Power battery collision test method and system, vehicle and electronic equipment

Abstract

The invention relates to a collision test method and system of a power battery, a vehicle and electronic equipment, and relates to the technical field of battery testing. The method comprises the following steps: carrying out a collision test on a vehicle to obtain an extrusion boundary of a power battery assembled in the vehicle; wherein the extrusion boundary comprises the maximum allowable deformation amount and the maximum allowable deformation speed; and based on the extrusion boundary, performing a collision test on the power battery to determine the safety performance of the power battery. Therefore, the collision test can be carried out on the power battery under a more accurate working condition.

Description

Technical Field

[0001] This invention relates to the field of battery testing technology, and more particularly to the field of power battery collision testing technology, specifically to a power battery collision test method, system, vehicle, and electronic equipment. Background Technology

[0002] Currently, with the rapid development of new energy sources, the demand for power batteries in various fields such as energy storage and automobiles is becoming increasingly strong. For safety reasons, power batteries need to undergo crash tests (or crush tests) during the research and development process. Crash tests are generally conducted by modeling the entire vehicle, performing a full-vehicle crash based on the modeling results, and using the crash results as the crash test results for the power battery. Alternatively, the power battery's weight can be set according to the vehicle's crash parameters, and then the power battery can be crashed to obtain the crash test results.

[0003] However, as the most basic unit of an electric vehicle's energy storage system, the power battery is highly sensitive to compression deformation. Even a deformation fluctuation of a few millimeters can lead to two drastically different outcomes: thermal runaway or non-thermal runaway. Therefore, methods such as whole-vehicle collisions or adding weights to the power battery cannot accurately assess its compression deformation, and they do not account for discrepancies between simulation analysis and experimental verification results caused by factors such as human modeling and component manufacturing processes. Therefore, it is necessary to explore more efficient and accurate methods for conducting collision tests on power batteries. Summary of the Invention

[0004] This invention provides a method, system, vehicle, and electronic device for crash testing of power batteries, to at least solve the technical problem of insufficient accuracy in crash testing of power batteries in related technologies. The technical solution adopted in this application is as follows:

[0005] In a first aspect, this application provides a collision test method for a power battery, comprising: conducting a collision test on a vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein the extrusion boundary includes a maximum allowable deformation amount and a maximum allowable deformation speed; and conducting a collision test on the power battery based on the extrusion boundary to determine the safety performance of the power battery.

[0006] Based on the aforementioned technical means, this application simulates the collision deformation of the power battery in a real collision accident by conducting a collision test on the whole vehicle. Based on the collision deformation of the power battery, the compression boundary of the power battery under the condition that the battery does not fail can be clearly obtained. Therefore, by conducting a collision test on the power battery based on the compression boundary, the collision test of the power battery can be carried out more efficiently and accurately, and the safety performance of the power battery can be determined more efficiently and accurately.

[0007] In one possible implementation, a crash test is conducted on the vehicle to obtain the extrusion boundary of the power battery installed in the vehicle, including: identifying key components of the vehicle, wherein the key components are components that affect the crash response of the power battery; and conducting a crash test on the vehicle based on the key parameters of the key components to obtain the extrusion boundary.

[0008] Based on the aforementioned technical means, this application identifies key components through vehicle crash tests. These key components are those that easily affect the deformation of the power battery. Since the parameter values ​​of each key component and each key parameter change within their corresponding value range during vehicle operation, multiple operating scenarios can be established based on the key components and their corresponding key parameters (one set of key parameter values ​​corresponds to one operating scenario). A crash test is conducted on the vehicle under each operating scenario to obtain the power battery compression conditions corresponding to multiple operating scenarios. Then, using the power battery compression conditions corresponding to multiple sets of key parameter values, the compression boundary is determined to cover a large portion of the operating scenarios. This ensures the accuracy and practicality of the compression boundary.

[0009] In one possible implementation, identifying key components of the vehicle includes: constructing a physical simulation model of the vehicle; conducting a crash test on the physical simulation model of the vehicle to obtain the force information of the components after the collision; and identifying the key components based on the force information.

[0010] Based on the aforementioned technical means, this application constructs a physical simulation model of a vehicle, and then conducts a collision test on the physical simulation model of the vehicle to obtain the force information of the components. Based on the force information, components that are more likely to affect the deformation of the power battery are selected, and the selected components are regarded as key components, thus ensuring the accuracy of the selection of key components.

[0011] In one possible implementation, the components include a first type of component and a second type of component; the force information of the first type of component includes: the direction of force, the peak value of the cross-sectional force in a first direction perpendicular to the direction of force, and the energy consumed in the first direction in response to the collision; the force information of the second type of component includes axial force and shear force; wherein, the second type of component is a component in the vehicle that connects the first type of component; the first type of component is a beam structure component in the vehicle other than the second type of component.

[0012] Based on the aforementioned technical means, this application obtains the stress information of different types of components by analyzing their characteristics, so as to more clearly reflect the impact of different types of components on the deformation of the power battery, thereby ensuring the accuracy of the selection of key components.

[0013] In one possible implementation, determining key components based on force information includes: identifying a component as a key component if it is a first type of component and meets a first preset condition; wherein the first preset condition is that the component is ranked before a first value in a first ranking list or ranked before a second value in a second ranking list; the first ranking list is obtained by ranking all first type components in terms of the energy consumed in response to a collision in a first direction; the second ranking list is obtained by ranking all first type components in terms of the peak cross-sectional force in a first direction; and identifying a component as a key component if it is a second type of component, the axial force is ranked before a third value among all second type components' axial forces, and the shear force is ranked before a fourth value among all second type components' shear forces.

[0014] Based on the above-mentioned technical means, this application can extract components of the first type and the second type using different methods, thereby more accurately identifying key components.

[0015] In one possible implementation, a collision test is conducted on the vehicle based on the key parameters of the key components to obtain the extrusion boundary, including: determining the value range of the key parameters of the key components; determining at least one combination of key parameter values, wherein the combination of key parameter values ​​includes the parameter value corresponding to each key parameter of each key component, and the parameter value is selected from the corresponding value range; conducting at least one collision test on the vehicle based on the at least one combination of key parameter values ​​to obtain the deformation amount and deformation rate corresponding to each of the at least one collision test; and determining the extrusion boundary based on the deformation amount and deformation rate corresponding to each of the at least one collision test.

[0016] Based on the above technical means, this application extracts key parameter values ​​from the range of different key parameters of key components, and combines the extracted key parameter values ​​to comprehensively determine the extrusion boundary based on the collision test of each key parameter value combination, thereby avoiding the situation where the extrusion boundary cannot meet the parameter fluctuation of key components.

[0017] In one possible implementation, determining the extrusion boundary based on the deformation amount and deformation rate corresponding to at least one collision test includes: determining an upper limit value for the deformation amount and an upper limit value for the deformation rate based on the deformation amount and deformation rate corresponding to at least one collision test; and determining the extrusion boundary based on the upper limit value for the deformation amount, the upper limit value for the deformation rate, and a preset coverage threshold.

[0018] Based on the aforementioned technical means, this application can determine the upper limits of deformation amount and deformation rate by combining the deformation amount and deformation rate of each collision test, and determine the extrusion boundary by combining it with a preset coverage threshold, so that the final extrusion boundary can cover a much larger proportion of vehicle operating scenarios. At the same time, introducing a preset coverage threshold can avoid the problem of excessive test costs and test volume caused by pursuing full coverage.

[0019] In one possible implementation, a collision test is conducted on the power battery based on the extrusion boundary to determine the safety performance of the power battery. This includes: determining the deformation information of the power battery corresponding to the extrusion boundary during the vehicle's collision test; constructing a physical simulation model of the power battery; wherein the physical simulation model of the power battery includes a first model structure corresponding to the power battery and a second model structure corresponding to the surrounding structural components of the power battery; the deformation information of the first model structure under the extrusion boundary is closer to the deformation information of the power battery than a preset proximity threshold; and using the physical simulation model of the power battery, a collision test is conducted on the power battery to determine its safety performance.

[0020] Based on the above technical means, this application can construct a physical simulation model corresponding to the power battery, conduct collision simulation tests, and adjust the physical simulation model of the power battery, so that the physical simulation model of the power battery can better meet the needs of real collision of the power battery, provide more reliable guidance for real collision tests, reduce the cost and risk of real collision tests, and improve the effectiveness of collision tests.

[0021] In one possible implementation, a physical simulation model of the power battery is used to conduct a crash test on the power battery to determine its safety performance. This includes: constructing a real component corresponding to the physical simulation model of the power battery; conducting a crash test on the real component to obtain crash parameters; and determining the safety performance of the power battery based on the crash parameters.

[0022] Based on the above-mentioned technical means, this application can conduct collision tests on real parts corresponding to the physical simulation model of the power battery, which can improve the effectiveness of the collision test and make the collision parameters obtained from the collision test more effective and able to more accurately reflect the real collision process of the power battery.

[0023] Secondly, this application provides a collision test system for a power battery, applied to a vehicle, comprising: a boundary determination module for conducting a collision test on the vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein the extrusion boundary includes a maximum allowable deformation amount and a maximum allowable deformation speed; and a collision test module for conducting a collision test on the power battery based on the extrusion boundary to determine the safety performance of the power battery.

[0024] In one possible implementation, the boundary determination module includes: determining key components of the vehicle, wherein the key components are components that affect the collision response of the power battery; and conducting a collision test on the vehicle based on the key parameters of the key components to obtain the extrusion boundary.

[0025] In one possible implementation, identifying key components of the vehicle includes: constructing a physical simulation model of the vehicle; conducting a crash test on the physical simulation model of the vehicle to obtain the force information of the components after the collision; and identifying the key components based on the force information.

[0026] In one possible implementation, the components include a first type of component and a second type of component; the force information of the first type of component includes: the direction of force, the peak value of the cross-sectional force in a first direction perpendicular to the direction of force, and the energy consumed in the first direction in response to the collision; the force information of the second type of component includes axial force and shear force; wherein, the second type of component is a component in the vehicle that connects the first type of component; the first type of component is a beam structure component in the vehicle other than the second type of component.

[0027] In one possible implementation, determining key components based on force information includes: identifying a component as a key component if it is a first type of component and meets a first preset condition; wherein the first preset condition is that the component is ranked before a first value in a first ranking list or ranked before a second value in a second ranking list; the first ranking list is obtained by ranking all first type components in terms of the energy consumed in response to a collision in a first direction; the second ranking list is obtained by ranking all first type components in terms of the peak cross-sectional force in a first direction; and identifying a component as a key component if it is a second type of component, the axial force is ranked before a third value among all second type components' axial forces, and the shear force is ranked before a fourth value among all second type components' shear forces.

[0028] In one possible implementation, a collision test is conducted on the vehicle based on the key parameters of the key components to obtain the extrusion boundary, including: determining the value range of the key parameters of the key components; determining at least one combination of key parameter values, wherein the combination of key parameter values ​​includes the parameter value corresponding to each key parameter of each key component, and the parameter value is selected from the corresponding value range; conducting at least one collision test on the vehicle based on the at least one combination of key parameter values ​​to obtain the deformation amount and deformation rate corresponding to each of the at least one collision test; and determining the extrusion boundary based on the deformation amount and deformation rate corresponding to each of the at least one collision test.

[0029] In one possible implementation, determining the extrusion boundary based on the deformation amount and deformation rate corresponding to at least one collision test includes: determining an upper limit value for the deformation amount and an upper limit value for the deformation rate based on the deformation amount and deformation rate corresponding to at least one collision test; and determining the extrusion boundary based on the upper limit value for the deformation amount, the upper limit value for the deformation rate, and a preset coverage threshold.

[0030] In one possible implementation, the crash test module includes: determining the deformation information of the power battery corresponding to the extrusion boundary during a vehicle crash test; constructing a physical simulation model of the power battery; wherein the physical simulation model of the power battery includes a first model structure corresponding to the power battery and a second model structure corresponding to the surrounding structural components of the power battery; the deformation information of the first model structure under the extrusion boundary is closer to the deformation information of the power battery than a preset proximity threshold; and using the physical simulation model of the power battery, conducting a crash test on the power battery to determine the safety performance of the power battery.

[0031] In one possible implementation, a physical simulation model of the power battery is used to conduct a crash test on the power battery to determine its safety performance. This includes: constructing a real component corresponding to the physical simulation model of the power battery; conducting a crash test on the real component to obtain crash parameters; and determining the safety performance of the power battery based on the crash parameters.

[0032] Thirdly, this application provides a vehicle that includes the crash test system for the power battery described in the second aspect.

[0033] Fourthly, this application provides an electronic device, including: a processor and a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the method described in the first aspect and any possible implementation thereof.

[0034] Fifthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the methods described in the first aspect and any possible implementation thereof.

[0035] In a sixth aspect, this application provides a computer program product comprising computer instructions that, when executed on an electronic device, cause the electronic device to perform the method described in the first aspect and any of its possible implementations.

[0036] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0039] Figure 1 This is a schematic diagram illustrating the implementation environment of a collision test for a power battery according to an exemplary embodiment;

[0040] Figure 2 This is a flowchart illustrating a collision test method for a power battery according to an exemplary embodiment;

[0041] Figure 3 This is a schematic diagram of the collision implementation environment for a physical simulation model of a power battery, as shown in an exemplary embodiment, to undergo a collision test.

[0042] Figure 4 This is a schematic diagram of the structure of a clamping device according to an exemplary embodiment;

[0043] Figure 5 This is another structural schematic diagram of a clamping device according to an exemplary embodiment;

[0044] Figure 6 This is a schematic diagram of the structure of an intrusion control device according to an exemplary embodiment;

[0045] Figure 7 This is a top view of the structure of an intrusion control device according to an exemplary embodiment;

[0046] Figure 8 This is a deceleration waveform diagram generated by a deceleration control device according to an exemplary embodiment;

[0047] Figure 9 This is another deceleration waveform diagram generated by a deceleration control device according to an exemplary embodiment;

[0048] Figure 10 This is a schematic diagram of the structure of a deceleration control device according to an exemplary embodiment;

[0049] Figure 11 This is a schematic diagram of the structure of a data acquisition unit for a power battery to undergo a collision test, according to an exemplary embodiment.

[0050] Figure 12This is another flowchart illustrating a collision test method for a power battery according to an exemplary embodiment;

[0051] Figure 13 This is a block diagram illustrating a collision test system for a power battery according to an exemplary embodiment;

[0052] Figure 14 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0053] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0054] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0055] In the embodiments of this application, the words "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the words "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a specific manner.

[0056] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0057] The collision test method for power batteries provided in this application can be used to conduct collision tests on power batteries for vehicles (especially intelligent driving vehicles). Vehicles can also be referred to as vehicles, mobile carriers, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), autonomous vehicles, intelligent and connected vehicles (ICVs), driverless vehicles, etc.

[0058] In this application's embodiments, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, a special vehicle (such as an ambulance, fire truck, police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various special-purpose vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, port vehicles, etc. This application does not impose specific limitations in this regard.

[0059] like Figure 1 As shown, the implementation environment for the collision test of the power battery in this application includes: a collision test system 101 for the power battery and a collision test system 102 for the vehicle.

[0060] The vehicle crash test system 102 is used to conduct crash tests on the vehicle using simulation software and obtain test data.

[0061] The power battery collision test system 101 is used to receive test data from the vehicle collision test system 102, which uses simulation software to conduct collision tests on the vehicle. Based on at least one collision test, it identifies the components that will affect the deformation of the power battery during the collision and identifies them as key components. Then, multiple operating scenarios can be set up for the key components and their corresponding key parameters (one set of key parameter values ​​corresponds to one operating scenario). A vehicle collision test is performed on each operating scenario in the collision test system 102, which can obtain multiple test data corresponding to multiple operating scenarios. Finally, the compression condition of the power battery reflected by multiple test data is used to determine the compression boundary of the power battery installed in the vehicle. The compression boundary includes, but is not limited to, the maximum allowable deformation amount and the maximum operating deformation speed of the power battery, which covers most operating scenarios.

[0062] The power battery collision test system 101 is also used to conduct collision tests on the power battery based on the extrusion boundary of the power battery in order to determine the safety performance of the power battery. The above-mentioned collision test of the power battery can be carried out as follows: first, the power battery is subjected to more than one collision test using simulation software to determine a more accurate physical simulation model of the power battery, so as to construct a real part based on the physical simulation model of the power battery; and then the collision test of the power battery is carried out on the real part to determine the safety performance of the power battery.

[0063] In practical applications, the power battery crash test system 101 can communicate with one or more vehicle crash test systems 102.

[0064] For ease of understanding, this application uses the communication connection between a power battery crash test system 101 and a vehicle crash test system 102 as an example for illustration.

[0065] As a feasible approach, Figure 1 The collision test system 101 for the power battery and the collision test system 102 for the vehicle can be functional modules integrated into the same device, or they can be independently set up devices. This application does not impose any limitations on the comparison.

[0066] It is easy to understand that when the power battery crash test system 101 and the vehicle crash test system 102 are functional modules integrated within the same device, the communication method between the power battery crash test system 101 and the vehicle crash test system 102 is the same as communication between modules within the device. In this case, the communication process between the two is the same as the "communication process when the power battery crash test system 101 and the vehicle crash test system 102 are set up independently". For ease of understanding, this application mainly uses the example of the power battery crash test system 101 and the vehicle crash test system 102 being set up independently for explanation.

[0067] As a feasible approach, Figure 1 The collision test system 101 for the power battery or the collision test system 102 for the vehicle can be installed on a terminal, a server, or other types of electronic devices.

[0068] When the crash test system 101 for the power battery or the crash test system 102 for the vehicle is installed at the terminal, the terminal can be a device that provides software data connectivity for crash test personnel, a handheld device with wireless connectivity, or other processing devices connected to a wireless modem. The terminal can communicate with one or more core networks via a radio access network (RAN). The terminal can be a mobile terminal, such as a computer with a mobile terminal, or a mobile device that exchanges voice and / or data with the radio access network, such as a mobile phone, tablet computer, laptop computer, netbook, or personal digital assistant (PDA). This application does not impose any limitations on this.

[0069] When the crash test system 101 for the power battery or the crash test system 102 for the vehicle is located on a server, the server can be a single server or a server cluster consisting of multiple servers. In some embodiments, the server cluster can also be a distributed cluster. This application does not impose any limitations on this.

[0070] It should be noted that the structure illustrated in the embodiments of this application does not constitute a limitation on the crash test system 101 for the power battery. It may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0071] For ease of understanding, the collision test method for the power battery provided in this application will be described in detail below with reference to the accompanying drawings.

[0072] Figure 2 This is a flowchart illustrating a collision test method for a power battery according to an exemplary embodiment. (Refer to...) Figure 2 The method includes:

[0073] S201. Conduct a crash test on the vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein, the extrusion boundary includes the maximum allowable deformation amount and the maximum allowable deformation speed.

[0074] The aforementioned crash test is a full-vehicle crash simulation test conducted based on vehicle parameters, and the vehicle being tested is equipped with a power battery.

[0075] The aforementioned vehicle parameters include, but are not limited to, mass parameters, geometric parameters, tire parameters, suspension system parameters, powertrain parameters, braking system parameters, steering system parameters, aerodynamic parameters, drive type parameters, road interaction parameters, driver model parameters, and environmental parameters. Among these, mass parameters include vehicle weight, sprung and unsprung mass distribution, and moment of inertia (yaw, roll, pitch). Geometric parameters include wheelbase and track width, vehicle dimensions (length, width, height), center of gravity height, and front-to-rear position. Tire parameters include tire stiffness (vertical, lateral, longitudinal), tire damping coefficient, rolling radius, and effective radius. Suspension system parameters include spring stiffness (front and rear suspension), shock absorber damping coefficient (compression / rebound), and anti-roll bar stiffness. The parameters for the powertrain system include engine torque curve, transmission ratio (transmission, final drive), and rotational mass conversion factor; the parameters for the braking system include brake torque (front and rear axles), braking efficiency, and distribution factor; the parameters for the steering system include steering ratio, steering system stiffness, and damping; the parameters for the aerodynamic system include drag coefficient (Cd), lift coefficient (front and rear axles), and crosswind sensitivity factor; the parameters for the drive type include drive type (FWD / RWD / AWD); the parameters for the road surface interaction include rolling friction coefficient and road surface adhesion coefficient (dry / wet / ice); the parameters for the driver model include accelerator / brake pedal input characteristics, steering wheel angular velocity, and force feedback; and the parameters for the environment include air density and temperature, slope, and road surface tilt angle.

[0076] The aforementioned extrusion boundary refers to the maximum allowable deformation amount and maximum allowable deformation speed of the power battery under the condition that safety can be guaranteed. Ensuring safety means that it will not cause battery structure failure, internal short circuit, or even fire and explosion.

[0077] The aforementioned guarantee of safety means that the power battery will not cause dangerous phenomena such as internal short circuits, thermal runaway, electrolyte leakage, fire or explosion during the deformation process.

[0078] The aforementioned deformation refers to the degree of shape change that occurs in a power battery during a collision. This can be quantified by measuring parameters such as dimensional changes and displacements of certain key parts of the battery before and after the collision. Examples include the depth of the dent in the battery casing and the relative displacement between individual battery cells. The magnitude of the deformation directly reflects the degree of mechanical damage suffered by the battery in the collision and is crucial for assessing the battery's safety and performance. Excessive deformation may damage the internal structure of the battery, leading to short circuits, leaks, and even serious safety accidents such as fires or explosions.

[0079] The aforementioned deformation rate refers to how quickly the power battery deforms during a collision, i.e., the amount of deformation per unit time. The deformation rate is closely related to the magnitude of the impact force and the duration of the impact. Rapid deformation means the battery is subjected to a large impact force in a short period, which may prevent the internal materials and structure of the battery from adapting to the deformation, thus increasing the risk of battery damage. For example, in a high-speed collision, the battery may undergo violent deformation in a very short time, leading to an internal short circuit and causing a safety accident.

[0080] The aforementioned maximum allowable deformation amount refers to the critical value of deformation that will not cause battery danger during the deformation process of the power battery. The aforementioned maximum allowable deformation speed refers to the critical value of deformation speed that will not cause battery danger during the deformation process of the power battery. When the maximum allowable deformation amount or the maximum allowable deformation speed is exceeded, the safety of the power battery cannot be guaranteed.

[0081] The aforementioned extrusion boundary also includes the number of deformed cells in the power battery, the extrusion direction of the power battery, the deceleration of the power battery from the start of extrusion to the maximum deformation process, the intrusion interface when the power battery experiences maximum extrusion deformation, the damaged area of ​​the cell or water-cooled plate, and the time required for the power battery to start deforming to reach maximum deformation.

[0082] In one feasible approach, the extrusion boundary of a power battery installed in a vehicle includes: identifying key components of the vehicle, wherein the key components are components that affect the collision response of the power battery; and conducting a collision test on the vehicle based on the key parameters of the key components to obtain the extrusion boundary.

[0083] The aforementioned key components refer to those components that, during vehicle collision simulation tests, may cause compression of the power battery, thereby leading to the risk of deformation of the power battery. These key components include, but are not limited to, connecting components and beam structure components.

[0084] The aforementioned connecting components are used to connect beam structure components, which are key support components used to support the passenger compartment of the vehicle body. They not only bear the functions of supporting and stabilizing the vehicle body, but also provide important safety protection for passengers in the event of a collision. These include, but are not limited to, A-pillars, B-pillars, C-pillars, and D-pillars.

[0085] The key parameters of the aforementioned critical components include the thickness and material strength of beam structural components, as well as the axial force and shear force of connecting components.

[0086] S202. Based on the extrusion boundary, a collision test is conducted on the power battery to determine the safety performance of the power battery.

[0087] The safety performance of the aforementioned power batteries includes structural integrity, electrical performance stability, thermal stability, and electrolyte safety.

[0088] In one feasible approach, a crash test is conducted on a power battery based on a compression boundary to determine the battery's safety performance. This includes: determining the deformation information of the power battery corresponding to the compression boundary during the vehicle crash test; constructing a physical simulation model of the power battery; wherein the physical simulation model of the power battery includes a first model structure corresponding to the power battery and a second model structure corresponding to the surrounding structural components of the power battery; the deformation information of the first model structure under the compression boundary is closer to the deformation information of the power battery than a preset proximity threshold; and using the physical simulation model of the power battery, a crash test is conducted on the power battery to determine its safety performance.

[0089] The aforementioned deformation information refers to the deformation parameter values ​​of the power battery under the extrusion boundary, including but not limited to the deformation amount, deformation speed, number of deformed cells in the power battery, extrusion direction of the power battery, deceleration of the power battery from the start of extrusion to the maximum deformation process, intrusion interface when the power battery experiences maximum extrusion deformation, damaged area of ​​cells or water-cooled plates, and the time required for the power battery to start deforming to reach maximum deformation.

[0090] The aforementioned first model structure refers to the physical simulation model corresponding to the power battery, which is the unit under test for the collision test.

[0091] The aforementioned second model structure includes, but is not limited to, a clamping device, an intrusion control device, and a temperature and humidity control device, which is the monitoring unit for conducting collision tests. The intrusion control device includes key components.

[0092] The aforementioned proximity threshold is determined based on the test accuracy of the power battery collision test. The range of the proximity threshold is generally (0.9, 1). For example, if the test accuracy of the power battery collision test is high, the proximity threshold can be 0.98; if the test accuracy of the power battery collision test is low, the proximity threshold can be 0.9.

[0093] In one possible implementation, a collision test is conducted on the power battery using a physical simulation model of the power battery to determine the safety performance of the power battery. This includes: conducting a collision test on the power battery using a physical simulation model of the power battery to obtain collision parameters, and determining the safety performance of the power battery based on the collision parameters.

[0094] Alternatively, a physical simulation model of the power battery can be constructed, corresponding to a real component; a collision test can be conducted on the real component to obtain collision parameters; and the safety performance of the power battery can be determined based on the collision parameters.

[0095] The above-mentioned collision parameters are determined based on the collision test results collected by various sensors and measuring devices. The collision parameters include collision speed, collision acceleration, and the state of the power battery, among which the state of the power battery includes structural integrity, voltage change, and temperature change.

[0096] After the aforementioned power battery undergoes a collision test, the collision parameter information of the power battery is collected by the data acquisition unit, and the collision parameters are analyzed to determine the safety performance of the power battery. The data acquisition unit includes, but is not limited to, various sensors and measuring devices.

[0097] For example, temperature data is collected based on a temperature sensor to determine temperature changes; speed data is collected based on a speed measuring device to determine collision speed and collision acceleration; voltage data is collected based on a voltage acquisition unit to determine voltage changes; images of the collision process are acquired from the physical simulation model of the power battery using a high-speed camera, and the structural integrity of the power battery is determined based on the image acquisition results; determining the structural integrity of the power battery also requires checking for leaks of special substances, and relevant parameters of the gaseous substances are collected based on a leak sensing device to determine whether special substances of the power battery are leaking.

[0098] The above-mentioned collision parameters were determined based on the collision test results monitored in the simulation software. The collision parameters include collision speed, collision acceleration, and the state of the power battery, among which the state of the power battery includes structural integrity, voltage change, and temperature change.

[0099] Based on the aforementioned technical means, this application simulates the collision deformation of the power battery in a real collision accident by conducting a collision test on the whole vehicle. Based on the collision deformation of the power battery, the compression boundary of the power battery under the condition that the battery does not fail can be clearly obtained. Therefore, by conducting a collision test on the power battery based on the compression boundary, the collision test of the power battery can be carried out more efficiently and accurately, and the safety performance of the power battery can be determined more efficiently and accurately.

[0100] In one possible implementation, the determination of key vehicle components includes: constructing a physical simulation model of the vehicle; conducting a collision test on the physical simulation model of the vehicle to obtain the force information of the components after the collision; and determining the key components based on the force information.

[0101] The aforementioned components include first-type components and second-type components; the force information of the first-type components includes: the direction of force, the peak value of the cross-sectional force in the first direction perpendicular to the direction of force, and the energy consumed in the first direction in response to the collision; the force information of the second-type components includes axial force and shear force; wherein, the second-type components are the components in the vehicle that connect the first-type components; the first-type components are the beam structure components in the vehicle other than the second-type components, so as to make the identification of key components more accurate.

[0102] For example, the first type of component is the aforementioned connecting component, which is used to connect the beam system structural components. For example, the first type of component includes the connection between the sill beam and the power battery, the connection between the longitudinal beam and the power battery, and the connection between the power battery and the inner frame. The second type of component is the aforementioned beam system structural components, such as the A-pillar, B-pillar, C-pillar (and D-pillar in some models).

[0103] As one possible implementation, the force direction is multi-angled. When determining the force information of the first type of component, only the peak value of the cross-sectional force in the first direction perpendicular to the force direction and the energy consumed in the first direction to cope with the collision are considered. For example, if the first type of component is not subjected to force in the first direction perpendicular to the force direction, the corresponding component cannot be used as a critical component. If the first type of component is subjected to force in the first direction perpendicular to the force direction, the corresponding component can be used as a critical component.

[0104] As another possible implementation, the force direction is multi-angled. When determining the force information of the first type of component, the angle between the force direction and the first direction is judged. If the angle between the force direction and the first direction is less than a preset angle, it is determined that the first type of component is under force in the first direction. If the angle between the force direction and the first direction is not less than the preset angle, it is determined that the first type of component is not under force in the first direction. For example, the preset angle can be 45 degrees, etc.

[0105] The energy mentioned above refers to the energy consumed by the first type of component in the crash test, determined through explicit nonlinear finite element simulation analysis during the vehicle's simulated crash test.

[0106] The aforementioned peak cross-sectional force is obtained by simulating the collision process using finite element software, extracting the internal force-time curve of the first type of component at a specific cross-section, and its maximum value is the peak cross-sectional force. The aforementioned internal force refers to the resultant force of the internal forces acting on the first type of component at any vertical cross-section, and the unit is usually Newton or kilonewton.

[0107] As one possible approach, the peak cross-sectional force can be directly measured in a real-world collision test using strain gauges or force sensors, combined with a high-speed camera recording the collision process to obtain peak data; the peak cross-sectional force can also be estimated using theoretical formulas (such as the bending stress formula).

[0108] The aforementioned axial force and shear force were determined through finite element collision simulation. After the collision simulation, the tensile or compressive force along the axial direction of the connection is extracted as the axial force. For example, in a bolted connection, the axial force is expressed as tension or compression, corresponding to tensile or compressive conditions, respectively. The aforementioned tensile condition refers to the situation where, when the first type of component (such as a longitudinal beam or column) is subjected to an external force away from the connection point, the second type of component (such as a bolt or rivet) bears tensile force, and when the external force pushes the first type of component closer to the connection point, the second type of component bears compressive force.

[0109] After the collision simulation process, the tangential force in the direction perpendicular to the axis of the connection is extracted as the shear force. For example, in a bolted connection, the shear force causes the bolt to slip or shear along the cross-section. Factors affecting the shear force include, but are not limited to, cross-sectional shape, friction, and connection method.

[0110] In one possible implementation, key components are identified based on force information, including: If a component is a first-type component and meets a first preset condition, it is identified as a key component; wherein the first preset condition is that the component's ranking in a first ranking list precedes a first value, or the component's ranking in a second ranking list precedes a second value; the first ranking list is obtained by ranking all first-type components according to the energy consumed in a collision in the first direction; the second ranking list is obtained by ranking all first-type components according to the peak cross-sectional force in the first direction; if a component is a second-type component, and its axial force ranks before a third value among all second-type components' axial forces, and its shear force ranks before a fourth value among all second-type components' shear forces, it is identified as a key component. This allows for component extraction using different methods for first-type and second-type components, leading to more accurate identification of key components.

[0111] As one possible approach, the first sorting list is obtained by sorting the energy consumed by the first type of components in response to a collision in the first direction. For example, the sum of the energy consumed by the first type of components in the first sorting list in response to a collision in the first direction is calculated, and the first type of components with the top 80% of the sum of the energy consumed by the first type of components are taken as the first initial key components, where 80% of the energy consumed is the first value.

[0112] The aforementioned second sorting list is obtained by sorting the peak cross-sectional force of the first type of components in the first direction. For example, the first type of components whose peak cross-sectional force is in the top 25% of the second sorting list are taken as the second initial key components, where 25% of the peak cross-sectional force is the second value.

[0113] The aforementioned third sorting list is obtained by sorting the axial forces of the second type of components. For example, the second type of components whose axial forces are in the top 25% of the components in the third sorting list are taken as the third initial key components, where 25% of the axial forces is the third value.

[0114] The fourth sorting list mentioned above is obtained by sorting the shear forces of the second type of components. For example, the second type of components whose shear forces are in the top 25% of the components in the fourth sorting list are taken as the fourth initial key components, where 25% of the shear forces is the fourth value.

[0115] The aforementioned first preset condition refers to the component being ranked before the first value in the first sorting list or the component being ranked before the second value in the second sorting list. For example, the union of the first initial key component and the second initial key component is taken as the key component.

[0116] When the ranking of the aforementioned component in the third sorting list is greater than the third value and the ranking in the fourth sorting list is greater than the fourth value, the component is extracted to obtain the key component. For example, the intersection of the third initial key component and the fourth initial key component is taken as the key component.

[0117] As another feasible method, determining key components based on force information also includes setting a first value, a second value, a third value, and a fourth value, and extracting components from the first type of components whose cross-sectional force peak value is greater than the first value or whose energy consumed in the first direction to collide is greater than the second value to obtain key components. At the same time, extracting components from the second type of components whose axial force is greater than the third value and whose shear force is greater than the fourth value to obtain key components.

[0118] As another feasible approach, based on force information, the methods for identifying key components include, but are not limited to, using a stack structure to extract key components, or using a binary tree or balanced tree to extract key components.

[0119] In one possible implementation, a collision test is conducted on the vehicle based on the key parameters of the key components to obtain the extrusion boundary. This includes: determining the value range of the key parameters of the key components; determining at least one combination of key parameter values, wherein the combination of key parameter values ​​includes the parameter value corresponding to each key parameter of each key component, and the parameter value is selected from the corresponding value range; conducting at least one collision test on the vehicle based on at least one combination of key parameter values ​​to obtain the deformation amount and deformation rate corresponding to each of the at least one collision test; and determining the extrusion boundary based on the deformation amount and deformation rate corresponding to each of the at least one collision test to avoid situations where the extrusion boundary cannot meet the parameter fluctuations of the key components.

[0120] The above range of values ​​is determined taking into account the manufacturing errors of key components during the manufacturing process. For example, due to factors such as wear of stamping dies and equipment vibration, the actual diameter of bolt holes may deviate from the design value (e.g., Φ10.2mm), and the manufacturing error range is ±0.1mm.

[0121] For example, determining at least one combination of key parameter values ​​means selecting one key parameter value within the value range of each key parameter, and combining the selected key parameter values ​​of several key parameters into a single key parameter value combination. The key parameter values ​​selected from the value range of each key parameter include, but are not limited to, the upper and lower limits of the value range corresponding to the key parameter, the parameter design value, and any key parameter value within the value range other than the aforementioned upper and lower limits and parameter design values. Each combination of key parameter values ​​corresponds to a unique key parameter value for each key parameter. For example, if the design value of a bolt connection is Φ10.2mm and the manufacturing error range is ±0.1mm, then the upper limit of the parameter is Φ10.3mm, and the lower limit of the parameter is Φ10.2mm. The parameters are 0.1mm, the design value is Φ10.2mm, and any key parameter value is Φ10.25mm, etc. For example, the key parameter value combination is {bolt connection Φ10.2mm, shell thickness 250μm, material yield strength 240MPa, bolt shear force 60kN, bolt axial force 40kN}, or {B-pillar thickness is 1.5mm, B-pillar material tensile strength is 600MPa, door hinge axial force is 15kN, door hinge shear force is 20kN}, etc. The key parameter value combination includes but is not limited to the above key parameters and key parameter values. A vehicle crash test is conducted for each set of key parameter value combinations. The key parameter value combinations involve, but are not limited to, orthogonal experimental design, Latin square design, etc.

[0122] In one possible implementation, determining the extrusion boundary based on the deformation amount and deformation rate corresponding to at least one collision test includes: determining upper limits for deformation amount and deformation rate based on the deformation amount and deformation rate corresponding to at least one collision test; and determining the extrusion boundary based on the upper limits for deformation amount, deformation rate, and a preset coverage threshold. This reduces the possibility of increased test costs and test volume due to excessively high upper limits for deformation amount and deformation rate.

[0123] The aforementioned "at least one crash test" refers to conducting multiple tests to determine the deformation amount and deformation rate of the power battery. This helps verify the accuracy and reliability of the results and eliminates the influence of random factors. By conducting tests with multiple changes in test conditions (such as different collision speeds and angles), a more comprehensive understanding of the power battery's performance under different collision scenarios can be obtained, allowing for a more accurate understanding of the upper limits of the power battery's deformation amount and deformation rate.

[0124] The aforementioned upper limit of deformation is determined by conducting crash tests on the vehicle based on different combinations of key parameter values. In each crash test, the maximum allowable deformation of the power battery is determined under the condition that the battery does not fail. The maximum allowable deformation of the power battery in each crash test is compared to determine the upper limit of the maximum operating deformation of the power battery.

[0125] The aforementioned upper limit of deformation speed is determined by conducting crash tests on vehicles based on different combinations of key parameter values. In each crash test, the maximum permissible deformation speed of the power battery is determined under the condition that the battery does not fail. The maximum permissible deformation speed of the power battery in each crash test is compared to determine the upper limit of the maximum operating deformation speed of the power battery.

[0126] The aforementioned preset coverage threshold refers to the coverage threshold for the upper limit of deformation speed and the upper limit of deformation amount. For example, the preset coverage threshold can be 90%, that is, the deformation speed in the extrusion boundary can be 90% of the upper limit of deformation speed, and the deformation amount in the extrusion boundary can be 90% of the upper limit of deformation amount. The preset coverage threshold can improve the efficiency of power battery collision tests while reducing the increase in test costs and test volume caused by excessively high upper limits of deformation amount and deformation speed.

[0127] For example, the specific steps for determining the deformation amount and deformation rate of the extrusion boundary are as follows: Establish an approximate model describing the relationship between key parameters and the upper limits of the power battery deformation amount and deformation rate, respectively; and determine the power battery deformation amount and deformation rate considering uncertainties. Methods for establishing the approximate model include, but are not limited to, response surface methodology, neural network models, or selecting the optimal approximate model based on the minimum error between predicted and experimental values. The steps for determining the power battery deformation amount and deformation rate considering uncertainties are: first, using the approximate model to perform Monte Carlo simulations on the upper limits of the power battery deformation amount and deformation rate; then, analyzing the characteristics of the power battery deformation amount and deformation rate to determine the power battery deformation amount and deformation rate covering 90% of the range.

[0128] In some embodiments, Figures 3 to 10 This is a collision implementation environment and structural schematic diagram of each sub-device in a collision implementation environment, based on a physical simulation model of a power battery, according to an exemplary embodiment.

[0129] For example, Figure 3 This is a structural schematic diagram of a collision testing environment for a real-world component of a power battery, based on an exemplary embodiment, used to reproduce the surrounding environment of the power battery within the vehicle. (Refer to...) Figure 3 The implementation environment includes: clamping device 1, intrusion control device 2, temperature and humidity control device 3, and the unit under test 4.

[0130] For example, the tested unit 4 refers to the battery cell assembly for collision testing. It is used to prepare battery cells according to the number of deformed battery cells obtained in the extrusion boundary determination, based on the collision deformation of the power battery when the vehicle is collided with the battery cell assembly. The battery cells are fully charged, and the battery cells are bonded together with reference to the environment of the battery cells in the actual vehicle. Heat insulation material or other functional structures are sandwiched in between. Then, the battery cell terminals are connected in series and parallel, and insulating material can be covered on them. Next, the battery cell assembly is bonded to the cut-off part of the water cooling system according to actual needs. Then, the battery cell assembly is placed on the support platform, with the extrusion direction of the battery cells consistent with the movement direction of the extrusion head. Finally, the non-impact contact side of the battery cell assembly is pressed tightly against the rigid fixed wall, and the left and right positions are adjusted so that the maximum intrusion position of the battery cells is aligned with the maximum intrusion position of the extrusion head.

[0131] For example, Figure 4 This is a schematic diagram illustrating the structure of a clamping device according to an exemplary embodiment. (Refer to...) Figure 4 The clamping device includes: a support platform 11, and left and right side clamping plates 12 and 13.

[0132] For example, the clamping device adjustment involves pressing one side clamp against the battery cell assembly and fixing it to the support platform with bolts; then pressing the other side clamp against the battery cell assembly and adjusting the preload of that side clamp against the battery cell assembly with the preload bolts on the support platform; after reaching the set value, fixing it to the support platform with bolts.

[0133] For example, Figure 5 This is another structural schematic diagram of a clamping device according to an exemplary embodiment. (Refer to...) Figure 4 and Figure 5 The clamping device also includes: symmetrical fixing blocks 1101 and 1102 on the support platform 11. The fixing blocks have threads, and the pre-tightening bolt 1103 can adjust the clamping force of the left and right side clamping plates 12 and 13 on the measured unit 4 through the threads.

[0134] Furthermore, refer to Figures 4 to 7 A limit block 1104 is provided on the support platform 11, and its rear surface is used to limit the maximum moving distance of the extrusion head 21. The circular hole 1105 on the limit block 1104 is paired with the guide post 2103 of the extrusion head 21 to limit the degree of freedom of the extrusion head 21, so that the extrusion head 21 can only move along the axial direction of the circular hole 1105 of the limit block 1104.

[0135] For example, the extrusion head 21 is manufactured by means including but not limited to machining, 3D printing, casting, etc., so that the front surface of the extrusion head is consistent with the intrusion interface when the battery cell undergoes maximum extrusion deformation.

[0136] Furthermore, the left and right side clamps 12 and 13 are symmetrically placed on the support platform 11, and are provided with bosses 13-02 and 13-01 that are directly opposite the pre-tightening bolt 1103. After the clamps 12 and 13 are pushed and squeezed by the pre-tightening bolt 1103 to reach the same conditions as the whole vehicle, they are then fixed to the support platform 11 by bolts.

[0137] For example, Figure 6 This is a schematic diagram illustrating the structure of an intrusion control device according to an exemplary embodiment. (Refer to...) Figure 6 The intrusion control device includes: a squeezing head 21, an intrusion amount adjustment shim 22, and a deceleration control device 23.

[0138] For example, the preparation steps of the deceleration control device 23 are as follows: Establish a finite element simulation model of the battery cell group, including the battery cell group, clamping device, intrusion control device, and the number of deformed battery cells obtained from the extrusion boundary determination; wherein, the battery cell group can be mounted on a mobile trolley, and experimental designs are carried out for parameters such as the weight of the mobile trolley, the number of deceleration control devices, and their dimensions; perform finite element simulation analysis on each set of experimental design parameters and obtain the battery cell intrusion deceleration; establish an approximate model of the relationship between parameters such as the weight of the mobile trolley, the number of deceleration control devices, and their dimensions and the battery cell intrusion deceleration; using parameters such as the weight of the mobile trolley, the number of deceleration control devices, and their dimensions as design variables, and using the approximate model to predict the battery cell... The optimization is iteratively performed with the goal of minimizing the root mean square error of the cell deceleration from the start of compression to the maximum deformation obtained in step 1, where the compression boundary is determined. Optimization stops when the optimization termination condition is met, such as the number of iterations or the root mean square error being less than a set value. The combination of parameters such as the weight of the moving trolley, the number of deceleration control devices, and their dimensions corresponding to the minimum root mean square error is placed into a finite element simulation model for verification simulation. If the error between the cell intrusion deceleration obtained in this simulation and the cell deceleration from the start of compression to the maximum deformation obtained in step 1, where the compression boundary is determined, is less than 15%, then it proves that the parameters such as the weight of the moving trolley, the number of deceleration control devices, and their dimensions meet the experimental requirements.

[0139] For example, the intrusion control device is adjusted according to the parameters prepared by the deceleration control device 23, and the deceleration control device is mounted on a rigid fixed wall; an appropriate thickness and number of intrusion adjustment shims 22 are selected and fitted onto the extrusion head guide post so that the maximum distance that the extrusion head 21 can move forward is the same as the maximum deformation of the cell obtained by extracting the cell extrusion boundary; the extrusion head 21 guide post is passed through the circular hole of the support platform limit block, and the front and rear positions of the extrusion head 21 are adjusted so that it just contacts the cell assembly of the unit under test.

[0140] For example, Figure 7 This is a top view of an intrusion control device according to an exemplary embodiment. (Refer to...) Figures 3 to 7 The intrusion control device further includes: a pressing head 21 consisting of two parts connected by bolts, front and rear. The surface of the front part 2101 in contact with the battery cell is undulating, used to simulate the intrusion interface when the battery deformation is at its maximum during the vehicle simulation process. The lower surface of the rear part 2102 of the pressing head is placed flat on the support platform 11, and the guide post 2103 located on the lug of the rear part 2102 of the pressing head is placed in the circular hole 1105 of the limiting block 1104 of the support platform 11. After the rear surface of the rear part 2102 of the pressing head is in contact with the flat surface of the front rigid barrier of the real part of the physical simulation model of the power battery, it moves forward at the same speed as the real part of the physical simulation model of the power battery to press the battery cell assembly.

[0141] Furthermore, the intrusion amount adjustment shim 22 is placed on the extrusion head guide post 2103. By stacking different numbers of shims with varying thicknesses, the distance that the extrusion head 21 can move forward before contacting the front surface of the ear handle with the rear surface of the support platform limit block 1104 is changed, thereby achieving the change of the maximum deformation amount of the extrusion head 21 on the power battery.

[0142] Furthermore, the deceleration control device 23 is arranged symmetrically on both sides, and simultaneously contacts the flat surface of the rigid barrier at the front of the moving trolley with the extrusion head 21; the deceleration control device 23 can be a thin-walled tubular structure or an aluminum honeycomb structure, etc. Among them, the thin-walled tubular structure includes thin-walled tubular structures with constant diameter and thin-walled tubular structures with variable diameter.

[0143] For example, Figure 8 This is a deceleration waveform diagram generated by a deceleration control device according to an exemplary embodiment. (Refer to...) Figure 6 and Figure 8 When the deceleration control device 23 is a thin-walled tubular structure with a constant diameter, the resulting deceleration waveform is as follows: Figure 8 As shown, the magnitude of the deceleration waveform varies depending on the pipe diameter.

[0144] For example, Figure 9 This is another deceleration waveform diagram generated by a deceleration control device according to an exemplary embodiment. (Refer to...) Figure 6 and Figure 9 When the deceleration control device 23 is a variable-diameter tubular structure, the resulting deceleration waveform is as follows: Figure 9 As shown, the different taper produced by the head and tail pipe diameters results in different deceleration waveform slopes. The duration of the deceleration waveform is determined by the length of the structural component. The complete deceleration is achieved by the upward combination of tubular structural components with equal and variable diameters.

[0145] For example, Figure 10 This is a schematic diagram of a deceleration control device according to an exemplary embodiment, with reference to... Figure 6 The deceleration control device 23 adopts, for example, Figure 10 When using the aluminum honeycomb structure shown, aluminum honeycomb structures with equal wall thickness can produce the following: Figure 8 The deceleration waveform shown varies in magnitude depending on the cross-sectional area. Variable wall thickness aluminum honeycomb structures can produce waveforms like this. Figure 9 The deceleration waveform shown has different slopes depending on the taper caused by the different wall thicknesses at the beginning and end. The duration of the deceleration waveform is determined by the length of the aluminum honeycomb structure. The complete deceleration is achieved by the combination of aluminum honeycomb structures with equal and variable wall thicknesses in the impact direction.

[0146] For example, when the deceleration control device uses an electromagnetically controlled damper, different damping is set for different piston strokes to achieve deceleration control of the power battery intrusion.

[0147] Temperature and humidity control device 3 includes a temperature control unit and a humidity control unit.

[0148] For example, the temperature and humidity control device 3 is arranged by installing the temperature control unit and humidity control device above the battery cell assembly; adjusting the light angle to ensure uniform light coverage of the battery cell assembly, and adjusting the adjustable range of the nozzle angle to ensure spray coverage of the battery cell assembly; then, determining the damaged area of ​​the battery cell or water-cooled plate based on the extrusion boundary in step 1, and setting the flow rate of the electrolyte or refrigerant supplied by the nozzle based on the flow rate calculated from the flow velocity. The electrolyte and refrigerant can be supplied separately by the left and right nozzles. The nozzles begin spraying after a certain delay following contact between the moving trolley and the extrusion head, the delay being the time required for the battery cell to begin deforming and reach maximum penetration after the extrusion boundary is determined.

[0149] Furthermore, the temperature control unit consists of a set of adjustable power lights on both the left and right sides, which can achieve uniform compensation of the surface temperature of the unit being tested.

[0150] Furthermore, the humidity control unit consists of nozzles on both the left and right sides with automatically adjustable angles. This can simulate the impact on the circuit where the battery pack is located after the water cooling plate and cell casing are ruptured due to battery pack compression, and the leakage of cooling water or electrolyte.

[0151] The tested unit 4 consists of a set of cells to be extruded that are connected in series and parallel with reference to the actual whole vehicle, a virtual power supply, a virtual load, and a virtual switch.

[0152] Furthermore, the cells to be extruded, the virtual power supply, and the virtual load are connected in series to simulate the actual usage state of the power battery under the vehicle voltage platform.

[0153] For example, Figure 11 This is a schematic diagram illustrating the structure of a data acquisition unit for a power battery undergoing a crash test, according to an exemplary embodiment. (Refer to...) Figure 11 The data acquisition unit includes: a trigger unit 5 corresponding to the data acquisition unit, a voltage and temperature acquisition unit 6, a leakage sensing unit 7, a high-speed camera system 8, and a speed measurement unit 9.

[0154] Furthermore, the leakage sensing unit 7 of the battery cell can detect special substances leaking from the battery cell. When the leaking substances evaporate in the form of gas and reach a detectable concentration, the voltage in the corresponding voltage acquisition unit channel will increase significantly.

[0155] For example, the trigger unit 5 is placed on the ground along the travel path of the mobile trolley, and its position is such that when the mobile trolley just comes into contact with the extrusion head, the tires of the mobile trolley run over the trigger unit.

[0156] The speed measuring unit 9 of the mobile trolley is placed on the ground along the path of the mobile trolley. The position is such that when the distance between the mobile trolley and the extrusion head is less than 1m, the speed measuring unit 9 can complete the measurement of the speed of the mobile trolley.

[0157] Connect one end of the voltage and temperature acquisition unit 6 of the battery cell to each battery cell.

[0158] The leakage sensing unit 7 of the battery cell is placed on a rigid fixed wall less than 10cm above the battery cell assembly.

[0159] A high-speed camera system 8 for the cell extrusion process is placed on a rigid fixed wall, and the camera system parameters are adjusted so that it can capture the cell assembly and extrusion head completely and clearly.

[0160] The trigger unit 5, voltage and temperature acquisition unit 6, leakage sensing unit 7, high-speed camera system 8, speed measurement unit 9 are connected to the data acquisition unit.

[0161] For example, Figure 12 This is another flowchart illustrating a collision test method for a power battery according to an exemplary embodiment.

[0162] Reference Figure 12 A collision test method for power batteries includes extracting the extrusion boundary of the power battery, preparing the environmental simulation unit, arranging the data acquisition unit, pre-test inspection, cell impact test, post-test inspection, and evaluation of test results.

[0163] The extraction of the extrusion boundary of the aforementioned power battery includes: selection of key components; test design of key parameters; test operation and result collection; test data analysis, and determination of the extrusion boundary.

[0164] The preparation of the above-mentioned environmental simulation unit includes: preparation of the extrusion head 21; preparation of the deceleration control device 23; preparation of the unit under test 4; adjustment of the clamping device 1; adjustment of the intrusion control device 2; and arrangement of the temperature and humidity control device 3.

[0165] The arrangement of the above data acquisition units is as follows Figure 11 As shown, after the triggering unit 5 is triggered, it collects the collision parameter information of the battery cell group based on the speed measurement unit 9, voltage and temperature acquisition unit 6, leakage sensing unit 7, and high-speed camera system 8.

[0166] For example, before conducting a collision test on the mobile trolley, pre-test checks are required, including: checking the insulation resistance between the positive and negative terminals of the battery cell assembly and the clamping device using an insulation resistance meter; if the resistance is <200MΩ / V, the fault needs to be eliminated; measuring the voltage of each battery cell and the total voltage of the battery cell assembly using a multimeter; if abnormal, the fault needs to be eliminated; connecting the battery cell assembly in series with the virtual power supply, virtual load, and virtual switch, and closing the virtual switch; measuring the insulation resistance and voltage again to ensure the system is normal; after simulating for 20 minutes, checking whether the battery cell temperature measured by the temperature acquisition unit on the data acquisition device has stabilized to the same temperature as the vehicle during operation; if not, the temperature control unit needs to be activated to compensate for the battery cell operating temperature until the temperature reaches the set target; checking whether the battery cell temperature, voltage, battery cell leakage sensing parameters, high-speed camera system, speed measurement unit, and acquisition device trigger unit measured by each acquisition unit in the data acquisition device are working properly.

[0167] For example, after the mobile trolley undergoes a collision test, an inspection is also required. If the mobile trolley rebounds and stops moving after hitting the extrusion head, and there is no obvious smoke, fire, or explosion in the battery cell assembly, the temperature of the battery cell assembly is remotely and intermittently measured with an infrared temperature measuring instrument within 10 minutes. If there is no abnormal change, the insulation resistance between the battery cell assembly and the clamping device, the voltage of the battery cell and the battery cell assembly, and the deformation of the battery cell are measured.

[0168] For example, it is also necessary to evaluate the test results of the collision test. For instance, if within 30 minutes from the start to the end of the test, there are no obvious sparks, smoke, fire or explosion of the battery cell assembly, no obvious fluctuations in the battery cell voltage, no obvious rise in the battery cell temperature, no obvious rise in the measured parameters of the battery cell leakage sensing unit, and no abnormality in the insulation resistance of the battery cell assembly, then the battery cell assembly is safe.

[0169] Figure 13 This is a block diagram illustrating a collision testing system for a power battery according to an exemplary embodiment. (Refer to...) Figure 13 The system includes a boundary determination module 1301 and a collision test module 1302.

[0170] The boundary determination module 1301 is used to conduct a collision test on the vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein, the extrusion boundary includes the maximum allowable deformation amount and the maximum allowable deformation speed.

[0171] The crash test module 1302 is used to conduct crash tests on the power battery based on the extrusion boundary in order to determine the safety performance of the power battery.

[0172] Based on the aforementioned technical means, this application simulates the collision deformation of the power battery in a real collision accident by conducting a collision test on the whole vehicle. Based on the collision deformation of the power battery, the compression boundary of the power battery under the condition that the battery does not fail can be clearly obtained. Therefore, by conducting a collision test on the power battery based on the compression boundary, the collision test of the power battery can be carried out more efficiently and accurately, and the safety performance of the power battery can be determined more efficiently and accurately.

[0173] In one possible implementation, the boundary determination module 1301 is specifically used to: determine the key components of the vehicle, wherein the key components are components that affect the collision response of the power battery; and conduct a collision test on the vehicle based on the key parameters of the key components to obtain the extrusion boundary.

[0174] In one possible implementation, the boundary determination module 1301 is specifically used for: constructing a physical simulation model of the vehicle; conducting a collision test on the physical simulation model of the vehicle to obtain the force information of the vehicle's components after the collision; and determining key components based on the force information.

[0175] In one possible implementation, the components include a first type of component and a second type of component; the force information of the first type of component includes: the direction of force, the peak value of the cross-sectional force in a first direction perpendicular to the direction of force, and the energy consumed in the first direction in response to the collision; the force information of the second type of component includes axial force and shear force; wherein, the second type of component is a component in the vehicle that connects the first type of component; the first type of component is a beam structure component in the vehicle other than the second type of component.

[0176] In one possible implementation, the boundary determination module 1301 is specifically used to: determine a component as a critical component when the component is a first type of component and the component meets a first preset condition; wherein, the first preset condition is that the component is ranked before a first value in a first sorting list or the component is ranked before a second value in a second sorting list; the first sorting list is obtained by sorting all first type components in terms of the energy consumed in response to a collision in a first direction; the second sorting list is obtained by sorting all first type components in terms of the peak cross-sectional force in a first direction; and determine a component as a critical component when the component is a second type of component, the axial force is ranked before a third value among all second type components' axial forces, and the shear force is ranked before a fourth value among all second type components' shear forces.

[0177] In one possible implementation, the boundary determination module 1301 is specifically used for: determining the value range of key parameters of key components; determining at least one combination of key parameter values, wherein the combination of key parameter values ​​includes the parameter value corresponding to each key parameter of each key component, and the parameter value is selected from the corresponding value range; conducting at least one collision test on the vehicle based on at least one combination of key parameter values ​​to obtain the deformation amount and deformation rate corresponding to each of the at least one collision test; and determining the extrusion boundary based on the deformation amount and deformation rate corresponding to each of the at least one collision test.

[0178] In one possible implementation, the boundary determination module 1301 is specifically used to: determine an upper limit value for deformation amount and an upper limit value for deformation rate based on the deformation amount and deformation rate corresponding to at least one collision test; and determine the extrusion boundary based on the upper limit value for deformation amount, the upper limit value for deformation rate, and a preset coverage threshold.

[0179] In one possible implementation, the crash test module 1302 is specifically used for: determining the deformation information of the power battery corresponding to the extrusion boundary in the vehicle crash test; constructing a physical simulation model of the power battery; wherein the physical simulation model of the power battery includes a first model structure corresponding to the power battery and a second model structure corresponding to the surrounding structural components of the power battery; the deformation information of the first model structure under the extrusion boundary is closer to the deformation information of the power battery than a preset proximity threshold; and using the physical simulation model of the power battery, conducting a crash test on the power battery to determine the safety performance of the power battery.

[0180] In one possible implementation, the collision test module 1302 is specifically used for: constructing a real component corresponding to the physical simulation model of the power battery; conducting a collision test on the real component to obtain collision parameters; and determining the safety performance of the power battery based on the collision parameters.

[0181] Regarding the methods in the above embodiments, the specific manner in which each step is performed has been described in detail in the embodiments of the method for crash testing of power batteries, and will not be elaborated here.

[0182] Figure 14 This is a block diagram illustrating an electronic device according to an exemplary embodiment. Figure 14 As shown, the electronic device includes, but is not limited to, a processor 1401 and a memory 1402.

[0183] The memory 1402 described above is used to store the executable instructions of the processor 1401. It is understood that the processor 1401 is configured to execute instructions to implement the collision test method for the power battery in the above embodiment.

[0184] It should be noted that those skilled in the art will understand that Figure 14 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 14 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0185] Processor 1401 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 1402, and by calling data stored in memory 1402, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 1401 may include one or more processing units. Processor 1401 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 1401.

[0186] The memory 1402 can be used to store software programs and various data. The memory 1402 may primarily include a program storage area and a data storage area, wherein the program storage area may store the operating system, application programs required by at least one functional module, etc. Furthermore, the memory 1402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0187] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1402 including instructions, which can be executed by a processor 1401 of an electronic device to implement the methods in the above embodiments.

[0188] In actual implementation, Figure 13 The functions of the boundary determination module 1301 and the collision test module 1302 can both be provided by Figure 14 The processor 1401 calls the computer program stored in the memory 1402 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0189] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device. In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 1401 of an electronic device to perform the methods in the above embodiments.

[0190] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0191] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0192] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0193] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0194] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0195] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0196] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the methods described in the above method embodiments.

[0197] This application also provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method in the method flow shown in the above method embodiments.

[0198] The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, a register, a hard disk, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof, or any other form of computer-readable storage medium well known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can reside in an application-specific integrated circuit (ASIC). In embodiments of this application, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0199] Since the collision test system, electronic device, computer-readable storage medium, and computer program product in the embodiments of this application can be applied to the above methods, the technical effects they can obtain can also be referred to the above method embodiments. The embodiments of this application will not be repeated here.

[0200] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A collision test method for a power battery, characterized in that, The method includes: A crash test is conducted on the vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein, the extrusion boundary includes the maximum allowable deformation amount and the maximum allowable deformation rate; Based on the extrusion boundary, a collision test is conducted on the power battery to determine its safety performance.

2. The collision test method for a power battery according to claim 1, characterized in that, The collision test of the vehicle, to obtain the extrusion boundary of the power battery installed in the vehicle, includes: Identify the key components of the vehicle, wherein the key components are those that affect the collision response of the power battery; Based on the key parameters of the key components, a collision test is conducted on the vehicle to obtain the extrusion boundary.

3. The collision test method for a power battery according to claim 2, characterized in that, The determination of the key components of the vehicle includes: Construct a physical simulation model of the vehicle; A collision test was conducted on the physical simulation model of the vehicle to obtain the force information of the vehicle components after the collision. Based on the force information, the key components are identified.

4. The collision test method for a power battery according to claim 3, characterized in that, The components include first-type components and second-type components; The force information of the first type of component includes: the force direction, the peak value of the cross-sectional force in a first direction perpendicular to the force direction, and the energy consumed in the first direction to cope with the collision; The force information of the second type of component includes axial force and shear force; Wherein, the second type of component is a component in the vehicle that serves to connect the first type of component; the first type of component is a beam structure component in the vehicle other than the second type of component.

5. The collision test method for a power battery according to claim 4, characterized in that, The determination of the key components based on the force information includes: If the component is a first type of component and the component meets a first preset condition, the component is determined to be a critical component; wherein, the first preset condition is that the component is ranked before a first value in a first sorting list or the component is ranked before a second value in a second sorting list; the first sorting list is obtained by sorting all first type components in order of the energy consumed in response to a collision in the first direction; the second sorting list is obtained by sorting all first type components in order of the peak cross-sectional force in the first direction. If the component is a second type of component, the axial force ranks before the third value among all second type of components, and the shear force ranks before the fourth value among all second type of components, then the component is determined to be the critical component.

6. The collision test method for a power battery according to any one of claims 2 to 5, characterized in that, The method of conducting a collision test on the vehicle based on the key parameters of the key components to obtain the extrusion boundary includes: Determine the value range of the key parameters of the key components; Determine at least one combination of key parameter values, wherein the combination of key parameter values ​​includes the parameter value corresponding to each key parameter of each of the key components, and the parameter value is selected from the corresponding value range; Based on at least one combination of the key parameter values, the vehicle is subjected to at least one crash test to obtain the deformation amount and deformation rate corresponding to each of the at least one crash test. The extrusion boundary is determined based on the deformation amount and deformation rate corresponding to at least one of the aforementioned collision tests.

7. The collision test method for a power battery according to claim 6, characterized in that, Determining the extrusion boundary based on the deformation amount and deformation rate corresponding to each of the at least one of the collision tests includes: Based on the deformation amount and deformation rate corresponding to at least one of the aforementioned collision tests, determine the upper limit values ​​for deformation amount and deformation rate; The extrusion boundary is determined based on the upper limit of the deformation amount, the upper limit of the deformation speed, and the preset coverage threshold.

8. The collision test method for a power battery according to claim 6, characterized in that, The step of conducting a collision test on the power battery based on the extrusion boundary to determine the safety performance of the power battery includes: Determine the deformation information of the power battery corresponding to the extrusion boundary during the vehicle's crash test; A physical simulation model corresponding to the power battery is constructed; wherein, the physical simulation model corresponding to the power battery includes a first model structure corresponding to the power battery and a second model structure corresponding to the surrounding structural components of the power battery; the deformation information of the first model structure under the extrusion boundary is closer to the deformation information of the power battery than a preset proximity threshold. Using the physical simulation model corresponding to the power battery, a collision test is conducted on the power battery to determine its safety performance.

9. The collision test method for a power battery according to claim 8, characterized in that, The step of conducting a collision test on the power battery using a physical simulation model corresponding to the power battery to determine the safety performance of the power battery includes: Construct the physical simulation model of the power battery and the corresponding real component; A collision test was conducted on the actual component to obtain the collision parameters; The safety performance of the power battery is determined based on the collision parameters.

10. A collision testing system for a power battery, applied to a vehicle, characterized in that, The system includes: A boundary determination module is used to conduct a collision test on a vehicle to obtain the extrusion boundary of the power battery installed in the vehicle; wherein, the extrusion boundary includes the maximum allowable deformation amount and the maximum allowable deformation rate; The collision test module is used to conduct a collision test on the power battery based on the extrusion boundary in order to determine the safety performance of the power battery.

11. A vehicle, characterized in that, The vehicle includes the crash test system for the power battery as described in claim 10.

12. An electronic device, characterized in that, The electronic device includes a processor and a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor to implement the collision test method for the power battery according to any one of claims 1 to 9.

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