Battery box, battery and vehicle

Abstract

The present application relates to the technical field of battery, especially to a battery box, a battery and a vehicle. The battery box comprises a box body and a cold plate; the box body comprises a side plate and a bottom plate arranged at the bottom end of the side plate; the bottom plate and the side plate jointly form an inner cavity for accommodating battery monomers; at least one side of the cold plate is provided with a flow channel groove; the side of the cold plate with the flow channel groove is connected to the side of the bottom plate away from the inner cavity, so that the bottom plate and the flow channel groove jointly form a cooling channel for the circulation of refrigerant. The battery comprises the above battery box. The vehicle comprises the above battery. The present application provides a battery box, a battery and a vehicle to solve the technical problem of the existing battery box, i.e. the double-layer plate structure of the cold plate leads to multiple parts levels, large weight and high manufacturing cost.

Description

Technical Field

[0001] This invention relates to the field of battery technology, and more particularly to a battery housing, a battery, and a vehicle. Background Technology

[0002] With the increasing popularity of new energy vehicles, the performance, cost, and safety of power batteries, as one of the core components of vehicles, are receiving more and more attention. In vehicles, power batteries are usually located under the chassis, with the battery box supporting and protecting the individual battery cells inside.

[0003] Currently, a cooling plate is typically integrated and installed at the bottom of the battery casing. Coolant flowing within the cooling plate exchanges heat with the individual battery cells to achieve cooling. In existing technology, the cooling plate is usually a double-layered structure, consisting of an upper cooling plate and a lower cooling plate. The lower cooling plate has flow channels on its surface. The upper and lower cooling plates are interlocked and sealed together, forming a cooling channel for coolant flow.

[0004] However, in the existing integrated structure of battery box and cold plate, the cold plate needs to be welded into two layers and then assembled with the battery box. This results in multiple component layers, increasing the overall weight of the power battery. Furthermore, the double-layer cold plate involves multiple sets of molds and multiple processes, leading to high manufacturing and assembly costs. Summary of the Invention

[0005] The primary objective of this invention is to provide a battery housing that at least alleviates the technical problems of existing battery housings with double-layer cold plate structures, which result in numerous component layers, heavy weight, and high manufacturing costs.

[0006] The second objective of this invention is to provide a battery that at least alleviates the technical problems of the existing battery casing, such as the large number of component layers, heavy weight, and high manufacturing cost caused by the double-layer cold plate structure.

[0007] A third objective of this invention is to provide a vehicle that further alleviates the technical problems of the existing battery box structure, which results in multiple component layers, large weight, and high manufacturing costs.

[0008] Based on the aforementioned first objective, the present invention provides a battery housing, including a housing body and a cold plate; The housing body includes side panels that surround each other and a bottom plate disposed at the bottom end of the side panels. The bottom plate and the side panels together form an inner cavity for accommodating individual battery cells. At least one side of the cold plate is provided with a flow channel groove, and the side of the cold plate with the flow channel groove is connected to the side of the bottom plate away from the inner cavity, so that the bottom plate and the flow channel groove together form a cooling channel for the refrigerant to flow.

[0009] Furthermore, the box body is integrally formed from hot-formed steel through a hot stamping process; And / or, the cold-formed plate is integrally formed from hot-formed steel through a hot stamping process.

[0010] Furthermore, the cold plate has a cooling area and an edge sealing area surrounding the cooling area, the edge sealing area being planar; The flow channel is disposed in the cooling area, and the sealing area is welded to the side of the base plate away from the inner cavity to seal the cooling area.

[0011] Furthermore, the flow channel includes a first channel disposed at the edge of the cooling area and extending along the edge of the cooling area, and a second channel disposed within the first channel, wherein the second channel is continuously meandering and bent.

[0012] Furthermore, the side plate away from the bottom plate is bent towards the side away from the inner cavity to form a folded edge.

[0013] Furthermore, the inner cavity is provided with at least one crossbeam, which connects between two opposing side plates, dividing the inner cavity into multiple installation areas.

[0014] Furthermore, the battery housing also includes a lifting lug, which is disposed on the outside of the side plate and is used to fix the battery housing to the vehicle chassis.

[0015] Furthermore, the material of the lifting lug is the same as that of the side plate, and the two are connected by welding; And / or, the lifting lugs are provided in two sets, the two sets of lifting lugs are respectively provided on two opposite side plates, and each set of lifting lugs includes a plurality of lifting lugs spaced apart along the length of the side plate.

[0016] By adopting the above technical solution, the battery housing of the present invention has at least the following beneficial effects: In the battery housing of the present invention, the side of the cold plate with the flow channel groove is attached to the outer side of the base plate. After the cold plate is connected to the base plate, the bottom surface of the base plate and the flow channel groove together form a cooling channel for the flow of coolant, thus eliminating the need to set a separate upper cold plate on the cold plate.

[0017] In this configuration, the cold plate is connected to the base plate, and the base plate functions as the upper plate of the cold plate, sealing the flow channel grooves on the cold plate to form a cooling channel. Therefore, in the battery box of this invention, the cold plate adopts a single-layer plate structure, that is, it only includes a plate with flow channel grooves, eliminating the need for a separate upper plate of the cold plate in the traditional double-layer cold plate structure. The upper surface of the cold plate is directly attached to the base plate of the box body, and the base plate itself also serves as the upper wall of the cooling channel, while the flow channel grooves serve as the lower wall and side wall of the cooling channel. Together, they enclose a complete closed cooling channel.

[0018] Therefore, firstly, it simplifies the structure of the cold plate. Eliminating one layer of the cold plate directly reduces the material weight of the corresponding plate and eliminates the need for the traditional double-layer cold plate and its associated welding processes. This integration method reduces the number of components, effectively lowering the overall weight of the battery and contributing to improved vehicle lightweighting and the energy density of the power battery. Secondly, it means reducing the investment in a stamping die, thereby reducing raw material procurement costs and welding process costs. Furthermore, the single-layer plate structure simplifies the manufacturing process of the cold plate, reducing the difficulty of quality control and the defect rate during production, further lowering overall manufacturing costs. Thirdly, eliminating one layer of the cold plate reduces the height of the cold plate assembly, which helps to lower the overall height of the battery box, providing greater design freedom for the vehicle chassis layout and allowing for greater longitudinal installation space for individual battery cells within the same height.

[0019] Based on the second objective mentioned above, the present invention provides a battery comprising a battery cell and the aforementioned battery housing, wherein one or more battery cells are disposed within the inner cavity of the battery housing.

[0020] By adopting the above technical solution, the battery of the present invention has at least the following beneficial effects: By incorporating the aforementioned battery housing within the battery, the battery thus possesses all the advantages of the aforementioned battery housing, which will not be elaborated upon here.

[0021] Based on the aforementioned third objective, the present invention provides a vehicle comprising the aforementioned battery.

[0022] By adopting the above technical solution, the vehicle of the present invention has at least the following beneficial effects: By installing the aforementioned battery within the vehicle, the vehicle consequently possesses all the advantages of the aforementioned battery, which will not be elaborated upon here. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 A schematic diagram of the battery housing is provided for an embodiment of the present invention; Figure 2 An exploded view of the battery housing is provided for embodiments of the present invention; Figure 3 A partial structural cross-sectional view of the battery box is provided for an embodiment of the present invention.

[0025] Figure label: 1-Box body; 11-Side panel; 12-Bottom panel; 13-Folded edge; 2-Cold plate; 21-Flow channel; 211-First channel; 212-Second channel; 3-Cooling channels; 4-Crossbeam; 5-Hanging lugs. Detailed Implementation

[0026] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0027] In the description of this invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0028] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0029] Please see Figure 1 and Figure 2 This embodiment provides a battery housing, which includes a housing body 1 and a cold plate 2. The housing body 1 includes side plates 11 that surround each other and a bottom plate 12 disposed at the bottom end of the side plates 11. The bottom plate 12 and the side plates 11 together form an inner cavity for accommodating individual battery cells. At least one side of the cold plate 2 is provided with a flow channel groove 21. See [link to previous section]. Figure 3 The side of the cold plate 2 with the flow channel groove 21 is connected to the side of the base plate 12 away from the inner cavity, so that the base plate 12 and the flow channel groove 21 together form a cooling channel 3 for the refrigerant to flow.

[0030] For example, there are multiple side panels 11, which are connected end to end in sequence to form the circumferential side wall of the box body 1; or, the side panel 11 is a one-piece side panel, which is formed by bending and connecting to form the circumferential side wall of the box body 1.

[0031] The side of the main body 1 away from the bottom plate 12 is an open end, which is used to install individual battery cells. After installation, the battery cells are sealed to the top of the side plate 11 through the top cover to form a closed battery storage space.

[0032] Furthermore, the cold plate 2 is a single-layer plate structure, with a flow channel groove 21 formed on its side near the base plate 12. The flow channel groove 21 can be arranged in a serpentine, U-shaped, or multiple parallel flow channels according to actual cooling requirements. The side of the cold plate 2 with the flow channel groove 21 is attached to the outer side of the base plate 12. In this embodiment, the cold plate 2 and the base plate 12 are fixedly connected and sealed by welding. The welding process preferably adopts laser welding or friction stir welding to ensure connection strength and sealing reliability. After the cold plate 2 and the base plate 12 are connected, the bottom surface of the base plate 12 and the flow channel groove 21 together form a cooling channel 3 for the flow of coolant, thus eliminating the need to set a separate upper plate on the cold plate 2.

[0033] In this embodiment, the cold plate 2 is directly connected to the bottom outer side of the box body 1 to form an integrated structure. During assembly, the box body 1 and the cold plate 2 are fixed by welding.

[0034] In summary, in the battery housing of the present invention, after the cold plate 2 is connected to the bottom plate 12, the bottom plate 12 functions as the upper plate of the cold plate, used to seal the flow channel groove 21 on the cold plate 2 to form a cooling channel 3. Therefore, in the battery housing of the present invention, the cold plate 2 adopts a single-layer plate structure, that is, it only includes a plate with a flow channel groove 21, eliminating the need for a separate upper plate of the cold plate in the traditional double-layer cold plate structure. The upper surface of the cold plate 2 is directly attached to the bottom plate 12 of the housing body 1. The bottom plate 12 itself also serves as the upper wall of the cooling channel 3, and the flow channel groove 21 serves as the lower wall and side wall of the cooling channel 3. Together, they enclose and form a complete closed cooling channel 3.

[0035] This setup has several advantages. First, it simplifies the structure of cold plate 2. By eliminating one layer of cold plate, the material weight of the corresponding plate is directly reduced. It also eliminates the need for the traditional double-layer cold plate and the associated welding processes. This integration method reduces the number of components, effectively lowering the overall weight of the battery and improving the vehicle's lightweight design and the energy density of the power battery. Second, it reduces the investment in a stamping die, thereby reducing raw material procurement costs and welding process costs. Furthermore, the single-layer plate structure simplifies the manufacturing process of cold plate 2, reducing the difficulty of quality control and the defect rate during production, further lowering overall manufacturing costs. Third, eliminating one layer of cold plate reduces the height of the cold plate 2 assembly, which helps to lower the overall height of the battery box, providing greater design freedom for the vehicle chassis layout. It also allows for greater longitudinal installation space for individual battery cells within the same height.

[0036] Preferably, the cold plate 2 and the base plate 12 are fixedly connected by welding. Laser welding or friction stir welding is preferred as the welding process to ensure connection strength and sealing reliability.

[0037] Specifically, when laser welding is used, continuous scanning welding is performed along the contact edge between the cold plate 2 and the base plate 12, as well as the position of the partition ribs around the flow channel 21. The welding depth is controlled to penetrate the thickness of the cold plate 2 and melt into the base plate 12 to a certain depth, forming a dense fusion weld joint area. Laser welding has a small heat-affected zone and controllable welding deformation, making it suitable for high-speed welding of thin plate structures.

[0038] When friction stir welding is used, a high-speed rotating stirring head travels along the lap joint between the cold plate 2 and the base plate 12. Friction heat plasticizes the material and solidifies it under pressure. Friction stir welding is a solid-state welding process, and the welding temperature is lower than the melting point of the material, which can effectively avoid the generation of weld porosity and hot cracks. It is particularly suitable for joining hot-formed steel materials.

[0039] After welding is completed, a certain pressure is applied to the cooling channel 3 using an airtightness testing device. After holding the pressure for a certain period of time, the pressure drop is tested to verify the sealing performance of the weld and ensure that the cooling channel 3 is leak-free under working pressure.

[0040] In addition, to ensure welding quality, the mating surfaces of the cold plate 2 and the base plate 12 should be cleaned before welding to remove surface oil, oxide layer and foreign matter, so as to ensure the cleanliness of the welding interface.

[0041] By welding the cold plate 2 to the base plate 12, firstly, the welded connection provides superior connection strength and airtightness compared to adhesive or bolted connections. In existing technologies, sealing between the cold plate and the battery casing typically relies on applying sealant; however, the curing quality of the sealant is easily affected by temperature and humidity in the production environment, and there is a risk of aging and cracking after long-term use. This invention, through welding, eliminates these risks and significantly improves the long-term sealing reliability of the battery casing.

[0042] Secondly, welding eliminates the need for adhesive application equipment, curing time, and adhesive thickness control required in the adhesive application process, shortening the assembly cycle and reducing labor and equipment costs. Furthermore, welding eliminates the need for additional fasteners and gaskets, reducing the variety of materials and inventory management costs.

[0043] Thirdly, the mechanical strength of the welded joint is usually better than that of the adhesive layer, which makes the cold plate 2 and the box body 1 form a rigid connection, and the two have a stronger load-bearing capacity together.

[0044] Preferably, in this embodiment, the box body 1 is integrally formed from hot-formed steel through a hot stamping process.

[0045] Specifically, the hot-formed steel billet is first heated to above the austenitizing temperature. The heated high-temperature billet is then quickly transferred to a hot stamping die equipped with a cooling water channel. The die is closed and stamped. While maintaining pressure, cooling water is introduced into the die to achieve rapid quenching and cooling, causing the material structure to undergo a martensitic phase transformation. After the die is opened, a high-strength box body 1 can be obtained.

[0046] Through the above-mentioned hot stamping process, the side plate 11 and the bottom plate 12 are an integral structure, which does not require subsequent welding and assembly. The connection between the side plate 11 and the bottom plate 12 is a natural transition structure, without welds or stress concentration areas.

[0047] Based on the specific shape and size requirements of the box body 1, the hot stamping die can be designed to be formed in one step, punching out the bottom plate 12, side plate 11 and structural features such as reinforcing ribs and mounting holes in each part at the same time, so as to ensure the dimensional accuracy of the box body 1 after forming.

[0048] This design allows for the use of thinner sheet metal in the hot-formed steel casing 1, while maintaining the same strength requirements, thus further reducing weight. Under the same sheet thickness, structural strength and safety margin are significantly improved. This enables the casing 1 to better resist impact loads from stone impacts, scratches, and collisions from the vehicle's underside, protecting the internal battery cells from damage.

[0049] Furthermore, the hot stamping process enables the side plate 11 and the bottom plate 12 to be integrally formed, eliminating the need for welding the bottom plate and side plate together as in traditional roll-formed steel boxes. The integrally formed structure eliminates the heat-affected zone of the weld, avoiding residual stress and deformation caused by welding. The overall rigidity and sealing of the box body 1 are fundamentally guaranteed, completely eliminating the risk of leakage at the connection between the side plate 11 and the bottom plate 12.

[0050] Furthermore, thanks to the excellent mechanical properties of hot-formed steel, the housing body 1 itself can meet the structural strength requirements for bottom compression and impact resistance, thus eliminating the need for the bottom support foam and bottom protective plate conventionally found in existing technologies. Eliminating these two auxiliary components not only reduces material costs and assembly time but also further reduces the overall weight of the battery system, which is beneficial for improving the mass energy density of the power battery.

[0051] Preferably, in this embodiment, the cold plate 2 is hot-formed steel integrally formed by hot stamping process.

[0052] Specifically, the hot-formed steel billet is first heated to above the austenitizing temperature. The heated high-temperature billet is then rapidly transferred to a hot stamping die equipped with cooling water channels, and the die is closed for stamping. The die is equipped with raised structures that match the shape of the required runner groove 21, directly forming the runner groove 21 on the surface of the cold plate 2 during the stamping process. While holding the pressure, cooling water is circulated through the die to achieve rapid quenching and cooling, causing the material microstructure to undergo a martensitic phase transformation. After the die is opened, a high-strength cold plate 2 with the runner groove 21 is obtained.

[0053] Through the above hot stamping process, the flow channel 21 of the cold plate 2 is an integral structure with the plate body. The depth and width of the flow channel 21 are precisely controlled by the mold. The cross-sectional shape of the flow channel 21 can be rectangular, U-shaped or trapezoidal. The planar arrangement of the flow channel 21 can be designed as serpentine, U-shaped or multiple parallel flow channels according to the actual cooling requirements. All of these are formed in one step on the hot stamping mold.

[0054] With this design, the cold plate 2 has higher tensile strength after hot stamping and quenching of hot-formed steel. Under the same strength requirements, the thickness of the hot-formed steel cold plate 2 can be significantly reduced compared to the aluminum cold plate 2, thus significantly reducing the weight of the cold plate 2. Under the same thickness conditions, its resistance to extrusion and impact far exceeds that of the aluminum cold plate 2, improving the bottom protection capability. This makes the battery box less prone to plastic deformation when it is hit from the bottom, thereby protecting the internal flow channel 21 from being squeezed and deformed, which would lead to coolant leakage.

[0055] Furthermore, the flow channel 21 of traditional aluminum profile cold-rolled sheet 2 is usually machined or extruded and then surface-treated, which involves many processes and high costs. This invention uses a hot stamping process to simultaneously stamp the flow channel 21 and the sheet body in a single process, eliminating the need for subsequent milling, reducing processing steps and equipment investment, shortening the manufacturing cycle, and lowering manufacturing costs. At the same time, the integrated molding avoids surface defects such as burrs and scratches that may occur during machining, ensuring the integrity and smoothness of the flow channel 21.

[0056] Furthermore, the high precision of hot stamping dies ensures that the depth, width, shape, and height of the flow channels 21 in the same batch of cold plates 2 are consistent. The consistency of the dimensions of the flow channels 21 directly determines the uniformity of the coolant flow resistance in each parallel branch, thereby ensuring that the battery cells in each area receive uniform cooling and avoiding excessively high cell temperatures or large temperature differences due to insufficient local cooling, which could affect battery life.

[0057] Finally, since both the cold-rolled plate 2 and the housing body 1 are made of the same hot-formed steel, they have the same coefficient of thermal expansion and chemical composition. During laser welding or friction stir welding, no welding defects will occur at the welding interface due to differences in the thermal properties of dissimilar materials, effectively ensuring the mechanical and sealing performance of the welded joint.

[0058] Preferably, in this embodiment, the grade of the housing body 1 is CR950 / 1500HS-AS, and the grade of the cold plate 2 is CR950 / 1500HS-AS.

[0059] It should be noted that CR950 / 1500HS-AS is a hot-formed steel with an aluminum-silicon coating. After hot stamping and quenching, its microstructure is mainly martensite, which has extremely high strength and hardness.

[0060] Specifically, in this embodiment, the housing body 1 is integrally formed from CR950 / 1500HS-AS steel plate through a hot stamping process, and the cold plate 2 is also integrally formed from CR950 / 1500HS-AS steel plate through a hot stamping process, with the same mechanical properties as the housing body 1. The flow channel 21 of the cold plate 2 is directly formed during the hot stamping process without subsequent processing. Since the cold plate 2 and the housing body 1 use the same raw material grade, when they are welded together, the material composition, melting point, coefficient of thermal expansion, thermal conductivity, and other physical parameters on both sides of the weld are exactly the same, which is beneficial to obtaining a high-quality weld joint.

[0061] With this setup, since the materials are the same, the box body 1 and the cold plate 2 can be produced using the same hot stamping process parameters such as the same heating temperature, the same holding time, and the same quenching and cooling rate. There is no need to adjust the process parameters separately for different materials, which reduces the difficulty of process development and production management costs, and makes it easier to ensure the consistency of product quality in mass production.

[0062] Preferably, please refer to Figure 2 In this embodiment, the cold plate 2 has a cooling area and a sealing area surrounding the cooling area. The sealing area is planar. The flow channel 21 is disposed in the cooling area. The sealing area is welded to the side of the bottom plate 12 away from the inner cavity to seal the cooling area.

[0063] In other words, the cooling zone is located in the center of the cold plate 2, and its area corresponds to the area of ​​the base plate 12 that needs to be cooled. It typically covers the projected area of ​​the battery cells on the base plate 12 to ensure that the heat generated by all battery cells can be effectively removed through the cooling zone. A flow channel 21 is provided within the cooling zone, and the flow channel 21 is integrally formed within the cooling zone through a hot stamping process. The flow channel 21 is arranged in a serpentine, U-shaped, or multi-parallel flow channel configuration. The cross-sectional shape of the flow channel 21 is rectangular, U-shaped, or trapezoidal, and the flow channel 21 is recessed from the surface of the cold plate 2 in a direction away from the base plate 12 to form a groove structure.

[0064] The sealing area is a flat area surrounding the outer perimeter of the cooling area. The surface of the sealing area is a flat plane without the flow channel groove 21 structure.

[0065] The edge sealing area of ​​the cold plate 2 is fixedly connected and sealed to the outer surface of the base plate 12 by welding. Laser welding or friction stir welding is preferred as the welding process. When laser welding is used, the welding is performed continuously along the edge sealing area, resulting in a closed annular weld trajectory that completely surrounds the cooling zone, forming a dense, closed annular fusion weld joint. Laser welding has a small heat-affected zone and controllable welding deformation, making it suitable for high-speed welding of thin plate structures.

[0066] Preferably, please refer to Figure 2 In this embodiment, the flow channel 21 includes a first channel 211 disposed at the edge of the cooling area and extending along the edge of the cooling area, and a second channel 212 disposed within the first channel 211. The second channel 212 is in a continuous, meandering, and bent shape.

[0067] Specifically, the cooling area of ​​the cold plate 2 is provided with a first groove 211 and a second groove 212, which together form a complete flow channel network for the flow of coolant.

[0068] The first groove 211 is located at the edge of the cooling area and extends around the edge of the cooling area. It can extend continuously or intermittently to form an annular groove. The cross-sectional shape of the first groove 211 is rectangular or U-shaped, and the outline shape of the first groove 211 is consistent with the edge shape of the cooling area. That is, when the cooling area is rectangular, the first groove 211 is rectangular annular; when the cooling area is circular or elliptical, the first groove 211 is circular or elliptical annular.

[0069] The second channel 212 is located within the internal area enclosed by the first channel 211, meaning it lies inside the first channel 211. The second channel 212 is continuously meandering and zigzagging, extending in a serpentine pattern within the cooling area. Adjacent flow channel sections are spaced apart, and the sections are smoothly connected by bends. The meandering path of the second channel 212 covers the entire internal area of ​​the cooling region, ensuring effective cooling of all parts of the cooling region.

[0070] The cross-sectional shape of the second groove 212 is rectangular or U-shaped. The groove depth and width of the second groove 212 are consistent with those of the first groove 211 to ensure uniform flow resistance of the coolant in all parts of the flow channel network.

[0071] The two ends of the second tank 212 are connected to different positions of the first tank 211, forming a connected overall flow channel network between the first tank 211 and the second tank 212. Specifically, after the coolant enters the first tank 211 through the inlet, it flows along the annular path of the first tank 211. When it passes the inlet of the second tank 212, some or all of the coolant is diverted into the second tank 212. The coolant flows along the tortuous path of the second tank 212, gradually flowing through various parts of the cooling area, absorbing the heat transferred by the battery cells. After flowing through the second tank 212, the coolant flows back into the first tank 211 from the outlet of the second tank 212, and finally flows along the first tank 211 to the outlet for discharge.

[0072] The first groove 211 and the second groove 212 are integrally formed in the cooling area of ​​the cold plate 2 by hot stamping process. The two are different flow channel structures on the same plate as the cold plate 2, without any splicing welds or connecting seams, which ensures the overall structural integrity of the flow channel groove 21.

[0073] In this configuration, the first tank 211 extends along the edge of the cooling area, forming a ring-shaped distribution channel. After entering the first tank 211 through the inlet, the coolant flows along the ring path. As it flows through the inlets of the second tank 212, the ring structure of the first tank 211 provides a low-resistance channel, allowing the coolant to be evenly distributed into each flow channel segment or sub-region of the second tank 212. Compared to a traditional single serpentine flow channel, in this application, each flow channel segment of the second tank 212 receives coolant from the first tank 211, resulting in a relatively uniform coolant temperature within each flow channel segment. This avoids the uneven cooling problem caused by the coolant gradually heating up along the flow direction, ensuring temperature consistency across the cooling area.

[0074] In addition, the second channel 212 has a continuous, meandering shape, which allows the coolant to flow over a long distance within a limited cooling area. The meandering flow path effectively increases the contact area and contact time between the coolant and the cold plate 2, giving the coolant sufficient time to absorb the heat transferred by the bottom plate 12, resulting in more thorough heat exchange and a significant improvement in cooling efficiency.

[0075] Preferably, please refer to Figure 1 In this embodiment, the side plate 11 away from the bottom plate 12 is bent toward the side away from the inner cavity to form a folded edge 13.

[0076] Specifically, when the box body 1 is integrally formed from hot-formed steel through a hot stamping process, the side plate 11 is bent outward at the end away from the bottom plate 12 to form a flange 13. The flange 13 extends continuously along the top edge of the side plate 11 and is arranged around the entire circumference of the box body 1 to form a flange structure that folds outward.

[0077] The folded edge 13 is integrally formed with the side plate 11 through a hot stamping process, without the need for subsequent welding or separate processing. The hot stamping die is provided with a forming area that matches the shape of the folded edge 13, and the folded edge 13 structure is formed in one step during the stamping process.

[0078] The upper surface of the folded edge 13 is flat, which is used to fit and contact the bottom surface of the cover to form a sealing mating surface, so as to ensure the sealing effect between the folded edge and the cover.

[0079] After the battery box is assembled, the top cover covers the upper opening of the box body 1, and the edge of the top cover fits with the upper surface of the folded edge 13 to close the upper part of the box body 1.

[0080] In summary, the folded edge 13, acting as a mounting bracket for the top cover, provides a complete upper sealing structure for the battery box. The bottom surface of the top cover fits snugly against the upper surface of the folded edge 13, creating a sealed space within the box body 1. This effectively prevents external moisture and dust from intruding, protecting the internal battery cells from corrosion and contamination. The flatness of the upper surface of the folded edge 13 ensures a tight seal at the interface, guaranteeing airtightness requirements.

[0081] Furthermore, the folded edge 13 and the side plate 11 are integrally formed by hot stamping, eliminating the need to connect the independent upper beam or flange plate to the top of the box body through welding, as is done with traditional roll-formed steel boxes. The seamless, one-piece folded edge 13 structure eliminates the weak points in sealing caused by welding, and there are no defects such as weld porosity or cracks, further improving the overall sealing performance of the box body 1.

[0082] Preferably, please refer to Figure 1 In this embodiment, the inner cavity is provided with at least one crossbeam 4, which is connected between two opposite side plates 11, dividing the inner cavity into multiple installation areas.

[0083] Specifically, the crossbeam 4 is made of the same hot-formed steel as the box body 1. After being formed by stamping or roll forming, its two ends are welded to the inner walls of the two opposite side plates 11 of the box body 1. With this design, the crossbeam 4 does not require a special process for welding dissimilar materials, resulting in reliable weld quality and high connection strength. After the crossbeam 4 is welded to the side plates 11, it forms an integrated load-bearing structure with the box body 1, with a reasonable load transfer path and no risk of stress concentration.

[0084] Optionally, the cross-sectional shape of the crossbeam 4 can be a H-shape, a Z-shape, or a rectangular tubular section to ensure high bending stiffness under low weight conditions. The height of the crossbeam 4 is determined according to the inner cavity depth of the box body 1, and is usually consistent with the height of the side plate 11, so that the upper end face of the crossbeam 4 is flush with the upper end face of the side plate 11, which facilitates the installation and sealing of the top cover.

[0085] It should be noted that the number of crossbeams 4 is determined based on the length of the battery box and the internal layout requirements, and one or more can be installed. When one crossbeam 4 is installed, the inner cavity is divided into two installation areas, left and right; when two or more crossbeams 4 are installed, the inner cavity is divided into three or more installation areas.

[0086] Based on functional division, the installation areas include a cell installation area and an electrical component installation area. The cell installation area houses and secures individual battery cells, while the electrical component installation area houses electrical components such as the battery management system, relays, current sensors, and high-voltage connectors. The crossbeam 4 physically separates the high-voltage power area from the low-voltage control area, spatially isolating them to avoid electrical interference and short-circuit risks.

[0087] The crossbeam 4 and the side plate 11 are fixedly connected by welding, preferably using laser welding or arc welding. After welding, the crossbeam 4 and the main body 1 form an integral load-bearing frame, jointly resisting the bending, torsional and impact loads experienced by the battery box during use.

[0088] In summary, the crossbeam 4 connects the two opposing side plates 11, laterally binding the inner cavity of the battery box body 1 and significantly enhancing the overall structural rigidity of the battery box. During vehicle operation, the battery box is subjected to bumps, vibrations, and bending / torsional loads from the road surface. The presence of the crossbeam 4 effectively resists bending and torsional deformation of the box, protecting the internal battery cells from mechanical damage. Simultaneously, the crossbeam 4 and the battery box body 1 form a frame structure, increasing the natural frequency of the battery box and preventing resonance with the vehicle chassis.

[0089] Furthermore, the crossbeam 4 divides the inner cavity into multiple independent installation areas, achieving physical spatial isolation between the battery cells and electrical components. On the one hand, the functional division between the cell installation area and the electrical component installation area is clear, facilitating assembly and production management; on the other hand, the spatial separation of electrical components and cells avoids the impact of electrical component heat generation on cell temperature, while also reducing the risk of short circuits between high-voltage electrical components and cells, thus improving the safety of the battery system.

[0090] Furthermore, the upper surface of the crossbeam 4 is flush with the upper surface of the side plate 11, providing intermediate support for the top cover and shortening the support span of the top cover. This makes the top cover less prone to excessive deformation when subjected to external pressure or internal air pressure fluctuations. Reduced deformation of the top cover means that the sealing compression between the top cover and the main body 1 is more uniform, which helps to ensure the long-term sealing effect of the sealing strip or sealant and prevents external moisture from entering the battery box.

[0091] Finally, in the event of a vehicle collision, the crossbeam 4 provides additional lateral protection, limiting the displacement of the battery cells or electrical components under inertial forces and preventing secondary short circuits in the internal structure due to the collision. Simultaneously, the presence of the crossbeam 4 can, to some extent, prevent thermal runaway from spreading from the battery cell area to the electrical component area, delaying or preventing heat diffusion and providing a physical barrier for the thermal safety of the battery system.

[0092] Furthermore, the multiple installation areas allow for the grouping of individual battery cells by area, enabling modular design and assembly of the battery system. This improves assembly efficiency and ease of subsequent maintenance. When a cell or electrical component in a particular area needs repair or replacement, the operation can be performed within that area without disassembling the entire battery system.

[0093] Preferably, please refer to Figure 1 In this embodiment, the battery box also includes a lifting lug 5, which is disposed on the outside of the side plate 11 and is used to fix the battery box to the vehicle chassis.

[0094] Specifically, the lifting lug 5 is made of the same hot-formed steel as the body 1, and is stamped to obtain the required shape and size. This design, using the same hot-formed steel material as the body 1, ensures that the chemical composition, melting point, and coefficient of thermal expansion of the materials on both sides are completely identical during welding, resulting in a high-strength weld joint. The weld joint exhibits good strength matching and is less prone to fatigue cracking under alternating loads, guaranteeing the connection reliability of the lifting lug 5 throughout the entire vehicle's lifespan.

[0095] Optionally, the lifting lug 5 includes a connecting part and a mounting part, wherein the connecting part is attached to the outer wall of the side plate 11 and is fixedly connected to the side plate 11 by welding; the mounting part has a mounting hole for bolts or screws to pass through, so as to fix the battery box to the vehicle chassis.

[0096] The number of lifting lugs 5 is determined according to the size and weight of the battery box, and is usually set to four or more, symmetrically distributed on the outer sides of the two side plates 11 of the box body 1. For example, multiple lifting lugs 5 are set on the outer sides of the left side plate 11 and the right side plate 11 of the box body 1 to form multi-point support and fixation, ensuring a stable and reliable connection between the battery box and the vehicle chassis.

[0097] In this embodiment, the connecting part of the lifting lug 5 is fixedly connected to the outer wall surface of the side plate 11 by welding. The welding process preferably adopts laser welding, resistance spot welding or arc welding. During welding, the connecting part of the lifting lug 5 is tightly fitted to the outer wall surface of the side plate 11, and continuous welding or intermittent spot welding is performed along the fitting edge or fitting surface to ensure that the connection strength meets the requirements of vehicle vibration and impact conditions.

[0098] It should be added that the mounting part of the lifting lug 5 extends outward from the side plate 11, and the mounting holes on the mounting part are either circular or oblong, with the hole diameter determined according to the specifications of the connecting bolts. The design of the oblong hole can absorb the installation tolerance between the battery box and the vehicle chassis, reducing the requirements for assembly precision.

[0099] In a preferred embodiment of this application, since the box body 1 is integrally formed from hot-formed steel and the traditional roll-formed steel frame structure is eliminated, the lifting lug 5 is directly welded to the outer wall of the side plate 11 without the need for indirect connection through an additional frame structure. This method simplifies the installation structure of the lifting lug 5, shortens the load transmission path, and improves the connection rigidity.

[0100] It should be noted that the specific shape and size of the lifting lug 5 can be adapted to the installation interface requirements of the vehicle chassis.

[0101] In summary, the battery box of the present invention, with its lifting lugs 5 engaging with mounting holes and bolts, securely connects the battery box to the vehicle chassis. This multi-point fixing method ensures that when the battery box is subjected to inertial loads under conditions such as vibration, acceleration, braking, and turning during vehicle operation, the load can be stably transferred to the vehicle chassis, preventing relative displacement or loosening of the battery box and ensuring driving safety.

[0102] Furthermore, in traditional roll-formed steel lower enclosure designs, the lifting lugs typically need to be welded or fixed to the roll-formed frame structure before being connected to the enclosure body via the frame, resulting in numerous component layers and significant weight. This invention directly welds the lifting lugs 5 to the outer wall of the side plate 11 of the enclosure body 1, eliminating the need for a separate roll-formed frame structure. This reduces the number of components and connection layers, lowers the overall weight of the battery enclosure, shortens the load transfer path, and improves connection reliability.

[0103] Furthermore, since the lifting lug 5 is directly welded to the outer wall of the side plate 11 of the main body 1, forming a rigid connection with the main body 1, when the battery box is suspended under the vehicle chassis by the lifting lug 5, the load is directly transferred from the lifting lug 5 to the overall structure composed of the side plate 11 and the bottom plate 12 of the main body 1. The force path is short and the force transmission is direct, avoiding the load attenuation and stress concentration problems caused by multiple connection levels in the traditional solution.

[0104] It should be added that lifting lug 5 is not only used for the final fixing of the battery box to the chassis, but also as a lifting point during the manufacturing and transportation of the battery system. Using lifting lug 5, the battery box can be lifted, transferred, and rotated using lifting equipment, facilitating assembly operations on the production line and subsequent maintenance and replacement operations.

[0105] In any of the above embodiments, please refer to Figure 2 There are two sets of lifting lugs 5, which are respectively set on two opposite side plates 11, and each set of lifting lugs 5 includes multiple lifting lugs 5 spaced apart along the length of the side plate 11.

[0106] Specifically, please see Figure 2 The main body 1 of the box is roughly rectangular in shape, including two longitudinal side plates extending along the length of the vehicle and two transverse side plates extending along the width of the vehicle. The lifting lugs 5 are set on the outer wall surfaces of the two opposite longitudinal side plates.

[0107] Each set of lifting lugs 5 includes multiple lifting lugs 5, which are spaced apart along the length of the side plate 11. In this embodiment, each side plate 11 is provided with two, three, four, or five lifting lugs 5, located at the front and rear ends of the side plate 11, respectively. The multiple lifting lugs 5 are arranged at equal intervals along the length of the side plate 11 to ensure a reasonable distribution of the hanging support points.

[0108] In this embodiment, the lifting lug 5 and the side plate 11 are made of the same hot-formed steel material and are integrally formed by stamping. Since the traditional roll-formed steel frame is eliminated, the lifting lug 5 is directly welded to the outer wall of the side plate 11 without the need for indirect connection through the frame.

[0109] This configuration places two sets of lifting lugs 5 on two opposite side plates 11. Each set of lifting lugs 5 includes multiple lugs 5 spaced apart along the length of the side plate 11, forming a multi-point support and fixing structure. This firmly secures the battery box to the chassis, effectively restraining the inertial forces generated by acceleration, braking, and turning during vehicle operation, preventing displacement or loosening of the battery box. Multi-point support also reduces the span between fixing points, resulting in more even support of the battery box from the chassis and avoiding the cantilever effect present with single-point or two-point fixing.

[0110] In this embodiment, the working principle of the battery box is as follows: During operation, the battery cells generate heat, which is transferred through the bottom surface of the cells to the bottom plate 12 of the housing 1. Since the bottom plate 12 and the cold plate 2 are welded together to form direct metal-to-metal contact, the interfacial thermal resistance is extremely low, and heat is rapidly conducted to the cold plate 2. Coolant flows into the cooling channel 3 from the inlet, continuously absorbing heat from the bottom plate 12 as it flows along the channel. After its temperature rises, it flows out from the outlet and enters the vehicle's thermal management system for cooling circulation. Through the continuous circulation of the coolant, the heat generated by the battery cells is promptly dissipated, ensuring that the battery cells always operate within a suitable temperature range.

[0111] The present invention also provides a battery, which includes a battery cell and the aforementioned battery housing, wherein one or more battery cells are disposed in the inner cavity of the battery housing.

[0112] Specifically, the battery cell is a rechargeable secondary battery, preferably a lithium-ion battery or a lithium iron phosphate battery; the shape of the battery cell can be cylindrical, square hard-shell, or pouch. In this embodiment, the battery cell is preferably a square hard-shell battery, with an aluminum or steel shell, having a relatively flat large surface and sides, which facilitates close arrangement within the internal cavity of the casing and improves space utilization.

[0113] Multiple battery cells are connected in series, parallel, or mixed configurations via busbars to provide the required voltage and capacity output. Busbars are typically made of copper or aluminum and are fixed to the terminals of the battery cells by laser welding or ultrasonic welding.

[0114] The battery cell is housed within the battery casing, with its bottom surface in contact with the inner wall of the battery casing's base plate 12. A thermally conductive layer can be provided between them to fill the tiny gap between the bottom surface of the battery cell and the base plate 12, reducing contact thermal resistance and improving the efficiency of heat transfer from the battery cell to the base plate 12. The heat generated on the bottom surface of the battery cell is conducted to the base plate 12 through the thermally conductive layer, and then through the welded connection interface between the base plate 12 and the cold plate 2 to the flow channel groove 21 area of ​​the cold plate 2. Finally, the heat is carried away by the coolant flowing in the cooling channel 3, achieving effective heat dissipation and cooling of the battery cell.

[0115] When one or more battery cells are installed in the inner cavity, they are arranged according to the multiple installation areas divided by the aforementioned crossbeam 4. Specifically, the cell installation area is used to accommodate battery cells, and one battery module or multiple battery modules containing multiple battery cells can be installed in one cell installation area. Battery cells are not installed in the electrical component installation area, but electrical components such as battery management systems, relays, and current sensors are installed to achieve spatial isolation between battery cells and electrical components.

[0116] When multiple battery cells are installed in the inner cavity, heat insulation pads or heat insulation plates can be installed between each battery cell to prevent heat from being rapidly transferred to adjacent battery cells when individual battery cells experience thermal runaway, thus delaying heat diffusion.

[0117] The battery cell's terminals face upwards (i.e. towards the upper opening of the battery box). After being connected to the busbar through the terminals, the battery is led out to the outside of the box through a high-voltage connector to provide power output to the vehicle.

[0118] This design allows the battery cells to be housed within the battery casing, with their bottom surfaces contacting the base plate 12 via a heat-conducting layer. A cooling channel 3 is formed by welding the base plate 12 and the cold plate 2. As the coolant flows through the cooling channel 3, it transfers the heat generated by the battery cells sequentially through the base plate 12 and the welded interface to the cold plate 2, where it is then carried away by the coolant. This short heat conduction path, low interfacial thermal resistance, and high heat dissipation efficiency effectively control the temperature rise of the battery cells during charging and discharging, ensuring that the battery cells operate within a suitable temperature range and extending battery life.

[0119] Secondly, the battery cells are directly installed in the inner cavity of the battery box, and the cold plate 2 is integrated into the outer side of the bottom of the box. There is no need to set up an additional independent cold plate 2 mounting bracket or connecting structure, resulting in a low overall height and compact structure.

[0120] Thirdly, the inner cavity is divided into a cell mounting area and an electrical component mounting area by the crossbeam 4. The battery cells are only located in the cell mounting area, spatially isolated from the high-voltage electrical components. This avoids the electrical components' heat affecting the temperature consistency of the battery cells, and also reduces the impact on the battery cells in the event of an electrical fault, thus improving the overall safety of the battery system.

[0121] The internal cavity of the battery box can be adapted to different arrangements of battery cells by varying the number and position of the crossbeams 4. By adjusting the number of battery cells, the battery capacity and voltage platform requirements of different vehicle models can be flexibly met, resulting in a high degree of component commonality and reduced development costs.

[0122] In this embodiment, the battery assembly process is as follows: the cold plate 2 is fixed to the bottom plate 12 of the housing body 1 by laser welding and the airtightness test is completed; the battery cells are arranged into groups and fixed to form a battery module; the battery module is hoisted into the cell installation area of ​​the inner cavity and fixed to the bottom plate 12; the battery management system, relays and other electrical components are installed in the electrical component installation area; the top cover is installed and fixed and sealed to the upper end face of the side plate 11 by bolts or sealant to complete the battery assembly.

[0123] In summary, the battery of the present invention has the following technical effects: By directly using the bottom plate 12 of the housing body 1 as the upper wall of the cooling channel 3 of the cold plate 2, the independent cold plate structure in the traditional cold plate 2 is eliminated, reducing the number of parts and assembly levels, and realizing the deep integration of the cold plate 2 and the housing body 1.

[0124] By eliminating components such as cold plate, roll-formed frame, bottom support foam and bottom guard plate, and using high-strength hot-formed steel, the plate thickness can be reduced while ensuring structural strength. The overall weight of the battery system is significantly reduced compared to traditional solutions, which is conducive to improving the energy density of the power battery and the driving range of the vehicle.

[0125] The main body 1, cold plate 2, crossbeam 4 and lifting lug 5 are all made of CR950 / 1500HS-AS hot-formed steel, with tensile strength and yield strength far superior to traditional roll-formed steel and aluminum profiles. The high strength allows the main body 1 to eliminate the need for bottom support foam and bottom guard plate, while also possessing excellent impact resistance, compression resistance and vibration resistance.

[0126] The main body 1 of the enclosure is integrally formed by hot stamping, and there are no splicing welds between the side plate 11 and the bottom plate 12; the cold plate 2 and the bottom plate 12 are permanently metallurgically bonded by welding, eliminating the need for sealant and fundamentally eliminating the risk of sealant aging and failing due to temperature and humidity.

[0127] The enclosure body 1, cold-rolled plate 2, crossbeam 4, and lifting lugs 5 are all made of the same grade of hot-formed steel, with completely identical material composition, melting point, and coefficient of thermal expansion. No special welding process is required for dissimilar materials, avoiding defects such as welding cracks and brittle intermetallic compounds caused by differences in material thermophysical properties. The welded joint strength matches the base material, ensuring stable and reliable quality.

[0128] All structural components are made of the same hot-formed steel material, which can be uniformly coated with anti-corrosion coating. This eliminates the need for different anti-corrosion processes, simplifies the production process, and reduces the investment in process equipment and operating costs.

[0129] Hot stamping integrates multiple processes into one step. The flow channel 21 and the cold plate 2 are integrally stamped without the need for subsequent machining. Welding connections eliminate the need for processes such as gluing and curing, shortening the overall manufacturing cycle and significantly reducing the overall manufacturing cost.

[0130] The present invention also provides a vehicle comprising the aforementioned battery.

[0131] Specifically, the vehicle is a new energy vehicle, including pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles. The vehicle includes a body, chassis, drive motor, and the aforementioned battery. The battery is fixedly mounted on the vehicle chassis and electrically connected to the drive motor via a high-voltage wiring harness, providing power to the drive motor to drive the vehicle.

[0132] The battery is fixedly connected to the chassis via a lifting lug 5. Specifically, the chassis is provided with mounting brackets or mounting holes corresponding to the mounting holes of the lifting lug 5. The battery is locked and fixed to the bottom of the chassis by bolts passing through the mounting holes of the lifting lug 5 and the corresponding holes on the mounting brackets of the chassis, and by using nuts or threaded holes.

[0133] When the battery is mounted on the chassis, the top cover of the battery faces the chassis, while the bottom plate 12 and the cooling plate 2 face the ground. This arrangement allows the cooling plate 2 to assist in heat dissipation through the wind effect during vehicle operation, while also lowering the center of gravity of the battery system, which helps improve vehicle handling stability.

[0134] In this embodiment, the inlet and outlet of the cold plate 2 flow channel 21 of the battery box can be adaptively designed according to the vehicle pipeline layout direction. They can be set at the front end, rear end or side end of the battery box to match the pipeline routing requirements of different vehicle models.

[0135] During vehicle operation, the battery provides power to the drive motor while discharging. Simultaneously, the battery cells generate heat due to their internal resistance. This heat is transferred via the base plate 12 to the flow channel 21 area of ​​the cold plate 2, where it is carried away by the circulating coolant, maintaining the battery cell temperature within its optimal operating range. In low-temperature environments, the thermal management system can also heat the battery by heating the coolant to ensure its charging and discharging performance under low-temperature conditions. In this case, the heated coolant flows through the cold plate 2, transferring heat in the reverse direction to the battery cells, thus achieving a preheating function.

[0136] This setup has several advantages. First, the battery pack uses a hot-formed steel integrated structure, eliminating the need for components such as cold-rolled steel plates, rolled edges, bottom support foam, and bottom guard plates found in traditional solutions. This reduces the overall weight of the battery system compared to traditional solutions. The reduction in overall vehicle weight directly reduces rolling resistance and acceleration energy consumption during driving, effectively increasing the vehicle's range with the same battery capacity.

[0137] Secondly, vehicles may encounter adverse conditions such as bumps, gravel impacts, and bottoming out during operation. In this embodiment, the battery box is made of hot-formed steel in one piece, which has high tensile strength and can withstand bottom impacts and stone strikes without the need for an additional bottom guard plate. Furthermore, the crossbeam 4 isolates the battery cells from the electrical components, reducing the risk of short circuits in collision accidents and improving the overall safety of the vehicle.

[0138] Thirdly, the cold plate 2 is welded to the base plate 12 to form a cooling channel 3, which has low interfacial thermal resistance and high heat dissipation efficiency. During vehicle operation, the heat generated by the battery cells can be promptly carried away by the coolant in the cold plate 2, preventing the battery from overheating in high-temperature environments, which could lead to power reduction or lifespan degradation. At the same time, the coolant pipeline is integrated with the vehicle's thermal management system, which can heat the battery in low-temperature environments, ensuring that the battery can operate normally under different climatic conditions in all four seasons, thus expanding the vehicle's applicable geographical range.

[0139] Fourthly, as one of the most expensive components in new energy vehicles, reducing the cost of batteries has a significant impact on lowering the overall vehicle price. This embodiment reduces the number of battery box components, mold investment, and process costs through structural simplification and material optimization, thereby lowering the overall manufacturing cost of the battery system. This, in turn, helps to reduce the overall vehicle price and enhance the product's market competitiveness.

[0140] Furthermore, the welded sealing structure eliminates the problem of sealant aging, and the removal of the underbody protection plate and supporting foam reduces wear-prone and aging-prone components. The battery system does not require replacement of easily worn parts such as sealant and underbody protection plates throughout its entire lifespan, reducing after-sales maintenance costs for the vehicle and operating costs for the user.

[0141] 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 housing, characterized in that, Including the enclosure body and cold plate; The housing body includes side panels that surround each other and a bottom plate disposed at the bottom end of the side panels. The bottom plate and the side panels together form an inner cavity for accommodating individual battery cells. At least one side of the cold plate is provided with a flow channel groove, and the side of the cold plate with the flow channel groove is connected to the side of the bottom plate away from the inner cavity, so that the bottom plate and the flow channel groove together form a cooling channel for the refrigerant to flow.

2. The battery housing according to claim 1, characterized in that, The box body is integrally formed from hot-formed steel through a hot stamping process; And / or, the cold-formed plate is integrally formed from hot-formed steel through a hot stamping process.

3. The battery housing according to claim 1, characterized in that, The cold plate has a cooling area and an edge sealing area surrounding the cooling area, the edge sealing area being planar; The flow channel is disposed in the cooling area, and the sealing area is welded to the side of the base plate away from the inner cavity to seal the cooling area.

4. The battery housing according to claim 1, characterized in that, The flow channel includes a first channel disposed at the edge of the cooling area and extending along the edge of the cooling area, and a second channel disposed within the first channel, wherein the second channel is continuously meandering and bent.

5. The battery housing according to any one of claims 1-4, characterized in that, The side plate is bent away from the bottom plate and away from the inner cavity to form a folded edge.

6. The battery housing according to any one of claims 1-4, characterized in that, At least one crossbeam is provided inside the cavity, and the crossbeam connects between two opposite side plates, dividing the cavity into multiple installation areas.

7. The battery housing according to any one of claims 1-4, characterized in that, The battery box also includes a lifting lug, which is located on the outside of the side plate and is used to fix the battery box to the vehicle chassis.

8. The battery housing according to claim 7, characterized in that, The material of the lifting lug is the same as that of the side plate, and the two are connected by welding; And / or, the lifting lugs are provided in two sets, the two sets of lifting lugs are respectively provided on two opposite side plates, and each set of lifting lugs includes a plurality of lifting lugs spaced apart along the length of the side plate.

9. A battery, characterized in that, The battery includes a battery cell and a battery housing as described in any one of claims 1-8, wherein one or more battery cells are provided, and one or more of the battery cells are disposed in the inner cavity of the battery housing.

10. A vehicle, characterized in that, Includes the battery as described in claim 9.

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