Battery pack and electric device

Abstract

The application provides a battery pack and an electric device. The battery pack comprises a battery pack body, a mounting base and a protection piece. The battery pack body is embedded in the inner side space of the frame directly below the cab of a vehicle and comprises a first cell section, a middle connecting section and a second cell section arranged in sequence along a first direction. The two ends of the middle connecting section are connected with the first cell section and the second cell section respectively. The mounting base is rigidly connected with a preset mounting point on the inner side of the longitudinal beam of the frame. The battery pack body is arranged on the mounting base. The protection piece is arranged on the bottom of the battery pack body and covers the bottom surface thereof. The battery pack body is embedded in the inner side space of the frame directly below the cab, the special-shaped vacant area of the chassis is fully utilized, the mass center of the whole vehicle is effectively reduced, the driving stability is improved, the bottom protection piece can resist road impact and mud erosion, and the safety and environmental adaptability of the battery pack are enhanced.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a battery pack and electrical equipment. Background Technology

[0002] The power battery systems of new energy heavy trucks typically adopt standardized rectangular battery packs or rear-mounted layouts to meet the needs of vehicle electrification retrofitting and vehicle integration.

[0003] However, the above-mentioned solution has limited adaptability in irregular spaces under the cab, which can easily lead to insufficient space utilization and increase the risk of interference with moving parts such as air suspension. At the same time, the rear-mounted arrangement concentrates the battery mass at a higher position, which is not conducive to the vehicle's handling stability, and the battery pack protection and chassis integration capabilities are limited.

[0004] Therefore, how to improve the adaptability of battery pack space under the complex chassis space conditions of new energy heavy trucks while taking into account the stability, protection and integration of the whole vehicle has become a technical problem that needs to be solved. Summary of the Invention

[0005] This application provides a battery pack and electrical equipment to fully utilize the irregular space inside the frame below the vehicle cab, reduce the vehicle's center of gravity, and improve driving stability.

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

[0007] The battery pack itself is embedded in the inner space of the frame directly below the vehicle's cab;

[0008] The battery pack body includes a first cell segment, a second cell segment, and a middle connecting segment. Along a first direction, the first cell segment, the middle connecting segment, and the second cell segment are arranged sequentially. The two ends of the middle connecting segment along the first direction are respectively connected to the first cell segment and the second cell segment.

[0009] The mounting base is rigidly connected to the preset mounting point on the inner side of the vehicle frame longitudinal beam, and the battery pack body is set on the mounting base;

[0010] The protective component is located at the bottom of the battery pack body and covers the bottom surface of the battery pack body.

[0011] In one possible embodiment, along the second direction, the dimensions of the first cell segment and the second cell segment are both larger than the dimensions of the middle connecting segment, so that the battery pack body as a whole has an H-shaped structure.

[0012] In one possible embodiment, the battery pack body has a first groove and a second groove formed at the connection between the middle connecting section and the first cell section, and at the connection between the middle connecting section and the second cell section, respectively. Both the first groove and the second groove are used to avoid the air suspension airbag on the front axle of the vehicle.

[0013] In one possible embodiment, a multi-stage shock-absorbing pad is provided between the mounting base and the battery pack body to achieve a flexible connection.

[0014] In one possible embodiment, a liquid cooling plate is also included, which is an H-shaped liquid cooling plate; the outline of the H-shaped liquid cooling plate is adapted to the H-shaped structural outline of the battery pack body.

[0015] The liquid cooling plate connects the first cell segment, the middle connecting segment, and the second cell segment respectively.

[0016] In one possible embodiment, a battery pack housing is also included, in which the battery pack body is disposed;

[0017] The battery pack casing is connected to the liquid cooling plate.

[0018] In one possible embodiment, a limit stop is provided on the mounting base, and the limit stop acts on the battery pack body.

[0019] In one possible embodiment, the protective component is an insulating protective base plate, which is composed of a polymer elastomer layer and a carbon fiber reinforcement layer.

[0020] The insulating protective base plate has a local reinforcement layer at the corresponding middle connection section, and the surface of the local reinforcement layer has a wavy concave-convex structure.

[0021] In one possible embodiment, the first cell segment, the middle connecting segment and the second cell segment are each provided with a cell group, and each cell group is composed of multiple cells stacked along a first direction.

[0022] Secondly, embodiments of this application provide an electrical device including the battery pack described above.

[0023] This application provides a battery pack and electrical equipment. By embedding the battery pack body into the inner space of the vehicle frame directly below the driver's cab, and making the battery pack body include a first cell segment, a middle connecting segment and a second cell segment arranged sequentially along a first direction, and rigidly connected to the inner preset mounting point of the frame longitudinal beam by a mounting base, the battery pack's adaptability to irregular spaces below the driver's cab and its space utilization can be improved. This reduces the risk of interference with chassis moving parts such as air suspension and facilitates the placement of the battery mass at a lower position. Furthermore, by providing a protective component covering the bottom surface of the battery pack body, the bottom protection capability of the battery pack and its integration with the chassis structure can be improved, further enhancing the vehicle's stability, protection and system integration. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0025] Figure 1 This is a schematic diagram of the structure of an embodiment of this application;

[0026] Figure 2 This is a schematic cross-sectional view of an embodiment of this application;

[0027] Figure 3 This is an installation diagram of an embodiment of this application.

[0028] Explanation of reference numerals in the attached figures:

[0029] 100. Battery pack body; 110. First cell segment; 120. Second cell segment; 130. Middle connecting segment; 140. First groove; 150. Second groove; 160. Cell; 200. Mounting base; 300. Inner space of the frame; 310. Frame longitudinal beam; 320. Frame cross beam; 330. Air suspension airbag; 400. Liquid cooling plate; 500. Battery pack casing.

[0030] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, 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. In the absence of conflict, the following embodiments and features can be combined with each other.

[0032] Most existing new energy heavy-duty trucks use standardized rectangular battery packs for their power battery systems, or place the battery packs at the rear of the cab. The former is usually installed in a designated area of ​​the chassis using fixed brackets, relying on the regular shape to achieve universal assembly; the latter concentrates the battery packs in a higher position to gain convenience in layout and assembly space.

[0033] However, in the space inside the chassis beneath the cab, standardized rectangular battery packs often fail to fit the actual installation boundaries, resulting in a lot of unused space, insufficient space utilization, and reduced effective volume for battery cell placement. Furthermore, if the battery pack's shape and installation position are not well coordinated with the chassis's moving parts, it may increase the risk of interference with components such as the air suspension, affecting the overall vehicle layout's rationality.

[0034] While the rear-mounted arrangement can avoid some chassis area restrictions, it concentrates the battery mass at a higher position, which is not conducive to the control of the vehicle's center of gravity and driving stability. At the same time, this type of solution also has shortcomings in terms of bottom protection and integration with the chassis structure, which limits the safety protection capability of the battery system and the integration of the whole vehicle.

[0035] To overcome the shortcomings of the prior art, a battery pack and electrical equipment are proposed. By embedding the battery pack body into the inner space of the frame directly below the vehicle cab, and making the battery pack body include a first cell segment, a middle connecting segment and a second cell segment arranged sequentially along a first direction, combined with a mounting base rigidly connected to a preset mounting point on the inner side of the frame longitudinal beam and a protective component covering the bottom surface of the battery pack body, the layout adaptability in complex spaces is improved and the vehicle integration application effect is enhanced.

[0036] The present invention will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can have a clearer and more detailed understanding of the present invention.

[0037] Figure 1 This is a schematic diagram of the structure of an embodiment of this application; Figure 2 This is a schematic cross-sectional view of an embodiment of this application; Figure 3 This is an installation diagram of an embodiment of this application.

[0038] See Figure 1 , Figure 2 and Figure 3 This application provides a battery pack, including a battery pack body 100, a mounting base 200, and a protective component. The battery pack body 100 is embedded in the inner space 300 of the vehicle frame directly below the driver's cab. The battery pack body 100 includes a first cell segment 110, a second cell segment 120, and a middle connecting segment 130. Along a first direction X, the first cell segment 110, the middle connecting segment 130, and the second cell segment 120 are arranged sequentially. The two ends of the middle connecting segment 130 along the first direction X are respectively connected to the first cell segment 110 and the second cell segment 120. The mounting base 200 is rigidly connected to a preset mounting point on the inner side of the vehicle frame longitudinal beam 310, and the battery pack body 100 is disposed on the mounting base 200. The protective component is disposed at the bottom of the battery pack body 100 and covers the bottom surface of the battery pack body 100.

[0039] In this embodiment, the battery pack body 100 is the core energy storage component of this application. It is embedded in the inner space 300 of the frame directly below the driver's cab of the vehicle and undertakes the functions of storing and releasing electrical energy.

[0040] The battery pack body 100 adopts a three-section structure, specifically including a first cell section 110, a second cell section 120, and a middle connecting section 130.

[0041] The first cell segment 110 is located at one end of the battery pack body 100 along the first direction X, and houses multiple cells inside. The first cell segment 110 is used to provide the main energy storage capacity, and its external contour is adapted to the corresponding area of ​​the inner space 300 of the frame, ensuring that it can be smoothly embedded into the inner space 300 of the frame without interfering with surrounding components.

[0042] The second cell segment 120 is located at the other end of the battery pack body 100 along the first direction X, that is, the end opposite to the first cell segment 110, and also contains multiple cells. The second cell segment 120 and the first cell segment 110 can be arranged symmetrically in structure to provide the required electrical energy storage capacity for the vehicle.

[0043] It should be noted that the size of the first battery cell segment 110 and the number of internal battery cells of the second battery cell segment 120 can be flexibly adjusted according to the actual range requirements of the vehicle and the chassis space size to adapt to the application scenarios of different vehicle models.

[0044] The middle connecting section 130 is disposed between the first cell section 110 and the second cell section 120, and its two ends along the first direction X are respectively connected to the first cell section 110 and the second cell section 120.

[0045] The middle connecting section 130 physically connects the first cell section 110 and the second cell section 120 into one unit, forming an integral battery pack body 100, thereby enhancing the overall structural strength of the battery pack.

[0046] The middle connecting section 130 enables electrical connection between the cell group inside the first cell section 110 and the cell group inside the second cell section 120, forming a complete battery circuit.

[0047] The size and shape of the central connecting section 130 can be customized according to the actual situation of the irregular space in the middle under the cab, filling the empty area that cannot be utilized by traditional rectangular battery packs.

[0048] The mounting base 200 is a connecting component between the battery pack body 100 and the vehicle frame. It is rigidly connected to the preset mounting point on the inner side of the vehicle frame longitudinal beam 310. The battery pack body 100 is mounted on the mounting base 200.

[0049] The mounting base 200 provides a stable mounting base for the battery pack body 100, reliably fixing the battery pack body 100 to a predetermined position in the inner space 300 of the vehicle frame, preventing the battery pack body 100 from shifting or falling off during vehicle operation.

[0050] The mounting base 200 transmits the vibration and impact force from the vehicle frame to the battery pack body 100. At the same time, the vibration can be buffered and attenuated by the shock-absorbing structure set between the mounting base 200 and the battery pack body 100, protecting the cells inside the battery pack body 100 from the effects of severe vibration.

[0051] A limiting structure can be set on the mounting base 200 to accurately position and constrain the installation position of the battery pack body 100, ensuring the positional accuracy of the battery pack body 100 in the inner space 300 of the vehicle frame.

[0052] The protective component is located at the bottom of the battery pack body 100 and covers the bottom surface of the battery pack body 100.

[0053] When the vehicle is driving on a bumpy road or encounters foreign objects on the road, the protective component acts as the first protective barrier at the bottom of the battery pack body 100, withstanding the direct impact of flying stones, protrusions, etc. on the road, protecting the structural integrity of the bottom of the battery pack body 100 and the safety of the internal cells.

[0054] The protective component covers the bottom surface of the battery pack body 100, preventing harsh environmental factors such as mud, water, ice, snow, and sand from corroding the bottom of the battery pack body 100, thereby improving the environmental adaptability and durability of the battery pack.

[0055] The protective component may be made of insulating material or contain a layer of insulating material to provide electrical insulation protection for the bottom of the battery pack body 100, preventing the risk of leakage due to damage to the bottom.

[0056] For example, along the first direction X (i.e., the longitudinal direction of the frame, or the front-to-back direction of the vehicle), the first cell segment 110 is located at the foremost end, the second cell segment 120 is located at the rearmost end, and the middle connecting segment 130 is located in the middle position. The three are arranged sequentially along the first direction X to form a longitudinal layout of the first cell segment 110, the middle connecting segment 130, and the second cell segment 120.

[0057] The middle connecting section 130 is fixedly connected to the first cell section 110 at its front end along the first direction X, and fixedly connected to the second cell section 120 at its rear end along the first direction X. The connection between the three can be achieved using one or a combination of the following methods:

[0058] Integrated molding connection: The first cell segment 110, the middle connecting segment 130 and the second cell segment 120 are formed into an integrated structure through a common battery pack shell 500. There is no obvious physical boundary between the three, resulting in good integrity and high structural strength.

[0059] Modular split connection: The first cell segment 110 and the middle connecting segment 130, as well as the second cell segment 120 and the middle connecting segment 130, are fixedly connected by a detachable connection structure (such as bolt connection, snap connection, etc.), which facilitates segmented manufacturing, transportation and independent maintenance and replacement.

[0060] The middle connecting section 130 is electrically connected to the first cell section 110 and the second cell section 120 at both ends along the first direction X, so that the cell group inside the first cell section 110 and the cell group inside the second cell section 120 form a series or parallel battery circuit through the middle connecting section 130, and jointly provide power to the vehicle.

[0061] The mounting base 200 is rigidly connected to the inner pre-set mounting point of the frame longitudinal beam 310. This rigid connection can be achieved by bolting, riveting, or welding. The inner pre-set mounting point of the frame longitudinal beam 310 is a standardized installation interface reserved during the frame manufacturing process to ensure the installation position accuracy and connection strength of the mounting base 200 on the frame.

[0062] The battery pack body 100 is mounted on the mounting base 200. Depending on the implementation, the battery pack body 100 and the mounting base 200 can be directly or indirectly connected.

[0063] In one embodiment, the battery pack body 100 is placed directly on and fixed to the mounting base 200, and the two are fixedly connected by fasteners such as bolts.

[0064] In another embodiment, a shock-absorbing structure (such as a multi-stage shock-absorbing pad 210) is provided between the battery pack body 100 and the mounting base 200. The battery pack body 100 is indirectly mounted on the mounting base 200 through the shock-absorbing structure to achieve a flexible connection and buffer driving vibration.

[0065] The protective component is located at the bottom of the battery pack body 100, covering the bottom surface of the battery pack body 100. The connection relationship between the protective component and the battery pack body 100 is as follows:

[0066] Positional relationship: The protective component is located directly below the battery pack body 100, and its coverage area covers at least the entire bottom surface of the battery pack body 100 to ensure no blind spots in protection.

[0067] Fixed connection relationship: The protective component can be fixed to the bottom of the battery pack body 100 by means of adhesive, bolt connection, snap-fit, etc., forming a stable connection with the battery pack body 100 to prevent it from falling off due to vibration during driving.

[0068] Furthermore, by designing the battery pack body 100 as a three-section structure (first cell section 110, middle connecting section 130, and second cell section 120), the overall outline of the battery pack body 100 can be customized according to the actual geometry of the vehicle frame inner space 300. The first cell section 110 and the second cell section 120 can respectively adapt to the narrow areas on the left and right sides of the vehicle frame inner space 300, while the middle connecting section 130 can adapt to the irregularly shaped area in the middle of the vehicle frame inner space 300. The overall outline of the battery pack body 100 formed by the combination of the three sections closely matches the boundary of the vehicle frame inner space 300, maximizing the filling of the empty areas that cannot be utilized by traditional rectangular battery packs, significantly improving the utilization rate of chassis space, and thus achieving a larger battery capacity within the limited chassis space.

[0069] By embedding the battery pack body 100 into the inner space 300 of the frame directly below the cab, which is one of the lowest areas of the entire vehicle chassis, the battery pack body 100 is completely housed within the frame. Utilizing the low-positioning advantage of the inner frame space 300, the center of gravity height of the battery pack body 100 is reduced to the lowest feasible position. Since the power battery is one of the heaviest components in a new energy heavy-duty truck, placing the battery pack body 100 at the lowest position of the vehicle significantly reduces the overall center of gravity height, optimizes the load distribution, thereby reducing the roll angle under lateral acceleration conditions, enhancing the self-centering torque, and improving the vehicle's handling stability and driving safety.

[0070] By embedding the battery pack body 100 into the inner space 300 of the frame, the frame longitudinal beams 310 and frame cross beams 320 form a natural rigid mechanical protective barrier around the battery pack body 100. When the vehicle is involved in a side collision or bottoming out, the frame structure absorbs the impact energy first, effectively protecting the battery pack body 100 located inside the frame.

[0071] By installing a protective component at the bottom of the battery pack body 100, a dedicated protective layer is formed on the bottom of the battery pack body 100. The protective component can resist the impact and erosion of road stones, protrusions, mud, water, etc., filling the bottom protection blind spot that the frame structure cannot cover. By combining the rigid protection of the frame structure with the dedicated protection of the bottom protective component, all-round protection of the battery pack body 100 is achieved, significantly improving the safety redundancy of the battery pack in harsh road conditions and complex usage environments.

[0072] Based on the foregoing embodiments, further see... Figure 1 , Figure 2 and Figure 3 Along the second direction Y, the dimensions of the first cell segment 110 and the second cell segment 120 are both larger than the dimensions of the middle connecting segment 130, making the battery pack body 100 have an overall H-shaped structure.

[0073] In this embodiment, the H-shaped structure formed by the first cell segment 110, the second cell segment 120, and the middle connecting segment 130 exhibits the following overall morphological characteristics on the top-view projection plane:

[0074] The two "longitudinal arms" are the first cell segment 110 and the second cell segment 120. Both have a large lateral dimension in the second direction Y, and are represented as the left and right longitudinal sides of an H-shaped structure in the top view.

[0075] A "transverse connecting beam": namely, the middle connecting section 130, which has a small transverse dimension in the second direction Y, and is represented as the transverse connecting part of the H-shaped structure in the top view, connecting the middle position of the left and right longitudinal sides.

[0076] Two concave regions: The two concave spaces formed on both sides of the middle connecting section 130 due to the contraction of the lateral dimension are the first groove and the second groove, which are represented as two "notches" of an H-shaped structure in the top view.

[0077] Furthermore, let the first lateral dimension of the first cell segment 110 along the second direction Y be L1, the third lateral dimension of the middle connecting segment 130 along the second direction Y be L3, and the second lateral dimension of the second cell segment 120 along the second direction Y be L2. Then, the three satisfy the following relationship:

[0078] L1 > L3, and L2 > L3.

[0079] In a symmetrical embodiment, L1=L2, meaning the dimensions of the first cell segment 110 and the second cell segment 120 are equal in the second direction Y, and the battery pack body 100 has a symmetrical H-shaped structure. In this embodiment, the mass and center of gravity distribution of the battery pack body 100 in the left-right direction of the vehicle are symmetrical, which is beneficial to the lateral load balance and driving stability of the entire vehicle.

[0080] In another asymmetrical implementation, L1 ≠ L2, meaning the dimensions of the first cell segment 110 and the second cell segment 120 are not equal in the second direction Y, and the battery pack body 100 has an overall asymmetrical H-shaped structure. This implementation is suitable for vehicles with asymmetrical widths of space on the left and right sides below the cab, and can more flexibly adapt to the size differences of the actual chassis space.

[0081] The inner space 300 of the frame under the cab is not a regular rectangular space. Its width varies along the first direction X: in the area corresponding to the air suspension airbag 330, the available width is reduced due to the airbag occupying a certain amount of lateral space, forming a "narrowed" area of ​​space; in the area not corresponding to the air suspension airbag 330, the available width is relatively large, forming a "spacious" area of ​​space.

[0082] The specific fit between the H-shaped battery pack body 100 and the inner space 300 of the vehicle frame is as follows:

[0083] The first cell segment 110 (a longitudinal arm of the H shape) corresponds to the spacious area in the inner space 300 of the frame located on the side of the air suspension airbag 330 along the first direction X. The larger first lateral dimension L1 is adapted to the width of the spacious area, filling the space of the area.

[0084] The second cell segment 120 (another longitudinal arm of the H shape) corresponds to the spacious area in the inner space 300 of the frame located on the other side of the air suspension airbag 330 along the first direction X. The larger second lateral dimension L2 is adapted to the width of the spacious area, filling the space of the area.

[0085] The middle connecting section 130 (H-shaped transverse connecting beam) corresponds to the narrowed space area in the inner space 300 of the vehicle frame, which is occupied by the air suspension airbag 330. The smaller third transverse dimension L3 is adapted to the width of the narrowed area, so that the battery pack body 100 can pass smoothly through the location of the air suspension airbag 330 without interference.

[0086] The first and second grooves on both sides of the middle connecting section 130 correspond to the positions where the air suspension airbag 330 is located, providing a space for the air suspension airbag 330 to extend into the concave area of ​​the H-shaped structure at least partially.

[0087] Through the above-mentioned adaptation relationship, the outline of the battery pack body 100 and the boundary of the inner space 300 of the vehicle frame are highly fitted on the top-view projection surface, eliminating the invalid gap between the traditional rectangular battery pack and the irregular space to the greatest extent.

[0088] Furthermore, the inner space 300 of the frame below the cab is an irregularly shaped space, meaning that not all areas have the same width. At the location of the air suspension airbag 330, the usable width is significantly reduced because the airbag itself occupies part of the space; while in other locations, the usable width is relatively large.

[0089] Traditional rectangular battery packs, with their consistent width along their entire length, face a dilemma when adapting to this irregularly shaped space: if the battery pack width is designed to fit the narrowest area, a large amount of unused space will be left in the wider areas, resulting in low space utilization; if the battery pack width is designed to fit the widest area, it will interfere with the air suspension airbag 330 in the narrowest area, requiring the battery pack to be raised to avoid interference, which raises the center of gravity.

[0090] This application solves the aforementioned dilemma by constructing the battery pack body 100 into an H-shaped structure. The width of the battery pack body 100 varies in segments along the first direction X: at the position corresponding to the air suspension airbag 330 (i.e., the position of the middle connecting section 130), the lateral dimension is smaller, just fitting the width limitation of the narrow space area; at the position not corresponding to the air suspension airbag 330 (i.e., the position of the first cell section 110 and the second cell section 120), the lateral dimension is larger, making full use of the remaining space in the wider area. This variable width design, which is "wide where it should be wide and narrow where it should be narrow," allows the outline of the battery pack body 100 to fit closely with the boundary of the irregular space, effectively eliminating the ineffective gap between the traditional rectangular battery pack and the irregular space, and significantly improving the utilization rate of the chassis space.

[0091] The air suspension airbag 330 has a certain range of movement during operation. If the gap between the battery pack and the airbag is insufficient, mechanical interference is very likely to occur, leading to suspension failure or damage to the battery pack structure.

[0092] Traditional solutions typically involve either narrowing the overall width of the battery pack or raising its mounting position to avoid the airbag. Narrowing the overall width significantly reduces the internal volume of the battery pack, lowering its capacity; raising the mounting position increases the vehicle's center of gravity, affecting driving stability, and also reduces the ground clearance under the cab, impacting the vehicle's passability.

[0093] This application employs an H-shaped structure design to partially "neck" the central connecting section 130, which only needs to avoid the air suspension airbag 330, while the first cell section 110 and the second cell section 120 maintain a relatively large lateral dimension. This partial necking design ensures sufficient clearance at the location of the air suspension airbag 330 while maximizing the internal volume of the battery pack body 100 in other locations, allowing the battery pack to accommodate more cells and achieve higher battery capacity while ensuring suspension clearance.

[0094] Meanwhile, the concave region of the H-shaped structure allows the air suspension airbag 330 to extend at least partially into the contour of the battery pack body 100, creating a staggered arrangement between the battery pack body 100 and the air suspension airbag 330 in space (rather than simply being arranged side-by-side in the second direction Y). This staggered arrangement allows for a larger safety clearance between the battery pack body 100 and the air suspension airbag 330 within a limited space, further improving the reliability of suspension avoidance.

[0095] Combined with the low-position arrangement of the battery pack body 100 embedded in the inner space 300 of the frame directly below the cab in this application, the H-shaped structure further amplifies the technical effect of lowering the center of gravity due to its advantage in space utilization.

[0096] Due to its variable width, the H-shaped structure allows for a more compact distribution of the battery pack body 100's mass within the frame's inner space 300. Specifically, the H-shaped structure brings the overall center of gravity of the battery pack body 100 closer to the geometric center of the frame's inner space 300, avoiding situations where a mismatch between the battery pack's shape and the installation space forces some of the mass to be placed at a higher position.

[0097] Meanwhile, because the H-shaped structure can make fuller use of the low-lying area of ​​the inner space 300 of the frame, the overall embedding depth of the battery pack body 100 is greater, further reducing the center of gravity height of the battery pack body 100. As one of the heaviest components in new energy heavy trucks, the reduction in the center of gravity of the power battery directly leads to a decrease in the overall center of gravity height of the vehicle, thereby further reducing the roll angle of the vehicle under lateral acceleration conditions, enhancing the self-centering torque, and improving the vehicle's handling stability and driving safety.

[0098] The H-shaped structure exhibits excellent structural stability in mechanics. From a mechanical perspective, the H-shaped structure, formed by the first cell segment 110, the second cell segment 120, and the central connecting segment 130, has a geometric shape similar to the "I"-shaped or box-beam structure widely used in engineering structures. When the battery pack body 100 is subjected to torsional and bending loads from vehicle operation, the cross-sectional shape of the H-shaped structure can provide a high moment of inertia, thus exhibiting excellent torsional stiffness and bending strength.

[0099] Specifically: the first cell segment 110 and the second cell segment 120 serve as the two "flanges" of the H-shaped structure, bearing the main bending load, and their large lateral dimensions provide a large moment of inertia; the middle connecting segment 130 serves as the "web" of the H-shaped structure, bearing the shear load and connecting the two flanges into a whole, ensuring that the two flanges are subjected to force in a coordinated manner.

[0100] This mechanical property is particularly important for battery packs installed at the bottom of vehicles. During vehicle operation, especially on rough roads or during sharp turns, the frame undergoes a certain degree of torsional deformation. The battery pack body 100, embedded in the inner space 300 of the frame, will therefore bear corresponding torsional and bending loads. The H-shaped structure gives the battery pack body 100 itself high torsional stiffness and bending strength, effectively resisting these loads, reducing the amount of deformation of the battery pack body 100 during operation, thereby protecting the internal cells from compressive stress caused by shell deformation, extending the lifespan and safety of the cells.

[0101] In particular, when the middle connecting section 130, the first cell section 110, and the second cell section 120 are formed into an integrated shell, there are no welds or gaps at the connection interfaces between the sections of the H-shaped structure, and the stress transmission is more continuous and uniform, which further improves the overall structural strength of the battery pack body 100.

[0102] In one possible implementation, see Figure 1 , Figure 2 and Figure 3 The battery pack body 100 has a first groove 140 and a second groove 150 formed at the connection between the middle connecting section 130 and the first cell section 110, and at the connection between the middle connecting section 130 and the second cell section 120, respectively. The first groove 140 and the second groove 150 are both used to avoid the air suspension airbag 330 of the front axle of the vehicle.

[0103] In this embodiment, the first groove 140 is located on one side of the battery pack body 100 (e.g., the left side of a vehicle), specifically formed at the connection between the middle connecting section 130 and the first cell section 110. Viewed from above, the first groove 140 is a notch or recessed area formed by the inward indentation of the side wall of the battery pack body 100.

[0104] The first recess 140 provides a space for the air suspension airbag 330 on one side of the front axle of the vehicle (e.g., the left side). The air suspension airbag 330 can extend at least partially into the first recess 140, so that the battery pack body 100 and the air suspension airbag 330 are arranged in an alternating manner in space, avoiding spatial competition between the two in the second direction Y.

[0105] The first groove 140 incorporates the space required for the air suspension airbag 330 into the outline of the battery pack body 100, so that the battery pack body 100 can fill other areas of the inner space 300 of the frame to the maximum extent while avoiding the airbag, thereby improving the overall space utilization.

[0106] The inner wall of the first groove 140 can serve as the limiting boundary of the air suspension airbag 330, providing physical limitation when the airbag swings abnormally and significantly, preventing the airbag from swinging excessively and colliding with other components.

[0107] The second groove 150 is located on the other side of the battery pack body 100 (e.g., the right side of the vehicle), specifically formed at the connection between the middle connecting section 130 and the second cell section 120. The second groove 150 and the first groove 140 may be symmetrically arranged in structure, and their shape and size may be the same as or different from the first groove 140.

[0108] The second recess 150 provides a receiving space for the air suspension airbag 330 on the other side (e.g., the right side) of the front axle of the vehicle. The air suspension airbag 330 can extend at least partially into the second recess 150, so that the battery pack body 100 and the air suspension airbag 330 are spatially staggered.

[0109] Similar to the first groove 140, the second groove 150 incorporates the space required for the air suspension airbag 330 on the other side into the outline of the battery pack body 100, maximizing space utilization efficiency.

[0110] In an embodiment where the second groove 150 is symmetrically arranged with respect to the first groove 140, the second groove 150 creates symmetrical clearance spaces on the left and right sides of the H-shaped structure of the battery pack body 100, which is beneficial for load balance in the left and right directions of the vehicle and symmetrical arrangement of the suspension system.

[0111] The first groove 140 and the second groove 150 can present one or a combination of the following structural forms on the top projection plane:

[0112] Arc-shaped groove: The bottom surface of the groove is an arc-shaped surface, which matches the outer contour shape of the air suspension airbag 330. This helps to provide the maximum accommodation space for the airbag in a limited space, while avoiding stress concentration at the edge of the groove.

[0113] Square groove: The bottom surface of the groove is flat, and the walls are connected at an angle, which facilitates manufacturing and processing. It is suitable for scenarios where the shape of the air suspension airbag 330 is relatively regular.

[0114] Trapezoidal groove: The opening width of the groove is greater than the bottom width, forming a trapezoid that is wider on the outside and narrower on the inside. This facilitates the insertion and removal of the air suspension airbag 330, while also providing a certain guiding function.

[0115] In one embodiment, the inner wall surfaces of the first groove 140 and the second groove 150 are further provided with an elastic buffer layer (such as a rubber layer or a polyurethane layer) to provide buffering when the air suspension airbag 330 is involved in a collision due to abnormal operating conditions, so as to avoid direct contact between the airbag and the rigid shell of the battery pack body 100 and damage. Furthermore, when the system is activated and installed in the inner space of the frame directly below the vehicle's cab, the battery pack body 100 is fixedly connected to the preset mounting point on the inner side of the frame longitudinal beam 310 via the mounting base 200, and forms a stable load-bearing and protective structure with the cooperation of the protective components. As the vehicle moves, the air suspension airbag 330 on the front axle of the vehicle will be compressed, rebounded and deflected due to road undulations. At this time, the first groove 140 formed between the middle connecting section 130 and the first cell section 110 and the second groove 150 formed between the middle connecting section 130 and the second cell section 120 simultaneously provide corresponding local clearance space, so that the movement trajectory of the airbag is always within the reserved space of the groove, and will not come into contact with or be squeezed by the outer surface of the battery pack body 100.

[0116] Based on the above operational relationships, it can be seen that this structure can achieve precise adaptation to the complex space inside the vehicle frame and the suspension movement boundaries without significantly sacrificing the effective volume of the battery pack. This reduces the risk of interference with chassis components, ensures the normal working travel of the air suspension, and helps improve the compactness, reliability, and service safety of the overall vehicle layout. It should be understood that the above example is for demonstration purposes only and is not limiting.

[0117] Based on the aforementioned embodiments, a multi-level shock-absorbing pad is further provided between the mounting base 200 and the battery pack body 100 to achieve a flexible connection.

[0118] In this embodiment, the multi-level shock-absorbing pad is a flexible connecting element disposed between the mounting base 200 and the battery pack body 100. It is made of at least two layers of highly elastic materials with different hardness and is the core component for realizing flexible connection.

[0119] The specific functions of multi-stage damping pads include:

[0120] Vibration damping effect: The multi-stage damping pads absorb and dissipate vibration energy through the compression deformation of their highly elastic materials. When vibrations from the road surface are transmitted to the mounting base 200 via the vehicle frame, the multi-stage damping pads undergo elastic deformation, converting the vibration energy into heat energy within the material and dissipating it, thereby reducing the vibration amplitude transmitted to the battery pack body 100.

[0121] The core advantage of the "multi-stage" design lies in its wide-band vibration damping: the higher-hardness layer (hard layer) bears the static load of the battery pack body 100, providing the main support stiffness and effectively attenuating high-frequency, low-amplitude vibrations; the lower-hardness layer (soft layer) absorbs low-frequency vibrations and impact energy with large amplitudes, providing greater deformation capacity to buffer severe impacts. The synergistic work of layers with different hardnesses enables the multi-stage damping pad to effectively isolate a wide range of vibrations, from low-frequency, high-amplitude vibrations to high-frequency, low-amplitude vibrations, significantly outperforming single-stage damping pads made of a single-hardness material.

[0122] Shock absorption: When a vehicle travels on bumpy roads or encounters road protrusions, the impact on the wheels is transmitted to the battery pack body 100 via the suspension and frame. If the connection is rigid, the impact force will be transmitted directly to the battery pack body 100 without attenuation, potentially causing deformation of the battery pack casing 500, damage to the internal structure of the cells, or loosening of connectors. Multi-stage shock-absorbing pads absorb impact energy through their elastic deformation, prolonging the impact duration and reducing the peak impact force, thereby protecting the battery pack body 100 from severe impact damage.

[0123] Tolerance compensation function: In the manufacturing and assembly process of the battery pack body 100 and the mounting base 200, dimensional and positional tolerances are unavoidable. The elastic deformation capability of the multi-stage damping pads can absorb these tolerances, reduce the machining accuracy requirements of the mounting base 200 and the battery pack body 100, and improve the fault tolerance and production efficiency of the assembly.

[0124] Sound insulation and noise reduction: The multi-stage damping pads form an elastic isolation layer between the mounting base 200 and the battery pack body 100, cutting off the solid path of vibration transmission, reducing the transmission of structural noise, and helping to improve the NVH (noise, vibration and harshness) performance of the whole vehicle.

[0125] The multi-stage damping pad 210 is made of at least two layers of highly elastic materials with different hardness.

[0126] The layer with higher hardness is typically located near the mounting base 200 or in the middle of the multi-stage damping pads. This layer is made of a material with high hardness and low static compressive deformation. Its main function is to provide sufficient support stiffness, ensuring that the battery pack body 100 maintains a stable mounting height and orientation under static and quasi-static conditions, and preventing positional displacement of the battery pack body 100 due to excessive compression of the pads. This layer can be made of high-hardness rubber, polyurethane elastomer, or fiber-reinforced composite materials.

[0127] The layer with lower hardness is usually located near the battery pack body 100 or on the surface of the multi-stage damping pads. Its material has low hardness and high elastic deformation capacity. The main function of this layer is to absorb large-amplitude vibration and impact energy, providing sufficient buffering under large-amplitude vibration conditions.

[0128] The material for this layer can be a rubber material or a foamed elastomer material with low hardness.

[0129] The layers can be combined in the following ways:

[0130] Vulcanization bonding: Rubber layers of different hardness are integrally formed during the vulcanization process, and the layers are bonded together by chemical bonds to form an inseparable integral multi-level shock-absorbing pad.

[0131] Adhesive bonding: After each layer is manufactured separately, it is bonded together as a whole using a high-performance structural adhesive.

[0132] Mechanical interlocking: Interlocking structures such as protrusions and grooves are set on the contact surfaces of each layer to achieve positioning and connection of each layer through mechanical means.

[0133] The arrangement of the multi-stage damping pads can be selected according to the weight and vibration characteristics of the battery pack body 100.

[0134] Independent multi-stage vibration damping pads are installed at multiple load-bearing points between the mounting base 200 and the battery pack body 100. For example, a multi-stage vibration damping pad is installed at each of the four corners of the mounting base 200, with multiple pads working together to support and dampen vibrations. The advantage of this distributed arrangement is that each pad is independent of the others, making it easy to replace and maintain them individually.

[0135] A single, multi-stage vibration-damping pad is installed on the entire contact surface between the mounting base 200 and the battery pack body 100. The advantages of this integrated arrangement are a large bearing area, uniform stress distribution, and good sealing performance, which can simultaneously serve the functions of vibration reduction and sealing.

[0136] Based on the foregoing embodiments, further see... Figure 2 It also includes a liquid cooling plate 400, which is an H-shaped liquid cooling plate; the outline of the H-shaped liquid cooling plate is adapted to the H-shaped structural outline of the battery pack body 100; the liquid cooling plate 400 is connected to the first cell segment 110, the middle connecting segment 130 and the second cell segment 120 respectively.

[0137] In this embodiment, the liquid cooling plate 400 is the core component of the battery pack thermal management system. It has internal channels for the flow of coolant and achieves temperature control of the battery pack through heat exchange with the battery cells.

[0138] The liquid cooling plate 400 regulates the temperature of each cell segment of the battery pack body 100 through the circulation of coolant inside it.

[0139] When the battery cell generates heat and its temperature rises during operation, the heat is conducted from the battery cell to the liquid cooling plate 400, and then carried out of the battery pack by the circulating coolant. The heat is then dissipated into the environment through the vehicle's cooling system (such as radiators, fans, etc.), keeping the battery cell temperature within a suitable operating range.

[0140] In low-temperature environments, the coolant can be heated by a heating device. The heated coolant flows through the liquid cooling plate 400, transferring heat to the battery cell and raising its temperature to a suitable operating temperature, thus ensuring the charging and discharging performance and safety of the battery cell under low-temperature conditions.

[0141] The H-shaped profile of the liquid cooling plate 400 enables it to simultaneously cover all the cells of the first cell segment 110, the middle connecting segment 130, and the second cell segment 120, thereby achieving full-area temperature management of the H-shaped battery pack body 100 and avoiding local overheating or overcooling problems caused by uneven cooling coverage.

[0142] The liquid cooling plate 400 is not only a thermal management component but also serves as the structural framework of the battery pack. The liquid cooling plate 400 is fixedly connected to the battery pack housing 500, and connects the first cell segment 110, the middle connecting segment 130, and the second cell segment 120, physically linking the three cell segments into a single unit. Through the structural framework function of the liquid cooling plate 400, the overall torsional stiffness and bending strength of the H-shaped battery pack body 100 are significantly improved, enabling it to better resist deformation forces caused by uneven road surfaces and vehicle body torsion during vehicle operation, protecting the internal cells from mechanical stress damage.

[0143] The H-shaped integrated structure of the liquid cooling plate 400 makes it a bridge connecting the first cell segment 110, the middle connecting segment 130, and the second cell segment 120. The liquid cooling plate 400 is connected to the three cell segments respectively, connecting them into a complete structural unit, which enhances the integrity and structural stability of the battery pack body 100.

[0144] The outline of the H-shaped liquid cooling plate is adapted to the H-shaped structural outline of the battery pack body 100. Specifically:

[0145] The outline of the H-shaped liquid cooling plate on the top-view projection surface is consistent with or substantially consistent with the top-view projection outline of the battery pack body 100, that is, the liquid cooling plate 400 has the same H-shaped shape as the battery pack body 100.

[0146] The liquid cooling plate 400 includes a first cooling section, a second cooling section and a third cooling section, which correspond to the first cell segment 110, the middle connecting section 130 and the second cell segment 120, respectively.

[0147] The liquid cooling plate 400 is in the second direction Y, and the dimensions of its first cooling section and second cooling section are both larger than the dimensions of its third cooling section, which is consistent with the H-shaped structural dimensions of the battery pack body 100.

[0148] In the outline of the H-shaped liquid cooling plate, at the positions corresponding to the first groove 140 and the second groove 150, the outline of the liquid cooling plate 400 is also recessed inward to avoid the air suspension airbag 330.

[0149] The core significance of matching the outline of the H-shaped liquid cooling plate with the H-shaped structural outline of the battery pack body 100 is that the liquid cooling plate 400 can cover the bottom of the entire battery pack body 100 with a complete integrated structure, without having to divide the liquid cooling plate into multiple independent split liquid cooling plates and then connect them through pipelines.

[0150] The liquid cooling plate 400 is connected to the first cell segment 110, the middle connecting segment 130 and the second cell segment 120 respectively.

[0151] The liquid cooling plate 400 forms a thermally conductive connection with the battery cells within each battery cell segment. In one embodiment, the liquid cooling plate 400 is disposed below the battery cell assembly (i.e., at the bottom of the battery cell assembly), with the bottom surface of the battery cell contacting the top surface of the liquid cooling plate 400. To improve thermal conductivity, a thermally conductive interface material (such as a thermally conductive silicone pad, thermally conductive gel, or thermally conductive adhesive) is provided between the liquid cooling plate 400 and the battery cell. By filling the tiny gaps between the liquid cooling plate 400 and the battery cell with the thermally conductive interface material, contact thermal resistance is eliminated, achieving highly efficient thermal conduction.

[0152] The liquid cooling plate 400 is mechanically fixed to each battery cell segment. In one embodiment, the liquid cooling plate 400 is fixedly connected to the battery pack housing 500 by fasteners such as bolts and rivets, and the battery cells inside the battery pack housing 500 are kept in close contact with the liquid cooling plate 400 by fixing brackets or pressure plates. In another embodiment, the liquid cooling plate 400 is bonded to the bottom of the battery cell or battery cell assembly by thermally conductive structural adhesive, thus achieving both mechanical and thermal conduction connections.

[0153] The heat transfer path between the liquid cooling plate 400 and the battery cell is as follows:

[0154] In cooling mode, the heat generated by the battery cell during operation passes sequentially through: the battery cell body, the battery cell outer shell or insulation layer, the thermally conductive interface material, the top surface of the liquid cooling plate 400, the flow channel wall of the liquid cooling plate 400, and the coolant. The coolant flows in the flow channel, carrying the heat to the outlet of the liquid cooling plate 400, and then dissipating it into the environment through external pipes and heat sinks.

[0155] In heating mode, heat is transferred along the opposite path: heated coolant, flow channel wall of liquid cooling plate 400, top surface of liquid cooling plate 400, thermally conductive interface material, and battery cell, heating the battery cell to a suitable operating temperature.

[0156] The H-shaped liquid cooling plate 400 has internal channels for coolant flow. The layout of the channels matches the contour of the H-shaped liquid cooling plate, specifically including:

[0157] First flow channel area: Corresponding to the first cell segment 110, it is located in a longitudinal arm of the H-shaped liquid cooling plate and is used for temperature management of the cells in the first cell segment 110.

[0158] Second flow channel area: Corresponding to the middle connecting section 130, located in the transverse connecting part of the H-shaped liquid cooling plate, used for temperature management of the battery cells in the middle connecting section 130.

[0159] The third flow channel area corresponds to the second cell segment 120 and is located in another longitudinal arm of the H-shaped liquid cooling plate. It is used to manage the temperature of the cells in the second cell segment 120.

[0160] The various flow channels are interconnected through internal channels, forming a complete continuous flow channel network. The coolant enters from the inlet of the liquid cooling plate 400, flows through each flow channel sequentially, and exits from the outlet, achieving uniform temperature management of the entire H-shaped battery pack body 100. The coolant flow path is a continuous structure without adapters.

[0161] In one embodiment, the internal flow channels of the liquid cooling plate 400 adopt a layered flow channel structure, including an upper flow channel closer to the battery cell and a lower flow channel further away from the battery cell. The upper flow channel is used for rapid heat exchange with the battery cell, and the lower flow channel is used for uniformly distributing the coolant pressure, thereby achieving coolant circulation through the interlayer channels.

[0162] The liquid cooling plate 400 is made of a material with good thermal conductivity and mechanical strength. In one embodiment, the liquid cooling plate 400 is made of aluminum alloy through extrusion molding or stamping and welding processes. Aluminum alloy has advantages such as low density, high thermal conductivity, good processing performance, and corrosion resistance, making it suitable as the base material for liquid cooling plates.

[0163] In another embodiment, the liquid cooling plate 400 is made of copper or a copper alloy. Copper has a higher thermal conductivity than aluminum, resulting in better heat transfer performance and making it suitable for applications requiring higher cooling efficiency. Further, based on the foregoing embodiments, see... Figure 2 It also includes a battery pack housing 500, in which the battery pack body 100 is disposed; the battery pack housing 500 is connected to the liquid cooling plate 400.

[0164] In this embodiment, the battery pack housing 500 is the outer protective structure of the battery pack, and the battery pack body 100 is disposed in the internal accommodating space of the battery pack housing 500.

[0165] The battery pack casing 500 forms a complete physical enclosure around the battery pack body 100, protecting the internal cells from external mechanical damage. When the vehicle is involved in a collision, bottoming out, or impact from an external object, the battery pack casing 500 acts as the first line of defense, absorbing and absorbing external impact energy to protect the structural integrity of the internal cells.

[0166] The battery pack housing 500 isolates the battery pack body 100 from the external environment, preventing external substances such as water, dust, and mud from entering the battery pack. The sealing performance of the battery pack housing 500 ensures that the internal cells and electrical components are not corroded by water in humid environments such as wading, rain, and car washing, thus guaranteeing the IP protection rating of the battery pack.

[0167] The battery pack housing 500 serves as the main structural component of the battery pack, bearing the weight of the battery pack body 100 and transferring the total weight of the battery pack to the vehicle frame via the mounting base 200. The battery pack housing 500 must possess sufficient structural strength and rigidity to withstand the static load of the battery pack body 100 and the dynamic load generated by vibration and impact during vehicle operation.

[0168] The battery pack housing 500 has a cell mounting structure (such as positioning groove, partition, pressure strip, etc.) inside, which is used to position and fix the cell group and prevent the cells from shifting or shaking inside the battery pack housing 500.

[0169] The battery pack housing 500, as a component connected to the liquid cooling plate 400, assists in heat dissipation or insulation of the battery pack through heat conduction and heat radiation. In one embodiment, the battery pack housing 500 is made of a material with good thermal conductivity (such as aluminum alloy), which can dissipate some of the heat generated by the battery cells to the external environment through the housing wall.

[0170] The liquid cooling plate 400, connected to the battery pack housing 500, becomes a structural component of the battery pack housing 500. The rigidity and strength of the liquid cooling plate 400 itself provide additional structural support to the battery pack housing 500, enhancing its resistance to bending, torsion, and compression. Particularly in the bottom region of the battery pack housing 500, the addition of the liquid cooling plate 400 significantly strengthens the bottom structure, improving the battery pack's resistance to bottom impacts.

[0171] The liquid cooling plate 400 is fixedly connected to the battery pack housing 500, ensuring its precise positioning and preventing displacement due to vibration during vehicle operation. This stable mounting position guarantees a stable relative position between the liquid cooling plate 400 and the battery cells, ensuring reliable and consistent heat conduction contact. In one possible implementation, a limit stop is provided on the mounting base 200, which acts on the battery pack body 100.

[0172] In this embodiment, the limiting block is a limiting component disposed on the mounting base 200, used to constrain and limit the position of the battery pack body 100.

[0173] The limiting block is the last line of defense against displacement of the battery pack body 100. Under normal driving conditions, the multi-stage damping pads undergo slight elastic deformation, and the battery pack body 100 experiences minor displacement relative to the mounting base 200. At this time, the limiting block maintains a safe gap with the battery pack body 100, does not contact the battery pack body 100, and does not interfere with the normal operation of the damping pads. When the vehicle encounters severe impacts, sharp turns, or extreme bumps, the multi-stage damping pads undergo significant elastic deformation, and the displacement of the battery pack body 100 exceeds the normal range. At this time, the limiting block contacts the battery pack body 100, preventing further displacement of the battery pack body 100 through mechanical blocking, preventing the battery pack body 100 from colliding with surrounding components (such as the frame longitudinal beam 310, air suspension airbag 330, etc.), or preventing the loss of preload, loosening, or even breakage of the connecting bolts due to excessive displacement.

[0174] The limit stop provides safety redundancy for the battery pack installation system. When the multi-stage damping pads lose some or all of their function due to aging, damage, or overload, the limit stop can serve as a backup limiting structure, providing limit protection when the battery pack body 100 undergoes abnormal large displacement, preventing the battery pack body 100 from detaching from the mounting base 200 or undergoing serious displacement in the event of damping pad failure, thus avoiding more serious consequences.

[0175] During the installation of the battery pack body 100, the limiting block can serve as a pre-positioning structure to assist in positioning the battery pack body 100 on the mounting base 200. When the battery pack body 100 is placed on the mounting base 200 from above, the limiting block can serve as a guide structure to guide the battery pack body 100 into the correct installation position and initially limit the horizontal position of the battery pack body 100, facilitating the insertion and tightening of mounting bolts.

[0176] In the event of a vehicle collision, the immense impact force may completely compress or damage the multi-stage shock absorber pads. At this time, the limiting block contacts the battery pack body 100, transferring the impact load directly from the battery pack body 100 to the mounting base 200 and the vehicle frame. The vehicle frame structure then bears and absorbs the impact energy, preventing the battery pack body 100 from detaching or scattering during the collision and protecting the safety of the battery pack body 100 and surrounding occupants.

[0177] The specific structural form of the limit block can be designed according to requirements such as the limiting direction, load size, and arrangement space, including but not limited to the following forms:

[0178] Block-shaped limiting block: The block-shaped limiting block is a solid block structure with a certain thickness and height, and its top end forms a limiting surface. The block-shaped limiting block has a simple structure, is easy to manufacture, and has a strong load-bearing capacity, making it suitable for scenarios where the bottom of the battery pack body 100 is vertically limited. In one embodiment, the block-shaped limiting block is made of metal material (such as steel or aluminum alloy) and is fixed to the mounting base 200 by welding or bolting.

[0179] L-shaped limiting block: The L-shaped limiting block has an L-shaped cross-section and includes a horizontal mounting part and a vertical limiting part. The horizontal mounting part is fixed to the mounting base 200 by bolts or welding, and the vertical limiting part extends upward, with its top or side facing the limiting surface of the battery pack body 100. The L-shaped limiting block can provide both vertical and horizontal limiting functions simultaneously; that is, the top of the vertical limiting part provides vertical limiting, and the side of the vertical limiting part provides horizontal limiting.

[0180] Elastic limiting block: In one embodiment, the limiting block is made of an elastic material (such as polyurethane elastomer, rubber, etc.) or has an elastic buffer layer on its surface. When the elastic limiting block comes into contact with the battery pack body 100, it absorbs the impact energy through its own elastic deformation, reduces the peak impact force at the moment of contact, and reduces impact damage to the battery pack body 100 and the limiting block itself.

[0181] In another embodiment, the limiting block is a metal block made of a rigid material, with an elastic buffer layer attached to its surface by bonding or vulcanization. The rigid limiting block provides reliable mechanical limiting, while the elastic buffer layer provides cushioning and noise reduction at the moment of contact.

[0182] Adjustable limit stop: In one embodiment, the limit stop is an adjustable structure, and the gap between it and the battery pack body 100 can be adjusted according to actual needs. For example, the limit stop is provided with an adjusting bolt or adjusting shims. By rotating the adjusting bolt or adding or removing shims, the top height or horizontal position of the limit stop can be adjusted, thereby adjusting the gap between it and the battery pack body 100. The adjustable limit stop facilitates precise setting of the gap during assembly and allows for readjustment of the gap after the shock-absorbing shims age or are replaced.

[0183] In one possible implementation, the protective component is an insulating protective base plate, which is composed of a polymer elastomer layer and a carbon fiber reinforcement layer; the insulating protective base plate has a local reinforcement layer at the position corresponding to the middle connection section, and the surface of the local reinforcement layer has a wavy concave-convex structure.

[0184] In this embodiment, the insulating protective base plate is a protective component disposed at the bottom of the battery pack body, covering the bottom surface of the battery pack body 100.

[0185] The insulating protective base plate, as the first line of defense at the bottom of the battery pack body 100, withstands direct impacts and scratches from flying stones, protrusions, and other road debris, protecting the bottom of the battery pack casing 500 from mechanical damage. When vehicles travel on unpaved roads, in mining areas, construction sites, or other harsh road conditions, road protrusions may directly impact the bottom of the battery pack. The insulating protective base plate absorbs and disperses the impact energy through its material strength and elastic deformation, protecting the internal battery cells from damage caused by bottom impacts.

[0186] An insulating protective base plate covers the bottom surface of the battery pack body 100, isolating the bottom of the battery pack shell 500 from the external environment, preventing direct contact with corrosive media such as mud, water, ice, snow, sand, and chemicals, and preventing rust, corrosion, or electrochemical corrosion of the bottom of the battery pack shell 500, thereby improving the environmental adaptability and durability of the battery pack.

[0187] The polymer elastomer layer is the base layer of the insulating and protective substrate, and is made of polymer elastomer material.

[0188] The polymer elastomer layer possesses high elasticity and large deformation capacity. When subjected to external impact, it can absorb impact energy through its own elastic deformation, dispersing the impact force over a larger area and reducing the local pressure peak acting on the bottom of the battery pack casing 500. The elastic buffering effect of the polymer elastomer layer is the core source of the impact resistance of the insulating protective base plate.

[0189] The polymer elastomer layer possesses excellent sealing performance. When the insulating protective base plate covers the bottom of the battery pack body 100, the polymer elastomer layer adheres tightly to the bottom surface of the battery pack housing 500, forming a sealed interface that prevents liquids such as water and mud from intruding into the battery pack from the bottom. The sealing effect of the polymer elastomer layer, together with the sealing structure of the battery pack housing 500 itself, constitutes a double-sealed protection for the bottom of the battery pack.

[0190] The carbon fiber reinforced layer is a reinforcing layer of the insulating and protective base plate, and is made of carbon fiber reinforced composite material.

[0191] The carbon fiber reinforcement layer possesses extremely high specific strength and specific stiffness; its tensile strength can be several times that of steel, while its density is only about one-fifth that of steel. As the reinforcing skeleton of the insulating protective base plate, the carbon fiber reinforcement layer significantly improves the overall structural strength, bending stiffness, and compressive strength of the insulating protective base plate, making it less prone to excessive deformation or cracking under impact and compression. Further, based on the aforementioned embodiments, see... Figure 2 The first cell segment 110, the middle connecting segment 130 and the second cell segment 120 are each equipped with a cell group, and each cell group is composed of multiple cells 160 stacked along the first direction X.

[0192] In this embodiment, cell 160 is the basic unit in the battery pack used to store electrical energy and is the core component for the battery pack to realize its energy storage function.

[0193] A typical battery cell 160 includes a positive electrode, a negative electrode, a separator, and an electrolyte. The positive and negative electrode are separated by the separator, and the three components are stacked or wound and then encapsulated in a casing (such as an aluminum-plastic film soft package, a steel casing, or an aluminum casing). The electrolyte is injected into the interior of the casing, wetting the positive electrode, negative electrode, and separator. The battery cell 160 achieves electrical connection with the outside world through positive and negative tabs.

[0194] In one embodiment, cell 160 is a pouch cell (i.e., a lithium-ion cell using an aluminum-plastic film as its outer casing). Pouch cells have advantages such as high energy density, light weight, and flexible shape, and the size and shape of the cell can be customized according to the spatial shape of the cell segment.

[0195] In another embodiment, cell 160 is a square hard-shell cell (i.e., a lithium-ion cell using an aluminum or steel shell as its outer casing). Square hard-shell cells have advantages such as high structural strength, good heat dissipation, and low expansion rate, making them suitable for applications with high requirements for structural strength and lifespan.

[0196] In another embodiment, cell 160 is a cylindrical cell (i.e., a lithium-ion cell using a cylindrical steel shell as its outer casing). Cylindrical cells have the advantages of mature manufacturing processes, low cost, and good consistency.

[0197] In one embodiment, multiple cells 160 are connected in series via busbars (such as copper or aluminum busbars) to increase the output voltage of the battery pack. In another embodiment, multiple cells 160 are connected in parallel via busbars to increase the capacity and discharge current capability of the battery pack. In yet another embodiment, multiple cells 160 are connected in a hybrid series-parallel configuration (i.e., partially series and partially parallel) via busbars to meet specific voltage and capacity design requirements.

[0198] In embodiments of this application, the battery cell 160 is preferably a multilayer laminated battery cell (i.e., a battery cell formed by alternately stacking multiple positive electrode plates, negative electrode plates, and separators and then encapsulating them). Multilayer laminated battery cells have the following characteristics:

[0199] The thickness of a single multilayer laminated battery cell can be designed to be relatively thin as needed. When multiple such thin-film cells are stacked along the first direction X, the thickness direction of each cell 160 is parallel to the first direction X. This arrangement allows the cells 160 to be closely arranged along the first direction X, with their large surfaces facing each other. Heat exchange can occur through the large surfaces of adjacent cells 160, which is beneficial for uniform heat distribution and rapid heat dissipation.

[0200] The surface area of ​​the multilayer laminated battery cell is much larger than the area of ​​its thick side surface. When the battery cells 160 are stacked along the first direction X, the surface areas of each battery cell 160 are opposite each other along the first direction X, and the surface areas of the battery cells 160 are basically parallel to the extension direction of the liquid cooling plate 400. This geometric relationship ensures that the surface area of ​​each battery cell 160 faces the direction of the liquid cooling plate 400 or contacts the surface area of ​​adjacent battery cells 160 through a thermally conductive interface material, forming an efficient surface contact heat conduction path. Compared with stacking along the third direction Z, stacking along the first direction X allows the surface area of ​​each battery cell 160 to be in close contact with the surface area of ​​adjacent battery cells 160. Heat can be quickly transferred between the battery cells 160 through surface contact and conducted to the liquid cooling plate 400 through the thermally conductive interface material, significantly improving heat dissipation efficiency.

[0201] The positive and negative electrodes of multilayer laminated cells are directly stacked over a large area, resulting in a short current path and low internal resistance, which is beneficial for high-current charging and discharging.

[0202] This application also proposes a vehicle including the battery pack structure described above.

[0203] After adopting the above-mentioned battery pack structure, the battery pack body 100 can be embedded in the inner space 300 of the frame directly below the cab, and form a stable connection with the preset mounting points on the inner side of the frame longitudinal beam 310, thereby better conforming to the installation boundary of the complex chassis area of ​​the new energy heavy truck. By arranging the first cell segment 110, the middle connecting segment 130 and the second cell segment 120 sequentially along the first direction X, the adaptability to irregular spaces can be improved, the effective volume can be increased, and thus the space available for arranging cells can be increased. At the same time, the protective component covering the bottom surface of the battery pack body 100 can enhance the bottom's impact resistance and scratch resistance, thus improving the battery safety protection level during vehicle operation, and helping to lower the vehicle's center of gravity, improve the overall vehicle layout coordination and driving stability.

[0204] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0205] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0206] It should be readily understood that the terms “on,” “above,” and “on top of” in this application should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0207] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90° or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0208] 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, characterized in that, include: The battery pack itself is embedded in the inner space of the frame directly below the vehicle's cab; The battery pack body includes a first cell segment, a second cell segment, and a middle connecting segment. Along a first direction, the first cell segment, the middle connecting segment, and the second cell segment are arranged sequentially. The two ends of the middle connecting segment along the first direction are respectively connected to the first cell segment and the second cell segment. The mounting base is rigidly connected to the preset mounting point on the inner side of the vehicle frame longitudinal beam, and the battery pack body is mounted on the mounting base; A protective element is disposed at the bottom of the battery pack body, and the protective element covers the bottom surface of the battery pack body.

2. The battery pack according to claim 1, characterized in that, Along the second direction, the dimensions of the first cell segment and the second cell segment are both larger than the dimensions of the middle connecting segment, making the battery pack body as a whole have an H-shaped structure.

3. The battery pack according to claim 2, characterized in that, The battery pack body has a first groove and a second groove formed at the connection between the middle connecting section and the first cell section, and at the connection between the middle connecting section and the second cell section, respectively. Both the first groove and the second groove are used to avoid the air suspension airbags on the front axle of the vehicle.

4. The battery pack according to claim 1, characterized in that, The mounting base and the battery pack body are provided with multi-level shock-absorbing pads to achieve a flexible connection.

5. The battery pack according to claim 2, characterized in that, It also includes a liquid cooling plate, which is an H-shaped liquid cooling plate; the outline of the H-shaped liquid cooling plate is adapted to the H-shaped structural outline of the battery pack body; The liquid cooling plate is connected to the first cell segment, the middle connecting segment, and the second cell segment, respectively.

6. The battery pack according to claim 5, characterized in that, It also includes a battery pack housing, wherein the battery pack body is disposed within the battery pack housing; The battery pack housing is connected to the liquid cooling plate.

7. The battery pack according to claim 1, characterized in that, The mounting base is provided with a limit block, which acts on the battery pack body.

8. The battery pack according to claim 1, characterized in that, The protective component is an insulating protective base plate, which is composed of a polymer elastomer layer and a carbon fiber reinforcement layer. The insulating protective base plate has a local reinforcement layer at the position corresponding to the middle connecting section, and the surface of the local reinforcement layer has a wavy concave-convex structure.

9. The battery pack according to claim 1, characterized in that, The first cell segment, the middle connecting segment, and the second cell segment are all equipped with cell groups, and each cell group is composed of multiple cells stacked along a first direction.

10. An electrical appliance, characterized in that, Includes the battery pack as described in any one of claims 1 to 9.

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