Battery pack protection structure for vehicle and vehicle

Abstract

The invention relates to the technical field of automobile safety, in particular to a battery pack protection structure for a vehicle and the vehicle. The invention provides a battery pack protection structure for a vehicle. The battery pack protection structure comprises a protection body; wherein the protection body is configured to be installed between a front auxiliary frame and a battery pack of the vehicle; moreover, the protection body comprises a plurality of independent cavities which are sequentially arranged in the height direction of the vehicle, and each independent cavity extends in the width direction of the vehicle. The protection body adopts the design of a plurality of independent cavities which are sequentially arranged in the height direction of the vehicle and extend in the width direction of the vehicle, so that when the protection body is subjected to backward impact from the front auxiliary frame or scraping impact from the bottom, through the synergistic effect of the plurality of independent cavities, the protection body can be prevented from being damaged. And more efficient and controllable energy absorption and transmission are realized, so that an impact force peak value is more smoothly attenuated, and collision energy is more effectively prevented from being transmitted to a battery pack.

Description

Technical Field

[0001] This invention relates to the field of automotive safety technology, and in particular to a battery pack protection structure for vehicles and the vehicle itself. Background Technology

[0002] With the popularization and development of electric vehicles, the safety performance of battery packs has become a core consideration in vehicle safety design. In the event of a high-speed frontal collision or underbody scraping (such as a "vehicle scraping the bottom"), the front subframe may shift rearward due to the force, directly impacting the front frame of the battery pack behind it. This can lead to serious safety problems such as battery pack casing deformation, high-voltage connector damage, cell compression, and even electrolyte leakage, posing a significant safety hazard. Existing technologies include several protective solutions designed to improve battery pack collision safety. For example, some solutions integrate the protective structure with the subframe or install a simple anti-collision beam at the front of the battery pack. However, these solutions often suffer from complex structures, inconvenient maintenance, and difficulty in flexibly adjusting to different vehicle models or configurations. Furthermore, simple anti-collision beam structures have poor energy management efficiency when dealing with complex collision loads, thus affecting their protective effect on the battery pack. Therefore, there is an urgent need for a battery pack protective structure with a more optimized design, higher protective efficiency, and greater adaptability in its layout. Summary of the Invention

[0003] The purpose of this invention is to provide a battery pack protection structure and vehicle for use in vehicles, so as to solve the technical problems of poor energy absorption efficiency, insufficient adaptability to complex collision conditions, and difficulty in flexibly adapting to the arrangement of space under the vehicle body in the prior art.

[0004] In a first aspect, the present invention provides a battery pack protection structure for a vehicle, comprising: Protect the main body; The protective body is configured to be installed between the front subframe of the vehicle and the battery pack; Furthermore, the protective body includes a plurality of independent cavities arranged sequentially in the height direction of the vehicle, each of the independent cavities extending along the width direction of the vehicle.

[0005] In an optional embodiment, the protective body includes four independent cavities, and the four independent cavities are respectively a first cavity, a second cavity, a third cavity, and a fourth cavity; The first cavity, the second cavity, the third cavity, and the fourth cavity are connected sequentially from top to bottom.

[0006] In an optional embodiment, the cross-sectional area of ​​the first cavity is greater than the cross-sectional area of ​​any one of the second cavity, the third cavity, and the fourth cavity below it.

[0007] In an optional embodiment, the first cavity is provided with a connection portion that connects to a kickdown structure on the vehicle body.

[0008] In an optional embodiment, the front sidewall of the second cavity is provided with a forward-protruding impact guide surface.

[0009] In an optional implementation, the cross-sectional area of ​​all the individual cavities decreases sequentially from top to bottom.

[0010] In an optional embodiment, the protective body is provided with a first clearance groove on the side facing the battery pack; The first clearance groove is used to avoid the high-voltage connector and wiring harness at the front of the battery pack.

[0011] In an optional embodiment, the protective body is provided with a second clearance groove on the side facing the battery pack; The second clearance groove is used to avoid the connection bracket between the battery pack and the vehicle body.

[0012] In an optional embodiment, the width of the protective body is greater than the width of the front subframe in the vehicle width direction; and / or; In the vehicle height direction, the lower end of the protective body is lower than the lower end of the battery pack.

[0013] Secondly, the present invention provides a vehicle, including a body, a front subframe, a battery pack, and a battery pack protection structure for a vehicle as described in any one of the foregoing embodiments.

[0014] Compared with the prior art, the technical advantages of the battery pack protection structure for vehicles provided by this invention and the vehicles themselves are as follows: The present invention provides a battery pack protection structure for a vehicle, comprising: a protective body; wherein the protective body is configured to be installed between the front subframe of the vehicle and the battery pack; and the protective body includes a plurality of independent cavities arranged sequentially in the height direction of the vehicle, each independent cavity extending along the width direction of the vehicle.

[0015] The protective structure employs a design of multiple independent cavities arranged sequentially along the vehicle's height, each extending along the vehicle's width. This design allows for more efficient and controllable energy absorption and transfer when subjected to rearward impacts from the front subframe or scraping impacts from the undercarriage, through the synergistic effect of these multiple independent cavities. These multiple independent cavities essentially constitute a multi-stage energy absorption system. Each cavity, based on its position and structural characteristics, sequentially participates in deformation and energy absorption at different stages of the collision, thus smoothing the attenuation of the impact peak and more effectively preventing the transfer of collision energy to the battery pack. Simultaneously, the extension of each cavity along the width direction ensures sufficient lateral coverage and structural continuity of the protective structure, effectively addressing potential lateral offset impacts to the front subframe. This structural form also provides a solid foundation for subsequent detailed designs (such as connection reinforcement and avoidance arrangements), enhancing protective effectiveness while maintaining design flexibility and adaptability to the complex environment under the vehicle body. Furthermore, the battery pack protection structure is an independently mounted component, separate from the front subframe and battery pack. It can be selectively installed as needed, allowing for easy adjustment of structural details to suit different vehicle models and flexible adaptation to the space under the vehicle body. Through a unique "multi-cavity" architecture, it achieves gradient and controllability of collision energy absorption, dispersing the originally concentrated impact force into multiple ordered structural units for gradual dissipation. This significantly improves the passive safety protection level of the battery pack under combined frontal collision and underbody scraping conditions. The structure itself also possesses good adjustability and layout compatibility.

[0016] The vehicle provided by the present invention includes the above-mentioned battery pack protection structure for vehicles. Therefore, the technical advantages and effects achieved therefrom include those achieved by the above-mentioned battery pack protection structure for vehicles, which will not be described in detail here.

[0017] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a side view of the battery pack protection structure provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of one side of the battery pack protection structure provided in an embodiment of the present invention; Figure 3This is a schematic diagram of the other side of the battery pack protection structure provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the battery pack protection structure and kickdown structure installation provided in an embodiment of the present invention; Figure 5 This is a top view showing the installation position relationship between the battery pack protection structure, kickdown structure, front subframe, and battery pack provided in an embodiment of the present invention. Figure 6 This is a side view showing the installation position relationship between the battery pack protection structure, kickdown structure, front subframe, and battery pack provided in an embodiment of the present invention.

[0020] Icons: 1-Protective body; 2-Front subframe; 3-Battery pack; 4-First cavity; 5-Second cavity; 6-Third cavity; 7-Fourth cavity; 8-Kickdown structure; 9-Impact guide surface; 10-First avoidance groove; 11-Bolt hole; 12-Floor. Detailed Implementation

[0021] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] In the description of this invention, it should be noted that, 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 based on the specific circumstances.

[0024] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0025] The present invention will now be described in further detail with reference to specific embodiments and accompanying drawings.

[0026] The specific structure is as follows: Figures 1 to 6 As shown.

[0027] This embodiment provides a battery pack protection structure for a vehicle, including: a protective body 1; wherein the protective body 1 is configured to be installed between the front subframe 2 and the battery pack 3 of the vehicle; and the protective body 1 includes a plurality of independent cavities arranged sequentially in the height direction of the vehicle, each independent cavity extending along the width direction of the vehicle.

[0028] In this embodiment, the protective body 1 employs a design of multiple independent cavities arranged sequentially along the vehicle's height direction, each extending along the vehicle's width direction. This design allows the protective body 1 to achieve more efficient and controllable energy absorption and transfer through the synergistic effect of the multiple independent cavities when subjected to rearward impact from the front subframe 2 or scraping impact from the bottom. The multiple independent cavities essentially constitute a multi-stage energy absorption system. Each cavity can participate in deformation energy absorption sequentially at different stages of the collision, based on its position and structural characteristics, thereby smoother attenuation of the impact peak and more effectively preventing the transfer of collision energy to the battery pack 3. Simultaneously, each cavity extending along the width direction ensures sufficient coverage and structural continuity of the protective structure in the vehicle's lateral direction, effectively addressing potential lateral offset impacts from the front subframe 2. This structural form also provides a good foundation for subsequent detailed designs (such as connection reinforcement and avoidance arrangement), improving protective effectiveness while balancing design flexibility and adaptability to the complex environment under the vehicle body. Furthermore, the battery pack 3 protective structure is an independently mounted component, separate from the front subframe 2 and battery pack 3. It can be selectively installed according to needs, allowing for easy adjustment of structural details based on vehicle model adaptability and flexible adaptation to the space under the vehicle body. Through a unique "multi-cavity" architecture, it achieves gradient and controllability of collision energy absorption, dispersing the originally concentrated impact force into multiple ordered structural units for gradual dissipation. This significantly improves the passive safety protection level of battery pack 3 under combined frontal collision and underbody scraping conditions. Its structure itself also possesses good adjustability and layout compatibility.

[0029] Specifically, the core component of the battery pack protection structure is a separate protective body 1. In the vehicle coordinate system, this protective body 1 is specifically designed and installed in the critical area between the front subframe 2 and the battery pack 3. Specifically, its installation location is in the longitudinal (vehicle X-direction) gap between the rear mounting point of the front subframe 2 (typically near the rear bushing or mounting seat where the subframe connects to the body) and the front frame of the battery pack 3 (the reinforcing structure constituting the front edge of the battery pack housing). The protective body 1 is typically centrally located in the vehicle's transverse (Y-direction), extending at both ends to cover the width of the front subframe 2. The main function of the protective body 1 is as a physical barrier and energy management system: when the front subframe 2 collapses and shifts backward due to a high-speed frontal collision, it can withstand the impact from the front subframe 2 first and absorb most of the impact energy through its own deformation; at the same time, when the vehicle scrapes the bottom (such as scraping the bottom with a road bump), it can contact the scraped object before the lower shell of the higher battery pack 3, and consume the scraping energy through the deformation and friction of its lower structure. Thus, it plays a crucial role in buffering and protecting the battery pack 3 in both frontal collision and bottom scraping, which are two typical dangerous conditions.

[0030] The protective body 1 includes multiple independent cavities arranged sequentially in the vehicle height direction (i.e., the Z-direction). "Multiple" here refers to two or more. In a preferred and non-exclusive embodiment of this invention, the protective body 1 includes four independent cavities. These four independent cavities are designated as a first cavity 4, a second cavity 5, a third cavity 6, and a fourth cavity 7. They are strictly arranged in a top-to-bottom order in the vehicle height direction (from near the vehicle floor 12 towards the ground) and fixedly connected by a common wall panel or welding to form an integral protective component. These four cavities provide four main energy absorption levels. It is understood that the number of independent cavities is not limited to four. For example, another possible embodiment includes five independent cavities (e.g., a fifth cavity added below the first to fourth cavities 7). Designs with three, five, or more cavities, as long as they satisfy the basic characteristics of being arranged sequentially in the vehicle height direction and each extending along the vehicle width direction, can achieve the purpose of this invention. The fundamental advantage of this multi-cavity design is that it decomposes a monolithic impact-resistant structure into multiple energy-absorbing units connected in series. During a collision, it can achieve progressive and orderly crushing deformation, thereby managing impact energy more smoothly and efficiently and reducing the peak force transmitted to the battery pack 3.

[0031] Each individual cavity, whether it's the first cavity 4, the second cavity 5, or any other possible number of cavities, extends along the width direction of the vehicle (i.e., the Y-direction). This means that each cavity has a considerable continuous length in the Y-direction, and its cross-sectional shape remains consistent over most of the Y-direction. This design ensures that the protective body 1 has a continuous and complete load-bearing surface and energy absorption zone in the vehicle's width direction (Y-direction), effectively intercepting the front subframe 2, which may experience lateral (Y-direction) displacement or torsional deformation due to uneven impact forces, thus avoiding the risk of edge leakage due to insufficient protective width. This is the foundation for achieving comprehensive protection.

[0032] Furthermore, in this embodiment, the cross-sectional area of ​​the first cavity 4 is significantly larger than that of any one of the second, third, and fourth cavities 5, 6, and 7 below it. This gradient design in size is to achieve optimized force flow transmission and energy distribution. Since the first cavity 4 is located at the top, it bears the critical task of effectively and reliably transferring all or most of the collision load borne by the protective body 1 to the vehicle frame. To enhance this function, the first cavity 4 is provided with a dedicated connection. This connection is specifically manifested in a plurality of bolt holes 11 machined in the top region of the first cavity 4, i.e., the upper end of the protective body 1. These bolt holes 11 are arranged along the Y direction. Through these bolt holes 11, and using high-strength bolts, the upper end of the protective body 1 can be securely fastened to the key reinforcing structure kickdown structure 8 under the vehicle body floor 12. The kickdown structure 8 is typically a robust triangular area or box-shaped reinforcement formed at the intersection of the vehicle body longitudinal beams and the floor crossbeams or front bulkhead, possessing extremely high rigidity and strength. The first cavity 4, which has the largest cross-section and the strongest rigidity, is directly connected to the robust kickdown structure 8 through multiple bolt points. This ensures that the huge collision force flow is introduced from the protective body 1 into the main body structure of the vehicle body through the most direct and reliable path, which greatly enhances the stability of the connection area and its resistance to tearing and pulling out. This is the fundamental guarantee that the entire protective structure can perform its intended function without early connection failure.

[0033] In this embodiment, the second cavity 5 is located below the first cavity 4. A key structural feature is that its front sidewall (the side facing the front of the vehicle and directly confronting the potentially impacting front subframe 2) is intentionally constructed as a forward-protruding impact guide surface 9. This impact guide surface 9 is a smooth, arc-shaped convex surface, but in other embodiments it can also be a wedge-shaped surface with a certain angle. Its function is to optimize the interaction in the initial stage of the collision. When the collapsed and rearward-moving front subframe 2 impacts the protective body 1, it will first contact this forward-protruding impact guide surface 9, rather than a vertical plane. This design has two beneficial effects: first, it provides initial guidance, causing a slight change in the direction of the impact force, which is more conducive to inducing orderly deformation of the structure rather than simple shearing; second, it increases the initial contact area, reduces local pressure, and thus more smoothly induces the gradual crushing deformation of the second cavity 5 and the structure below it, initiating a controllable and efficient energy absorption process.

[0034] To ensure practical integration into the confined space under the vehicle, the protective body 1 incorporates a refined avoidance design. On the side of the protective body 1 facing the battery pack 3 (i.e., the rear side), specifically in the area corresponding to the high-voltage connector (or high-voltage plug) and its wiring harness passage at the front of the battery pack 3, a first avoidance groove 10 is recessed inward. This first avoidance groove 10 provides ample three-dimensional space for the installation and arrangement of the high-voltage connector and wiring harness, as well as for minor displacements that may occur during a collision. It completely avoids the risk of hard compression or friction between the protective body 1 and these critical high-voltage components, ensuring the safety and reliability of the electrical connection, which is crucial for the safety of electric vehicles. In this embodiment, the first avoidance groove 10 is primarily located in the rear area corresponding to the third cavity 6 and the fourth cavity 7, but it is not limited to this. The first avoidance groove 10 can be located at any position on the side of the protective body 1 facing the battery pack 3, as long as the requirements are met.

[0035] Also for the sake of improving layout compatibility, second clearance grooves are provided at both ends (Y-axis ends) of the protective body 1 facing the battery pack 3. These second clearance grooves are to avoid other auxiliary connecting brackets or mounting arms that may be used to connect the front corner of the battery pack 3 to the side beams or floor longitudinal beams of the vehicle body. By creating clearance spaces through partial cutouts or recesses on both sides of the protective body 1, necessary installation, operation, and tolerance absorption space can be provided for these external connecting brackets while ensuring the continuity and integrity of the main structure of the protective body 1 in the critical central area. This reflects the full consideration and good adaptability of this design to the complexity of the vehicle layout.

[0036] From the perspective of key geometric dimensions that determine the protective effect, in this embodiment, the total width (i.e., the maximum span in the Y direction) of the protective body 1 in the vehicle width direction is designed to be greater than the maximum width of the front subframe 2 in the Y direction, which it needs to protect. This ensures that no matter what degree of lateral (Y direction) swaying or displacement the front subframe 2 undergoes during collision crumpling due to asymmetrical force, its main structure (especially the rigid rear part) will inevitably be completely covered and effectively blocked by the wider protective body 1 in the Y direction. This completely avoids the extreme situation where the subframe bypasses the protection and directly impacts the vulnerable side area of ​​the battery pack 3 due to insufficient protection width, ensuring the comprehensiveness and redundancy of the protection. Secondly, in the vehicle height direction (Z direction), the lower end of the protective body 1, specifically the bottom edge of the fourth cavity 7 (or the lowest cavity), is designed to extend downwards to a position where its lowest point is lower than the lower end of the battery pack 3 housing (i.e., the lowest end face of the battery pack 3). This "Z direction lower than" dimensional relationship is of decisive significance for bottom scratch protection. When the bottom of the vehicle encounters obstacles such as curbs or broken components and is scraped, the lower end of the lower protective body 1 will first come into contact with the obstacle and undergo severe compression, deformation, or even tearing. This process will consume a considerable amount of impact energy and produce a certain lifting effect on the vehicle, thereby significantly reducing the impact intensity and even completely preventing the obstacle from directly scraping the higher and more vulnerable lower shell of the battery pack 3 (usually made of aluminum alloy or steel plate, but with limited thickness). This fundamentally reduces the risk of battery pack shell damage, internal module damage, and possible thermal runaway under bottom scraping conditions.

[0037] In the optional technical solution of this embodiment, the cross-sectional area of ​​all independent cavities (e.g., the first to fourth cavities 7) can be designed to decrease sequentially from top to bottom. This gradient stiffness design of the system further optimizes the energy absorption process. In a frontal collision, as the shock wave propagates from bottom to top, the cavities with smaller cross-sections at the bottom (e.g., the fourth and third cavities 6) will first undergo greater deformation to absorb energy. As the load increases, the cavities with larger and stronger cross-sections at the top (e.g., the second and first cavities 4) will sequentially participate in bearing and deformation, and finally, the remaining energy will be smoothly introduced into the vehicle body through the first cavity 4. This design makes the energy absorption process more gentle and controllable, as if it has undergone multi-stage buffering, thus protecting the battery pack 3 to the greatest extent.

[0038] In this embodiment, the protective body 1 is an independent mounting component separate from the front subframe 2 and the battery pack 3. This modular design means that it can be produced, inspected, stored, and transported as a separate assembly component, and can be installed or replaced independently on the final assembly line or during after-sales maintenance, giving the vehicle design greater flexibility and after-sales maintenance convenience. Regarding specific material selection and molding processes, the protective body 1 can be implemented using various mature industrial solutions to balance performance, weight, and cost. A preferred embodiment is to use aluminum alloy, manufactured through a hot extrusion molding process. Another embodiment is to integrally cast using high-pressure casting or low-pressure casting processes. A third embodiment involves forming the panels and partitions constituting each cavity separately using stamping dies, and then assembling them into a complete protective body 1 with a multi-cavity structure using robotic laser welding or arc welding.

[0039] In this embodiment, when a vehicle equipped with this protective structure collides, its working process is as follows: In a severe frontal collision, the front subframe 2 collapses and shifts rearward under the enormous impact force, with its rear end first impacting the impact guide surface 9 of the second cavity 5 of the protective body 1. The impact force is transmitted rearward and upward through the cavity structure. Since the first cavity 4 is connected to the extremely robust kickdown structure 8 by multiple bolts, it provides strong rear-end constraint support for the entire protective body 1. Under this "front-impact, rear-support" stress state, multiple independent cavities of the protective body 1 (starting from the second cavity 5, possibly involving the third and fourth cavities) are forced to undergo controllable plastic deformations such as crushing, bending, and folding according to their design sequence and deformation mode. This deformation process converts the vehicle's kinetic energy into material deformation energy on a large scale (i.e., dissipates it). Due to the existence of multiple independent cavities connected in series, the deformation and energy absorption process is decomposed into multiple stages, each stage corresponding to the main deformation of a cavity, thereby making the entire energy absorption curve smoother, reducing the peak force, and effectively "filtering" the impact. In the bottom scraping scenario, road obstacles first impact the lowest part of the protective body 1 (bottom of the fourth cavity 7). This part of the structure dissipates a large amount of scraping energy through plastic deformation, material peeling, and friction with the obstacle. At the same time, the overall rigidity of the protective body 1 generates an upward component force on the vehicle, which helps to lift the vehicle or force the obstacle to deform and press down, thereby significantly reducing or preventing the obstacle from directly contacting and damaging the lower casing of the battery pack 3 above.

[0040] In summary, the battery pack protection structure provided in this embodiment constructs a highly efficient and controllable multi-stage energy absorption system through the core inventive concept of "multiple independent cavities arranged sequentially in the vehicle height direction, each extending along the vehicle width direction." This structure brings several beneficial technical effects: its multi-cavity design itself achieves gradient energy absorption, reducing the impact peak; the extension of each cavity along the width ensures comprehensive lateral protection; on this core architecture, by setting the first cavity 4 with the largest cross-section and firmly connecting it with the kickdown structure 8, the absolute reliability of the force transmission path is ensured; the impact guiding surface 9 optimizes the initial collision response; the first and second avoidance grooves solve the spatial interference problem with high-voltage components and surrounding structures, ensuring electrical safety and layout feasibility; and the design of making the width of the protective body 1 greater than the subframe and the lower end lower than the battery pack 3 ensures comprehensive coverage of the protection range. These features work together to constitute a battery pack 3 protection solution with significant protective effectiveness, strong adaptability, and high safety and reliability.

[0041] This embodiment provides a vehicle including a body, a front subframe 2, a battery pack 3, and the aforementioned battery pack protection structure for the vehicle. Therefore, the technical advantages and effects achieved by this vehicle include those achieved by the aforementioned battery pack protection structure for the vehicle, which will not be elaborated here.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A battery pack protection structure for a vehicle, characterized by, The battery pack protection structure for a vehicle comprises: a protection body (1); wherein the protection body (1) is configured to be installed between a front subframe (2) and a battery pack (3) of the vehicle; and the protection body (1) comprises a plurality of independent cavities arranged in sequence in the vehicle height direction, each of which extends in the vehicle width direction.

2. The battery pack protection structure for a vehicle according to claim 1, characterized by, The protection body (1) comprises four independent cavities, which are a first cavity (4), a second cavity (5), a third cavity (6) and a fourth cavity (7) respectively. The first cavity (4), the second cavity (5), the third cavity (6) and the fourth cavity (7) are connected in sequence from top to bottom.

3. The battery pack protection structure for a vehicle according to claim 2, characterized by, The cross-sectional area of the first cavity (4) is greater than that of any of the second cavity (5), the third cavity (6) and the fourth cavity (7) below it.

4. The battery pack protection structure for a vehicle according to claim 3, characterized by, The first cavity (4) is provided with a connecting part connected with a kickdown structure (8) on the vehicle body.

5. The battery pack protection structure for a vehicle according to claim 2, characterized by, The front side wall of the second cavity (5) is provided with a forward protruding impact guide surface (9).

6. The battery pack protection structure for a vehicle according to any one of claims 1-5, characterized in that, In all the independent cavities, the cross-sectional area decreases from top to bottom.

7. The battery pack protection structure for a vehicle according to any one of claims 1 to 5, characterized by The side of the protection body (1) facing the battery pack (3) is provided with a first avoiding groove (10); The first avoiding groove (10) is used to avoid the high-voltage plug and wire harness at the front of the battery pack (3).

8. The battery pack protection structure for a vehicle according to any one of claims 1-5, characterized by, The side of the protection body (1) facing the battery pack (3) is provided with a second avoiding groove; The second avoiding groove is used to avoid the connecting bracket between the battery pack (3) and the vehicle body.

9. The battery pack protection structure for a vehicle according to any one of claims 1-5, characterized by, In the vehicle width direction, the width of the protection body (1) is greater than the width of the front subframe (2); and / or; In the vehicle height direction, the lower end of the protection body (1) is lower than the lower end of the battery pack (3).

10. A vehicle characterized by comprising: The battery pack protection structure for a vehicle comprises a vehicle body, a front subframe (2), a battery pack (3) and the battery pack protection structure according to any one of claims 1-9.

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