Battery pack protection assembly and vehicle

Abstract

The utility model discloses a protection assembly of battery pack and vehicle, the protection assembly of battery pack includes: mounting support, anti -bumping board and first drive piece, the mounting support is suitable for being linked with auxiliary frame, and the mounting support is located the front of battery pack, the anti -bumping board is movably installed in the mounting support, first drive piece with anti -bumping board power connection, and is used for selectively driving anti -bumping board downward movement to make at least part of anti -bumping board lower than battery pack. According to the protection assembly of battery pack of the utility model embodiment, when the bottom of the vehicle has an obstacle, the first drive piece is suitable for rotating to make the anti -bumping board rotate downward and push the obstacle, thereby avoiding the collision and extrusion problem of battery pack caused by the collision of the obstacle to battery pack.

Description

Technical Field

[0001] This utility model relates to the field of battery pack protection technology, and in particular to a battery pack protection assembly and vehicle. Background Technology

[0002] Due to the requirements of vehicle passability and wind resistance performance, the anti-collision bar of the battery pack is usually designed with a ground clearance of more than 130mm. When the anti-collision bar hits movable foreign objects such as stones and angle irons on the road, because the impact position is higher than the core height of the foreign object, the foreign object is difficult to push away after the impact and will rotate into the bottom of the battery pack, squeezing the liquid cooling plate and the battery cell, causing battery pack malfunction or thermal runaway. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a protective assembly for a battery pack. When there is an obstacle at the bottom of the vehicle, a first driving member is adapted to rotate so that the anti-collision plate rotates downwards and pushes the obstacle, thereby preventing the obstacle from colliding with the battery pack and causing collision and compression problems.

[0004] A protective assembly for a battery pack according to an embodiment of the present invention includes: a mounting bracket, an anti-collision plate, and a first driving member. The mounting bracket is adapted to be connected to a subframe and is located in front of the battery pack. The anti-collision plate is movably mounted on the mounting bracket. The first driving member is poweredly connected to the anti-collision plate and is used to selectively drive the anti-collision plate downward so that at least a portion of the anti-collision plate is lower than the battery pack.

[0005] According to the protective assembly of the battery pack in this embodiment of the present invention, when it is predicted that the anti-collision plate will collide with an obstacle, the first driving member drives the anti-collision plate to move downward. By controlling the downward movement of the anti-collision plate, the anti-collision plate pushes the obstacle away, thereby avoiding the risk of the obstacle rolling into the bottom of the battery pack and improving the safety of the battery pack.

[0006] The protective assembly for the battery pack according to an embodiment of the present invention further includes a locking component, which is connected between the mounting bracket and the anti-collision plate, and is at least adapted to lock the anti-collision plate and the mounting bracket after the anti-collision plate is rotated downwards.

[0007] According to the protective assembly of the battery pack of this utility model embodiment, the locking component includes a pawl, a ratchet, and an elastic element; the ratchet is fixedly connected to the anti-collision plate, the ratchet and the anti-collision plate are rotatably connected to the mounting bracket, the first driving member selectively drives the ratchet to rotate, the pawl is adapted to be rotatably connected to the mounting bracket, after the first driving member drives the ratchet to rotate in a first direction, the pawl is adapted to lock with the ratchet under the elastic force of the elastic element, and when the pawl and the ratchet are unlocked, the first driving member drives the ratchet to rotate in a second direction to make the anti-collision plate rotate and reset.

[0008] According to the protective assembly of the battery pack in the present invention, the mounting bracket includes a first connecting portion and a second connecting portion distributed at intervals along the front and rear; the pawl is rotatably connected to the first connecting portion, the ratchet and the anti-collision plate are rotatably connected to the second connecting portion, and the pawl is connected to a second driving member, the second driving member being adapted to drive the pawl to rotate to unlock or lock with the ratchet.

[0009] According to the protective assembly of the battery pack in the present invention, the pawl has a curved structure, one end of the curved structure is provided with a mating part, the ratchet is provided with a locking groove, and the mating part and the locking groove are adapted to cooperate and lock under the elastic force of the elastic member.

[0010] According to the protective assembly of the battery pack of this utility model embodiment, the pawl is provided with a pawl protrusion, the mounting bracket is provided with a bracket protrusion, the bracket protrusion and the pawl protrusion are distributed in the inward and outward directions along the width direction of the vehicle, and the elastic element is connected between the pawl protrusion and the bracket protrusion.

[0011] According to the protective assembly of the battery pack in this embodiment of the present invention, the pawl is provided with a force sensor, and the force on the anti-collision plate is transmitted to the pawl through the ratchet, so that the force sensor is adapted to detect the collision force on the anti-collision plate.

[0012] According to the protective assembly of the battery pack of the present utility model embodiment, the anti-collision plate is constructed as an arc plate structure, the arc plate structure includes a central region distributed along the width direction and end regions located at both ends of the central region, the central region being closer to the front side of the vehicle than the end regions.

[0013] According to the protective assembly of the battery pack in the present invention, the length of the anti-collision plate along the lateral direction of the vehicle is greater than or equal to the length of the battery pack along the lateral direction of the vehicle.

[0014] According to the protective assembly of the battery pack in this embodiment of the present invention, the anti-collision plate is provided with weight reduction holes.

[0015] This utility model embodiment also discloses a vehicle including the above-described protective assembly for the battery pack.

[0016] The advantages of the vehicle compared to existing technologies and the protective assembly of the battery pack compared to existing technologies are the same, and will not be elaborated here.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a schematic diagram of the structure of the battery pack protective assembly of this utility model located below the vehicle subframe;

[0020] Figure 2 This is an exploded structural diagram of the protective assembly of the battery pack according to an embodiment of the present utility model;

[0021] Figure 3 This is a schematic diagram of the anti-collision plate of the battery pack protective assembly in normal state according to an embodiment of the present utility model.

[0022] Figure 4 This is an embodiment of the present utility model. Figure 3 A partial cross-sectional view at point AA;

[0023] Figure 5 This is an embodiment of the present utility model. Figure 3 A schematic diagram of the cross-sectional structure at point BB;

[0024] Figure 6 This is a schematic diagram of the structure of the pawl and ratchet engagement in an embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram showing the positional relationship between the anti-collision plate and the obstacle after rotating downwards according to an embodiment of this utility model;

[0026] Figure 8 This is a top view showing the positional relationship between the anti-collision plate and the battery pack in an embodiment of this utility model;

[0027] Figure 9 This is a schematic diagram of the overall workflow of an embodiment of this utility model.

[0028] Figure label:

[0029] The battery pack protective assembly 100, subframe 101, crossbeam 1, mounting bracket 2, first connecting part 21, first connecting hole 211, second connecting part 22, second connecting hole 221, bracket protrusion 23, anti-collision plate 3, first connecting shaft 31, weight reduction hole 32, middle area 33, end area 34, pawl 4, mating part 41, pawl protrusion 42, pawl shaft 43, pawl body 44, force sensor 441, ratchet 5, ratchet tooth 51, locking groove 511, first tooth surface 512, second tooth surface 513, elastic element 6, second driving element 7, first driving element 8, battery pack 9, obstacle 10. Detailed Implementation

[0030] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0031] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model 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, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0032] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 utility model based on the specific circumstances.

[0033] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0034] The following is for reference. Figures 1-9 The description of the protective assembly 100 for the battery pack according to an embodiment of the present utility model is as follows: when there is an obstacle 10 at the bottom of the vehicle, the first driving member 8 is adapted to rotate to drive the anti-collision plate 3 to rotate downward, and the anti-collision plate 3 pushes the obstacle 10, thereby avoiding the obstacle 10 from colliding with the battery pack 9 behind the anti-collision plate 3 and causing the battery pack 9 to be crushed.

[0035] like Figure 1-9 As shown, a protective assembly 100 for a battery pack according to an embodiment of the present invention includes: a mounting bracket 2, an anti-collision plate 3, and a first driving member 8.

[0036] The mounting bracket 2 is adapted to be connected to the subframe 101 and is located in front of the battery pack 9; the anti-collision plate 3 is movably mounted on the mounting bracket 2; the first drive member 8 is poweredly connected to the anti-collision plate 3 and is used to selectively drive the anti-collision plate 3 downward so that at least a portion of the anti-collision plate 3 is lower than the battery pack 9.

[0037] In practice, the bottom of the crossbeam 1 can be connected to a mounting bracket 2 via connecting bolts. The mounting bracket 2 is rotatably connected to an anti-collision plate 3. The battery pack 9 is connected to the bottom of the vehicle and is located behind the anti-collision plate 3. Generally, the bottom of the anti-collision plate 3 is set flush with the bottom of the battery pack 9. Of course, the bottom of the battery pack 9 can also be slightly higher than the bottom of the anti-collision plate 3 to meet the requirements of vehicle wind resistance and passability. When the vehicle encounters an obstacle 10 during driving, the operation of the first drive component 8 can be controlled to make the first drive component 8 control the anti-collision plate 3 to rotate downward, so that the anti-collision plate 3 blocks the obstacle 10 in front of the battery pack 9 and can push the obstacle 10 away, avoiding the functional failure or thermal runaway of the battery pack 9 caused by the obstacle 10 squeezing or colliding with it.

[0038] Specifically, the bottom of the battery pack's protective assembly 100 is flush with the bottom of the battery pack 9. When the intelligent driving prediction system detects a movable obstacle 10 on the road and determines that it has entered the vehicle's undercarriage, the controller of the protection system estimates whether the obstacle 10 will collide with the bottom of the battery pack 9 based on the height of the obstacle 10 obtained by the intelligent driving prediction system and the ground clearance value of the anti-collision plate 3 monitored by the intelligent chassis system. If no collision occurs, the protection system does not activate. If a collision occurs, the controller of the protection system calculates the required rotation angle and speed of the output end of the first drive component 8 based on information such as the center of gravity height of the movable obstacle 10, the current ground clearance of the anti-collision plate 3, and the vehicle speed. The output end of the first drive component 8 rotates and drives the anti-collision plate 3 to move downwards to block and push away the obstacle 10.

[0039] In other words, the height, position, and vehicle speed of the obstacle 10 can be used to determine whether the anti-collision plate 3 will collide with the obstacle 10. If no collision is expected, there is no need to control the anti-collision plate 3 to rotate downwards, reducing the frequency of movement of the anti-collision plate 3 and improving its service life. Only when there is a significant risk of collision or when the obstacle 10 is certain to be hit, the anti-collision plate 3 is controlled to move downwards to increase the contact area between the anti-collision plate 3 and the obstacle 10, thereby enabling the anti-collision plate 3 to push the obstacle 10 away and reduce the risk of squeezing the battery pack 9.

[0040] Furthermore, by controlling the rotation angle and speed of the output end of the first drive component 8, the rotation speed of the output end of the first drive component 8 can be controlled according to the vehicle speed. For example, when the vehicle speed is high, the rotation speed of the output end of the first drive component 8 is faster, so that the anti-collision plate 3 can block the obstacle 10 in time. When the vehicle speed is low, the rotation speed can also be adjusted adaptively, or it can rotate quickly, as long as it can rotate into place before hitting the obstacle 10. In addition, the rotation angle of the output end of the first drive component 8 can be controlled according to the shape and structure of the obstacle 10, so that the anti-collision plate 3 can make better contact with the obstacle 10 and push the obstacle 10 away, thereby improving the safety of the battery pack 9.

[0041] In some embodiments, the battery pack protection assembly 100 further includes a locking component connected between the mounting bracket 2 and the anti-collision plate 3, and is at least adapted to lock the anti-collision plate 3 and the mounting bracket 2 after the anti-collision plate 3 is rotated downwards.

[0042] In practice, when the anti-collision plate 3 is in its original position, the bottom of the anti-collision plate 3 is flush with the bottom of the battery pack 9. Since the anti-collision plate 3 is mainly driven to rotate by the first driving member 8, which is the first motor, when the anti-collision plate 3 is in its original position, that is, after the output shaft of the first driving member 8 rotates to the original position, it stops rotating. Since the output end of the first driving member 8 does not rotate, the position of the anti-collision plate 3 will not change. When the anti-collision plate 3 needs to rotate downward to push away the obstacle 10, the first driving member 8 drives the anti-collision plate 3 to rotate downward, so that the anti-collision plate 3 can rotate to the set position under the drive of the first driving member 8. At this time, the locking component needs to lock the anti-collision plate 3 and the mounting bracket 2. After the anti-collision plate 3 is driven to rotate downward, the problem of the anti-collision plate 3's unstable position due to collision and compression with the obstacle 10 can be avoided, and it is also convenient for the anti-collision plate 3 to push away the obstacle 10.

[0043] When the anti-collision plate 3 pushes away the obstacle 10, the locking component can unlock the anti-collision plate 3 from the mounting bracket 2, and the first driving component 8 controls the anti-collision plate 3 to rotate in the opposite direction, thereby resetting the anti-collision plate 3.

[0044] In some embodiments, the locking assembly includes a pawl 4, a ratchet 5, and an elastic element 6; the ratchet 5 is fixedly connected to the anti-collision plate 3, and the ratchet 5 and the anti-collision plate 3 are rotatably connected to the mounting bracket 2; the first driving member 8 selectively drives the ratchet 5 to rotate; the pawl 4 is adapted to be rotatably connected to the mounting bracket 2; after the first driving member 8 drives the ratchet 5 to rotate in a first direction, the pawl 4 is adapted to lock with the ratchet 5 under the elastic force of the elastic element 6; and when the pawl 4 and the ratchet 5 are unlocked, the first driving member 8 drives the ratchet 5 to rotate in a second direction so that the anti-collision plate 3 rotates and resets.

[0045] Reference Figure 2 and Figure 5 As shown, the end of the anti-collision plate 3 is provided with a first connecting shaft 31 extending outward. The first connecting shaft 31 is fixedly connected to a ratchet 5, and the first connecting shaft 31 can rotate relative to the mounting support 2. The first driving component 8 is a first motor. The output end of the first motor transmits power to the ratchet 5 to control the rotation of the ratchet 5. When the ratchet 5 rotates relative to the mounting support 2, the anti-collision plate 3 can rotate relative to the mounting support 2. In addition, the pawl 4 is adapted to be rotatably connected to the mounting support 2, and an elastic element 6 is connected between the pawl 4 and the mounting support 2. The elastic element 6 is a torsion spring. When the anti-collision plate 3 rotates downward into place, the pawl 4 and the ratchet 5 remain locked under the action of the elastic element 6, which improves the stability of the ratchet 5 and the anti-collision plate 3 when the anti-collision plate 3 collides with the obstacle 10.

[0046] Specifically, when the anti-collision plate 3 is in its initial state, the pawl 4 can also engage with the ratchet 5 under the action of the elastic element 6. However, the reason why the anti-collision plate 3 remains stable at this time is mainly because the output shaft of the first drive element 8 is not working. When the vehicle detects the movable obstacle 10 and determines that it has entered the bottom of the vehicle, the first drive element 8 is activated. The first drive element 8 is a first motor, and the housing of the first motor can be fixedly connected to the mounting bracket 2. The output end of the first motor is powered by the ratchet 5. The output shaft of the first motor can drive the ratchet 5 to rotate in the first direction. When the pawl 4 and the ratchet 5 engage under the action of the elastic element 6, the first drive element 8 drives the ratchet 5 to rotate clockwise, which allows the ratchet 5 to drive the anti-collision plate 3 to overcome the elastic force of the elastic element 6. Rotate downwards; if the initial state is horizontal, the direction of rotation to the final position is perpendicular to the initial direction, and after the anti-collision plate 3 rotates to the final position, the ratchet 5 also stops rotating. At this time, the pawl 4 and the ratchet 5 are locked together, and the elastic element 6 makes the pawl 4 have a locking force on the ratchet 5. So when the anti-collision plate 3 collides with the obstacle 10, it can improve the stability of the anti-collision plate 3. That is to say, the locking between the pawl 4 and the ratchet 5 is mainly for the locking after the anti-collision plate 3 rotates downwards to the final position. When the anti-collision plate 3 rotates to the final position and contacts and collides with the obstacle 10, it can improve the blocking effect of the anti-collision plate 3 on the obstacle 10. As the vehicle moves forward, the anti-collision plate 3 can push the obstacle 10 to move, thereby preventing the obstacle 10 from squeezing the battery pack 9.

[0047] It should be noted that when the anti-collision plate 3 rotates downwards and pushes the obstacle 10 away, and the anti-collision plate 3 needs to be reset, the pawl 4 can be rotated counterclockwise to disengage it from the ratchet 5 and unlock it. Furthermore, the first drive member 8 drives the ratchet 5 to rotate counterclockwise, allowing the ratchet 5 to rotate the anti-collision plate 3 upwards. Once the ratchet 5 is in position, it drives the pawl 4 to rotate clockwise to engage with the ratchet 5. In other words, the anti-collision plate 3 of the protective structure assembly has an automatic reset function. If the anti-collision plate 3 is not damaged after a collision, the first drive member 8 is activated after the anti-collision plate 3 is unlocked from the mounting bracket 2 to reset the anti-collision plate 3.

[0048] Additionally, it should be noted that ratchet 5, pawl 4, and elastic element 6 can be provided at both ends of the mounting bracket 2 and the anti-collision plate 3 along the width direction of the vehicle, so that the movement of the anti-collision plate 3 can be more balanced and the movement can be faster and smoother.

[0049] In some embodiments, the mounting bracket 2 includes a first connecting portion 21 and a second connecting portion 22 distributed at intervals along the front and rear sides; a pawl 4 is rotatably connected to the first connecting portion 21, a ratchet 5 and a shock plate 3 are rotatably connected to the second connecting portion 22, and the pawl 4 is connected to a second driving member 7, which is adapted to drive the pawl 4 to rotate to unlock or lock with the ratchet 5.

[0050] Specifically, refer to Figure 2 As shown, the first connecting part 21 and the second connecting part 22 are distributed along the front-rear direction of the vehicle. The first connecting part 21 is provided with a first connecting hole 211, and the second connecting part 22 is provided with a second connecting hole 221. The first connecting part 21 can be constructed as a plate-like structure, and the first connecting hole 211 passes through the plate-like structure in the transverse direction of the vehicle. The second connecting part 22 consists of two plate-like structures with a gap between them and each of them is provided with a second connecting hole 221. The ratchet 5 is sleeved on the first connecting shaft 31 of the anti-collision plate 3. The first connecting shaft 31 passes through the second connecting hole 221 and is rotatably connected to the mounting bracket 2 at the second connecting hole 221. At this time, the ratchet 5 is fixedly sleeved on the first connecting shaft 31 and located between the two plate-like structures of the second connecting part 22. The motor housing of the first motor is fixedly connected to the mounting bracket 2, and the output end of the first motor is poweredly connected to the ratchet 5, so that the first motor can drive the ratchet 5 and the rotation of the anti-collision plate 3.

[0051] Alternatively, the ratchet 5 may also be equipped with a ratchet shaft, which is fixedly connected to the ratchet 5. The ratchet shaft is connected to the first connecting shaft 31 of the anti-collision plate via a key. The ratchet 5 and the ratchet shaft are located between the two plate-shaped structures of the second connecting part 22, which can also enable the output end of the first motor to rotate and drive the ratchet 5 to rotate.

[0052] Additionally, the pawl 4 includes a pawl shaft 43, which passes through the first connecting hole 211 of the first connecting part 21. An elastic element 6 is sleeved on the pawl shaft 43, with one end connected to the pawl 4 and the other end connected to the first connecting part 21. The pawl 4 and the ratchet 5 are distributed along the front-rear direction of the vehicle, thereby allowing the elastic element 6 to exert a force on the pawl 4 towards the ratchet 5. The anti-collision plate 3 remains in its initial position, with the pawl 4 and ratchet 5 engaging. After the first driving member 8 operates, the anti-collision plate 3 is in its initial position. When it is determined that the anti-collision plate 3 needs to rotate downwards, the output end of the first motor is controlled to rotate, thereby causing the first motor to drive the ratchet 5 and the anti-collision plate 3 to rotate downwards. Since the pawl 4 and the ratchet 5 can also cooperate under the action of the elastic element 6 before the anti-collision plate 3 rotates, when the anti-collision plate 3 is in a horizontal state and the pawl 4 and the ratchet 5 are in cooperation, when the first motor drives the anti-collision plate 3 to rotate downwards, the force of the first motor driving the ratchet 5 to rotate is greater than the elastic force of the elastic element 6, thereby enabling the ratchet 5 to rotate so that the anti-collision plate 3 rotates downwards.

[0053] When the anti-collision plate 3 rotates downwards into position and the first motor stops working, the elastic element 6 between the pawl 4 and the ratchet 5 provides a locking force to the ratchet 5, improving the collision and blocking effect between the anti-collision plate 3 and the obstacle 10. After the anti-collision plate 3 pushes the obstacle 10 away, it needs to be reset. Since the pawl 4 and the ratchet 5 are still locked, the second driving element 7 can drive the pawl 4 to rotate to disengage from the ratchet 5, thus allowing the anti-collision plate 3 to reset when the output end of the first motor rotates. In other words, the mounting bracket 2 is configured with a first connecting part 21 and a second connecting part 22 spaced along the front and rear. The first connecting part 21 is mainly used to connect the pawl 4 and the elastic element 6, and the second connecting part 22 is mainly used to connect the ratchet 5, making it easier for the pawl 4 and the ratchet 5 to engage. Furthermore, after the pawl 4 and the ratchet 5 are unlocked, it does not affect the rotation of the anti-collision plate 3 located behind the pawl 4.

[0054] In some embodiments, the pawl 4 is constructed as a curved structure, with a mating part 41 at one end of the curved structure, and the ratchet 5 is provided with a locking groove 511. The mating part 41 and the locking groove 511 are adapted to engage and lock under the elastic force of the elastic member 6.

[0055] Reference Figure 6As shown, the pawl 4 is constructed to extend upwards, then bend and extend backwards. One end of the pawl 4 is provided with a mating part 41, which is constructed as mating teeth. The ratchet 5 is provided with ratchet teeth 51, and a locking groove 511 is formed between adjacent ratchet teeth 51. The ratchet teeth 51 are provided with an arc-shaped first tooth surface 512 and a second tooth surface 513. The length of the first tooth surface 512 is greater than the length of the second tooth surface 513, so that the mating teeth of the pawl 4 engage with the locking groove 511 of the ratchet 5 and the elastic member 6 has an initial preload. The ratchet 5 remains locked under the action of torque. Due to the tooth design of the ratchet 5, it cannot rotate counterclockwise after engagement. Therefore, when the ratchet 5 needs to rotate counterclockwise, the pawl 4 and the ratchet 5 need to be unlocked. When the ratchet 5 needs to rotate clockwise, it can be controlled to rotate clockwise by the first motor. If the first motor drives the anti-collision plate 3 to a horizontal position and then stops working, the ratchet 5 will no longer rotate, and the anti-collision plate 3 can remain in a stable horizontal position. When the first driving member 8 drives the ratchet 5 along... Figure 6 When rotating clockwise, it is not necessary for the pawl 4 and ratchet 5 to separate, as long as the driving force of the first driving member 8 is greater than the elastic force of the elastic member 6. However, after the anti-collision plate 3 rotates downward to push away the obstacle 10, when the first driving member 8 drives the ratchet 5 to rotate counterclockwise, the ratchet 5 cannot rotate counterclockwise due to the locking force of the pawl 4 on the ratchet 5 and the structural design of the ratchet teeth 51. Only when the pawl 4 disengages from the ratchet 5 can the ratchet 5 rotate counterclockwise.

[0056] In other words, such as Figure 6 As shown, when the pawl 4 and ratchet 5 are engaged, and the anti-collision plate 3 is in its original state, the first driving member 8 can directly drive the ratchet 5 to rotate clockwise, causing the ratchet 5 to rotate the anti-collision plate 3 downwards. However, when the anti-collision plate 3 needs to be rotated upwards to reset, the ratchet 5 cannot rotate counterclockwise due to the engagement method between it and the pawl 4 and the design of the ratchet teeth 51. This is because the pawl 4 needs to be controlled to rotate counterclockwise to unlock. After the pawl 4 is unlocked, the ratchet 5 can be controlled to rotate counterclockwise to reset the anti-collision plate 3. Then, the pawl 4 is controlled to rotate clockwise so that the pawl 4 and ratchet 5 are engaged and locked under the action of the elastic member 6. When the first driving member 8 remains in a non-working state, the anti-collision plate 3 can maintain its reset state.

[0057] This allows the anti-collision plate 3 to rotate downwards more quickly without needing to be unlocked, making it faster and more sensitive, thus pushing away the obstacle 10 in time. When the anti-collision plate 3 needs to rotate upwards, the obstacle 10 has already been pushed away, and after the pawl 4 and ratchet 5 are unlocked, the anti-collision plate 3 can be rotated upwards to reset it.

[0058] In some embodiments, the pawl 4 is provided with a pawl protrusion 42, and the mounting bracket 2 is provided with a bracket protrusion 23. The bracket protrusion 23 and the pawl protrusion 42 are distributed in the inward and outward directions along the vehicle width direction, and the elastic member 6 is connected between the pawl protrusion 42 and the bracket protrusion 23.

[0059] Reference Figure 4 As shown, the pawl 4 includes a pawl body 44, a pawl shaft 43, and a pawl protrusion 42. The pawl protrusion 42 and the pawl body 44 are spaced apart along the vehicle width direction, and the pawl shaft 43 extends along the vehicle width direction to connect the pawl body 44 and the pawl protrusion 42; the outer side of the first connecting portion 21 is... Figure 2 Based on the above, a support protrusion 23 is added. One end of the torsion spring is connected to the pawl protrusion 42 and the other end is connected to the support protrusion 23. The torsion spring is squeezed between the support protrusion 23 and the pawl protrusion 42. By setting the pawl protrusion 42 and the support protrusion 23, the connection of the torsion spring is facilitated. At the same time, the torsion spring can be squeezed and limited in the axial direction, which improves the stability of the torsion spring after compression. Thus, the torsion spring can give the pawl 4 a certain elastic force so that the pawl 4 locks the ratchet 5.

[0060] In some embodiments, the pawl 4 is provided with a force sensor 441, and the force on the anti-collision plate 3 is transmitted to the pawl 4 through the ratchet 5, so that the force sensor 441 is adapted to detect the collision force on the anti-collision plate 3.

[0061] In practice, the impact force on the entire protective structure assembly needs to be transmitted to the crossbeam 1 of the subframe 101 through the anti-collision plate 3, ratchet 5, pawl 4, and mounting bracket 2. The force sensor 441 is used to indirectly monitor the impact force on the anti-collision plate 3. When the anti-collision plate 3 is subjected to force, the force can be transmitted to the pawl 4 through the ratchet 5. When the pawl 4 detects the force, it will determine whether the battery pack protective assembly 100 is damaged based on the maximum value of the force sensor 441 arranged on the pawl 4. If the maximum value of the force does not exceed the set standard, the battery pack protective assembly 100 is not damaged; if the maximum value of the force exceeds the set standard, the customer is prompted to go to the nearest 4S shop to have the battery pack protective assembly 100 and related systems inspected. Therefore, the force sensor 441 can be set on the two-force bar on the force transmission path of the protective structure assembly, which is the pawl body 44, so that the entire structure has a health detection system.

[0062] In some embodiments, the anti-collision plate 3 is constructed as an arc plate structure, which includes a central region 33 distributed along the width direction and end regions 34 located at both ends of the central region 33, with the central region 33 being closer to the front of the vehicle than the end regions 34.

[0063] Reference Figure 7When the anti-collision plate 3 rotates downwards, it impacts the obstacle 10 at the height of the obstacle 10's center of gravity. Figure 8 From a top-down perspective, the anti-collision plate 3 is constructed as an arc plate structure. The arc-shaped anti-collision plate 3 impacts the obstacle 10 at the height of the obstacle 10's center of gravity. The impact force passes through the height of the center of gravity of the movable obstacle 10 and has a certain Y-axis component. Thus, the impact force simultaneously pushes the obstacle 10 to move forward and to the sides of the vehicle. The movable obstacle 10 is eventually pushed away from the sides of the vehicle's bottom, preventing it from entering the bottom of the battery pack 9 and squeezing the battery cells.

[0064] In other words, the middle region 33 of the anti-collision plate 3 is closer to the front of the vehicle than the end region 34. Therefore, after colliding with the obstacle 10, the front of the end region 34 of the obstacle 10 can have a larger space than the front of the middle region 33. Furthermore, the anti-collision plate 3 is designed as an arc plate structure, so that while the obstacle 10 moves forward after being collided, it can also be driven to move towards the end region 34. This means that the obstacle 10 is pushed away from both sides in the width direction of the vehicle, reducing the risk of the obstacle 10 being squeezed and collided with the battery pack 9.

[0065] In some embodiments, the length of the anti-collision plate 3 along the lateral direction of the vehicle is greater than or equal to the length of the battery pack 9 along the lateral direction of the vehicle.

[0066] Reference Figure 8 As shown, the length of the anti-collision plate 3 along the lateral direction of the vehicle can be at least equal to the length of the battery pack 9 along the lateral direction of the vehicle. Of course, the length of the anti-collision plate 3 along the lateral direction of the vehicle can also be set to be greater than the length of the battery pack 9 along the lateral direction of the vehicle, so that the anti-collision plate 3 can protect the battery pack 9 along the lateral direction of the vehicle. That is, it avoids the obstacle 10 from entering the bottom of the battery pack 9 because the length of the anti-collision plate 3 along the lateral direction of the vehicle is too short and it does not effectively block the obstacle 10. In other words, the design that the length of the anti-collision plate 3 along the lateral direction of the vehicle is greater than or equal to the length of the battery pack 9 along the lateral direction of the vehicle can provide better protection for the battery pack 9.

[0067] In some embodiments, the anti-collision plate 3 is provided with weight reduction holes 32; by providing weight reduction holes 32 on the anti-collision plate 3, the material of the anti-collision plate 3 can be saved and the weight of the anti-collision plate 3 can be reduced, thereby reducing the weight of the whole vehicle; the weight reduction holes 32 can be set as strip holes, which extend laterally along the vehicle, and when the anti-collision plate 3 rotates downward, it can also reduce the wind resistance during the vehicle's driving process.

[0068] Additionally, refer to Figure 9As shown, the protective structure assembly of this utility model embodiment includes a pre-aiming judgment module, a mechanism execution module, a mechanism detection module, and a mechanism reset module. The pre-aiming judgment module includes: judging whether the obstacle 10 enters the bottom of the vehicle. If not, the vehicle drives normally. If so, it judges whether the anti-collision plate 3 and the battery pack 9 will collide with the obstacle 10 based on the height of the obstacle 10. If so, the mechanism execution module works. The mechanism execution module includes: calculating the rotation angle and speed of the first motor based on the height of the center of gravity of the obstacle 10, thereby controlling the first motor to drive the anti-collision plate 3 to rotate downward, and the anti-collision plate 3 pushes the obstacle 10 away from both sides in the width direction of the vehicle. Then the mechanism detection module works. The force sensor 441 of the mechanism detection module detects whether the protective structure is damaged. If so, it is repaired. If not, it enters the mechanism reset module. The second motor can control the pawl 4 to rotate so that the pawl 4 is unlocked from the ratchet 5. Then the first motor can control the ratchet 5 to rotate so that the anti-collision plate 3 is reset.

[0069] This utility model embodiment also discloses a vehicle including the above-mentioned battery pack protection assembly 100. When it is predicted that the anti-collision plate 3 will collide with the obstacle 10, the first driving member 8 drives the ratchet 5 to rotate so that the anti-collision plate 3 rotates downward. By controlling the downward movement of the anti-collision plate 3, the anti-collision plate 3 collides with the obstacle 10 and pushes the obstacle 10 away, thereby reducing the risk of the obstacle 10 reaching the bottom of the battery pack 9 and improving the safety of the battery pack 9.

[0070] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0071] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A protective assembly (100) for a battery pack, characterized in that, include: Mounting bracket (2), which is adapted to be connected to the subframe (101) and is located in front of the battery pack (9); Anti-collision plate (3), which is movably installed on the mounting bracket (2); A first drive member (8) is poweredly connected to the anti-collision plate (3) and is used to selectively drive the anti-collision plate (3) downward so that at least a portion of the anti-collision plate (3) is lower than the battery pack (9).

2. The protective assembly (100) for the battery pack according to claim 1, characterized in that, It also includes a locking assembly connected between the mounting bracket (2) and the anti-collision plate (3), and is at least adapted to lock the anti-collision plate (3) and the mounting bracket (2) after the anti-collision plate (3) is rotated downward.

3. The protective assembly (100) for the battery pack according to claim 2, characterized in that, The locking assembly includes a pawl (4), a ratchet (5), and an elastic element (6); The ratchet (5) is fixedly connected to the anti-collision plate (3). The ratchet (5) and the anti-collision plate (3) are rotatably connected to the mounting bracket (2). The first driving member (8) selectively drives the ratchet (5) to rotate. The pawl (4) is adapted to be rotatably connected to the mounting bracket (2). After the first driving member (8) drives the ratchet (5) to rotate in the first direction, the pawl (4) is adapted to lock with the ratchet (5) under the elastic force of the elastic member (6). When the pawl (4) is unlocked between the ratchet (5) and the ratchet (5), the first driving member (8) drives the ratchet (5) to rotate in the second direction so that the anti-collision plate (3) rotates and resets.

4. The protective assembly (100) of the battery pack according to claim 3, characterized in that, The mounting bracket (2) includes a first connecting part (21) and a second connecting part (22) distributed at intervals along the front and rear sides; The pawl (4) is rotatably connected to the first connecting part (21), the ratchet (5) and the anti-collision plate (3) are rotatably connected to the second connecting part (22), and the pawl (4) is connected to a second driving member (7), which is adapted to drive the pawl (4) to rotate so as to unlock or lock with the ratchet (5).

5. The protective assembly (100) for the battery pack according to claim 3, characterized in that, The pawl (4) is constructed in a curved shape, with a mating part (41) at one end of the curved shape. The ratchet (5) is provided with a locking groove (511). The mating part (41) and the locking groove (511) are adapted to engage and lock under the elastic force of the elastic member (6).

6. The protective assembly (100) for the battery pack according to claim 3, characterized in that, The pawl (4) is provided with a pawl protrusion (42), and the mounting bracket (2) is provided with a bracket protrusion (23). The bracket protrusion (23) and the pawl protrusion (42) are distributed in the inward and outward directions along the width of the vehicle. The elastic element (6) is connected between the pawl protrusion (42) and the bracket protrusion (23).

7. The protective assembly (100) for the battery pack according to claim 3, characterized in that, The pawl (4) is equipped with a force sensor (441). The force on the anti-collision plate (3) is transmitted to the pawl (4) through the ratchet (5) so that the force sensor (441) is suitable for detecting the collision force on the anti-collision plate (3).

8. The protective assembly (100) of the battery pack according to claim 1, characterized in that, The anti-collision plate (3) is constructed as an arc plate structure, which includes a central region (33) distributed along the width direction and end regions (34) located at both ends of the central region (33). The central region (33) is closer to the front of the vehicle than the end regions (34).

9. The protective assembly (100) of the battery pack according to claim 1, characterized in that, The length of the anti-collision plate (3) along the lateral direction of the vehicle is greater than or equal to the length of the battery pack (9) along the lateral direction of the vehicle.

10. The protective assembly (100) of the battery pack according to claim 1, characterized in that, The anti-collision plate (3) is provided with weight reduction holes (32).

11. A vehicle, characterized in that, The protective assembly (100) includes the battery pack as described in any one of claims 1-10.

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