Battery pack and vehicle

Abstract

The invention provides a battery pack and a vehicle. The battery pack comprises a battery assembly and a box body for accommodating the battery assembly, wherein the battery assembly comprises a battery cell and a heat management assembly; the heat management assembly comprises a first heat management part and second heat management parts arranged on the two sides of the first heat management part, the first heat management part and the second heat management parts are connected to form a U shape, and a containing cavity is formed in the inner side of the U shape. The second heat management part further comprises a bending part, the bending part is arranged at the end, close to the first heat management part, of the second heat management part, and the bending part bends and extends towards the first heat management part and is connected with the first heat management part; cavities are formed in the first heat management part and the second heat management part, and cooling media are arranged in the cavities; the battery cell is arranged in the accommodating cavity; an electrode terminal of the battery cell is located at the opening of the heat management assembly, the large surface of the battery cell is in heat exchange fit with the second heat management part, and the bottom surface of the battery cell is in heat exchange fit with the first heat management part.

Description

[0001] The present application claims priority to the Chinese Utility Model Patent Application No. 202522292931.X, filed on October 29, 2025, and entitled "Battery Assembly and Battery Pack";

[0002] The present application claims priority to the Chinese Invention Patent Application No. 202511562582.7, filed on October 29, 2025, and entitled "Battery Pack and Vehicle". TECHNICAL FIELD

[0003] The present application relates to the technical field of battery packs, in particular to a battery pack and a vehicle. BACKGROUND

[0004] In the field of new energy vehicles and energy storage devices today, battery assemblies as the core energy supply device, their performance and safety are directly related to the stable operation of the entire system and user experience. If the heat generated by the battery cells during operation is not dissipated in time, not only will it cause the temperature of the cells to rise, affecting the charging efficiency and discharging performance of the battery, shortening the service life of the battery, but also may cause thermal runaway, causing serious safety problems. Therefore, efficient thermal management is crucial for battery assemblies, which can ensure that the battery works in an appropriate temperature range, improve the performance and safety of the battery, and prolong the service life of the battery.

[0005] Currently, the industry generally uses liquid cooling or air cooling to cool the battery assemblies in the battery pack, among which the liquid cooling scheme is favored due to its high heat dissipation efficiency. Traditional liquid cooling structures mostly rely on cold plates and pipe systems set on the bottom or side surfaces of the cells, and the thermal management structure is complex and there is a risk of leakage of the thermal management liquid in the pack, while the heat generated by the cell monomers cannot be efficiently transferred to the cold plates set on the bottom or side surfaces of the cells, resulting in low heat dissipation efficiency, poor heat dissipation effect, and high heat dissipation risk. SUMMARY

[0006] The main purpose of the present application is to provide a battery pack and a vehicle that can solve the problem of complex battery thermal management structure and the risk of leakage of thermal management liquid in the pack, while the heat generated by the cell monomers cannot be efficiently transferred to the cold plates set on the bottom or side surfaces of the cells, resulting in low heat dissipation efficiency, poor heat dissipation effect, and high heat dissipation risk.

[0007] In order to achieve the above-mentioned purpose, according to an aspect of the present application, a battery pack is provided, comprising a battery assembly and a box accommodating the battery assembly, the battery assembly comprising a battery cell and a thermal management assembly; the thermal management assembly comprising a first thermal management part, and a second thermal management part arranged on both sides of the first thermal management part, the first thermal management part and the second thermal management part being connected to form a U-shaped structure and forming an accommodating cavity on the inner side; the second thermal management part further comprises a bending part arranged at one end of the second thermal management part close to the first thermal management part, the bending part extending towards the first thermal management part and being connected with the first thermal management part; a plurality of cavities are arranged in the first thermal management part and the second thermal management part, and a cooling medium is arranged in the cavity; the battery cell is arranged in the accommodating cavity; the electrode terminal of the battery cell is arranged at the opening of the thermal management assembly, the large surface of the battery cell is in heat exchange cooperation with the second thermal management part, and the bottom surface of the battery cell is in heat exchange cooperation with the first thermal management part.

[0008] Optionally, a plurality of cavities are arranged in the first thermal management part along the width direction, and the cavities extend along the length direction; a plurality of cavities are arranged in the second thermal management part along the length direction, and the cavities extend along the width direction.

[0009] Optionally, the thermal management assembly further comprises a heat-conducting connecting part arranged between the second thermal management part and the plurality of battery cells; the heat-conducting connecting part comprises a heat-conducting structural adhesive, and the heat-conducting structural adhesive is used for fixedly bonding the battery cell and the thermal management assembly.

[0010] Optionally, when the cooling medium in the cavity of the first thermal management part is a phase-change liquid, the width of the bending part accounts for 20% to 40% of the width of the thermal management assembly; when the cooling medium in the cavity of the first thermal management part is a cooling liquid, the width of the bending part accounts for 10% to 25% of the width of the thermal management assembly.

[0011] Optionally, the battery pack further comprises a fixing part arranged at both ends of the thermal management assembly, the structural strength of the fixing part is greater than that of the thermal management assembly, and the fixing part is used for mounting and fixing the thermal management assembly on the box.

[0012] Optionally, the fixing part comprises a first fixing segment and a second fixing segment, the first fixing segment is fixedly connected with the second fixing segment, the second fixing segment is arranged on both sides of the first fixing segment in the X-axis direction and extends along the Z-axis direction, and the second fixing segment is fixedly connected at both ends of the thermal management assembly; a connecting column and a reinforcing part are further arranged on the first fixing segment, the first fixing segment and the reinforcing part are both U-shaped, the opening direction of the reinforcing part is opposite to that of the first fixing segment; the reinforcing part is arranged on the inner side of the first fixing segment, and the connecting column is fixedly arranged between the first fixing segment and the reinforcing part.

[0013] Optionally, a first locking beam is arranged on the inner side of the box, the first locking beam comprises a mounting flange protruding towards the battery assembly, and the first fixing segment is connected with the mounting flange through a first fastener.

[0014] Optionally, the box body further comprises a second locking beam, the height of the second locking beam is lower than that of the first locking beam, and the second locking beam is used for connecting the battery pack and the vehicle body structure by a second fastener.

[0015] Optionally, the box body comprises a cooling upper cover, and a heat conduction part is arranged between the cooling upper cover and the thermal management assembly.

[0016] Optionally, a cooling flow channel is arranged in the cooling upper cover, the cooling flow channel contains cooling fluid, a fluid inlet and a fluid outlet are arranged on the cooling upper cover, and the cooling flow channel is arranged in an S shape or a U shape in the cooling upper cover and is communicated with the fluid inlet and the fluid outlet.

[0017] Optionally, a first buffer part is arranged between the battery assembly and the box body, and the first buffer part is used for buffering the interaction force between the battery assembly and the box body.

[0018] Optionally, an explosion-proof valve is arranged on the side of the battery assembly away from the cooling upper cover, a first buffer part is arranged between the thermal management assembly and the box body, the first buffer part is provided with a smoke exhaust channel corresponding to the position of the explosion-proof valve, a pressure relief valve is arranged on the box body, and the smoke exhaust channel is communicated with the explosion-proof valve and the pressure relief valve.

[0019] Optionally, the volume ratio of the smoke exhaust channel to the total volume of the smoke exhaust channel and the first buffer part is 4% to 40%.

[0020] Optionally, when the battery pack adopts a lithium iron phosphate system, the volume ratio of the smoke exhaust channel to the total volume of the smoke exhaust channel and the first buffer part is 4% to 15%; when the battery pack adopts a ternary lithium battery system, the volume ratio of the smoke exhaust channel to the total volume of the smoke exhaust channel and the first buffer part is 15% to 40%.

[0021] Optionally, a partition part is arranged in the box body, the partition part divides the box body into an electrical compartment and a battery compartment, the battery assembly is arranged in the battery compartment, the smoke exhaust channel is arranged in the battery compartment and is communicated with the explosion-proof valve and the electrical compartment, and the first buffer part is arranged at the bottom of the battery assembly; a pressure relief channel is arranged on the box body, the pressure relief channel is communicated with the outside of the box body and the electrical compartment, and the pressure relief valve is arranged outside the pressure relief channel.

[0022] Optionally, a plurality of battery assemblies are arranged in sequence along the thickness direction, a second buffer part is arranged between adjacent two battery assemblies, and the second buffer part is used for absorbing the expansion force between the adjacent two battery assemblies. A heat insulation plate is further arranged between the reinforcing part and the first locking beam; the heat conduction coefficient of the heat insulation plate is <0.5 w / (mk), and the hardness of the heat insulation plate is > shore D60.

[0023] Applying the technical solution of this application, the battery assembly is a battery energy storage and management unit, comprising battery cells and a thermal management assembly. The battery cell, as the energy storage unit, directly affects the battery's performance and safety. The thermal management assembly is used to manage the battery cell's thermal temperature, including cooling the high-temperature battery cell during charging and discharging. Specifically, the thermal management assembly includes a first thermal management section and a second thermal management section, which together form the basis of the cooling structure, ensuring effective flow of the cooling medium and sufficient contact with the battery cell. The first and second thermal management sections are connected to form a U-shaped structure with an inner cavity. The first thermal management section is located at the bottom of the U-shaped structure, directly contacting the bottom surface of the battery cell. The cavity inside the first thermal management section is used to fill the cooling medium, improving heat exchange efficiency. The second thermal management sections are respectively located on both sides of the first thermal management section, making contact with the large surface area of ​​the battery cell, further increasing the heat dissipation area of ​​the thermal management assembly and improving the cooling effect. The bending section is part of the second thermal management section. It bends and extends towards and connects to the first thermal management section. This bending section maximizes the contact area between the cooling medium and the large and bottom surfaces of the battery cell, optimizes the flow path of the cooling medium, and enhances heat exchange. Simultaneously, the resulting U-shaped structure strengthens the mechanical fixation of the battery cell and improves the structural rigidity of the battery pack. The cavity, located inside both the first and second thermal management sections, is used to fill the cooling medium, such as water, coolant, or phase change liquid. This facilitates rapid heat transfer from the battery cell, significantly improving the cooling effect and efficiency.

[0024] By incorporating a first and second thermal management unit in a U-shaped structure within the thermal management assembly, the large surface of the battery cell engages with the second thermal management unit for heat exchange, while the bottom surface engages with the first thermal management unit, achieving efficient multi-faceted heat dissipation for the battery cell. The bending design of the second thermal management unit ensures a good connection with the first thermal management unit, enhancing the overall structural integrity. The cooling medium filled within the cavity allows for rapid heat transfer through the thermal management components, improving the efficiency of cell cooling and optimizing the thermal management effect. Simultaneously, it simplifies the heat dissipation structure, reduces the number of pipes and joints in the cooling system, lowers the possibility of coolant leakage, and improves system reliability. Overall, this technical solution not only improves the heat dissipation efficiency of the battery pack but also simplifies the structural design, enhances system stability and safety, and effectively solves the problems of low heat dissipation efficiency, poor heat dissipation effect, and high heat dissipation risk in existing technologies. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0026] Figure 1An exploded view of the battery pack of this application is shown;

[0027] Figure 2 A bottom view of the battery pack of this application is shown;

[0028] Figure 3 It shows Figure 2 Sectional view of section AA;

[0029] Figure 4 A top view of the battery pack of this application is shown;

[0030] Figure 5 It shows Figure 4 Sectional view of section BB;

[0031] Figure 6 It shows Figure 5 A magnified view of part A in the middle;

[0032] Figure 7 A cross-sectional view of the casing of the battery pack of this application is shown;

[0033] Figure 8 A schematic diagram of the overall structure of the battery assembly of the battery pack of this application is shown;

[0034] Figure 9 It shows Figure 8 A magnified view of part B in the middle section;

[0035] Figure 10 A schematic diagram of the overall structure of the fixing part of the battery pack of this application is shown;

[0036] Figure 11 A cross-sectional view of the battery assembly of the battery pack of this application is shown.

[0037] The above figures include the following reference numerals:

[0038] 1. Battery assembly; 12. Thermal management assembly; 13. Fixing part; 131. First fixing section; 132. Fixing hole; 133. Second fixing section; 134. Connecting post; 135. Reinforcing part; 136. Heat insulation plate; 14. Second thermal management part; 141. Bending part; 15. Busbar; 16. First thermal management part; 17. Thermally conductive connection part; 18. Cavity; 2. Housing; 21. First locking beam; 22. Second locking beam; 24. Pressure relief valve; 25. Divider part; 2 6. Electrical compartment; 27. Battery compartment; 28. Heat conduction section; 29. ​​Pressure relief channel; 3. Cooling cover; 32. Fluid inlet; 33. Fluid outlet; 34. First flow channel section; 35. Second flow channel section; 36. Third flow channel section; 37. Fourth flow channel section; 38. Fifth flow channel section; 39. Reinforcing rib; 41. First buffer section; 42. Second buffer section; 5. Smoke exhaust channel; 6. Base plate; 71. First sealing ring; 72. Second sealing ring; 8. Adhesive-resistant foam; 9. Battery cell. Detailed Implementation

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0040] See also Figures 1 to 11 As shown, this application provides a battery pack, which includes a battery assembly 1 and a housing 2 for accommodating the battery assembly. The battery assembly 1 includes a battery cell 9 and a thermal management assembly 12. The thermal management assembly 12 includes a first thermal management section 16 and a second thermal management section 14 disposed on both sides of the first thermal management section 16. The first thermal management section 16 and the second thermal management section 14 are connected to form a U-shape and form an accommodating cavity on the inside. The second thermal management section 14 also includes a bending section 141, which is disposed at one end of the second thermal management section 14 near the first thermal management section 16. The bending section 141 bends and extends toward the first thermal management section 16 and is connected to the first thermal management section 16. Both the first thermal management section 16 and the second thermal management section 14 are provided with cavities 18, and cooling media are disposed in the cavities 18. The battery cell 9 is disposed in the accommodating cavity. The electrode terminals of the battery cell 9 are located at the opening of the thermal management assembly 12. The large surface of the battery cell 9 is in heat exchange cooperation with the second thermal management section 14, and the bottom surface of the battery cell 9 is in heat exchange cooperation with the first thermal management section 16.

[0041] In the above technical solution, the battery assembly 1 is a battery energy storage and management unit, which includes a battery cell 9 and a thermal management assembly 12. The battery cell 9 is the battery energy storage unit, and its operating temperature directly affects the battery's performance and safety. The thermal management assembly 12 is used to achieve thermal management of the battery cell 9, including cooling the battery cell 9 when its temperature is high during charging and discharging. The thermal management assembly 12 specifically includes a first thermal management section 16 and a second thermal management section 14, which together form the basis of the cooling structure, ensuring effective flow of the cooling medium and sufficient contact with the battery cell. The first thermal management section 16 and the second thermal management section 14 are connected to form a U-shaped structure and form a receiving cavity on the inside. The first thermal management section 16 is located at the bottom of the U-shaped structure and is in direct contact with the bottom surface of the battery cell 9. The cavity 18 inside the first thermal management section 16 is used to fill the cooling medium to improve heat exchange efficiency. The second thermal management section 14 is respectively disposed on both sides of the first thermal management section 16 and is in contact with the large surface of the battery cell 9, further increasing the heat dissipation area of ​​the thermal management assembly 12 for the battery cell 9 and improving the cooling effect. The bent portion 141 is part of the second thermal management section 14. The bent portion 141 bends and extends towards the first thermal management section 16 and connects to it. By setting the bent portion 141, not only is the contact area between the cooling medium and the large and bottom surfaces of the battery cell maximized, and the flow path of the cooling medium optimized, enhancing the heat exchange effect, but the resulting U-shaped structure also strengthens the mechanical fixation of the battery cell and improves the structural rigidity of the battery pack. The cavity 18 is located inside the first thermal management section 16 and the second thermal management section 14, and is used to fill the cooling medium, such as water, coolant, or phase change liquid. This helps to quickly transfer heat from the battery cell, significantly improving the cooling effect and efficiency. The design of the electrode terminals being located at the opening of the thermal management assembly 12 eliminates the need for channels for the electrode terminals in the thermal management assembly 12, avoiding a reduction in the area for heat exchange between the thermal management assembly 12 and the battery cell 9, thereby improving the overall heat dissipation efficiency. The bottom of the battery cell 9 is usually a fixed part that is not easy to dissipate heat. By cooperating with the heat exchange of the bottom surface of the battery cell 9 and the first thermal management unit 16, the heat dissipation efficiency of the bottom surface of the battery cell 9 is improved.

[0042] By incorporating a first and second thermal management unit in a U-shaped structure within the thermal management assembly, the large surface of the battery cell engages with the second thermal management unit for heat exchange, while the bottom surface engages with the first thermal management unit, achieving efficient multi-faceted heat dissipation for the battery cell. The bending design of the second thermal management unit ensures a good connection with the first thermal management unit, enhancing the overall structural integrity. The cooling medium filled within the cavity allows for rapid heat transfer through the thermal management components, improving the efficiency of cell cooling and optimizing the thermal management effect. Simultaneously, it simplifies the heat dissipation structure, reduces the number of pipes and joints in the cooling system, lowers the possibility of coolant leakage, and improves system reliability. Overall, this technical solution not only improves the heat dissipation efficiency of the battery pack but also simplifies the structural design, enhances system stability and safety, and effectively solves the problems of low heat dissipation efficiency, poor heat dissipation effect, and high heat dissipation risk in existing technologies.

[0043] In one embodiment of this application, when there is one battery cell 9 in the receiving cavity, the large surface of the battery cell 9 abuts against the second thermal management section 14, and the bottom surface of the battery cell 9 abuts against the first thermal management section 16; when there are multiple battery cells 9 in the receiving cavity, adjacent battery cells are arranged in the receiving cavity with their large surfaces facing each other, and an insulating film is also provided between adjacent battery cells 9.

[0044] In the above technical solution, the large surface is the surface with the largest area of ​​the battery cell 9. Contacting the large surface of the battery cell 9 with the second thermal management unit 14 maximizes heat exchange efficiency. When the battery cell is in fast charging or high-power output mode, it ensures that the heat generated by the battery cell 9 can be quickly removed, maintaining the battery cell temperature within a safe range. The contact between the bottom surface of the battery cell 9 and the first thermal management unit 16 ensures that the heat generated at the bottom of the battery cell can also be effectively managed. Through contact with the first thermal management unit, the heat at the bottom of the battery cell can be carried away by the cooling medium, preventing localized overheating. When there are multiple battery cells 9 in the housing cavity, adjacent battery cells are arranged in a large-to-large surface arrangement within the housing cavity. Simultaneously, the outermost large surface of the battery cell 9 contacts the second thermal management unit 14, and the bottom surfaces of multiple battery cells 9 are all in contact with the first thermal management unit 16. This helps to evenly distribute heat, ensuring good temperature control for each battery cell even in high-density arrangements, and preventing the formation of localized hot spots. The insulating film placed between two adjacent cells 9 serves two purposes: electrical isolation and thermal conductivity. This helps to transfer heat between adjacent cells and improves the overall thermal management efficiency.

[0045] In one embodiment of this application, a first thermal management unit 16 is provided with a plurality of cavities 18 along its width direction and the cavities 18 extend along its length direction; a second thermal management unit 14 is provided with a plurality of cavities 18 along its length direction and the cavities 18 extend along its width direction.

[0046] In the above technical solution, the cavity 18 is filled with a thermally conductive medium such as water, coolant, or phase change liquid. The first thermal management section 16 has multiple cavities 18 evenly distributed along its width direction. These cavities extend along their length direction. When the battery cell transfers heat through the first thermal management section 16, the heat is evenly distributed to the multiple cavities 18 of the first thermal management section 16, and the thermally conductive medium in each cavity can conduct heat. Similarly, the second thermal management section 14 has multiple cavities 18 extending along its width direction along its length direction. When the side of the battery cell contacts the second thermal management section 14 for heat transfer, the heat is evenly distributed to the multiple cavities 18 of the second thermal management section 14, and the thermally conductive medium in each cavity can conduct heat. The multiple cavities of the first thermal management section 16 and the multiple cavities of the second thermal management section 14 work together, significantly improving heat exchange efficiency compared to a single cavity. This helps maintain the battery assembly within an ideal temperature range, thereby extending battery life and improving battery performance and safety.

[0047] In one embodiment of this application, the thermal management component 12 further includes a thermally conductive connection portion 17, which is disposed between the second thermal management component 14 and the plurality of battery cells; the thermally conductive connection portion 17 includes a thermally conductive structural adhesive, which is used to fix and bond the battery cells 9 to the thermal management component 12.

[0048] In one embodiment of this application, the thermally conductive connection part 17 is a thermally conductive structural adhesive, and the battery cell 9 and the thermal management component 12 are fixedly bonded together by the thermally conductive structural adhesive.

[0049] In one embodiment of this application, the thermally conductive connection portion 17 includes a middle thermally conductive portion and thermally conductive structural adhesive disposed on both sides of the middle thermally conductive portion. The thermally conductive connection portion 17 is fixedly bonded to the battery cell 9 and the thermal management component 12 through the thermally conductive structural adhesive on both sides. The middle thermally conductive portion has a better heat transfer coefficient and can provide better heat conduction efficiency on the basis of forming a larger contact area with the battery cell 9 and the thermal management component 12 by using thermally conductive structural adhesive, thereby further improving the heat transfer efficiency of the battery cell.

[0050] In the above technical solution, the thermally conductive connection part 17 is disposed between the second thermal management part 14 and the multiple battery cells. It is mainly used to connect the second thermal management part 14 and the multiple battery cells, and further enhance the heat conduction efficiency between the battery cell 9 and the thermal management component 12, and improve the uniformity of heat conduction. Specifically, the thermally conductive connection part 17 may only include thermally conductive structural adhesive, or it may include materials with good thermal transfer coefficients other than thermally conductive structural adhesive, such as copper, aluminum or thermally conductive silicone grease, to cooperate with the thermally conductive structural adhesive. While realizing the connection between the battery cell 9 and the thermal management component 12, it quickly and uniformly transfers the heat of the battery cell to the thermal management part, avoids local overheating, and achieves efficient heat exchange.

[0051] In one embodiment of this application, when the cooling medium in the cavity 18 of the first thermal management section 16 is a phase change liquid, the width of the bent portion 141 accounts for 20% to 40% of the width of the thermal management component 12; when the cooling medium in the cavity 18 of the first thermal management section 16 is a coolant, the width of the bent portion 141 accounts for 10% to 25% of the width of the thermal management component 12.

[0052] In the above technical solution, the different choices of the internal filling material of the first thermal management section 16 directly affect the design width of the bending section 141, and thus affect the heat exchange efficiency and structural stability of the entire thermal management component 12.

[0053] Specifically, when the first thermal management section 16 uses a phase change liquid as the heat exchange medium, a heat exchange plate is provided on the upper side of the first thermal management section and the bending section. The heat exchange plate is in contact with both the first thermal management section and the bending section for heat exchange. Therefore, the heat of the battery cell is transferred to the heat exchange plate through both the first thermal management section and the bending section, and the heat is dissipated by the heat exchange plate. In this case, the heat transfer function of the heat exchange plate is similar to that of the first thermal management section, so that the heat can be distributed more evenly and exchanged with the heat exchange plate. It is not necessary to make the width of the first thermal management section too large to ensure the heat exchange efficiency between the battery cell and the heat exchange plate. Therefore, the width of the bending section 141 is set in the range of 20% to 40% of the total width of the thermal management component 12. This is to utilize the large latent heat characteristics of the phase change liquid to enhance the heat storage and release capacity, while ensuring sufficient contact area to promote efficient heat exchange and balance the temperature fluctuation of the battery cell during charging and discharging. Setting the width ratio of the bending section 141 within the above range ensures that the heat under the second thermal management section can be quickly transferred to the heat exchange plate through the bending section 141, and also ensures that there is sufficient contact width between the bending section and the battery cell to form a sufficient hanging width, thus ensuring the structural strength and heat exchange efficiency of the connection.

[0054] When a coolant is used, its heat transfer properties are more direct than those of a phase change liquid. Therefore, the heat of the battery cell is primarily transferred through the coolant flowing within the first thermal management section 16. The main function of the bending portion 141 is to ensure connection strength and transfer heat from the lower part of the second thermal management section to the first thermal management section. Its role in the final heat transfer of the battery cell is relatively small. To ensure the heat exchange efficiency of the first thermal management section 16, the width of the bending portion 141 needs to be limited, thereby increasing the width of the first thermal management section 16, increasing the flow rate of the coolant within the thermal management section, and increasing the heat exchange area. Therefore, adjusting the width of the bending portion 141 to between 10% and 25%, and setting the width ratio of the bending portion 141 within this range, ensures that the heat under the second thermal management unit is quickly transferred to the first thermal management unit 16 through the bending portion 141. It also ensures sufficient contact width between the bending section and the battery cell, forming a sufficient mounting width to guarantee the structural strength of the connection. Simultaneously, it provides the first thermal management unit 16 with sufficient heat exchange area and coolant flow rate, reducing coolant flow resistance and accelerating heat conduction. Thus, while ensuring thermal management functions and achieving rapid and efficient heat exchange of the battery cell, it can also adapt to higher power energy conversion requirements. These two width adjustment strategies not only optimize the structural layout of the thermal management component 12 but also significantly enhance the thermal response speed and cooling efficiency of the battery pack, reduce system complexity, and improve overall energy density and service life.

[0055] In one embodiment of this application, the battery pack further includes a fixing part 13, which is disposed at both ends of the thermal management component 12. The structural strength of the fixing part 13 is greater than that of the thermal management component 12, and the fixing part 13 is used to install the thermal management component 12 onto the fixing housing 2.

[0056] In the above technical solution, by providing fixing parts 13 at both ends of the thermal management component 12, not only is the structural stability of the component enhanced, but also a stable installation between the component and the housing 2 is achieved. Specifically, the fixing parts 13 and the thermal management component 12 can be connected by welding or snap-fitting, and the fixing parts 13 and the housing 2 can be connected by welding or bolts. The structural strength of the fixing parts 13 is higher than that of the thermal management component 12. Specifically, the fixing parts 13 can be made of a material with greater hardness than the thermal management component. For example, the thermal management component 12 is usually made of materials with good thermal conductivity such as copper or aluminum, while the fixing parts 13 are made of carbon steel. Carbon steel has greater hardness and rigidity than materials such as copper or aluminum, thus achieving the goal of designing the structural strength of the fixing parts 13 to be higher than that of the thermal management component 12. In addition, based on the premise that the materials of the two are the same or the material of the fixing parts 13 has greater hardness and rigidity than that of the thermal management component 12, by improving the structure of the fixing parts 13, such as forming reinforcing ribs or bending sections, the structural strength of the fixing parts 13 is significantly higher than that of the thermal management component 12.

[0057] By employing the aforementioned methods, the structural strength of the fixing part 13 is made higher than that of the thermal management component 12, thereby ensuring that the component can maintain a good connection state when subjected to external impact or vibration. At the same time, this design makes full use of the strength advantage of the fixing part 13, using it as the main installation and fixing structure for connection and fixation with the housing. Compared with the existing technology of directly installing the thermal management structure on the battery housing to achieve battery component installation and fixation, this significantly enhances the structural rigidity and connection strength of the battery component 1, thereby improving the vibration resistance and overall stability of the battery component.

[0058] In one embodiment of this application, the fixing part 13 includes a first fixing segment 131 and a second fixing segment 133. The first fixing segment 131 and the second fixing segment 133 are fixedly connected. The second fixing segment 133 is disposed on both sides of the first fixing segment 131 in the X-axis direction and extends along the Z-axis direction. The second fixing segment 133 is fixedly connected to both ends of the thermal management assembly 12. The first fixing segment 131 is also provided with a connecting post 134 and a reinforcing part 135. Both the first fixing segment 131 and the reinforcing part 135 are U-shaped. The opening direction of the reinforcing part 135 is opposite to the opening direction of the first fixing segment 131. The reinforcing part 135 is disposed inside the first fixing segment 131, and the connecting post 134 is fixedly disposed between the first fixing segment 131 and the reinforcing part 135.

[0059] In the above technical solution, the first fixing section 131 is fixedly installed at both ends of the thermal management component 12 by welding or other connection methods, ensuring a high connection strength between the fixing part 13 and the thermal management component 12. It also positions the battery component to avoid misalignment or reduced thermal management performance due to inaccurate installation positioning. Compared to directly fixing the thermal management component 12 to the battery housing, by setting the first fixing section 131 at both ends of the thermal management component 12, the contact area and connection strength between the fixing part 13 and the battery housing are increased, and stress caused by battery vibration or impact is effectively dispersed. This improves the connection strength and installation reliability of the thermal management component 12 and its internal cells, and reduces the risk of structural damage to the thermal management component 12.

[0060] The single first fixing section 131 is mainly used to install and connect the thermal management component 12 and the battery cell to the battery box, but it lacks support for the sides of the thermal management component 12. By adding a second fixing section 133 that extends along the Z-axis and is fixedly installed at both ends of the second thermal management section 14, a more stable frame structure can be formed. The first fixing section 131 and the second fixing section 133 are fixedly connected, which effectively enhances the rigidity of the entire fixing section 13, thereby significantly increasing the support for the thermal management component 12 to cope with lateral forces during vehicle operation, such as lateral acceleration during cornering, and ensuring the structural integrity and functionality of the thermal management component 12.

[0061] The reinforcing part 135 provides additional support for the entire fixing part, improving its structural strength. Especially in scenarios like vehicle collisions where the battery pack experiences significant loads, the fixing part with the reinforcing part 135 significantly enhances its resistance to deformation, thereby improving the structural rigidity and stability of the battery pack. The connecting post 134 connects the first fixing section 131 to the reinforcing part 135. The first fixing section 131, the connecting post 134, and the reinforcing part 135 are fixedly connected by welding or using bolts or other fasteners. The connecting post 134 facilitates force transmission, reducing force concentration and lowering the risk of structural damage to the battery pack due to excessive localized stress. The connecting post 134 and the reinforcing part 135 have through holes corresponding to the fixing holes, ensuring that bolts and other fasteners can pass through them and connect to the battery housing, thus fixing the battery pack to the battery housing and improving the positioning accuracy and installation reliability of the battery pack within the housing.

[0062] In the first fixing section 131, the U-shaped structure can more effectively disperse and withstand the lateral and vertical forces from the battery assembly, reducing deformation under dynamic conditions and ensuring stable fixation of the battery assembly. For the reinforcing section 135, the U-shaped structure also provides additional support points and bending resistance. Especially since its opening direction is opposite to that of the first fixing section, this structure can form a more robust "clamping" effect when subjected to external impact, significantly improving the overall impact resistance of the fixing section. The reinforcing section 135 is located inside the first fixing section 131, with its opening direction opposite. This design increases the wall thickness of the first fixing section, thereby improving its structural stiffness and shear resistance. The cooperation between the reinforcing section and the first fixing section forms a composite fixing structure that maintains connection stability and battery assembly fixation even when the battery pack is subjected to significant external forces, reducing relative displacement between cells and between cells and the casing, improving battery safety and the overall performance of the battery pack.

[0063] In one embodiment of this application, a first locking beam 21 is provided on the inner side of the housing 2, and the fixing part 13 includes a first fixing section 131, which is connected to the first locking beam 21 by a first fastener.

[0064] In the above technical solution, the first locking beam 21 is located inside the housing and extends along the driving direction. It is mainly used to provide support and fixing points for the fixing part 13. The first fixing section 131 is part of the fixing part 13. Its structural strength is significantly higher than that of the thermal management component 12, and it can withstand a larger mechanical load. The first fixing section 131 is welded and fixed to both ends of the thermal management component 12. The first fixing section 131 is installed and fixed on the first locking beam 21 by first fasteners such as bolts or screws, thereby realizing the locking and fixing of the thermal management component 12. At the same time, the first fixing section 131 has higher structural strength than the thermal management component 12 and can withstand a larger mechanical load. Compared with directly connecting the thermal management component to the housing 2 to fix the battery cell, the connection method of this embodiment can withstand greater stress, reduce the deformation and movement of the battery pack 1 under dynamic conditions, and ensure that the thermal management component 12 can stably connect the battery cell to the housing 2 while cooling the battery cell. This effectively improves the mechanical strength of the battery pack, ensures the stability of the battery pack 1 during vehicle operation, and enhances the safety of the battery pack.

[0065] In one embodiment of this application, a second locking beam 22 is also provided on the outside of the housing 2. The height of the second locking beam 22 is lower than that of the first locking beam 21. The second locking beam 22 is used to connect the battery pack to the vehicle body structure through a second fastener.

[0066] In the above technical solution, the second locking beam 22 can serve as a structural reinforcement, connected to the vehicle's main structure via second fasteners such as bolts. This enhances the impact resistance of the housing 2, protects the internal battery components from direct external impacts, ensures the stability and integrity of the battery pack during vehicle operation, and reduces the risk of battery pack displacement and damage caused by vehicle vibration or collisions. The connection design between the second locking beam 22 and the vehicle body makes the disassembly and installation of the battery pack more convenient. When maintenance, troubleshooting, or upgrades are required, the battery pack can be independently removed from the vehicle by disassembling the second fastener without affecting other structures or systems of the vehicle, reducing maintenance costs and time, and facilitating battery pack upgrades and adaptive improvements. The height of the second locking beam 22 along the direction of gravity is lower than that of the first locking beam 21. For example, placing the second locking beam 22 at the middle position along the height direction of the housing 2 helps to directly transfer the weight load of the battery pack to the vehicle's fixed structure, avoiding an excessively long load transfer path, and also helps to improve the overall impact and vibration resistance of the battery pack.

[0067] In one embodiment of this application, the first locking beam 21 is disposed on opposite sides inside the housing 2, and each first locking beam 21 extends along the driving direction. Multiple battery components 1 are arranged along the thickness direction, and the arrangement direction of the multiple battery components 1 is consistent with the driving direction. The first locking beam 21 includes a mounting flange that protrudes toward the battery component 1, and the fixing part 13 is assembled and connected with the mounting flange on its side.

[0068] In the above technical solution, the first locking beam 21 provides support and fixing points for the fixing part 13. The first locking beam 21 extends along the driving direction to facilitate cooperation with multiple battery components 1 arranged along the driving direction, thereby enhancing the fixing strength of the battery components. The mounting flange increases the contact area with the fixing part 13 and makes the first locking beam 21 more adaptable to the structure of the fixing part 13, allowing the fixing part 13 to overlap on the mounting flange and be assembled and connected by fasteners such as bolts, thereby improving the installation stability of the battery components.

[0069] In one embodiment of this application, a fixing hole 132 is provided on the first fixing section 131, and a fastener is provided in the fixing hole 132. The fastener can install and fix the fixing part 13 on the first locking beam 21.

[0070] In the above technical solution, the fixing hole 132 is used to accommodate fasteners such as bolts and to position the fasteners. The battery box is provided with mounting holes corresponding to the fixing hole 132. Fasteners such as bolts pass through the fixing hole 132 and are threadedly connected to the first locking beam 21, thereby realizing the connection and fixation between the first fixing section 131 and the first locking beam 21, and ensuring that the thermal management component 12 and its internal cells are installed and fixed in the correct position inside the battery box.

[0071] In one embodiment of this application, the connecting post 134 connects the reinforcing part 135 and the first fixing section 131, and the connecting post 134 and the reinforcing part 135 are provided with through holes corresponding to the fixing hole 132.

[0072] In the above technical solution, the connecting post 134 is used to connect the first fixing section 131 and the reinforcing part 135. The first fixing section 131, the connecting post 134, and the reinforcing part 135 are fixedly connected by welding or by fasteners such as bolts. The connecting post 134 can realize the transmission of force, thereby reducing the concentration of force and reducing the risk of structural damage to the battery assembly 1 due to excessive local stress. The connecting post 134 and the reinforcing part 135 are provided with through holes corresponding to the fixing holes 132, ensuring that fasteners such as bolts can pass through the connecting post 134 and the reinforcing part 135 and be bolted to the battery box, thereby installing and fixing the battery assembly 1 on the battery box, improving the positioning accuracy and installation reliability of the battery assembly 1 in the battery pack.

[0073] In one embodiment of this application, the first locking beam 21 is provided with a screw hole that matches the fixing hole 132, the first fastener includes a bolt, and the fixing part 13 and the first locking beam 21 are connected by a bolt passing through the fixing hole 132 and the screw hole.

[0074] In the above technical solution, by providing screw holes on the first locking beam 21 and corresponding fixing holes 132 on the first fixing section 131 of the fixing part 13, and using bolts for connection, precise and stable fixing between the battery assembly and the housing 2 can be achieved. Compared with other forms of fixing, such as clips and adhesives, bolt connection has higher mechanical strength and reliability. It can withstand greater lateral and longitudinal forces. Especially in the event of an accidental vehicle collision, this connection method can better maintain the structural integrity between the battery assembly and the housing 2, reducing the risk of damage to the battery assembly.

[0075] In one embodiment of this application, the housing 2 includes a cooling cover 3, and the cooling cover 3 of the thermal management component is in contact with the thermal management component 12 or a heat-conducting part 28 is provided between the cooling cover 3 and the thermal management component 12.

[0076] In the above technical solution, the housing 2 integrates a cooling cover 3, designed to provide a cooling interface that directly contacts the thermal management component 12 or indirectly contacts it through a thermally conductive part. The cooling cover 3 is typically designed with cooling channels, which can circulate cooling media such as coolant to remove the heat generated by the battery assembly during operation, ensuring the battery assembly is within its optimal operating temperature range and preventing performance degradation and safety issues caused by overheating. The cooling cover 3 can directly contact the thermal management component 12; this close contact ensures that heat is quickly and efficiently transferred from the battery assembly to the cover, and then dissipated through the cover's cooling system. Alternatively, the cooling cover 3 can be indirectly connected to the thermal management component through a thermally conductive part 28. The thermally conductive part 28 can be made of materials or structures such as thermal grease, thermal pads, or thermally conductive structural adhesive. Its function is to enhance heat conduction efficiency; even if there are small gaps between the thermal management component and the cooling cover, the thermally conductive part 28 can fill these gaps to ensure efficient heat transfer. Furthermore, the cooling cover 3, bonded to the battery assembly with thermally conductive structural adhesive, not only conducts heat but also further enhances the rigidity and strength of the entire battery pack, thereby improving the safety and stability of the battery pack structure. By incorporating the cooling cover 3, the temperature of the battery assembly during operation can be effectively controlled, achieving rapid and active thermal management, ensuring the battery does not overheat, avoiding thermal runaway events, and improving battery operational safety and lifespan. The design of the cooling cover 3 also considers ease of maintenance. When inspection or repair of the battery assembly or cooling system is required, the cooling cover can be easily removed without damaging other parts of the housing, facilitating rapid problem location and repair.

[0077] In one embodiment of this application, a cooling channel is provided inside the cooling cover 3, the cooling channel contains cooling fluid, and the cooling cover 3 is provided with a fluid inlet 32 ​​and a fluid outlet 33. The cooling channel is arranged in an S-shape or a U-shape inside the cooling cover 3 and connects the fluid inlet 32 ​​and the fluid outlet 33.

[0078] In the above technical solution, the cooling channels adopt an S-shaped or U-shaped layout, mainly to extend the path of the cooling fluid within the channels, increase the contact area and time with the thermal management components of the battery module, thereby improving heat exchange efficiency. The fluid inlet 32 ​​and fluid outlet 33 are the channels for the cooling fluid to enter and exit the cooling system; their arrangement is fundamental to the normal operation of the cooling channel system. The fluid inlet provides the cooling medium through an external cooling system, while the fluid outlet discharges the used cooling medium, improving the cooling efficiency of the cooling system. The cooling fluid can be recycled, thereby reducing cooling costs.

[0079] In one embodiment of this application, when the cooling channel is arranged in a U-shape, the cooling channel includes a first channel section 34, a second channel section 35, a third channel section 36, a fourth channel section 37, and a fifth channel section 38 connected in sequence. The third channel section 36 has a U-shaped structure. The first channel section 34 and the fifth channel section 38 are located at the bottom of the U-shaped structure. The first channel section 34 is connected to the fluid inlet 32, and the fifth channel section 38 is connected to the fluid outlet 33. The second channel section 35 and the fourth channel section 37 are located on both sides of the U-shaped structure.

[0080] In the above technical solution, the U-shaped flow channel design significantly increases the path length and contact area between the cooling fluid and the thermal management components of the battery pack. Compared with straight or simple curved flow channels, the U-shaped flow channel can more effectively utilize the cooling potential of the fluid. The sequentially connected first flow channel section 34, second flow channel section 35, third flow channel section 36, fourth flow channel section 37, and fifth flow channel section 38 ensure smooth fluid flow, enabling the cooling fluid to fully contact the battery pack, thereby achieving effective control of battery temperature and thermal equilibrium within the battery pack, significantly improving the thermal management capability and operational safety of the battery pack.

[0081] In one embodiment of this application, the cooling cover 3 is further provided with reinforcing ribs 39, and a plurality of reinforcing ribs 39 are spaced apart inside the third flow channel section 36.

[0082] In the above technical solution, when the battery pack is subjected to vibration and collision during vehicle operation, resulting in impact from external forces, the cooling cover 3 needs to withstand significant pressure and shear force. The reinforcing ribs 39 significantly enhance the structural rigidity of the cooling cover 3, reducing the possibility of deformation or damage, thereby protecting the safety of the internal battery components. During high-power charging and discharging, temperature changes in the battery components may cause thermal deformation of the cooling cover. The presence of the reinforcing ribs 39 can reduce the impact of this thermal deformation, improve the vibration mode of the cooling cover 3, maintain the shape and dimensional stability of the cooling cover 3, prevent relative displacement between the battery components and the cooling cover 3, and maintain the stability of the cooling effect and the sealing performance of the battery pack. At the same time, by setting the reinforcing ribs 39, the ability of the cooling cover 3 to resist external forces such as vibration and impact can be significantly improved, preventing deformation under external forces. By spaced out multiple reinforcing ribs 39 inside the third flow channel section 36, the layout of the cooling cover 3 is optimized, improving the structural strength of the cooling cover 3 while avoiding affecting the cooling operation of the cooling flow channel.

[0083] In one embodiment of this application, a heat insulation plate 136 is further provided between the reinforcing part 135 and the first locking beam 21. The thermal conductivity of the heat insulation plate 136 is less than 0.5 W / (mk), and the Shore hardness of the heat insulation plate 136 is greater than D60. The heat insulation plate 136 is used to isolate the heat transfer between the reinforcing part 135 and the first locking beam 21, reduce the heat exchange between the thermal management component and the housing structure, and ensure that the heat is concentrated at the cooling cover 3 above the battery assembly, thereby improving the battery cooling efficiency and avoiding the problem of battery operating temperature fluctuation caused by the existence of heat exchange path at the housing.

[0084] In one embodiment not shown in the figures of this application, a layer of heat-insulating material is provided on the cooling cover 3 to isolate the heat exchange between the cooling cover and the air, which is beneficial to improving the cooling or heat preservation efficiency of the battery.

[0085] In one embodiment of this application, a first buffer portion 41 is provided between the battery assembly 1 and the housing 2, which can buffer the interaction force between the battery assembly 1 and the housing 2.

[0086] In the aforementioned technical solution, vehicles inevitably encounter impacts from foreign objects on their underside during operation, and in extreme cases, even vehicle collisions, which can cause significant impact and compressive forces on the battery pack, potentially resulting in physical damage. The first buffer section 41 effectively absorbs and disperses these forces, reducing the stress directly acting on the battery pack, lowering the risk of damage to the internal cells, and improving the overall mechanical abuse safety of the battery pack. The first buffer section 41 can be made of polypropylene microporous foam, polyurethane foam, or polyphenylene ether bead foam. In addition to physical buffering, the first buffer section 41 also provides a certain degree of heat insulation and smoke isolation, especially under high-temperature operating conditions of the battery pack. It can reduce heat conduction to the housing, concentrating heat at the cooling cover 3 on top of the battery pack, and rapidly removing the heat through the active liquid cooling system within the cooling cover 3, thus improving heat dissipation efficiency. Furthermore, when a cell experiences thermal runaway, the first buffer section 41 can isolate the high-temperature smoke emitted from the cell from the high-voltage electrical connection components, preventing arcing and sparking. In addition, the surface of the first buffer part 41 is provided with an adhesive layer, which can be bonded to the box body and the bottom guard plate, thereby improving the vibration resistance of the bottom guard plate and the impact force buffering function of foreign objects at the bottom.

[0087] In one embodiment of this application, an explosion-proof valve is provided on the side of the battery assembly 1 away from the cooling cover 3, and a smoke exhaust channel 5 is provided on the first buffer part 41 corresponding to the position of the explosion-proof valve. A pressure relief valve 24 is provided on the housing 2, and the smoke exhaust channel 5 connects the explosion-proof valve and the pressure relief valve 24.

[0088] In the above technical solution, when excessive pressure is generated inside the battery pack due to factors such as thermal runaway of the cells, the explosion-proof valve is activated, opening a passage to allow the high-temperature gas and smoke inside to be released in a timely manner, preventing the internal pressure of the battery pack from accumulating to a dangerous level, thereby playing a role in explosion prevention and pressure relief. A smoke exhaust channel 5 is provided in the first buffer section 41 at the position corresponding to the explosion-proof valve. The smoke exhaust channel 5 directly connects the explosion-proof valve to the pressure relief valve 24 on the housing, aiming to provide a clear and unobstructed outflow path for the gas and smoke released by the explosion-proof valve. In this way, even in the event of battery thermal runaway, the generated gas will not accumulate inside the battery pack, but can be quickly discharged to the outside through the smoke exhaust channel and pressure relief valve, reducing the potential risk of explosion. The pressure relief valve 24 is another safety mechanism of the battery pack; its main function is to release the pressure below a safe threshold when the overall pressure of the battery pack abnormally increases. The smoke exhaust channel 5 is connected to the pressure relief valve 24, ensuring that when the explosion-proof valve is activated, the released gas can be smoothly discharged through the pressure relief valve, thereby maintaining the internal pressure of the battery pack within a controllable range and preventing the battery pack from being damaged due to excessive internal pressure. At the same time, the pressure relief valve 24 can guide the high-temperature gas and smoke generated by the thermal runaway of the battery component 1 to a safe direction such as the bottom surface for release, avoiding harm to the surrounding environment and personnel.

[0089] In one embodiment of this application, a first buffer portion 41 is disposed at the bottom of the battery assembly 1.

[0090] In the above technical solution, the first buffer part 41 can be a polypropylene microporous foam material, a polyurethane foam material, or a polyphenylene ether bead foam material. The first buffer part 41 is located at the bottom of the battery assembly 1, which can support the battery assembly 1 on the one hand, and effectively absorb and disperse the vibration and impact force generated during vehicle operation on the other hand. In addition, when the battery cell experiences thermal runaway, the first buffer part 41 can play an isolation and guiding role, guiding the gas generated by thermal runaway to be discharged along a predetermined path, avoiding the accumulation of high-temperature gas inside the battery pack, reducing the risk of electrical short circuit, and protecting surrounding components from damage.

[0091] In one embodiment of this application, the volume of the smoke exhaust channel 5 accounts for 4% to 40% of the total volume of the smoke exhaust channel 5 and the first buffer section 41.

[0092] In the above technical solution, the volume of the exhaust channel 5 is set to account for 4% to 40% of the total volume of the exhaust channel 5 and the first buffer part 41. This can better balance the needs of support, buffering and exhaust. On the one hand, it avoids the exhaust channel 5 having too large a volume ratio, which would reduce the support and buffering performance of the first buffer part 41 on the battery component 1. On the other hand, it avoids the exhaust channel 5 having too small a volume ratio, which would prevent the gas generated by thermal runaway from being effectively guided out.

[0093] In one embodiment of this application, the battery assembly 1 further includes a busbar 15, and a first buffer portion 41 encloses the busbar 15.

[0094] In the above technical solution, the busbar 15, as a key electrical connection component inside the battery module, is responsible for the electrical connection between the cells. The first buffer portion 41 wraps around the busbar 15, providing an insulating and buffering barrier to prevent the busbar from being directly subjected to external impacts, thereby reducing the risk of electrical short circuits and improving the safety and reliability of the battery module under extreme conditions. Furthermore, when a cell experiences thermal runaway, it generates a large amount of high-temperature smoke and heat. If this heat directly acts on the busbar, it may cause thermal deformation or damage to the busbar material, further affecting the function of the battery module. The first buffer portion 41, as a thermal insulation material, effectively insulates the busbar from high temperatures, mitigating the impact of heat on the busbar, thereby protecting the electrical performance of the busbar and extending its service life.

[0095] In one embodiment of this application, when the battery pack uses a lithium iron phosphate system, the volume of the exhaust channel 5 accounts for 4% to 15% of the total volume of the exhaust channel 5 and the first buffer section 41; when the battery pack uses a ternary lithium battery system, the volume of the exhaust channel 5 accounts for 15% to 40% of the total volume of the exhaust channel 5 and the first buffer section 41.

[0096] In the above technical solution, the proportion of the exhaust channel 5 to the total volume of the exhaust channel 5 and the first buffer section 41 is optimized according to different battery types. Lithium iron phosphate (LFP) batteries generate relatively little gas during thermal runaway, and the heat released during their chemical reaction is also relatively low. Therefore, for LFP systems, the exhaust channel 5 does not need to be too large; a proportion of 4% to 15% is sufficient for rapid exhaust of small amounts of gas, while ensuring the compactness and high energy density of the battery pack's internal structure, leaving more space for the first buffer section 41 to further improve its support and buffering effect on the lithium iron phosphate battery components. In contrast, ternary lithium batteries generate a larger amount of gas during thermal runaway, and the heat released during the chemical reaction is significantly higher than that of LFP batteries. Therefore, the proportion of the exhaust channel 5 to the total volume of the exhaust channel 5 and the first buffer section 41 is set at 15% to 40%, providing a larger exhaust channel volume to ensure rapid exhaust of thermal runaway gas, prevent rapid accumulation of internal pressure, and thus avoid more serious safety accidents.

[0097] In one embodiment of this application, a partition 25 is provided inside the housing 2, which divides the housing 2 into an electrical compartment 26 and a battery compartment 27. The battery assembly 1 is disposed in the battery compartment 27, and the smoke exhaust channel 5 is disposed in the battery compartment 27 and connects to the explosion-proof valve and the electrical compartment 26. A pressure relief channel 29 is provided on the housing 2, which connects the outside of the housing 2 and the electrical compartment 26. A pressure relief valve 24 is disposed outside the pressure relief channel 29.

[0098] In the above technical solution, the electrical compartment and battery compartment are separated by the partition 25, which effectively isolates electrical system components such as high-voltage electrical devices and control modules from the battery pack. This isolation design prevents high-temperature gases and fumes released by the battery pack from directly contacting the electrical system in the event of battery thermal runaway, avoiding secondary accidents such as electrical system short circuits and fires, and enhancing the overall vehicle safety. The smoke exhaust channel 5 and the pressure relief channel 29 provide a direct flow path for the gases released by the battery pack in the event of thermal runaway, guiding the gases from the battery compartment to the electrical compartment and finally discharging them through the pressure relief valve 24.

[0099] In one embodiment of this application, the ratio of the total volume of the smoke exhaust channel 5 and the first buffer section 41 to the volume of the battery compartment is 0.15:1 to 0.35:1, and the ratio of the volume of the electrical compartment to the battery compartment is 1:10 to 1:2.

[0100] In one embodiment of this application, a plurality of battery components 1 are arranged sequentially along the thickness direction, and a second buffer portion 42 is provided between two adjacent battery components 1. The second buffer portion 42 can absorb the expansion force between two adjacent battery components 1.

[0101] In the above technical solution, the battery cell expands during charging due to lithium intercalation and heat generation. Without appropriate buffering measures to absorb this expansion, the clamping force on the cell increases, potentially leading to thermal runaway. The second buffer 42 can be made of materials with good thermal stability and low thermal conductivity, such as polymer foam or rubber. These materials not only provide physical buffering but also isolate heat conduction between battery components to a certain extent, delaying or preventing heat propagation when thermal runaway occurs. Simultaneously, the second buffer 42, made of polymer foam or rubber, is elastic, absorbing the expansion deformation of the battery assembly during charging, reducing the clamping force on the cell, and preventing thermal runaway. Furthermore, the separator 25 can limit the battery assembly 1 on one side of its thickness direction, working in conjunction with the housing on the other side of the thickness direction to restrict deformation in the battery assembly.

[0102] In one embodiment of this application, the cooling cover 3 is fixed to the top of the side wall of the housing 2 by bolts, and a first sealing ring 71 is provided between the cooling cover 3 and the top of the side wall of the housing 2.

[0103] In the above technical solution, the cooling cover 3 is bolted to the side wall of the housing, ensuring a stable installation of the cooling cover 3. The bolted connection provides sufficient mechanical strength, allowing the cooling cover to maintain a tight connection with the housing even during vehicle operation, despite vibrations or impacts. This ensures the normal operation of the cooling system and prevents a gap from forming between the cooling cover and the battery assembly 1 due to loosening, which could lead to a decrease in cooling efficiency. The first sealing ring 71, located at the junction of the cooling cover 3 and the top of the side wall of the housing 2, seals the battery pack, preventing external contaminants such as water and dust from entering the battery pack and affecting the working environment of the battery assembly.

[0104] In one embodiment of this application, the adhesive-blocking foam 8 is located between the cooling top cover 3 and the battery assembly 1 and at the part where the battery assembly 1 is fixedly connected to the housing. The adhesive-blocking foam 8 can block the heat-conducting part 28 between the cooling top cover 3 and the battery assembly 1, preventing the heat-conducting part 28 from shifting or leaking to the outside of the housing 2.

[0105] In the above technical solution, the main function of the insulating foam 8 is to stop and limit the heat-conducting part 28 between the cooling cover 3 and the battery assembly 1, prevent the heat-conducting part 28 from overflowing to the side of the box, and ensure that the heat-conducting part 28 can always be kept in the correct position to quickly conduct heat, thereby improving the battery cooling efficiency.

[0106] In one embodiment of this application, the battery cell is provided with a tab facing away from the cooling cover 3, and the battery assembly 1 also includes a busbar 15, which is electrically connected to the tabs of two adjacent battery assemblies 1.

[0107] In the above technical solution, the tabs of adjacent battery modules are connected by busbar 15 to form a compact and efficient electrical connection network. By placing the tabs on the side away from the cooling cover, the tabs can be prevented from obstructing the close contact between the cooling cover and the battery module, ensuring that the heat generated by the cell can be quickly conducted to the cooling cover and carried away by the active liquid cooling system on the cooling cover, thereby achieving efficient thermal management of the battery pack and significantly improving the safety of the battery pack.

[0108] In one embodiment of this application, the housing 2 further includes a base plate 6, which is connected and fixed to the housing 2 by bolts, and a first buffer part 41 is disposed between the base plate 6 and the battery assembly 1.

[0109] In the above technical solution, the base plate 6 is used to support the battery pack and electrical components inside the housing 2 at the bottom of the housing 2. The base plate 6 is connected and fixed to the housing 2 by bolts, which ensures a firm connection between the base plate and the housing and enhances the structural strength of the entire battery pack. A first buffer part 41 is provided between the base plate 6 and the battery pack 1, which can effectively absorb the impact of foreign objects from the outside during vehicle operation, reduce the impact of these external forces on the battery pack, and prevent the cells from internal short circuits or structural damage due to external impacts. In one embodiment of this application, a second sealing ring 72 is also provided between the base plate 6 and the housing side plate. The function of the second sealing ring 72 is to achieve the sealing between the base plate 6 and the housing side plate, preventing moisture, dust or other impurities from entering the battery pack. As a key component of electric vehicles or energy storage systems, the battery pack's internal cells and circuits are very sensitive to environmental conditions. In particular, the entry of moisture and dust may cause short circuits, reduce battery performance, or lead to safety problems. By setting a second sealing ring 72, the external environment can be effectively isolated, which helps to improve the waterproof and dustproof rating of the battery pack and ensure the safe operation of the internal components of the battery pack under various weather and usage conditions.

[0110] See also Figures 1 to 11 As shown, this application also provides a vehicle including the battery pack of the above embodiments.

[0111] In the above technical solution, by integrating a high-efficiency cooling system into the battery pack, the vehicle's battery thermal management system is significantly optimized. The first thermal management section 16 and the second thermal management section 14 in the battery pack form a U-shaped structure, and a cavity with a cooling medium is set in the thermal management section. This not only simplifies the cooling structure and avoids leakage in the thermal management liquid pack, but also allows the cells to fully contact the thermal management section, improves the cooling efficiency of the cells 9, ensures the temperature stability of the battery during high-power charging and discharging, reduces the risk of thermal runaway, and thus improves the overall performance and safety of the vehicle.

[0112] From the above description, it can be seen that the above embodiments of this application achieve the following technical effects: Battery assembly 1 is a battery energy storage and management unit, which includes battery cell 9 and thermal management assembly 12. Battery cell 9 is a battery energy storage unit, and its operating temperature has a direct impact on the performance and safety of the battery. Thermal management assembly 12 is used to realize thermal management of battery cell 9, including cooling battery cell 9 with high temperature during charging and discharging. Thermal management assembly 12 specifically includes a first thermal management part 16 and a second thermal management part 14, which together constitute the basis of the cooling structure, ensuring effective flow of cooling medium and sufficient contact with battery cell. The first thermal management part 16 and the second thermal management part 14 are connected to form a U-shaped structure and form a receiving cavity on the inside. The first thermal management part 16 is located at the bottom of the U-shaped structure and is in direct contact with the bottom surface of battery cell 9. The cavity 18 provided inside the first thermal management part 16 is used to fill the cooling medium to improve heat exchange efficiency. The second thermal management section 14 is disposed on both sides of the first thermal management section 16 and contacts the large surface of the battery cell 9, further increasing the heat dissipation area of ​​the thermal management assembly 12 on the battery cell 9 and improving the cooling effect. The bent section 141 is part of the second thermal management section 14. The bent section 141 bends and extends towards the first thermal management section 16 and connects to it. By setting the bent section 141, not only is the contact area between the cooling medium and the large and bottom surfaces of the battery cell maximized and the flow path of the cooling medium optimized, enhancing the heat exchange effect, but the U-shaped structure formed also strengthens the mechanical fixation of the battery cell and improves the structural rigidity of the battery pack. The cavity 18 is located inside the first thermal management section 16 and the second thermal management section 14 and is used to fill the cooling medium, such as water, coolant, or phase change liquid, which helps to quickly transfer the heat of the battery cell, significantly improving the cooling effect and efficiency.

[0113] By setting up a first and second thermal management unit in a U-shaped structure within the thermal management assembly, the large surface of the battery cell abuts against the second thermal management unit, while the bottom surface abuts against the first thermal management unit, achieving efficient multi-faceted heat dissipation of the battery cell. The bending design of the second thermal management unit ensures a good connection with the first thermal management unit, enhancing the overall structural integrity. The cooling medium filled within the cavity allows heat to be rapidly transferred through the thermal management components, improving the efficiency of cell heat dissipation and cooling, optimizing the thermal management effect, simplifying the heat dissipation structure, reducing the number of pipes and joints in the cooling system, reducing the possibility of coolant leakage, and improving system reliability. Overall, this technical solution not only improves the heat dissipation efficiency of the battery pack but also simplifies the structural design, enhances system stability and safety, and effectively solves the problems of low heat dissipation efficiency, poor heat dissipation effect, and high heat dissipation risk in existing technologies.

[0114] Obviously, the embodiments described above are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort should fall within the scope of protection of this application.

[0115] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0116] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A battery pack, characterized in that, It includes a battery assembly (1) and a housing (2) for housing the battery assembly, wherein the battery assembly (1) includes a battery cell (9) and a thermal management assembly (12). The thermal management component (12) includes a first thermal management section (16) and a second thermal management section (14) disposed on both sides of the first thermal management section (16). The first thermal management section (16) and the second thermal management section (14) are connected to form a U-shape and form a receiving cavity on the inner side. The second thermal management unit (14) further includes a bending portion (141), which is disposed at one end of the second thermal management unit (14) near the first thermal management unit (16). The bending portion (141) bends and extends toward the first thermal management unit (16) and is connected to the first thermal management unit (16). Both the first thermal management section (16) and the second thermal management section (14) are provided with cavities (18), and cooling media are provided in the cavities (18); The battery cell (9) is disposed in the receiving cavity; the electrode terminals of the battery cell (9) are located at the opening of the thermal management component (12); the large surface of the battery cell (9) is in heat exchange cooperation with the second thermal management unit (14); and the bottom surface of the battery cell (9) is in heat exchange cooperation with the first thermal management unit (16).

2. The battery pack according to claim 1, characterized in that, The first thermal management unit (16) is provided with a plurality of cavities (18) along the width direction, and the cavities (18) extend along their length direction; The second thermal management unit (14) is provided with a plurality of cavities (18) along the length direction, and the cavities (18) extend along the width direction.

3. The battery pack according to claim 1 or 2, characterized in that, The thermal management component (12) further includes a thermally conductive connection (17) disposed between the second thermal management component (14) and the plurality of battery cells (9); The thermally conductive connection (17) includes a thermally conductive structural adhesive, which is used to fix and bond the battery cell (9) to the thermal management component (12).

4. The battery pack according to claim 2, characterized in that, When the cooling medium in the cavity (18) of the first thermal management unit (16) is a phase change liquid, the width of the bending portion (141) accounts for 20% to 40% of the width of the thermal management component (12); when the cooling medium in the cavity (18) of the first thermal management unit (16) is a coolant, the width of the bending portion (141) accounts for 10% to 25% of the width of the thermal management component (12).

5. The battery pack according to claim 1, characterized in that, The battery pack also includes a fixing part (13), which is disposed at both ends of the thermal management component (12). The structural strength of the fixing part (13) is greater than that of the thermal management component (12). The fixing part (13) is used to install and fix the thermal management component (12) onto the housing (2).

6. The battery pack according to claim 5, characterized in that, The fixing part (13) includes a first fixing section (131) and a second fixing section (133). The first fixing section (131) and the second fixing section (133) are fixedly connected. The second fixing section (133) is disposed on both sides of the first fixing section (131) in the X-axis direction and extends in the Z-axis direction. The second fixing section (133) is fixedly connected to both ends of the thermal management assembly (12). The first fixing section (131) is also provided with a connecting post (134) and a reinforcing part (135). Both the first fixing section (131) and the reinforcing part (135) are U-shaped, and the opening direction of the reinforcing part (135) is opposite to the opening direction of the first fixing section (131). The reinforcing part (135) is disposed inside the first fixing section (131), and the connecting column (134) is fixedly disposed between the first fixing section (131) and the reinforcing part (135).

7. The battery pack according to claim 6, characterized in that, The inner side of the housing (2) is provided with a first locking beam (21), the first locking beam (21) includes a mounting flange, the mounting flange protrudes toward the battery assembly (1), and the first fixing section (131) is connected to the mounting flange by a first fastener.

8. The battery pack according to claim 7, characterized in that, A second locking beam (22) is also provided on the outside of the housing (2). The height of the second locking beam (22) is lower than that of the first locking beam (21). The second locking beam (22) is used to connect the battery pack to the vehicle body structure through a second fastener.

9. The battery pack according to claim 7, characterized in that, The housing (2) includes a cooling cover (3), which is in contact with the thermal management component (12) or a heat-conducting part (28) is provided between the cooling cover (3) and the thermal management component (12).

10. The battery pack according to claim 9, characterized in that, The cooling cover (3) is provided with a cooling channel, which contains cooling fluid. The cooling cover (3) is provided with a fluid inlet (32) and a fluid outlet (33). The cooling channel is arranged in an S-shape or U-shape in the cooling cover (3) and connects the fluid inlet (32) and the fluid outlet (33).

11. The battery pack according to claim 7, characterized in that, A first buffer section (41) is provided between the battery assembly (1) and the housing (2), and the first buffer section (41) is used to buffer the interaction force between the battery assembly (1) and the housing (2).

12. The battery pack according to claim 9, characterized in that, An explosion-proof valve is provided on the side of the battery assembly (1) away from the cooling cover (3). A first buffer part (41) is provided between the thermal management component (12) and the housing (2). A smoke exhaust channel (5) is provided on the first buffer part (41) corresponding to the position of the explosion-proof valve. A pressure relief valve (24) is provided on the housing (2). The smoke exhaust channel (5) connects the explosion-proof valve and the pressure relief valve (24).

13. The battery pack according to claim 12, characterized in that, The volume of the exhaust channel (5) accounts for 4% to 40% of the total volume of the exhaust channel (5) and the first buffer section (41).

14. The battery pack according to claim 12, characterized in that, When the battery pack uses a lithium iron phosphate system, the volume of the exhaust channel (5) accounts for 4% to 15% of the total volume of the exhaust channel (5) and the first buffer section (41); when the battery pack uses a ternary lithium battery system, the volume of the exhaust channel (5) accounts for 15% to 40% of the total volume of the exhaust channel (5) and the first buffer section (41).

15. The battery pack according to claim 12, characterized in that, The housing (2) is provided with a partition (25) that divides the housing (2) into an electrical compartment (26) and a battery compartment (27). The battery assembly (1) is located in the battery compartment (27). The smoke exhaust channel (5) is located in the battery compartment (27) and connects the explosion-proof valve and the electrical compartment (26). The first buffer (41) is located at the bottom of the battery assembly (1). The housing (2) is provided with a pressure relief channel (29) that connects the outside of the housing (2) to the electrical compartment (26). The pressure relief valve (24) is located outside the pressure relief channel (29).

16. The battery pack according to claim 7, characterized in that, Multiple battery components (1) are arranged sequentially along the thickness direction, and a second buffer (42) is provided between two adjacent battery components (1). The second buffer (42) is used to absorb the expansion force between two adjacent battery components (1).

17. The battery pack according to claim 7, characterized in that, A heat insulation plate (136) is also provided between the reinforcing part (135) and the first locking beam (21). The thermal conductivity of the insulation board (136) is <0.5w / (mk), and the hardness of the insulation board (136) is >shoreD60.

18. A vehicle, characterized in that, Includes the battery pack as described in any one of claims 1 to 17.

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