Lithium battery anti-collision and lightweight bearing frame and battery module

Abstract

The present application relates to the technical field of battery frame, especially to a lithium battery anti-collision and lightweight bearing frame and battery module, the battery frame comprises: a main frame, the cross section is a two-dimensional negative Poisson's ratio structure with impact resistance, forming a plurality of battery accommodating unit rows; a functional module is connected between adjacent battery accommodating unit rows, the inside is provided with a function piece which can be broken under impact to passively absorb energy, and an active trigger assembly which can be controlled to trigger to actively release the connection and cause structural instability; a detection unit for real-time monitoring of frame size, acceleration and temperature; a control unit for dynamically evaluating system load based on monitoring data and intelligently deciding to trigger a graded energy absorption response. Through the synergistic effect of the negative Poisson's ratio structure, the breakable function piece and the intelligent active control, the present application realizes the breakthrough from passive bearing to active safety protection, significantly improving the collision safety and reliability of the battery system.

Description

Technical Field

[0001] This invention relates to the field of battery frame technology, and in particular to a lithium battery anti-collision and lightweight load-bearing frame and battery module. Background Technology

[0002] With the rapid development of electric vehicles and large-scale energy storage technologies, the safety and energy density of lithium-ion battery packs have become key factors restricting their further application. Under complex operating conditions, especially during vehicle operation, battery packs face severe challenges from multi-physics coupling: including low-frequency vibrations from the road surface, potential collision impacts, and heat accumulation caused by high-rate charging and discharging. These factors, individually or in combination, can easily lead to battery performance degradation, shortened lifespan, and even catastrophic consequences such as thermal runaway, fire, and explosion.

[0003] Chinese Patent Publication No. CN118352715A discloses an integrated protection device for battery pack vibration reduction, impact resistance, and heat dissipation. It employs a porous structure module formed by discrete component units assembled via self-locking bayonets for passive protection. This protection device includes a battery pack, four sets of porous structure modules, a battery main support module, and a bottom panel module. The four sets of porous structure modules are respectively embedded in the upper surface of the battery main support module on both sides and at the front and rear ends. The battery pack is embedded in the midpoint of the upper surface of the battery main support module, and the bottom panel module is fixedly mounted on the lower surface of the battery main support module. The discrete multi-hole assembly lattice structure provides self-assembly and modular functionality without mechanical connections; however, the above solution has the following problems:

[0004] The device relies on the plastic deformation of its porous structure to absorb energy. Its mechanical response is mainly determined by the material and structural properties, making it unable to provide early warning and graded intervention based on the severity of the impact and the battery status in the initial stages of a collision. This may result in insufficient protection or excessive sacrifice of structural integrity. Secondly, its protection mechanism relies on the passive deformation of the structure and cannot adaptively adjust and grade its response based on the severity of the impact or the real-time safety status of the battery (such as deformation and temperature). Summary of the Invention

[0005] To address this, the present invention provides a lithium battery anti-collision and lightweight load-bearing frame and battery module, in order to overcome the problems of single passive battery anti-collision protection mechanism and low system integration in the prior art.

[0006] To achieve the above objectives, the present invention provides a lithium battery impact-resistant and lightweight load-bearing frame and a battery module, comprising,

[0007] The main frame has a two-dimensional negative Poisson's ratio structure in its cross section perpendicular to the thickness direction. It includes several battery housing unit rows arranged sequentially in the first direction of the cross section. The internal space of each individual two-dimensional negative Poisson's ratio structural unit in each battery housing unit row constitutes a battery housing unit.

[0008] Functional modules, which span and connect between adjacent rows of battery housing units via standardized interfaces, include,

[0009] Functional components are arranged sequentially along the length of the battery housing unit rows to form a stable two-dimensional negative Poisson's ratio structure between adjacent rows of battery housing units; and at least one end of the functional component is connected to the main frame via a releasable locking mechanism.

[0010] An active triggering component, connected to the releasable locking mechanism, is configured to control the locking mechanism to release constraints in response to an active triggering command, thereby releasing the lock from a pair of adjacent battery housing unit rows in the main frame.

[0011] A detection unit, connected to the main frame, is used to obtain the first real-time dimension of the main frame in the first direction and the second real-time dimension in the second direction under different acceleration states, as well as the first axial acceleration of the main frame in the first direction, the second axial acceleration in the second direction, and the temperature of each battery housing unit.

[0012] The control unit is connected to the main frame, the detection unit and the functional module respectively. It is used to calculate the real-time frame size ratio based on the first real-time size and the second real-time size, and to determine the load tolerance equivalent based on the change curve of the real-time frame size ratio and the average temperature curve of the battery housing unit, so as to dynamically adjust the preset acceleration threshold.

[0013] The control unit also determines, based on the preset acceleration threshold, whether to send an active trigger command to the active triggering component, and,

[0014] After the active destruction of the functional component is initiated, the change curve of the real-time frame size ratio before and after the destruction and the average temperature curve of the adjacent battery pack housing unit are used to determine whether to adjust the number of active trigger commands sent.

[0015] Furthermore, the active triggering component is a cam-based quick release device with torsion spring energy storage, which releases the locking mechanism from the main frame by actuating the release of a sliding latch.

[0016] Furthermore, the control unit determines the short-term rate of change of size based on the change curve of the real-time frame size ratio, and determines the short-term rate of increase of temperature in the corresponding fluctuation stage based on the average temperature curve of the battery housing unit, so as to calculate the load tolerance equivalent based on the short-term rate of change of size and the short-term rate of increase of temperature.

[0017] Furthermore, the control unit dynamically adjusts the preset acceleration threshold based on the load tolerance equivalent;

[0018] The load tolerance equivalent is negatively correlated with the preset acceleration threshold.

[0019] Furthermore, based on the judgment result that the first axial acceleration and the second axial acceleration are greater than or equal to the dynamically adjusted preset acceleration threshold, the control unit determines to send one or more active trigger commands to the active trigger component.

[0020] Furthermore, the control unit determines whether to adjust the number of active trigger commands sent based on the change curve of the real-time frame size ratio detected after the active trigger command is executed and the average temperature curve of the unlocked adjacent battery pack housing unit.

[0021] If the rate of change of the real-time frame size ratio detected after the active trigger command is less than the preset size change threshold, or the rate of increase of the temperature of adjacent battery packs is greater than the preset temperature threshold, then it is determined to adjust the number of active trigger commands sent.

[0022] Furthermore, the main frame includes several rows of battery housing units formed by multiple V-shaped groups arranged sequentially in a first direction on the cross section. Each row of battery housing units is connected by a functional module. Each V-shaped group is composed of two parallelogram units that are mirror-symmetric about a common hypotenuse. The internal space of each parallelogram unit constitutes a battery housing unit.

[0023] The battery housing unit is used to hold cylindrical lithium-ion batteries.

[0024] Furthermore, the functional component is any one of the following: a brittle porous ceramic layer, a polymer composite material layer with embedded microcapsules, or a plastic metal layer with a preset fracture pattern.

[0025] The functional components between adjacent battery housing rows are filled with a buffer medium.

[0026] Furthermore, in the detection unit, the sensor used to obtain the real-time dimensions of the main frame consists of several linearly variable differential transformers, including:

[0027] A first linear variable differential transformer is positioned in the X-axis direction to obtain a first real-time size;

[0028] A second linear variable differential transformer is positioned in the Y-axis direction to obtain a second real-time size;

[0029] The sensor used to obtain the acceleration of the main frame is a triaxial accelerometer, and at least one triaxial accelerometer is set at the equivalent center of mass on the main frame to obtain the first axial acceleration and the second axial acceleration.

[0030] The sensors used to obtain the temperature of each battery cell are distributed NTC thermistors or digital temperature sensor chips.

[0031] On the other hand, the present invention also provides a battery module, comprising:

[0032] Several cylindrical lithium-ion batteries are arranged one-to-one in each battery housing unit of the supporting frame;

[0033] An elastic filler material is used to fill the gaps formed between the battery housing unit and each cylindrical lithium-ion battery.

[0034] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0035] This invention designs the main frame as a two-dimensional negative Poisson's ratio structure, which laterally tightens upon impact, providing the first layer of passive protection; functional components fracture when the impact load exceeds a preset threshold, providing the second layer of passive energy absorption; the control unit intelligently judges and triggers the active triggering component based on the frame size, axial acceleration, and temperature data collected in real time by the detection unit, releasing the locking of functional components or the frame, thus realizing the third layer of active impact load management, thereby constructing a progressive safety protection system from passive to active.

[0036] This invention utilizes a control unit built into the frame to dynamically determine the system's load tolerance equivalent by calculating the frame size ratio in real time, analyzing its variation curve, and co-analyzing it with the average battery temperature curve. This allows for adaptive adjustment of the preset acceleration threshold. The control system can determine the collision risk level based on precise sensor data and send active trigger commands to designated functional modules accordingly. After the initial trigger, it adjusts the subsequent command sending strategy based on feedback information, achieving precise and tiered safety response.

[0037] This invention greatly simplifies the types of parts and the assembly process by adopting a modular design that separates the main frame from the functional modules. The main frame can be mass-produced through integrated molding or standardized corrugated board splicing, while the functional modules can be pre-assembled and tested as independent units, which significantly reduces the reliance on high-precision assembly and improves production efficiency and consistency. Attached Figure Description

[0038] Figure 1This is a schematic diagram of the battery frame provided in an embodiment of the present invention;

[0039] Figure 2 This is a flowchart illustrating the operation of the control unit in an embodiment of the present invention.

[0040] Figure 3 This is a schematic diagram of the active triggering component structure according to an embodiment of the present invention;

[0041] Figure 4 This is a cross-sectional view of a standard corrugated plate component according to an embodiment of the present invention;

[0042] Among them, 1-main frame, 101-parallelogram unit, 102-battery housing unit, 2-cylindrical lithium-ion battery, 3-elastic filling material, 4-functional module, 401-continuous wedge-shaped shell, 402-functional component, 403-sliding latch, 404-locking mechanism, 5-active trigger assembly, 501-camshaft, 502-torsion spring, 503-electromagnetic lock, 504-linkage mechanism, 6-standard wave plate component. Detailed Implementation

[0043] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0044] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0045] It should be noted that in the description of this invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0046] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0047] Please see Figure 1As shown, it is a structural schematic diagram of the battery frame provided in an embodiment of the present invention; the present invention provides a lithium battery anti-collision and lightweight load-bearing frame, characterized in that it includes:

[0048] The main frame 1 has a two-dimensional negative Poisson's ratio structure in its cross section perpendicular to the thickness direction. It includes several battery housing unit rows arranged sequentially in the first direction of the cross section. The internal space of each individual two-dimensional negative Poisson's ratio structure unit in each battery housing unit row constitutes a battery housing unit 102.

[0049] Functional module 4, which spans and connects between adjacent rows of battery housing units via a standardized interface, includes,

[0050] Functional component 402 is arranged sequentially along the length of the battery housing unit row so that adjacent rows of battery housing units form a stable two-dimensional negative Poisson's ratio structure; and at least one end of functional component 402 is connected to the main frame 1 through a releasable locking mechanism 404.

[0051] Active triggering component 5, which is connected to the releasable locking mechanism 404, is used to control the locking mechanism 404 to release the constraint in response to an active triggering command, so as to release the lock from a pair of adjacent battery housing unit rows in the main frame 1.

[0052] The detection unit is connected to the main frame 1 to obtain the first real-time dimension of the main frame 1 in the first direction and the second real-time dimension in the second direction under different acceleration states, as well as the first axial acceleration of the main frame 1 in the first direction, the second axial acceleration in the second direction, and the temperature of each battery housing unit 102.

[0053] The control unit is connected to the main frame 1, the detection unit and the functional module 4 respectively. It is used to calculate the real-time frame size ratio based on the first real-time size and the second real-time size, and to determine the load tolerance equivalent based on the change curve of the real-time frame size ratio and the average temperature curve of the battery housing unit 102, so as to dynamically adjust the preset acceleration threshold.

[0054] The control unit also determines, based on the preset acceleration threshold, whether to send an active trigger command to the active triggering component 5, and

[0055] After the active destruction of the functional component 402 is initiated, the change curve of the real-time frame size ratio before and after the destruction and the average temperature curve of the adjacent battery pack housing unit 102 are used to determine whether to adjust the number of active trigger commands sent.

[0056] In this embodiment, for ease of understanding, the thickness direction is set as the Z-axis direction, i.e., the height direction of the battery module main frame 1. The first direction is set as the X-axis direction, i.e., the direction in which the V-shaped groups are arranged sequentially and the battery housing unit rows extend. The second direction is set as the Y-axis direction, i.e., the horizontal direction perpendicular to the X-axis. The functional module 4 connects adjacent battery housing unit rows in this direction. When the main frame 1 is compressed in the X-axis direction, it contracts in the Y-axis direction due to the negative Poisson's ratio effect, causing the acute angle of the parallelogram unit 101 to decrease, thereby dynamically tightening the constraint of the battery housing unit 102 on the battery placed therein. When the main frame 1 is compressed in the Y-axis direction, the structure expands in the X-axis direction, at which time the acute angle of the parallelogram unit 101 increases.

[0057] Please see Figure 4 The diagram shows a cross-sectional view of a standard wave plate component according to an embodiment of the present invention. Specifically, the main frame 1 is composed of several identical standard wave plate components 6, which are several components arranged continuously in the X-axis direction. Each standard wave plate component 6 has a three-sided folded structure, and its cross-section is a U-shaped shape that repeats periodically.

[0058] The two-dimensional negative Poisson's ratio section of the main frame 1 can be divided into several basic units of the standard wave plate component 6, which are three-sided folded structures, from the perspective of structural topology and geometric construction. Two polygonal structures are spliced ​​together symmetrically at their centers to form a quadrilateral with two extra sides, namely the parallelogram unit 101. Then, two parallelogram units 101 are spliced ​​together about their two common points to form a V-shaped group. Multiple V-shaped groups are arranged sequentially in the X-axis direction and fixedly connected at the common points using laser welding, ultimately forming a continuous wave structure.

[0059] Thus, the internal space of the parallelogram unit 101 constitutes a battery housing unit 102.

[0060] In one specific embodiment, each functional module 4 corresponds to a row of battery housing units in the Y-axis direction. In the topology of the main frame 1, the functional module 4 connects to the continuous wave structure by introducing several straight lines between two adjacent sets of continuous wave structures. It spans and connects to the adjacent rows of battery housing units 102 through a standardized interface via a continuous wedge-shaped shell 401, forming a complete two-dimensional negative Poisson's ratio structure together with the main frame 1. The functional module 4 itself serves as a structural support connecting two adjacent layers of standard wave plate components 6, undertaking the function of transmitting structural loads, including...

[0061] Functional component 402 is arranged sequentially along the length of the battery housing unit row so that adjacent rows of battery housing units form a stable two-dimensional negative Poisson's ratio structure; wherein, the impact load threshold of the material of functional component 402 is determined based on a preset damage threshold, and at least one end of functional component 402 is connected to the main frame 1 through a releasable locking mechanism 404.

[0062] Active triggering component 5, which is connected to the releasable locking mechanism 404, is used to control the locking mechanism 404 to release the constraint in response to an active triggering command, so as to release the lock from a pair of adjacent rows of battery housing units in the main frame 1.

[0063] In this embodiment, the standardized interface is constituted by functional component 402 and active triggering component 5. Functional component 402 is a brittle porous ceramic connecting rod or a metal connecting rod with preset stress grooves arranged sequentially along the length of the housing. The impact load threshold of its material is determined based on a preset failure threshold. Specifically, the maximum load that functional component 402 needs to bear is determined through transient dynamic simulation using mechanical simulation, and strength data is obtained through quasi-static tensile tests and Hopkinson bar dynamic impact tests. Considering a safety factor of 1.2, the preset failure threshold is determined. The compressive strength for porous ceramic is 15MPa±2MPa, and the tensile strength for the aluminum alloy connecting rod with stress grooves is 20kN±3kN. When the impact load on the main frame 1 reaches or exceeds this threshold, functional component 402 will fracture, passively detaching from the main frame 1. This causes instability in the rigid structure between adjacent rows of battery housing units, thereby allowing energy to be absorbed through the failure of functional component 402 and the energy-absorbing material between functional components 402 capable of absorbing impact loads.

[0064] Meanwhile, to enhance safety, a buffer medium is filled around the functional component 402 between adjacent battery housing rows to suppress debris and provide additional cushioning.

[0065] Specifically, the end of the functional component 402 is provided with a U-shaped connector, and a latching hole is provided on the connector. In the locked state, the sliding latch 403 is pushed by the cam mechanism of the active trigger component 5 and inserted into the latching hole on the U-shaped head of the functional component 402 and the corresponding fixing hole on the main frame 1, thereby locking the locking mechanism 404 and achieving a rigid connection.

[0066] When the active trigger component 5 is triggered, the cam rotates, which drives the fork through the connecting rod to pull the sliding latch 403 out of the latch hole, thereby releasing the locking mechanism 404 and disconnecting the functional component 402 from the main frame 1.

[0067] Both ends of the functional component 402 are connected to the main frame 1 via a releasable locking mechanism 404. The active triggering component 5 is linked with the locking mechanism 404, and its end actuation component is a sliding latch 403. The sliding latch 403 consists of a steel latch that can slide in a guide groove and a fork connected to the linkage mechanism 504 of the active triggering component 5.

[0068] The end of the functional component 402 is provided with a U-shaped connector, and a latching hole is provided on the connector. In the locked state, the sliding latch 403 is pushed by the cam mechanism of the active trigger component 5 and inserted into the latching hole on the U-shaped head of the functional component 402 and the corresponding fixing hole on the frame, so that the locking mechanism 404 is in the locked state, thereby achieving a rigid connection. When the active trigger component 5 is triggered, the cam rotates, and drives the fork through the connecting rod to pull the sliding latch 403 out of the latching hole, thereby releasing the locking mechanism 404 and disconnecting the functional component 402 from the main frame 1.

[0069] In this embodiment, the active triggering component 5 is a cam quick-release device based on the energy stored in the torsion spring 502, which is linked with the sliding latch 403. It includes a camshaft 501, a pre-tensioned torsion spring 502, a normally closed electromagnetic lock 503, and a linkage mechanism 504. In the initial state, the electromagnetic lock 503 is energized, locking the camshaft 501, so that the entire mechanism is in an energy-storing and ready-to-launch state.

[0070] When the system needs to actively absorb energy, the active triggering component 5 responds to the triggering command of the control unit and cuts off the drive current output to the electromagnetic lock 503. The electromagnetic lock 503 is de-energized and unlocked. The torsion spring 502 drives the camshaft 501 to rotate at high speed, and the sliding latch 403 is forcefully pulled out of the latch hole through the linkage mechanism 504, thereby releasing the connection between the functional component 402 and the frame.

[0071] This action proactively disconnects at least one end of the functional component 402, causing the rigid structure it maintains to instantly destabilize and unfold, thereby absorbing a large amount of impact energy. The energy release process of the torsion spring 502 is a purely mechanical action, which can be fully released within milliseconds after the electromagnetic lock 503 is unlocked, demonstrating rapid response. The entire drive mechanism is simple and robust, avoiding complex electronic or hydraulic systems, making it ideal for operation in severe collision and impact environments.

[0072] It is understood that the type of active triggering component 5 is not limited to the mechanical structure described in this embodiment. It can be a combination of a pyrofuse, a shape memory alloy (SMA) drive mechanism, or other types of actuators. Any component that can reliably initiate the destruction of functional component 402 or the release of structural constraints after receiving an electrical signal is within the protection scope of this invention, and will not be elaborated here.

[0073] In one specific embodiment, the detection unit is connected to the main frame 1 and includes,

[0074] The sensor used to acquire the real-time dimensions of the main frame 1 comprises a first linear variable differential transformer positioned in the X-axis direction to acquire the first real-time dimension, and a second linear variable differential transformer positioned in the Y-axis direction to acquire the second real-time dimension. The sensor body is rigidly fixed to one end of the main frame 1 along its axial direction via a mounting bracket, while its measuring rod contacts the other end of the frame in the coaxial direction. When the frame is compressed or stretched in the X-axis direction, the displacement of the measuring rod is converted into a proportional voltage signal, thereby directly measuring the first real-time dimension Dx of the frame in the X-axis direction; the same applies to the Y-axis direction.

[0075] The sensor used to acquire the acceleration of the main frame 1 is a triaxial accelerometer, which is installed at the equivalent center of mass of the main frame 1 to avoid interference from local deformation. The X-axis sensing direction of the accelerometer is aligned with the X-axis of the frame and is used to measure the first axial acceleration Ax, while its Y-axis sensing direction is aligned with the Y-axis of the frame and is used to measure the second axial acceleration Ay.

[0076] The sensors used to obtain the temperature of each battery housing unit 102 employ distributed NTC thermistors or digital temperature sensor chips.

[0077] At least one NTC thermistor is provided on the inner wall or bottom of each battery housing unit 102 to sense the temperature of the outer surface of the cylindrical lithium-ion battery 2 inside the unit by direct contact or by close bonding with high thermal conductivity silicone.

[0078] In one specific embodiment, the control unit is connected to the main frame 1, the detection unit and the functional module 4 respectively, and it adopts an industrial-grade PLC controller.

[0079] Specifically, the control unit continuously receives the dimensional data of the first real-time dimension Dx in the X-axis direction and the second real-time dimension Dy in the Y-axis direction of the main frame 1, the first axial acceleration Ax in the X-axis direction and the second axial acceleration Ay in the Y-axis direction of the main frame 1, and the temperature values ​​T1, T2, ..., Tn of each battery housing unit 102 at a preset period of 100ms.

[0080] The control unit uses a first-order hysteresis filter to perform software filtering on the Dx and Dy data, with the filtering time constant set to 50ms to suppress noise interference.

[0081] Based on the filtered Dx and Dy data, the frame size ratio λ=Dx / Dy and the average temperature of all batteries, Tavg=(T1+T2+...+Tn) / n, are calculated in real time.

[0082] The control unit monitors the change curve of the real-time frame size ratio λ within a 1-second time window. A recursive least squares method is used to perform linear fitting on the data point set within the window, resulting in a fitted line λ(t) = a*t + b. The slope 'a' of this fitted line is the desired short-term rate of change Kλ. This method effectively reduces the impact of instantaneous fluctuations and more accurately reflects the changing trend.

[0083] When the control unit detects that Tavg rises by more than 0.5°C over two consecutive cycles, it determines that the temperature has entered the "temperature fluctuation phase." Similarly, using a 1-second time window, a recursive least squares method is applied to the data points within the window for linear fitting, resulting in the fitted line Tavg(t) = c*t + d. The slope c of this fitted line is the short-term rate of increase KT, used to quantify the rate of increase in thermal runaway risk.

[0084] Subsequently, the control unit calculates based on the short-term rate of change Kλ and the short-term rate of increase KT using a pre-set weighted formula Q=α|Kλ|+βKT. The weighting coefficients α and β are empirical values ​​derived from extensive bench testing and simulation calibration, used to quantify the coupling degree between current mechanical deformation and the risk of thermal runaway.

[0085] Preferably, for responses to mechanical shock, the weighting coefficients are set to α=0.68 and β=0.32; for responses to thermal runaway, the weighting coefficients are set to α=0.5 and β=0.5. These coefficients can be selected based on the battery risk category in specific scenarios, and will not be elaborated further here.

[0086] The control unit compares the calculated load tolerance equivalent Q with a preset load tolerance threshold stored in memory. When the system load tolerance equivalent Q increases, it indicates a rapid deformation rate or rapid temperature rise, meaning the system is in a more dangerous state and its ability to withstand additional shocks has deteriorated. Therefore, it is necessary to lower the trigger threshold. Based on the comparison results, the preset acceleration threshold is dynamically adjusted.

[0087] In one specific embodiment

[0088] When Q < 1.0, maintain the preset acceleration threshold Ath = 8g;

[0089] When 1.0 ≤ Q < 1.5, adjust Ath = 6g;

[0090] When Q≥1.5, adjust Ath=4g;

[0091] Specifically, the control unit compares the real-time collected Ax and Ay with the dynamically adjusted Ath. When max(Ax,Ay)≥Ath, it immediately sends a power-off command to the electromagnetic lock 503 of the corresponding functional module 4, triggering the locking of the functional component 402 between a pair of battery housing unit rows and the main frame 1. After the first trigger, the control unit continues to monitor the system response within 200ms. If the Kλ decrease rate is <30% or KT>2℃ / s during this period, it continues to send a cascade trigger command to the functional module 4, triggering the locking of the functional component 402 between multiple pairs of battery housing unit rows and the main frame 1.

[0092] In one specific embodiment, after the initial trigger, the control unit continues to monitor the system response within 200ms. If the rate of decrease of Kλ is less than 30% or KT is greater than 2℃ / s during this period, it determines to adjust the number of active trigger commands to be sent, and continues to send cascade trigger commands to the functional module 4 according to the adjusted number of active trigger commands.

[0093] It is understood that 30% is a preferred preset size change threshold, which can be obtained from multiple tests based on the average energy absorption rate corresponding to the Kλ decrease rate after the locking of the functional component 402 between the pair of battery housing units and the main frame 1 is completely released; 2℃ / s is a preferred preset temperature threshold, which can be obtained from multiple tests based on the average energy absorption rate corresponding to the KT value after the locking of the functional component 402 between the pair of battery housing units and the main frame 1 is completely released.

[0094] Specifically, the number of actively triggered commands can be adjusted as follows:

[0095] After the initial trigger is calculated, the control unit continues to monitor the system response within 200ms, calculates the rate of decrease of Kλ during this period and records it as G0, and rounds down the ratio of G0 to 15% to obtain the number of active trigger commands to be sent again.

[0096] The aforementioned 15% value is based on 40% of the Kλ decrease rate corresponding to the maximum energy absorption obtained through multiple tests after the functional component 402 between a pair of battery housing unit rows and the main frame 1 are completely released from locking.

[0097] It is understood that this invention is a control method based on calculating the load tolerance equivalent Q using the short-term rate of change Kλ and the short-term rate of rise KT, and dynamically adjusting the preset acceleration threshold Ath accordingly. Without deviating from this core idea, any adjustments or replacements to the specific algorithm, coefficients, and thresholds should be considered within the scope of protection of this invention.

[0098] In one specific embodiment, the acute angle θ of the parallelogram unit 101 of the present invention ranges from 50° to 80°. This parameter is a core design variable for controlling the macroscopic mechanical properties of the two-dimensional negative Poisson's ratio structure. The determination of this range is based on the inherent characteristics of the structural equivalent Poisson's ratio and macroscopic stiffness changing with angle: the angle θ is negatively correlated with the equivalent negative Poisson's ratio of the structure, but positively correlated with the relative stiffness of the structure.

[0099] In this embodiment, θ = 60° is preferably used for the on-board power battery pack. This angle achieves the best balance between the negative Poisson's ratio effect and macroscopic stiffness: it can ensure that in the event of a rear-end collision (X-direction compression), the structure can effectively constrain the battery and absorb impact energy by dynamically tightening the battery housing unit 102 through significant Y-direction expansion; and it can also provide sufficient frame stiffness to support the weight of the battery module and resist the complex loads during vehicle operation.

[0100] In this embodiment, preferably, based on the special requirements of the vehicle environment for structural strength, the ratio of member thickness to bottom length t / P is selected as 0.06. This ensures that the individual parallelogram unit 101 has sufficient bending stiffness when subjected to impact, and also enables the entire frame structure to effectively absorb impact energy through controllable deformation during the collision. Compared to a smaller t / P ratio, 0.06 effectively avoids premature buckling failure of the members; compared to a larger ratio, it optimally achieves the lightweight goal while ensuring safety.

[0101] In this embodiment, based on the typical size and weight distribution of an automotive battery pack, the frame thickness to bottom length ratio H / P is selected as 25-35. This ensures that the load-bearing frame has sufficient bending stiffness in the vehicle's Z-axis direction (i.e., the vertical direction), effectively resisting dynamic loads generated during vehicle operation, especially during acceleration, braking, and bumpy conditions, and preventing excessive frame deformation from causing additional stress to the internal battery. Simultaneously, this ratio range matches the common battery module height, facilitating overall vehicle space layout.

[0102] In this embodiment, preferably, to balance the preload and assembly difficulty of the vehicle battery pack, the cross-sectional area ratio S / Sb of the battery housing unit 102 is selected as 0.98-1.05. For the pre-formed gasket, its inner surface is an arc-shaped surface that fits against the outer wall of the battery, and its outer surface is a plane that fits against the inner wall of the parallelogram. S / Sb is selected as 1.02 to 1.05 to ensure that the gasket can be smoothly assembled into the gap between the battery and the cavity wall without applying excessive pressure, and to provide a moderate initial preload through the elastic deformation of the gasket material itself.

[0103] Preferably, for foamed or infused elastic fillers, which fill the gaps between the battery and the inner wall of the parallelogram, the S / Sb ratio is selected from 0.98 to 1.02 to ensure that the elastomer material can fully fill all gaps during the foaming or infusion process and form a uniform encapsulation and initial constraint on the battery after curing.

[0104] It is understandable that the above-mentioned optimal parameters are interconnected and work synergistically to form an optimized design scheme for high safety and high reliability requirements in automotive applications. It should be understood that the above-mentioned judgment thresholds are not fixed and can be adjusted according to different vehicle models and application scenarios in practical applications to achieve the best detection results; this will not be elaborated upon here.

[0105] Specifically, preferably, for the battery frame of a portable electronic device, the acute angle of the parallelogram unit 101 is adjusted to a range of 70° to 75°, the ratio of the rod thickness to the bottom edge length (t / P) is 0.03 to 0.04, the ratio of the frame thickness to the bottom edge length (H / P) is adjusted to 8 to 12, and the cross-sectional area ratio (S / Sb) of the battery housing unit 102 is adjusted to 0.98 to 1.00.

[0106] To match the aforementioned structural parameters and meet the requirements of consumer electronics products for cost, insulation, and complex shape forming, the main frame 1 is preferably made of high-strength engineering plastic and manufactured using a precision injection molding process. This not only achieves further weight reduction but also provides excellent electrical insulation performance.

[0107] Preferably, the elastic filling material 3 can be made of silicone or polyurethane foam with excellent elasticity, which can provide cushioning while its soft texture can better adapt to the tolerances of the plastic frame and the battery casing.

[0108] This embodiment also provides a battery module, including:

[0109] The aforementioned lithium battery anti-collision and lightweight load-bearing frame;

[0110] Several cylindrical lithium-ion batteries 2 are disposed one-to-one in each battery receiving unit 102 of the supporting frame;

[0111] Elastic filler material 3 is used to fill the gaps formed between the battery housing unit 102 and each cylindrical lithium-ion battery 2.

[0112] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A lithium battery impact-resistant and lightweight load-bearing frame, characterized in that, include: The main frame includes several rows of battery housing units, which are formed by multiple V-shaped groups arranged sequentially in the first direction of the cross section. Each row of battery housing units is connected by a functional module. The V-shaped group is composed of two parallelogram units that are mirror-symmetric about a common hypotenuse. The internal space of each parallelogram unit constitutes a battery housing unit. Functional modules, which span and connect between adjacent rows of battery housing units via standardized interfaces, include, Functional components are arranged sequentially along the length of the battery housing unit rows to form a stable two-dimensional negative Poisson's ratio structure between adjacent rows of battery housing units; and at least one end of the functional component is connected to the main frame via a releasable locking mechanism. An active triggering component, connected to the releasable locking mechanism, is configured to control the locking mechanism to release constraints in response to an active triggering command, thereby releasing the lock from a pair of adjacent battery housing unit rows in the main frame. A detection unit, connected to the main frame, is used to obtain the first real-time dimension of the main frame in the first direction and the second real-time dimension in the second direction under different acceleration states, as well as the first axial acceleration of the main frame in the first direction, the second axial acceleration in the second direction, and the temperature of each battery housing unit. The control unit is connected to the main frame, the detection unit and the functional module respectively. It is used to calculate the real-time frame size ratio based on the first real-time size and the second real-time size, and to determine the load tolerance equivalent based on the change curve of the real-time frame size ratio and the average temperature curve of the battery housing unit, so as to dynamically adjust the preset acceleration threshold. The control unit also determines, based on the preset acceleration threshold, whether to send an active trigger command to the active triggering component, and, After the active destruction of the functional component is initiated, the change curve of the real-time frame size ratio before and after the destruction and the average temperature curve of the adjacent battery pack housing unit are used to determine whether to adjust the number of active trigger commands sent. The battery housing unit is used to hold cylindrical lithium-ion batteries; The first direction is set as the X-axis direction, which is the direction in which the V-shaped groups are arranged sequentially and the battery housing unit rows extend. The second direction is set as the Y-axis direction, which is the horizontal direction perpendicular to the X-axis. The cross section is perpendicular to the thickness direction of the main frame.

2. The lithium battery anti-collision and lightweight load-bearing frame according to claim 1, characterized in that, The active triggering component is a cam-based quick release device with torsion spring energy storage, which releases the locking mechanism from the main frame by actuating the release of a sliding latch.

3. The lithium battery anti-collision and lightweight load-bearing frame according to claim 1, characterized in that, The control unit determines the short-term rate of change of size based on the change curve of the real-time frame size ratio, and determines the short-term rate of increase of temperature in the corresponding fluctuation stage based on the average temperature curve of the battery housing unit, so as to calculate the load tolerance equivalent based on the short-term rate of change of size and the short-term rate of increase of temperature.

4. The lithium battery anti-collision and lightweight load-bearing frame according to claim 3, characterized in that, The control unit dynamically adjusts the preset acceleration threshold based on the load tolerance equivalent. The load tolerance equivalent is negatively correlated with the preset acceleration threshold.

5. The lithium battery anti-collision and lightweight load-bearing frame according to claim 4, characterized in that, Based on the judgment result that the first axial acceleration and the second axial acceleration are greater than or equal to the dynamically adjusted preset acceleration threshold, the control unit determines to send one or more active trigger commands to the active trigger component.

6. The lithium battery anti-collision and lightweight load-bearing frame according to claim 5, characterized in that, The control unit determines whether to adjust the number of active trigger commands sent based on the real-time frame size ratio change curve detected after the active trigger command is executed and the average temperature curve of the unlocked adjacent battery pack housing unit. If the rate of change of the real-time frame size ratio detected after the active trigger command is less than the preset size change threshold, or the rate of increase of the temperature of adjacent battery packs is greater than the preset temperature threshold, then it is determined to adjust the number of active trigger commands sent.

7. The lithium battery anti-collision and lightweight load-bearing frame according to claim 1, characterized in that, The functional component is any one of the following: a brittle porous ceramic layer, a polymer composite material layer with embedded microcapsules, or a plastic metal layer with a preset fracture pattern. The functional components between adjacent battery housing rows are filled with a buffer medium.

8. The lithium battery anti-collision and lightweight load-bearing frame according to claim 1, characterized in that, The detection unit includes a sensor for acquiring the real-time dimensions of the main frame, which consists of several linear variable differential transformers, including: A first linear variable differential transformer is positioned in the X-axis direction to obtain a first real-time size; A second linear variable differential transformer is positioned in the Y-axis direction to obtain a second real-time size; The sensor used to obtain the acceleration of the main frame is a triaxial accelerometer, and at least one triaxial accelerometer is set at the equivalent center of mass on the main frame to obtain the first axial acceleration and the second axial acceleration. The sensors used to obtain the temperature of each battery cell are distributed NTC thermistors or digital temperature sensor chips.

9. A battery module, characterized in that, include: The lithium battery anti-collision and lightweight load-bearing frame as described in any one of claims 1-8; Several cylindrical lithium-ion batteries are arranged one-to-one in each battery housing unit of the supporting frame; An elastic filler material is used to fill the gaps formed between the battery housing unit and each cylindrical lithium-ion battery.

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