, the exhaust pipe heat input can cause the fuel tank 35 to overheat due to the lack of high-speed airflow cooling the bottom of the fuel tank 35. Alternatively, the high exhaust pipe temperature could ignite flammable materials like hay under the vehicle, potentially further igniting the fuel tank and causing the vehicle to burn.

[0174] In this embodiment, the integrated fuel tank 37 is housed within the lower case 51. The floor of the lower case 51 provides enhanced mechanical protection for the integrated fuel tank 37, improving off-road safety. Furthermore, the floor of the lower case 51 provides thermal insulation for the integrated fuel tank 37. For example, the hybrid integrated battery pack 5 can pass the external fire test specified in GB 38031, which states that the bottom temperature of the integrated fuel tank 37 does not exceed 150°C when the bottom of the hybrid integrated battery pack 5 is exposed to a gasoline flame for 130 seconds. As an additional thermal insulation measure, the two-component epoxy resin at the bottom of the integrated fuel tank 37 foams and expands when heated, providing insulation and protection. In summary, the integrated fuel tank 37 is safer than the fuel tank 35.

[0175] like Figure 30 、 Figure 31 、 Figure 32 、 Figure 33 、 Figure 36 and Figure 38 As shown, the hybrid integrated battery pack 5 is installed on the vehicle body 1, and the hybrid integrated battery pack 5 is mechanically coupled to the chassis assembly. Figure 1 and Figure 3 The structure of the vehicle body 1 is shown, which includes a floor 11, a front-end module 11a, a rear-end module 11b, a seat crossbeam 12, a door sill beam 13, a front subframe 31 and a rear subframe 32; a plurality of seat crossbeam mounting points 15 are provided below the seat crossbeam 12; a plurality of battery pack fixing nuts 14 are provided on the door sill beam 13; and both ends of the seat crossbeam 12 are connected to the top of the door sill beam 13. Figure 34 The diagram illustrates a cross section of the seat cross member 12. The seat cross member 12 is a box-shaped beam formed by welding a U-shaped plate 121 to the floor 11. A cross member reinforcement plate 122 is provided below the floor 11, and a nut 123 is mounted on the cross member reinforcement plate 122. The front end module 11a includes a front longitudinal beam 13a and a torsion box 31a, which connects the front longitudinal beam 13a to the sill beam 13. A rear subframe transition bracket 34 is provided on the rear subframe 32.

[0176] like Figure 10 、 Figure 15As shown, the lower box body 51 is provided with a front end bracket 511, a box body bracket 512, a rear end bracket 513 and a plurality of mounting holes 514 located on the above brackets. The lower box body 51 is provided with a lower box body cross beam 515, a box body longitudinal beam 518 and a battery compartment partition 519 inside. The lower box body cross beam 515 is provided with a plurality of middle mounting points 521 that pass through from top to bottom. The box body bracket 512, the front end bracket 511 and the rear end bracket 513 of the hybrid integrated battery pack 5 are mechanically connected to the vehicle body 1 through a plurality of mounting holes 514; as shown in FIG. Figure 36 、 Figure 38 As shown, the lower box crossbeam 515 of the hybrid integrated battery pack 5 is connected to the seat crossbeam 12 through the coaxial seat crossbeam mounting point 15 and the middle mounting point 521. Specifically, the lower box crossbeam 515 and the crossbeam reinforcement plate 122 can be clamped by bolts 531 and nuts 123.

[0177] The box bracket 512 is connected to the rocker beam 13 of the vehicle body 1 via fasteners. The front bracket 511 is connected to the front subframe 31 and the front module 11a via fasteners in the torsion box 31a area. The rear bracket 513 is connected to the rear subframe transition bracket 34 via fasteners. The rear subframe transition bracket 34 is further connected to the rear subframe 32 and the rear module 11b. The collision force of the front longitudinal beam 13a of the front module 11a is partially transmitted to the lower box body 51 in the torsion box 31a area via the front bracket 511, and further transmitted to the rocker beam 13 via the box bracket 512 of the lower box body 51. Figure 31 As shown, under the front collision condition, the front longitudinal beam 13a is subjected to the impact force F, and the impact force F has two force transmission paths in the torsion box 31a. Part of the load F1 is transmitted to the lower box 51 through the front end bracket 511, and further transmitted to the rocker beam 13 through the box bracket 512 of the lower box 51; the other part of the load F2 is transmitted to the rocker beam 13 through the strength of the torsion box 31a itself; the hybrid vehicle equipped with the hybrid integrated battery pack 5 can achieve the same front collision safety performance as a pure electric vehicle.

[0178] like Figure 30 As shown, the rear end bracket 513 is connected to the rear subframe transition bracket 34 through fasteners, and the rear subframe transition bracket 34 is further connected to the rear subframe 32 and the rear end module 11b; the constraint / support of the rear subframe 32 by the rear end bracket 513 can reduce the forward displacement of the rear subframe 32 under rear collision conditions, reduce the amount of vehicle rear end collapse, and thus protect rear passengers; a hybrid vehicle equipped with a hybrid integrated battery pack 5 can achieve the same rear collision safety performance as a pure electric vehicle.

[0179] The lower box cross member 515 is located below the seat cross member 12, and the lower box cross member 515 and the seat cross member 12 overlap in the X direction of the vehicle. Similar to pure electric vehicles, the seat cross member 12 is wider than the lower box cross member 515, and the lower box cross member 515 is taller than the seat cross member 12.

[0180] Multiple bolts 531 connect the lower box cross member 515 and the seat cross member 12 to form a T-shaped cross member, thereby strengthening the lateral support of the vehicle body 1. The two cross members in this T-shaped arrangement can more stably and evenly withstand the load of a side impact, preventing the cross members from bending, buckling, or crushing. The T-shaped cross member formed by the lower box cross member 515 and the seat cross member 12 stably supports the sill beam 13, reducing bending deformation of the sill beam 13 in side impact collisions, thereby improving the safety of the hybrid integrated battery pack 5 and the occupants. The lower box cross member 515, which connects to the lower box lateral support plate 382, ​​can be designed to have the same strength and stiffness as the box cross member 215. The side impact performance of hybrid vehicles equipped with the hybrid integrated battery pack 5 is comparable to that of pure electric vehicles equipped with the pure electric battery pack 2.

[0181] Since the lower box cross member 515 shares part of the side collision impact force, the seat cross member 12 does not need to be additionally reinforced for hybrid vehicles; hybrid vehicles equipped with the hybrid integrated battery pack 5 can achieve the same side collision safety performance as pure electric vehicles.

[0182] The equipotential interface 535 on the lower box 51 is connected to the metal part of the vehicle body 1 with low resistance through the equipotential line 58;

[0183] The lower box 51 of the hybrid integrated battery pack 5 is coupled with the vehicle body 1 and the front subframe 31 and the rear subframe 32 to jointly bear the load, thereby achieving the strength, rigidity, collision safety and other performances set for the entire vehicle.

[0184] Integrating the charger assembly 56 inside the hybrid integrated battery pack 5 shortens the length and weight of the cable from the DC output interface 562 of the charger assembly 56 to the distribution box 55, thereby reducing weight and costs.

[0185] The hybrid integrated battery pack 5 simplifies the independent DC and AC connectors into a single 2-core DC connector (charging interface 532 ). The first charging copper bus 575 and the second charging copper bus 576 connecting the charging interface 532 to the power distribution box 55 are used to conduct DC and AC power, respectively, in different charging modes.

[0186] The above simplifies the length and weight of the AC power transmission cable from the AC charging socket 6b to the charger assembly 56, which can reduce weight and cost.

[0187] Second embodiment

[0188] This embodiment provides a car, comprising the hybrid integrated battery pack 5 described in the first embodiment and a charging component adapted therewith; Figure 40 As shown, the charging assembly includes a charging connector 68, an AC / DC charging port J1, a first relay K6, a second relay K7, a total negative relay K1, a total positive relay K2, a fast charge positive relay K4 and a fast charge negative relay K5; the charging connector 68 is electrically connected to the charging interface 532; the cable of the AC / DC charging port J1 is electrically connected to the charging connector 68 through the first relay K6 and the second relay K7.

[0189] The AC / DC charging port J1 includes a DC charging socket 6a, an AC charging socket 6b, and a charging port ground wire 64. The DC charging socket 6a interfaces with a DC charging gun, while the AC charging socket 6b interfaces with an AC charging gun. Only one type of charging gun can be inserted during charging, enabling either DC or AC charging. The first and second relays K6, K7, are integrated into the AC / DC charging port J1, shortening the distance between the first and second relays K6, K7, and the DC charging socket 6a / AC charging socket 6b, reducing the amount of cables and copper busbars used. The first relay K6 is provided with a first contact K6a and a second contact K6b. Only one of the first contact K6a and the second contact K6b can be closed at the same time, and both cannot be closed at the same time. The second relay K7 is provided with a third contact K7a and a fourth contact K7b. Only one of the third contact K7a and the fourth contact K7b can be closed at the same time, and both cannot be closed at the same time. The DC charging socket 6a is provided with a DC input positive electrode 61, a DC input negative electrode 62, and a protective grounding interface 63. The protective grounding interface 63 is electrically connected to the charging port ground wire 64. The AC charging socket 6b is provided with an AC input live wire 65, an AC input neutral wire 66, and a ground wire 67. The ground wire 67 is electrically connected to the charging port ground wire 64. The first contact K6a is electrically connected to the DC input negative electrode 62, the second contact K6b is electrically connected to the AC input neutral wire 66, the third contact K7a is electrically connected to the DC input positive electrode 61, and the fourth contact K7b is electrically connected to the AC input live wire 65. The charging component utilizes / reuses the power cable of the DC charging socket 6a to transmit the AC power input by the AC charging socket 6b, simplifying the four power cables from the AC / DC charging port J1 to the charging connector 68 into two power cables, and at the same time simplifying the independent DC connector and AC connector into a two-core DC connector (charging connector 68).

[0190] The charging assembly is further provided with a control module, which controls the first relay K6 to close the first contact K6a or the second contact K6b, and controls the second relay K7 to close the third contact K7a or the fourth contact K7b.

[0191] Third embodiment

[0192] This embodiment provides a charging method, using the vehicle described in the second embodiment and the charging assembly to charge a hybrid integrated battery pack, specifically comprising:

[0193] The charging process only allows the insertion of one type of charging gun, that is, DC charging or AC charging.

[0194] When the user plugs in the DC charging gun, the control module controls the first relay K6 to close the first contact K6a and the second relay K7 to close the third contact K7a. At this time, the DC input negative electrode 62 and the DC input positive electrode 61 are electrically connected to the charging connector 68; the second contact K6b and the fourth contact K7b are disconnected, and the AC charging socket 6b does not carry high voltage.

[0195] like Figure 39 As shown, the hybrid integrated battery pack 5 closes the total negative relay K1, the total positive relay K2, the fast charging positive relay K4 and the fast charging negative relay K5. At this time, the charger (OBC) part of the charger assembly 56 does not work, that is, the DC power input by the charging device will not flow into the charger (OBC) for rectification; the DC power input by the charging device passes through the DC charging socket 6a, the charging connector 68, the charging interface 532, the first charging copper bar 575 and the second charging copper bar 576, and the distribution box 55 in sequence, and is input to the module B1 to complete the charging of multiple battery cells 57.

[0196] When the user plugs in the AC charging plug, the control module controls the first relay K6 to close the second contact K6b and controls the second relay K7 to close the fourth contact K7b. At this time, the AC input live wire 65 and the AC input neutral wire 66 are electrically connected to the charging connector 68. The first contact K6a and the third contact K7a are disconnected, and the DC charging socket 6a does not carry high voltage.

[0197] The hybrid integrated battery pack 5 closes the main negative relay K1 and the main positive relay K2, and disconnects the fast charging positive relay K4 and the fast charging negative relay K5. At this time, the charger (OBC) of the charger assembly 56 starts working, that is, the AC power input by the charging device will not flow into the module B1, and the AC power will be input into the charger assembly 56; the AC power input by the charging device passes through the AC charging socket 6b, the charging connector 68, the charging interface 532, the first charging copper bar 575 and the second charging copper bar 576 in sequence, and the AC power is further input into the charger assembly 56 through the AC input cable 551 of the distribution box 55. The charger assembly 56 rectifies the AC power into DC power and transmits it to the DC bus of the distribution box 55 through the DC output cable 552 of the distribution box 55, and further passes through the closed main negative relay K1 and the main positive relay K2 and is input into the module B1, completing the charging of multiple battery cells 57.

[0198] The charging assembly utilizes / reuses the power cable of the DC charging socket 6a to transmit the AC power input by the AC charging socket 6b, simplifying the four power cables from the AC / DC charging port J1 to the charging connector 68 into two power cables. At the same time, the independent DC connector and AC connector are simplified into a single two-core DC connector (charging connector 68).

[0199] Similarly, the hybrid integrated battery pack 5 also simplifies the independent DC connector and AC connector into a 2-core DC connector (charging interface 532). At the same time, the first charging copper bus 575 and the second charging copper bus 576 connecting the charging interface 532 to the distribution box 55 are used to conduct DC power and AC power respectively in different charging modes.

[0200] The above simplifies the length and weight of the AC power transmission cable from the AC charging socket 6b to the charger assembly 56, which can reduce weight and cost.

[0201] The above describes the specific embodiments of the present invention. Based on the above description, relevant personnel can make various changes and modifications without departing from the scope of the technical concept of this invention.

Claims

1. A hybrid integrated battery pack, characterized in that: It includes an upper cover, a lower box body and a terminal block assembly, with a sealing strip provided between the lower box body and the upper cover; the interior of the lower box body is provided with a lower box body crossbeam, a lower box body longitudinal beam, a middle channel floor and a battery compartment partition; the lower box body crossbeam is provided with a plurality of middle mounting points that pass through the lower box body; the lower box body crossbeam and the battery compartment partition divide the lower box body space into a battery cell compartment, an electrical compartment and a fuel tank compartment; the battery cell compartment and the electrical compartment together constitute the battery compartment; the battery compartment and the fuel tank compartment are two sealed spaces separated from each other; The fuel tank compartment is located at the rear of the hybrid integrated battery pack, and an integrated fuel tank is arranged in the fuel tank compartment. The integrated fuel tank is surrounded by heat insulation material to block heat input; The electrical compartment is provided with a distribution box and a charger assembly; the battery cell compartment is provided with a plurality of battery cells, the plurality of battery cells are electrically connected in series and parallel to form a module, and the module is connected to the distribution box through a copper bar; a cooling plate is provided above the battery cell, and the cooling plate and the lower box crossbeam separate the battery cell from the electrical compartment; The charger assembly is fixed to the lower box and includes an AC input interface, a DC output interface, a charger water inlet interface, and a charger water return interface; the AC input interface can input external AC power into the charger assembly, and the charger assembly rectifies the external AC power and outputs it through the DC output interface to charge the battery cells; the distribution box is provided with an AC input cable and a DC output cable, which are respectively electrically connected to the AC input interface and DC output interface of the charger assembly; The hybrid integrated battery pack is provided with a water inlet channel and a water return channel at the front portion; wherein the water inlet channel and the water return channel are connected to the charger water inlet interface and the charger water return interface of the charger assembly, respectively, inside the hybrid integrated battery pack, and are capable of introducing coolant into the charger water inlet interface and further discharging coolant from the charger water return interface to cool the charger assembly; The bottom of the hybrid integrated battery pack is equipped with a mid-section exhaust pipe. The two longitudinal beams of the lower box and the center channel bottom plate form a downward-opening U-shaped groove that runs through the lower box from front to back to accommodate the mid-section exhaust pipe. The mid-section exhaust pipe is equipped with an exhaust main pipe, a lower box transverse support plate, and a heat shield. The heat shield is installed around the exhaust main pipe to reduce heat transfer from the exhaust main pipe to the lower box. The terminal block assembly is provided with a socket panel, on which a charging interface is installed, and the charging interface is connected to the distribution box through a copper bar; the charging interface is a two-core DC connector, including a copper bar end and an access end; the copper bar includes a first charging copper bar and a second charging copper bar, and the first charging copper bar and the second charging copper bar are connected to the copper bar end of the charging interface, and the access end of the distribution box can conduct direct current and alternating current respectively by cooperating with the charging component.

2. The hybrid integrated battery pack according to claim 1, characterized in that: The thermal insulation material includes an isolation material, which includes an insulation layer and a buffer layer. The insulation layer is aerogel and has good thermal insulation effect; the buffer layer is foamed silica gel, which can prevent excessive heat from being input into the integrated oil tank in the event of thermal runaway of the battery cell.

3. The hybrid integrated battery pack according to claim 1, characterized in that: The upper cover comprises a plurality of tank cover windows, and each of the plurality of tank cover windows is provided with a sealing ring to keep the oil tank compartment in a sealed state.

4. The hybrid integrated battery pack according to claim 1, characterized in that: A plurality of explosion-proof valves are provided at the front end of the battery cell compartment, which can exhaust and relieve pressure in the event of thermal runaway of the battery cell; the battery cell compartment and the explosion-proof valves are respectively arranged at opposite ends of the battery cell compartment.

5. The hybrid integrated battery pack according to claim 1, characterized in that: The charger assembly also includes a 14V output interface, which includes a DCDC output 14V positive pole and a DCDC output 14V negative pole; the distribution box is provided with a DCDC positive copper bar electrically connected to the DCDC output 14V positive pole of the charger assembly, and the distribution box is provided with a DCDC negative copper bar electrically connected to the DCDC output 14V negative pole.

6. The hybrid integrated battery pack according to claim 1, characterized in that: The charger assembly also includes a charger fixing interface, which is the grounding point of the charger assembly. The charger fixing interface is connected to the lower box through a conductive fastener to achieve grounding of the charger assembly and conduction with the lower box.

7. The hybrid integrated battery pack according to claim 1, characterized in that: The hybrid integrated battery pack is compatible with the electric vehicle body; the body includes a floor, a front-end module, a rear-end module, a seat crossbeam, a door sill beam, a front subframe and a rear subframe; a plurality of seat crossbeam mounting points are provided below the seat crossbeam; a plurality of battery pack fixing nuts are provided on the door sill beam; both ends of the seat crossbeam are connected to the top of the door sill beam; the front-end module is provided with a front longitudinal beam and a torsion box, the torsion box connects the front longitudinal beam and the door sill beam, and a transition bracket is provided on the rear subframe.

8. The hybrid integrated battery pack according to claim 7, characterized in that: The lower box body is provided with a bracket system, which includes a box body bracket, a front end bracket and a rear end bracket. The bracket system is mechanically connected to the vehicle body through multiple mounting holes; the box body bracket is connected to the door sill beam of the vehicle body through fasteners; the front end bracket is connected to the front subframe and the front end module in the torsion box area through fasteners, and the rear end bracket is connected to the rear subframe transition bracket through fasteners, and the rear subframe transition bracket is further connected to the rear subframe and the rear end module; the collision force of the front longitudinal beam of the front end module is partially transmitted to the lower box body through the front end bracket in the torsion box area, and further transmitted to the door sill beam through the box body bracket of the lower box body.

9. An automobile, characterized in that: The invention comprises a hybrid integrated battery pack according to any one of claims 1 to 8 and a charging component adapted therefor; the charging component comprises a charging connector, an AC / DC charging port, a first relay, a second relay, a total negative relay, a total positive relay, a fast charge positive relay and a fast charge negative relay; the charging connector is electrically connected to the charging interface; the cable of the AC / DC charging port is electrically connected to the charging connector through a first relay and a second relay, and the first relay and the second relay are integrated into the AC / DC charging port; the AC / DC charging port comprises a DC charging socket, an AC charging socket and a charging port ground wire; the first relay is provided with a first contact and a second contact point, at the same time, only one of the first contact and the second contact can be closed, and the two cannot be closed at the same time; the second relay is provided with a third contact and a fourth contact, at the same time, only one of the third contact and the fourth contact can be closed, and the two cannot be closed at the same time; the DC charging socket is provided with a DC input positive pole, a DC input negative pole and a protective grounding interface, and the protective grounding interface is electrically connected to the charging port ground wire; the AC charging socket is provided with an AC input live wire, an AC input neutral wire and a ground wire, and the ground wire is electrically connected to the charging port ground wire; the first contact is connected to the DC input negative pole, the second contact is connected to the AC input neutral wire, the third contact is connected to the DC input positive pole, and the fourth contact is connected to the AC input live wire.

10. A charging method, characterized in that: Using the automobile as claimed in claim 9, and using the charging assembly to charge the hybrid integrated battery pack, specifically comprises the following steps: S1: When the DC charging gun is inserted, the first relay is controlled to close the first contact, and the second relay is controlled to close the third contact. At this time, the DC input negative pole and the DC input positive pole are electrically connected to the charging connector; the main negative relay, the main positive relay, the fast charging positive relay and the fast charging negative relay are closed. At this time, the charger assembly does not work, that is, the input DC power will not flow into the charger assembly for rectification; the input DC power passes through the DC charging socket, the charging connector, the charging interface, the first charging copper bar and the second charging copper bar, and the distribution box in sequence, and is input to the module to complete the charging of multiple battery cells; S2: When the AC charging gun is inserted, the first relay is controlled to close the second contact, and the second relay is controlled to close the fourth contact. At this time, the AC input live wire and the AC input neutral wire are electrically connected to the charging connector; the total negative relay and the total positive relay are closed, and the fast charging positive relay and the fast charging negative relay are disconnected. At this time, the charger assembly starts working, that is, the input AC power will not flow into the module, and the AC power will be input into the charger assembly; the input AC power passes through the AC charging socket, charging connector, charging interface, charging first copper bar and charging second copper bar, distribution box, AC input cable, and charger assembly in sequence. The charger assembly rectifies the AC power into DC power and outputs it through the DC output cable of the distribution box, and further passes through the closed total negative relay and total positive relay to be input into the module to complete the charging of multiple battery cells.

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