Battery pack and automobile

Abstract

The embodiment of the invention provides a battery pack and an automobile. Relates to the technical field of automobiles. The battery pack comprises a shell, and a mounting cavity for mounting a battery is formed in the shell; the mounting assemblies comprise mounting beams and hot melting pieces, the hot melting pieces are connected with the mounting beams and the shell, and the mounting beams are used for being connected with a vehicle body so that the shell can be connected to the bottom of the vehicle body; an exhaust channel is formed between the mounting beam and the shell, the exhaust channel is communicated with the mounting cavity, and hot airflow generated by thermal runaway of the battery in the mounting cavity heats the hot melting piece through the exhaust channel, so that the hot melting piece is separated from the shell. According to the battery pack, the injury to personnel during thermal runaway of the battery pack can be reduced.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a battery pack and an automobile. Background Technology

[0002] Against the backdrop of energy transition and increasing environmental awareness, electric vehicles have emerged as a prominent option. They convert electrical energy into kinetic energy through an electric motor, enabling the vehicle to move.

[0003] In related technologies, battery packs are typically installed at the bottom of the vehicle. This makes full use of the space under the vehicle chassis and avoids encroaching on the interior passenger space and trunk space. The connection between the battery pack and the vehicle body is usually achieved using bolts, which secure the battery pack to the bottom of the vehicle body with multiple bolts.

[0004] However, when the battery pack is in a thermal runaway state such as overcharging, over-discharging, short circuit, or high temperature, the internal temperature of the battery pack rises sharply, which can easily lead to the battery pack catching fire or even exploding, seriously endangering the safety of people in the car. Summary of the Invention

[0005] This application provides a battery pack and a vehicle to reduce the harm to personnel in the event of thermal runaway of the battery pack.

[0006] In a first aspect, embodiments of this application provide a battery pack, comprising:

[0007] A housing, wherein a mounting cavity for installing a battery is provided inside the housing;

[0008] Multiple mounting components, each including a mounting beam and a thermoplastic joint, the thermoplastic joint being connected to the mounting beam and the housing respectively, the mounting beam being used to connect to the vehicle body to connect the housing to the bottom of the vehicle body;

[0009] An exhaust channel is formed between the mounting beam and the housing. The exhaust channel communicates with the mounting cavity. The hot air generated by the thermal runaway of the battery in the mounting cavity flows through the exhaust channel and heats the hot melt component, so as to separate the hot melt component from the housing.

[0010] In one possible implementation, the housing is further provided with an explosion-proof valve, and the housing is provided with a first connecting channel and a second connecting channel. The first connecting channel is connected to one end of the mounting cavity and one end of the exhaust channel, respectively, and the second connecting channel is connected to the other end of the exhaust channel and the explosion-proof valve, so that the hot gas flow generated by combustion in the mounting cavity is discharged from the explosion-proof valve after passing through the exhaust channel.

[0011] In one possible implementation, the hot melt element is covered with a protective layer located outside the exhaust channel.

[0012] In one possible implementation, the thickness of the protective layer is h, and 3mm ≤ h ≤ 10mm.

[0013] In one possible implementation, the hot melt element is an aluminum-zinc-magnesium alloy welding wire.

[0014] In one possible implementation, the housing includes a base plate, a top cover, and a middle frame, wherein the base plate and the top cover are both connected to the middle frame to enclose a mounting cavity, and the mounting assembly is connected to the middle frame.

[0015] In one possible implementation, the battery pack further includes multiple support beams disposed within the mounting cavity. The support beams are connected to the middle frame and divide the mounting cavity into multiple chambers. The support beams are provided with multiple connecting grooves for connecting the chambers on both sides of the support beams.

[0016] In one possible implementation, the mounting beam is provided with reinforcing ribs that divide the mounting beam into a channel portion and a mounting portion. An exhaust channel is formed between the channel portion and the housing, and the mounting portion is used for connection with the vehicle body.

[0017] In one possible implementation, the channel portion includes a bracing section and a connecting section, both of which are connected to the reinforcing rib. The side of the bracing section away from the reinforcing rib is inclined toward the side away from the connecting section, and both the side of the bracing section and the connecting section away from the reinforcing rib are connected to the thermoplastic component.

[0018] Secondly, embodiments of this application provide an automobile, including a vehicle body and a battery pack disposed on the vehicle body.

[0019] The battery pack and automobile provided in this application embodiment house the battery through a mounting cavity within the casing and are equipped with multiple mounting components. These components include mounting beams and thermoplastic joints. The thermoplastic joints are connected to both the mounting beams and the casing. The mounting beams are used to connect to the vehicle body, thereby securely mounting the battery pack to the bottom of the vehicle body. Simultaneously, an exhaust channel formed between the mounting beams and the casing communicates with the mounting cavity. In the event of thermal runaway of the battery pack, the hot airflow generated within the mounting cavity will heat the thermoplastic joints through the exhaust channel, melting them and causing them to separate from the casing. This, in turn, causes the battery pack frame to detach from the mounting beams, achieving automatic separation of the battery pack from the vehicle body. Furthermore, the vehicle body can move away from the battery pack due to inertia, thereby reducing the risk of injury to occupants during thermal runaway. Attached Figure Description

[0020] 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.

[0021] Figure 1 This is a schematic diagram of the battery pack structure provided in an embodiment of this application;

[0022] Figure 2 for Figure 1 A schematic diagram of the exploded structure;

[0023] Figure 3 for Figure 1 Side view of the battery pack;

[0024] Figure 4 for Figure 3 A magnified view of a portion of the image;

[0025] Figure 5 for Figure 3 Structural cross-sectional view of AA;

[0026] Figure 6 for Figure 4 A magnified schematic diagram of a local structure.

[0027] Explanation of reference numerals in the attached figures:

[0028] 100. Housing; 110. Base plate; 120. Top cover; 130. Middle frame; 140. Explosion-proof valve; 150. First connection channel; 160. Second connection channel; 111. Mounting cavity;

[0029] 200. Mounting component; 210. Mounting beam; 211. Channel section; 2111. Diagonal brace section; 2112. Connecting section; 212. Mounting part; 213. Reinforcing rib; 214. Cover; 220. Hot melt component; 230. Exhaust channel; 240. Protective layer;

[0030] 300, Support beam; 310, Connecting groove.

[0031] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. 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.

[0033] Against the backdrop of energy transition and increasing environmental awareness, electric vehicles have emerged as a prominent option. They convert electrical energy into kinetic energy through an electric motor, enabling the vehicle to move.

[0034] In related technologies, battery packs are typically installed at the bottom of the vehicle. This makes full use of the space under the vehicle chassis and avoids encroaching on the interior passenger space and trunk space. The connection between the battery pack and the vehicle body is usually achieved using bolts, which secure the battery pack to the bottom of the vehicle body with multiple bolts.

[0035] However, when the battery pack is in a state of thermal runaway, such as overcharging, over-discharging, short circuit, high temperature, or traffic accident, the internal temperature of the battery pack rises sharply, which can easily lead to the battery pack catching fire or even exploding, seriously endangering the safety of people in the car.

[0036] The battery pack and automobile provided in this application house the battery through a mounting cavity within the casing and are equipped with multiple mounting components, including a mounting beam and a thermoplastic joint. The thermoplastic joint is connected to both the mounting beam and the casing, while the mounting beam is used to connect to the vehicle body, thereby securely mounting the battery pack to the bottom of the vehicle body. Simultaneously, an exhaust channel formed between the mounting beam and the casing is connected to the mounting cavity. In the event of thermal runaway of the battery pack, the hot airflow generated within the mounting cavity will heat the thermoplastic joint through the exhaust channel, melting it and causing it to separate from the casing. This, in turn, causes the battery pack frame to detach from the mounting beam, achieving automatic separation of the battery pack from the vehicle body. Furthermore, the vehicle body can move away from the battery pack due to inertia, thereby reducing the risk of injury to occupants in the event of thermal runaway.

[0037] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0038] This application provides a battery pack, referring to... Figures 1 to 6 The battery pack includes a housing 100 and multiple mounting components 200.

[0039] The housing 100 has a mounting cavity 111 for installing the battery.

[0040] Mounting assembly 200 includes mounting beam 210 and heat-fused component 220, which is connected to both mounting beam 210 and housing 100 to achieve connection between mounting beam 210 and housing 100. Mounting beam 210 is used to connect to vehicle body to connect housing 100 to the bottom of vehicle body.

[0041] For example, two mounting components 200 can be provided, which are disposed on opposite sides of the housing 100 to achieve a fixed connection between the housing 100 and the vehicle body. The two mounting components 200 are disposed on both sides of the housing 100 along the length direction of the housing 100. The length direction of the housing 100 is the same as the length direction of the vehicle body.

[0042] In other examples, the mounting components 200 can also be set to four, with the four mounting components 200 respectively set around the perimeter of the housing 100 to improve the stability of the housing 100 during installation.

[0043] An exhaust channel 230 is formed between the mounting beam 210 and the housing 100. The exhaust channel 230 is connected to the mounting cavity 111. The hot air generated by the thermal runaway of the battery in the mounting cavity 111 flows through the exhaust channel 230 and heats the hot melt component 220 so that the hot melt component 220 is separated from the housing 100.

[0044] The exhaust channel 230 formed between the mounting beam 210 and the housing 100 is a closed channel to prevent it from affecting the normal operation of the battery pack. Inside the battery pack, due to thermal runaway, the resulting high-temperature, high-pressure airflow flows into the cavity formed by the exhaust channel 230, heating the fusible link 220. This causes the fusible link 220 to melt at high temperatures, and the battery pack housing 100 separates from the mounting beam 210 under gravity. This passively detaches the battery pack from the vehicle body, reducing the risk of injury to the vehicle body and occupants from thermal runaway such as battery pack combustion or explosion. Especially when the vehicle body is still movable, after the battery pack separates and lands, the vehicle body can move away from the battery pack due to inertia, further reducing the risk of injury to the vehicle body and occupants.

[0045] For example, the heat-fused component 220 is a high-strength, low-melting-point alloy. This ensures stability during normal battery pack installation and also allows the heat-fused component 220 to melt under the high temperatures generated by battery pack combustion, thus enabling separation between the housing 100 and the mounting beam 210.

[0046] Lithium-ion batteries are commonly used as the power source in electric vehicles. When a lithium-ion battery is burned, the internal temperature of the battery pack can reach 572℃-1121℃.

[0047] For example, the low melting point in the heat-fused component 220 means that the melting point of the heat-fused component 220 is less than or equal to 600°C. This allows the heat-fused component 220 to melt under battery combustion. Furthermore, the melting point of the heat-fused component 220 also needs to be greater than or equal to 200°C to prevent the battery pack from separating from the housing 100 and the mounting beam 210 when the electric vehicle is used under extreme weather conditions.

[0048] In one possible implementation, refer to Figure 1 , Figure 2 and Figure 3 The housing 100 includes a base plate 110, a top cover 120 and a middle frame 130. The base plate 110 and the top cover 120 are both connected to the middle frame 130 to form an installation cavity 111. The installation assembly 200 is connected to the middle frame 130.

[0049] The base plate 110 and the top cover 120 are both fixed to the bottom and top of the middle frame 130 by bolts, so that the base plate 110, the top cover 120 and the middle frame 130 form a mounting cavity 111, and the battery structure of the battery pack is installed in the mounting cavity 111. The mounting assembly 200 is provided with the side of the housing 100 connected to the middle frame 130.

[0050] For example, the middle frame 130 can be set as a rectangle according to the vehicle body structure.

[0051] The connection mechanism for electrically connecting the battery pack to the vehicle body can be located on the mid-frame 130. In the embodiments of this application, the connection mechanism is located at both ends of the mid-frame 130 along its length, and the mounting components 200 are located on both sides of the mid-frame 130 along its length, so that the mounting components 200 and the connection mechanism are misaligned.

[0052] The base plate 110 of the housing 100 also needs to serve as the chassis at the bottom of the vehicle body so that the battery pack can be directly detached from the bottom of the vehicle body.

[0053] For example, the middle frame 130 has a cavity inside. This is to reduce the overall weight of the battery pack and to provide some stress cushioning and release space for the battery pack, thereby reducing damage to the batteries inside the battery pack during a collision.

[0054] Furthermore, multiple support ribs are provided inside the middle frame 130, which are located within the cavity to improve the support capacity of the middle frame 130.

[0055] In one possible implementation, refer to Figure 5 and Figure 6 ,in Figure 6 The arrows in the diagram indicate the flow direction of gas in the exhaust channel. An explosion-proof valve 140 is also provided on the housing 100. A first connecting channel 150 and a second connecting channel 160 are also provided on the housing 100. The first connecting channel 150 is connected to one end of the mounting cavity 111 and one end of the exhaust channel 230, respectively. The second connecting channel 160 is connected to the other end of the exhaust channel 230 and the explosion-proof valve 140, so that the hot gas generated by combustion in the mounting cavity 111 is discharged through the exhaust channel 230 and then through the explosion-proof valve 140.

[0056] The first connecting channel 150 and the second connecting channel 160 are both located on the middle frame 130. The explosion-proof valve 140 is also located on the middle frame 130.

[0057] For example, a first connecting channel 150 penetrates the middle frame 130 to connect the mounting cavity 111 and the exhaust channel 230. Furthermore, the first connecting channel 150 is separated from the internal cavity of the middle frame 130 to prevent airflow from flowing into the cavity of the middle frame 130 from the first connecting channel 150. A second connecting channel 160 penetrates the middle frame 130 on the side away from the center of the middle frame 130, so that the second connecting channel 160 connects the exhaust channel 230 and the cavity of the middle frame 130. An explosion-proof valve 140 is installed on the outer wall of the middle frame 130, close to the second connecting channel 160. This allows hot gas to flow from the mounting cavity 111 through the first connecting channel 150 into the exhaust channel 230, heating the thermoplastic component 220 connected to the middle frame 130 within the exhaust channel 230. The gas then flows from the other end of the exhaust channel 230 through the second connecting channel 160 to the explosion-proof valve 140, and after passing through the explosion-proof valve 140, flows out of the battery pack from the explosion-proof valve 140, forming a passage.

[0058] When high-temperature, high-pressure gas is generated inside the battery pack due to combustion, the first connecting channel 150 connects the mounting cavity 111 to the exhaust channel 230. The gas flows through the exhaust channel 230, and the second connecting channel 160 guides the gas to the explosion-proof valve 140 for discharge. This not only prevents an explosion caused by a rapid increase in internal pressure, but also avoids the disorderly spraying of flames and high-temperature gas, reducing the risk of injury to other parts of the vehicle and personnel. Simultaneously, it also has a directional exhaust effect, helping to control the combustion range, reduce heat accumulation, delay the spread of thermal runaway, and buy time for emergency response. Furthermore, the layout of the exhaust channel 230 and the explosion-proof valve 140 increases the length of the battery pack's heat dissipation path, improves daily heat dissipation, ensures the stability and reliability of the battery pack during normal operation, and extends its service life.

[0059] For example, the explosion-proof valve 140 includes a valve body and a seal. The valve body has an inlet and an outlet, and is mounted on the outer wall of the middle frame 130. The seal is disposed inside the valve body and remains closed under normal conditions, isolating the inlet and outlet to prevent gas leakage from the battery pack. When the internal pressure of the battery pack increases, the pressure acts on the seal, causing it to open and allowing gas to flow from the inlet to the outlet and be discharged. This effectively prevents external air and dust from entering the battery pack, extending its service life.

[0060] In other examples, the explosion-proof valve 140 may also include a spring located within the valve body and connected to a seal, providing elasticity for the seal to close. When the internal pressure of the battery pack increases, the pressure acts on the seal, overcoming the preload of the spring and causing the seal to open, allowing gas to flow from the inlet to the outlet and be discharged.

[0061] For example, the number of explosion-proof valves 140 corresponds one-to-one with the number of mounting components 200. In this embodiment, two explosion-proof valves 140 may be configured to correspond to two mounting components 200.

[0062] In one possible implementation, refer to Figure 4 The hot melt component 220 is covered with a protective layer 240, which is located outside the exhaust channel 230.

[0063] A protective layer 240 covers the outer surface of the hot melt component 220, ensuring that even when the hot melt component 220 melts under high temperatures, the protective layer 240 maintains the complete seal of the exhaust channel 230 until the hot gases generated by the battery pack combustion soften the hot melt component 220 as a whole, at which point the battery pack housing 100 separates from the mounting beam 210. This prevents the possibility of hot gas leakage after partial melting of the hot melt component 220, which could result in the rear end of the hot melt component 220 remaining unmelted, making separation between the housing 100 and the mounting beam 210 difficult. The protective layer 240 on the hot melt component 220 effectively prevents premature damage to the hot melt component 220 and reduces the risk of single-point failure of the exhaust channel 230.

[0064] For example, the protective layer 240 can be a polyurethane layer. Polyurethane has high heat resistance, which can prevent heat flow from spreading after the hot melt component 220 is partially melted, ensuring that the hot melt component 220 is heated evenly and avoiding difficulty in separating the housing 100 from the mounting beam 210. At the same time, polyurethane has good chemical stability, which can resist external environmental corrosion, extend the service life of the hot melt component 220, and improve the reliability of the battery pack.

[0065] In other examples, the protective layer 240 may also be a heat-resistant rubber layer. The heat-resistant rubber maintains the integrity of the venting channel 230.

[0066] In one possible implementation, the thickness of the protective layer 240 is h, and 3 mm ≤ h ≤ 10 mm.

[0067] For example, the thickness of the protective layer 240 can be 3mm, 5mm, 7mm, 8mm, 10mm, etc.

[0068] In one possible implementation, the hot melt element 220 is an aluminum-zinc-magnesium alloy welding wire.

[0069] Specifically, the mounting beam 210 and the middle frame 130 are fixed together by welding with aluminum-zinc-magnesium alloy welding wire. Furthermore, the aluminum-zinc-magnesium alloy welding wire provides a high connection strength to support the battery pack. Additionally, the aluminum-zinc-magnesium alloy welding wire has a low melting point, below the internal temperature of a lithium battery during combustion. This allows the connection between the mounting beam 210 and the middle frame 130 to melt and separate from the casing 100 in the event of combustion within the battery pack.

[0070] For example, aluminum-zinc-magnesium alloy welding wire is used to weld the mounting beam 210 onto the middle frame 130 using butt arc welding.

[0071] For example, the hot melt component 220 can also be a hot melt block, which is connected between the mounting beam 210 and the middle frame 130 by means of welding or other means, thereby realizing the connection between the mounting beam 210 and the middle frame 130.

[0072] For example, the hot melt component 220 can also be a high-strength, low-melting-point metal such as a tin-silver-copper alloy.

[0073] In one possible implementation, refer to Figure 2 The battery pack also includes multiple support beams 300, which are disposed in the mounting cavity 111. The support beams 300 are connected to the middle frame 130 and divide the mounting cavity 111 into multiple chambers. Multiple connecting grooves 310 are provided on the support beams 300, which are used to connect the chambers on both sides of the support beams 300.

[0074] The support beams 300 are spaced apart along the length of the middle frame 130 within the mounting cavity 111, and are welded and fixed to the inner wall of the middle frame 130. The battery cell structure inside the battery pack is installed within the cavity. The support beams 300 provide support for the middle part of the middle frame 130, improving the strength of the middle frame 130, enhancing the battery pack's resistance to deformation under impact, and reducing battery pack deformation.

[0075] For example, the height of the support beam 300 is the same as the height of the middle frame 130. The bottom side of the support beam 300 is bolted to the base plate 110, and the top side of the support beam 300 is bolted to the top cover 120. This further improves the stability of the connection between the base plate 110 and the top cover 120.

[0076] For example, the connecting groove 310 is provided on the side of the support beam 300 near the base plate 110, so that the support beam 300 is divided into multiple connected chambers through the connecting groove 310. This facilitates the electrical connection between the battery cells and also serves as a channel for air circulation, which is convenient for heat dissipation. During the battery pack combustion process, hot air can also flow into the exhaust channel 230.

[0077] For example, the support beam 300 can be configured as three.

[0078] In one possible implementation, refer to Figure 4 The mounting beam 210 is provided with a reinforcing rib 213, which divides the mounting beam 210 into a channel section 211 and a mounting section 212. The channel section 211 forms an exhaust channel 230 between itself and the housing 100, and the mounting section 212 is used to connect to the vehicle body.

[0079] For example, the reinforcing rib 213 divides the mounting beam 210 into two parts along the vehicle body: the side closer to the middle frame 130 is the channel portion 211, and the side farther from the middle frame 130 is the mounting portion 212. An exhaust channel 230 is formed between the channel portion 211 and the side wall of the middle frame 130. The mounting portion 212 is provided with multiple bolt holes, and bolts are used to mount the mounting portion 212 onto the mounting point on the vehicle body.

[0080] For example, both ends of the mounting beam 210 are provided with caps 214 to seal the exhaust channel 230. The caps 214 are welded and fixed to the mounting beam 210, and are made of the same steel beam as the mounting beam 210, so as to seal the exhaust channel 230 and avoid the possibility of single-point failure and leakage of the exhaust channel 230.

[0081] In the embodiment where aluminum-zinc-magnesium alloy welding wire is used to weld the installation beam 210 and the middle frame 130, the cover 214 is also welded to the middle frame 130 using aluminum-zinc-magnesium alloy welding wire.

[0082] In one possible implementation, the channel portion 211 includes a bracing section 2111 and a connecting section 2112, both of which are connected to a reinforcing rib 213. The side of the bracing section 2111 away from the reinforcing rib 213 is inclined toward the side away from the connecting section 2112, and the sides of the bracing section 2111 and the connecting section 2112 away from the reinforcing rib 213 are both connected to a heat-fused component 220.

[0083] For example, the diagonal bracing section 2111 is the side of the mounting beam 210 closest to the ground, and the connecting section 2112 is the side of the mounting beam 210 furthest from the ground. The side of the diagonal bracing section 2111 furthest from the reinforcing rib 213 slopes towards the ground to form a diagonal support, thereby improving the support strength when the mounting beam 210 is connected to the middle frame 130.

[0084] For example, the mounting beam 210 is a one-piece molded part.

[0085] In the embodiment where aluminum-zinc-magnesium alloy welding wire is used to weld the installation beam 210 and the middle frame 130, both the diagonal bracing section 2111 and the connecting section 2112 are welded to the middle frame 130 using aluminum-zinc-magnesium alloy welding wire.

[0086] This application also provides an automobile, including a vehicle body and a battery pack disposed on the vehicle body.

[0087] The battery pack in this embodiment has the same structure as the battery pack provided in any of the above embodiments and can bring the same or similar technical effects. It will not be described in detail here. For details, please refer to the description of the above embodiments.

[0088] The vehicle provided in this application embodiment has a battery pack that houses the battery through a mounting cavity 111 within a housing 100 and is equipped with multiple mounting components 200. Each mounting component 200 includes a mounting beam 210 and a thermosetting member 220. The thermosetting member 220 is mounted on the mounting beam 210 and connected to the housing 100. The mounting beam 210 is used to connect to the vehicle body, thereby securely mounting the battery pack to the bottom of the vehicle body. Simultaneously, an exhaust channel 230 formed between the mounting beam 210 and the housing 100 communicates with the mounting cavity 111. In the event of thermal runaway of the battery pack, the hot airflow generated within the mounting cavity 111 will heat the thermosetting member 220 through the exhaust channel 230, melting it and causing it to separate from the housing 100. This leads to the battery pack frame detaching from the mounting beam 210, achieving automatic separation of the battery pack from the vehicle body, thereby reducing the risk of injury to occupants during thermal runaway.

[0089] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A battery pack, characterized in that, include: A housing (100) having a mounting cavity (111) for mounting a battery inside the housing (100); Multiple mounting components (200) include mounting beams (210) and thermoplastic joints (220), the thermoplastic joints (220) being connected to the mounting beams (210) and the housing (100) respectively, the mounting beams (210) being used to connect to the vehicle body to connect the housing (100) to the bottom of the vehicle body; An exhaust channel (230) is formed between the mounting beam (210) and the housing (100). The exhaust channel (230) is connected to the mounting cavity (111). The hot air generated by the thermal runaway of the battery in the mounting cavity (111) flows through the exhaust channel (230) and heats the hot melt component (220) so that the hot melt component (220) separates from the housing (100).

2. The battery pack according to claim 1, characterized in that, The housing (100) is also provided with an explosion-proof valve (140). The housing (100) is provided with a first connecting channel (150) and a second connecting channel (160). The first connecting channel (150) is connected to one end of the mounting cavity (111) and the exhaust channel (230), respectively. The second connecting channel (160) is connected to the other end of the exhaust channel (230) and the explosion-proof valve (140), respectively, so that the hot air flow generated by the thermal runaway of the battery in the mounting cavity (111) is discharged from the explosion-proof valve (140) after passing through the exhaust channel (230).

3. The battery pack according to claim 1, characterized in that, The hot melt component (220) is covered with a protective layer (240), which is located outside the exhaust channel (230).

4. The battery pack according to claim 3, characterized in that, The thickness of the protective layer (240) is h, and 3mm≤h≤10mm.

5. The battery pack according to claim 1, characterized in that, The hot melt component (220) is an aluminum-zinc-magnesium alloy welding wire.

6. The battery pack according to any one of claims 1-5, characterized in that, The housing (100) includes a base plate (110), a top cover (120) and a middle frame (130). The base plate (110) and the top cover (120) are both connected to the middle frame (130) to form an installation cavity (111). The installation assembly (200) is connected to the middle frame (130).

7. The battery pack according to claim 6, characterized in that, It also includes multiple support beams (300), which are disposed in the mounting cavity (111). The support beams (300) are connected to the middle frame (130) and divide the mounting cavity (111) into multiple chambers. Multiple connecting grooves (310) are provided on the support beams (300) for connecting the chambers on both sides of the support beams (300).

8. The battery pack according to any one of claims 1-5, characterized in that, The mounting beam (210) is provided with a reinforcing rib (213), which divides the mounting beam (210) into a channel portion (211) and a mounting portion (212). The channel portion (211) forms an exhaust channel (230) between itself and the housing (100), and the mounting portion (212) is used to connect to the vehicle body.

9. The battery pack according to claim 8, characterized in that, The channel section (211) includes a diagonal bracing section (2111) and a connecting section (2112). Both the diagonal bracing section (2111) and the connecting section (2112) are connected to the reinforcing rib (213). The side of the diagonal bracing section (2111) away from the reinforcing rib (213) is inclined toward the side away from the connecting section (2112). Both the side of the diagonal bracing section (2111) and the connecting section (2112) away from the reinforcing rib (213) are connected to the hot melt component (220).

10. A car, characterized in that, It includes a vehicle body and a battery pack as described in any one of claims 1-9 disposed on the vehicle body.

Images