Side beam and battery pack

Abstract

The utility model relates to battery technical field discloses a kind of side beam and battery pack, comprising: first beam body, along Z direction setting, and along X direction extension;Second beam body is connected with first beam body, and along Y direction setting and along X direction extension, along Z direction, the upper surface of second beam body is equipped with the exhaust groove of concave, exhaust groove extends along X direction on second beam body, exhaust groove corresponds to the explosion valve of battery cell.The utility model can improve the anti-deformation ability of side beam by the cavity shape structure of second beam body and first beam body, and guarantees the overall strength of side beam.Exhaust groove is arranged on the upper surface of second beam body, and corresponds to the explosion valve of battery cell bottom, so as to facilitate high temperature and high pressure gas into exhaust groove when battery cell appears thermal runaway, and further discharge to outside, avoid triggering chain reaction in battery pack interior, prevent the heat spread of entire battery pack aggravation, improve the reliability and safety of battery pack.

Description

Technical Field

[0001] This utility model relates to the field of battery technology, specifically to a side beam and a battery pack. Background Technology

[0002] In the battery field, the design of the side beams of a battery pack needs to consider many factors, including material selection, structural optimization, and the precision of the manufacturing process. Especially during manufacturing, strict adherence to quality standards is crucial for production and testing to prevent quality issues and ensure product reliability and safety.

[0003] In related technologies, after the side beams of the battery pack are rolled and formed, when the battery cell is damaged, the high-temperature and high-pressure gas inside the battery cell has no specific discharge channel, causing the high-temperature and high-pressure gas to accumulate inside the battery pack housing. This may lead to the risk of thermal runaway of the entire battery pack, exacerbating the thermal spread of the entire battery pack and thus affecting the reliability and safety of the battery pack. Utility Model Content

[0004] This invention provides a side beam and battery pack to solve the problem that gas inside the battery cell cannot be effectively discharged when the cell is damaged.

[0005] In a first aspect, this utility model provides a side beam for supporting at least one battery cell, comprising: The first beam is set along the Z direction and extends along the X direction; The second beam is connected to the first beam and is arranged along the Y direction and extends along the X direction. Along the Z direction, the upper surface of the second beam is provided with a recessed venting groove. The venting groove extends along the X direction on the second beam and corresponds to at least one explosion-proof valve of the battery cell.

[0006] Beneficial Effects: By setting the first beam along the Z-direction and connecting the second beam to the first beam along the Y-direction, while both the first and second beams extend along the X-direction, they form side beams to support the battery cells. The first beam protrudes beyond the second beam, and its height is greater than that of the second beam, thus providing limited space for cell installation. A venting groove is located on the upper surface of the second beam, recessed downwards along the Z-direction from its upper surface. The position of the venting groove precisely corresponds to the explosion-proof valve at the bottom of the battery cell, allowing high-temperature, high-pressure gas to be discharged into the venting groove in the event of thermal runaway, and further discharged to the outside through the venting groove. This prevents a chain reaction within the battery pack, inhibits further thermal spread throughout the battery pack, and thus improves the reliability and safety of the battery pack.

[0007] In one optional embodiment, both the first beam and the second beam are cavity structures, and the second beam and the first beam are interconnected L-shaped integral structures.

[0008] Beneficial effects: Both the second and first beams of the side beam are cavity structures, which can effectively improve the deformation resistance of the side beam. The hollow structure of the second and first beams ensures the overall strength of the side beam. Moreover, by designing the side beams as interconnected and integrally formed without splicing seams, the torsional and impact resistance of the side beams is superior to that of assembled structures, making them better suited to the complex working conditions of vehicles during operation.

[0009] In one optional embodiment, the second beam has a first bottom wall, a first supporting surface, a second bottom wall, a second supporting surface, a first side wall, and opposing second side walls; the first beam has a third side wall, a first top wall, and a fourth side wall; the exhaust groove is formed by the second bottom wall and the opposing second side walls; The first bottom wall, the third side wall, the first top wall, the fourth side wall, the first support surface, one of the second side walls, the second bottom wall, the other second side wall, the second support surface, and the first side wall are connected sequentially to form the second beam and the first beam as a single unit.

[0010] Beneficial effects: By bending the side beams from a single sheet of material, the number of parts and assembly steps are reduced, thus lowering production errors and manufacturing costs; the closed profile makes the cavity structure of the side beams more regular, achieving lightweighting while ensuring strength, without taking up additional internal space in the battery pack.

[0011] In one optional implementation, along the Y direction, the width L1 of the first bottom wall satisfies 75mm≤L1≤150mm; along the Z direction, the height L9 of the first side wall satisfies 20mm≤L9≤60mm.

[0012] Beneficial effects: By rationally setting the width of the first bottom wall, the side beam achieves higher strength and lower processing costs, while improving the stability of battery pack mass production. Rationally setting the height of the first side wall ensures the integrity of the cavity closure, preventing a significant decrease in the torsional and bending resistance of the second beam due to excessively short side walls. Furthermore, it does not waste the longitudinal space of the battery pack or add extra weight. This further enhances the side beam's strength, reduces processing costs, and improves the stability of battery pack mass production.

[0013] In one optional embodiment, the third sidewall is located on the side away from the second beam, and along the Z direction, the height L2 of the third sidewall satisfies 50mm≤L2≤150mm.

[0014] Beneficial effects: By rationally setting the height of the third sidewall, the bending and impact resistance of the third sidewall can be ensured, avoiding deformation of the first beam due to insufficient height; it can also meet the requirements of different vehicle models and cell heights; it can also ensure reliable cell positioning and structural strength compliance, without wasting the longitudinal space of the battery pack or adding extra weight. Furthermore, it gives the side beam higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0015] In one alternative implementation, along the Y direction, the width L3 of the first top wall satisfies 15mm≤L3≤30mm.

[0016] Beneficial effects: By rationally setting the width of the first top wall, the bending process requirements during the integral molding of the side beam can be met, avoiding bending cracks caused by excessively narrow edges of the side beam. Furthermore, the first beam needs to withstand lateral impacts and the lateral forces of the battery cells; a rationally set width of the first top wall also allows stress to be evenly distributed to the third and fourth side walls, avoiding structural damage caused by localized stress concentration. It also ensures the integrity of the cavity structure of the first beam and the reliability of assembly, without wasting the lateral space of the battery pack or adding extra weight. Furthermore, it gives the side beam higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0017] In one alternative embodiment, the fourth sidewall is located on the side close to the second beam, and along the Z direction, the height L4 of the fourth sidewall satisfies 30mm≤L4≤90mm.

[0018] Beneficial effects: By rationally setting the height of the fourth sidewall, the integrity of the cavity of the first beam is ensured; during one-piece molding, cracking and deformation due to excessively narrow dimensions at bends can be avoided, ensuring processing accuracy and structural consistency. Furthermore, it does not waste the longitudinal space of the battery pack or add extra weight. It also gives the side beam higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0019] In one optional implementation, along the Y direction, the width L5 of the first support surface satisfies 20mm≤L5≤40mm; Along the Y direction, the width L6 of the second bottom wall satisfies 20mm≤L6≤40mm; Along the Z direction, the height L7 of the second sidewall satisfies 20mm≤L7≤40mm; Along the Y direction, the width L8 of the second support surface satisfies 20mm≤L8≤40mm.

[0020] Beneficial effects: By rationally setting the widths of the first support surface, the second support surface, and the second bottom wall, as well as the height of the fourth side surface, the size of the venting groove can be adjusted according to different cell sizes and thermal runaway requirements. Simultaneously, it can improve the stiffness and modal characteristics of the battery pack's rolling edge beams and the battery pack as a whole, preventing vibration, impact, and large Z-axis displacement during daily use due to insufficient stiffness and modal characteristics, thus reducing the stress on the materials themselves. Furthermore, it gives the edge beams higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0021] In one optional embodiment, the connection points of the first bottom wall with the first side wall and the third side wall, the connection points of the fourth side wall with the first top wall and the first support surface, the connection points of the second side wall with the first support surface and the second bottom wall, the connection points of the second bottom wall with another second side wall, and the connection points of the second support surface and the first side wall all have arc-shaped chamfers, and the radius R of the arc-shaped chamfers satisfies 2mm≤R≤5mm.

[0022] Beneficial effects: By rationally setting the radius of the curved chamfer, it serves to transition and regulate stress at the corners and welds of the edge beam, reducing the risk of failure and cracking at these points. Furthermore, it can give the edge beam higher strength and lower processing costs, while improving the stability of battery pack mass production.

[0023] Secondly, this utility model also provides a battery pack, comprising: Battery pack housing; A pair of side beams as described above are disposed opposite each other within the battery pack housing for supporting at least one of the battery cells.

[0024] Beneficial effects: Since the battery pack includes side beams, it has the same effect as the side beams, which will not be elaborated here. Attached Figure Description

[0025] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the structure of a side beam according to an embodiment of the present utility model; Figure 2 for Figure 1 The front view of the edge beam is shown; Figure 3 This is a partial structural diagram of the cooperation between the side beam and the battery cell in an embodiment of the present invention.

[0027] Explanation of reference numerals in the attached figures: 10. Battery cell; 110. Second beam; 111. First bottom wall; 112. First side wall; 113. First support surface; 114. Second support surface; 115. Second bottom wall; 116. Second side wall; 120. First beam; 121. Third side wall; 122. First top wall; 123. Fourth side wall; 130. Exhaust trough. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0029] When designing the side beams, it is necessary to consider their structural strength, dimensions, and available space. Firstly, the side beams need sufficient strength to withstand the vibrations and impacts the battery pack may encounter during vehicle operation. Secondly, the design of the side beams also needs to consider dimensional and spatial factors. During testing, the applicant found that side beams with insufficient strength could lead to loosening or cracking of the battery pack structure, thus affecting the battery pack's safety. Furthermore, the applicant also found that side beams with poor flatness would result in excessive adhesive application, increasing costs and affecting the overall structural performance of the battery pack. An unreasonable side beam design leads to inefficient use of space within the battery pack, resulting in poor cell installation and layout.

[0030] The following is combined with Figures 1 to 3 The following describes embodiments of the present invention.

[0031] According to embodiments of the present invention, on the one hand, such as Figures 1 to 3 As shown, a side beam is provided for supporting at least one battery cell 10, comprising: a first beam 120 disposed along the Z direction and extending along the X direction; a second beam 110 connected to the first beam 120 and disposed along the Y direction and extending along the X direction. Along the Z direction, the upper surface of the second beam 110 is provided with a recessed venting groove 130, the venting groove 130 extending along the X direction on the second beam 110, and the venting groove 130 corresponding to the explosion-proof valve of at least one battery cell 10.

[0032] In this embodiment, the X direction is the length direction of the side beam, the Y direction is the width direction of the side beam, and the Z direction is the height direction of the side beam. The side beam can be formed by rolling a single sheet of material to form a second beam 110 and a first beam 120. The first beam 120 is arranged along the Z direction, and the second beam 110 is connected to the first beam 120 and arranged along the Y direction. At the same time, both the first beam 120 and the second beam 110 extend along the X direction, so that the first beam 120 and the second beam 110 constitute a side beam for supporting the battery cell 10. The first beam 120 protrudes beyond the second beam 110, and the height of the first beam 120 is higher than the height of the second beam 110, thereby providing a limiting space for the installation of the battery cell 10.

[0033] The bottom of the battery cell 10 is mounted on the upper surface of the second beam 110, and its side abuts against the inner wall of the first beam 120. The upward extension of the first beam 120 effectively prevents the battery cell 10 from shifting laterally during vehicle operation. It is understood that multiple battery cells 10 can be arranged and mounted on the upper surface of the second beam 110 along the X direction. Furthermore, an exhaust groove 130 is provided on the upper surface of the second beam 110, such that the exhaust groove 130 is formed by a downward indentation from the upper surface of the second beam 110 along the Z direction. The position of the vent groove 130 corresponds precisely to the explosion-proof valve at the bottom of the battery cell 10. The vent groove 130 can be a strip-shaped groove. When multiple battery cells 10 are arranged along the X direction on the upper surface of the second beam 110, the explosion-proof valves of multiple battery cells 10 correspond to the vent groove 130. This allows high-temperature and high-pressure gas to be discharged into the vent groove 130 and further discharged to the outside through the vent groove 130 when any battery cell 10 experiences thermal runaway. This prevents a chain reaction inside the battery pack and prevents the thermal spread of the entire battery pack from intensifying, thereby improving the reliability and safety of the battery pack.

[0034] Furthermore, both the first beam 120 and the second beam 110 are cavity structures, and the second beam 110 and the first beam 120 are interconnected L-shaped integral structures. Specifically, the cavity structures of the second beam 110 and the first beam 120 effectively improve the deformation resistance of the side beam and ensure its overall strength. Simultaneously, the rectangular cavities of the second beam 110 and the first beam 120 reduce the overall weight of the side beam while maintaining its structural strength. The second beam 110 and the first beam 120 are formed by one-time roll forming from a single sheet of material, allowing the second beam 110 to extend horizontally and the first beam 120 to extend upwards in the height direction, thus achieving a vertical connection between the second beam 110 and the first beam 120, making the side beam an interconnected L-shaped integral structure. This integral molding avoids seams, improving the structural strength of the side beam and preventing high-temperature, high-pressure gas leakage from the connection between the second beam 110 and the first beam 120 during thermal runaway of the battery cell 10. Furthermore, by designing the side beams as interconnected and integrally formed without splicing seams, the torsional and impact resistance of the side beams is superior to that of assembled structures, making them better suited to the complex working conditions of vehicles during operation.

[0035] In one embodiment, the second beam 110 has a first bottom wall 111, a first support surface 113, a second side wall 116, a second support surface 114, a first side wall 112, and a second side wall 116 disposed opposite to each other; the first beam 120 has a third side wall 121, a first top wall 122, and a fourth side wall 123; the exhaust groove 130 is formed by the second bottom wall 115 and the second side wall 116 disposed opposite to each other; the first bottom wall 111, the third side wall 121, the first top wall 122, the fourth side wall 123, the first support surface 113, one of the second side walls 116, the second bottom wall 115, the other second side wall 116, the second support surface 114, and the first side wall 112 are connected sequentially, so that the second beam 110 and the first beam 120 are integrally formed.

[0036] In this embodiment, the first bottom wall 111, the third side wall 121, the first top wall 122, the fourth side wall 123, the first support surface 113, one of the second side walls 116, the second bottom wall 115, the other second side wall 116, the second support surface 114, and the first side wall 112 are connected sequentially in a specified order, such that one side of the third side wall 121 is connected to the first bottom wall 111, and the other side is connected to the first top wall 122; the other side of the first top wall 122 is connected to the fourth side wall 123, and the fourth side wall 123... The other side is connected to the first support surface 113, the other side of the first support surface 113 is connected to the second side wall 116, the other side of the second side wall 116 is connected to the second bottom wall 115, the other side of the second bottom wall 115 is connected to another second side wall 116, the other side of the other second side wall 116 is connected to the second support surface 114, the other side of the first support surface 113 is connected to the third side wall 121, and the other side of the third side wall 121 is connected to the other side of the first bottom wall 111, so that the side beam forms a closed profile without breaks.

[0037] The first bottom wall 111 is located at the bottom of the second beam 110 along the Z-direction, bearing the overall load and providing installation and fixing functions for the side beam. The third side wall 121 is located on the outside of the first beam 120 along the Y-direction, serving as an external protective wall for the side beam to isolate it from external impacts. The first top wall 122 is located at the top of the first beam 120 along the Z-direction, forming the upper edge of the side beam and enhancing the deformation resistance of the first beam 120. The fourth side wall 123 is located on the inside of the first beam 120 along the Y-direction, directly abutting against the side of the battery cell 10, thus limiting the battery cell 10. The first support surface 113 is part of the upper surface of the second beam 110 and is the main support area for the installation of the battery cell 10. A pair of second side walls 116 form the two vertical walls of the venting groove 130, and the second bottom wall 115 is located at the bottom of the venting groove 130. The venting groove 130 is formed by the cooperation of the pair of second side walls 116 and the second bottom wall 115. The second support surface 114 is located on another part of the upper surface of the second beam 110, and is placed on both sides of the exhaust groove 130 along with the first support surface 113, together providing stable support for the battery cell 10. The first side wall 112 is located on the inner side of the second beam 110 along the Y direction, forming the inner protective wall of the side beam and connecting the internal structure of the battery pack.

[0038] By designing the side beam as a one-piece, seamless structure, its torsional and impact resistance is superior to that of assembled structures, making it better suited to the complex operating conditions of vehicles. Furthermore, the bending and forming of a single sheet reduces the number of parts and assembly steps, lowering production errors and manufacturing costs. The closed profile makes the side beam's cavity structure more regular, achieving lightweight design while maintaining strength, without additionally occupying internal space in the battery pack.

[0039] In one embodiment, along the Y direction, the width L1 of the first bottom wall 111 satisfies 75mm≤L1≤150mm; along the Z direction, the height L9 of the first side wall 112 satisfies 20mm≤L9≤60mm.

[0040] In this embodiment, the width L1 of the first bottom wall 111 along the Y direction can be any value or a value between any two of the following: 75mm, 80mm, 85mm, 90mm, 95mm, 100mm, 105mm, 110mm, 115mm, 120mm, 125mm, 130mm, 135mm, 140mm, 145mm, and 150mm. The first bottom wall 111 is the bottom support structure of the side beam and needs to bear the weight of the battery cell 10, the weight of the side beam itself, and the dynamic load during vehicle movement. If the width of the first bottom wall 111 is too small, such as less than 75mm, the side beam will have low strength after roll forming and will be prone to bending deformation. Moreover, since the exhaust groove 130 is recessed on the upper surface of the second beam 110, the width of the first bottom wall 111 needs to provide sufficient lateral space for the exhaust groove 130 to avoid the exhaust groove 130 being too narrow, which would cause high-temperature and high-pressure gas blockage. If the width of the first bottom wall 111 is too large, such as greater than 150mm, it will compress the cell mounting area 10 or other functional modules of the vehicle chassis, resulting in limited internal space in the battery pack. Furthermore, it will significantly increase the material usage of the side beams, leading to an excessively large overall weight of the battery pack and thus increasing the vehicle's energy consumption. By rationally setting the width of the first bottom wall 111, the side beams achieve higher strength and lower processing costs, while also improving the stability of battery pack mass production.

[0041] Furthermore, along the Z-direction, the height L9 of the first sidewall 112 can be any value among 20mm, 25mm, 30mm, 35mm, 40mm, 45mm, 50mm, 55mm, and 60mm, or a value between any two values. The first sidewall 112 is the inner vertical wall of the second beam 110. The first sidewall 112, together with the first bottom wall 111, the first support surface 113, and the second support surface 114, forms the rectangular cavity of the second beam 110. By reasonably setting the height of the first sidewall 112, the integrity of the cavity closure can be ensured, avoiding a significant decrease in the torsional and bending resistance of the second beam 110 due to an excessively short sidewall. Moreover, it does not waste the longitudinal space of the battery pack or add extra weight. Furthermore, it gives the side beam higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0042] In one embodiment, the third sidewall 121 is located on the side away from the second beam 110, and along the Z direction, the height L2 of the third sidewall 121 satisfies 50mm≤L2≤150mm.

[0043] In this embodiment, the third sidewall 121 is the outer wall of the first beam 120. Positioning the third sidewall 121 away from the second beam 110 allows for rapid transfer of external impacts to the second beam 110, forming a closed-loop stress distribution between the first and second beams and reducing local stress concentration. Along the Z-direction, the height L2 of the third sidewall 121 can be any value from 50mm, 60mm, 70mm, 80mm, 90mm, 100mm, 110mm, 120mm, 130mm, 140mm, and 150mm, or any value between two of these. If the height of the third sidewall 121 is too small, such as less than 50mm, it may increase the risk of the battery cell 10 tilting or shifting during vehicle operation, affecting the structural stability of the battery pack. Because the space in the Z direction of the battery pack is limited, if the height of the third sidewall 121 is too high, such as greater than 150mm, the third sidewall 121 will squeeze the heat dissipation space, wiring space, or installation allowance of the battery pack cover at the top of the cell 10. Moreover, it will significantly increase the amount of sheet metal used, resulting in an increase in the weight of the side beam, and at the same time increase the material and processing costs.

[0044] By rationally setting the height of the third sidewall 121, its bending and impact resistance can be ensured, preventing deformation of the first beam 120 due to insufficient height. Furthermore, it can meet the height requirements of different vehicle models and battery cells 10; it also ensures reliable cell 10 positioning and meets structural strength standards, without wasting longitudinal space of the battery pack or adding extra weight. This further enhances the strength of the side beam, reduces processing costs, and improves the stability of battery pack mass production.

[0045] In one embodiment, along the Y direction, the width L3 of the first top wall 122 satisfies 15mm≤L3≤30mm.

[0046] In this embodiment, the first top wall 122 is located at the top of the first beam 120, forming the upper edge of a closed rectangular cavity with the third side wall 121 and the fourth side wall 123. The width L3 of the first top wall 122 can be any value among 15mm, 18mm, 21mm, 24mm, 27mm, and 30mm, or a value between any two of these. If the width of the first top wall 122 is too small, such as less than 15mm, it may lead to a significant decrease in the torsional and bending resistance of the first beam 120. The width of the first top wall 122 directly occupies the lateral space of the battery pack. If the width of the first top wall 122 is too large, such as greater than 30mm, it will squeeze the cell 10 installation area or the arrangement space of other vehicle body components, affecting the overall vehicle integration. Moreover, as the width of the first top wall 122 gradually increases, the material usage of the side beam increases significantly, thereby increasing material and processing costs.

[0047] By appropriately setting the width of the first top wall 122, the bending process requirements during the integral molding of the side beam can be met, avoiding bending cracks caused by excessively narrow edges of the side beam. Furthermore, the first beam 120 needs to withstand lateral impacts and the lateral forces of the battery cells 10. Appropriately setting the width of the first top wall 122 also allows stress to be evenly distributed to the third side wall 121 and the fourth side wall 123, avoiding structural damage caused by localized stress concentration. It also ensures the integrity of the cavity structure of the first beam 120 and the reliability of assembly, while not wasting the lateral space of the battery pack or adding extra weight. Furthermore, it gives the side beam higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0048] In one embodiment, the fourth sidewall 123 is located on the side close to the second beam 110, and along the Z direction, the height L4 of the fourth sidewall 123 satisfies 30mm≤L4≤90mm.

[0049] In this embodiment, the fourth sidewall 123 is the inner sidewall of the first beam 120. Positioning the fourth sidewall 123 close to the second beam 110 provides sufficient contact area for the side of the battery cell 10 to abut against the beam, and allows it to directly bear the lateral force of the battery cell 10, then evenly distribute it to the entire L-shaped side beam, reducing local stress concentration. The height L4 of the fourth sidewall 123 can be any value from 30mm, 35mm, 40mm, 45mm, 50mm, 55mm, 60mm, 65mm, 70mm, 75mm, 80mm, 85mm, and 90mm, or a value between any two of these values.

[0050] If the height of the fourth sidewall 123 is too small, such as less than 30mm, it may reduce the torsional and bending resistance of the first beam 120, making it unable to withstand the dynamic loads during vehicle operation. If the height of the fourth sidewall 123 is too large, such as greater than 90mm, it will also restrict the heat dissipation space, wiring space, or installation allowance of the battery pack cover at the top of the cell 10. Furthermore, it will significantly increase the amount of sheet metal used, leading to an increase in the weight of the side beam and raising material and processing costs.

[0051] By rationally setting the height of the fourth sidewall 123, the integrity of the cavity of the first beam 120 is ensured. During integral molding, cracking and deformation due to excessively narrow dimensions at the bends can be avoided, ensuring processing accuracy and structural consistency. Furthermore, it does not waste the longitudinal space of the battery pack or add extra weight. This also results in higher strength and lower processing costs for the side beams, and improves the stability of battery pack mass production.

[0052] In one embodiment, along the Y direction, the width L5 of the first support surface 113 satisfies 20mm≤L5≤40mm; along the Y direction, the width L6 of the second bottom wall 115 satisfies 20mm≤L6≤40mm; along the Z direction, the height L7 of the second side wall 116 satisfies 20mm≤L7≤40mm; and along the Y direction, the width L8 of the second support surface 114 satisfies 20mm≤L8≤40mm.

[0053] In this embodiment, along the Y direction, the width L5 of the first support surface 113 can be any value of 20mm, 25mm, 30mm, 35mm, or 40mm, or a value between any two of these values; the width L8 of the second support surface 114 can be any value of 20mm, 25mm, 30mm, 35mm, or 40mm, or a value between any two of these values. The first support surface 113 and the second support surface 114 are the main support areas at the bottom of the battery cell 10, located on both sides of the exhaust groove 130. By reasonably setting the widths of the first support surface 113 and the second support surface 114, the effective contact width for stable installation of the battery cell 10 can be ensured, avoiding insufficient support points for the battery cell 10, which could lead to shaking or uneven force during vehicle operation, or even damage to the casing of the battery cell 10.

[0054] Along the Y direction, the width L6 of the second bottom wall 115 can be any value among 20mm, 25mm, 30mm, 35mm, and 40mm, or a value between any two of these. The width of the second bottom wall 115 corresponds to the exhaust port diameter of the explosion-proof valve of the battery cell 10. By reasonably setting the width of the second bottom wall 115, high-temperature and high-pressure gases can be quickly discharged when thermal runaway occurs in the battery cell 10, preventing a sudden increase in pressure inside the battery pack and reducing the risk of thermal diffusion within the battery pack.

[0055] Along the Z direction, the height L7 of the second sidewall 116 can be any value among 20mm, 25mm, 30mm, 35mm, and 40mm, or a value between any two of these. The height of the second sidewall 116 determines the volume of the exhaust channel 130. A reasonable setting of the height of the second sidewall 116 ensures sufficient volume in the exhaust channel 130, allowing high-temperature, high-pressure gas to pass smoothly through the exhaust channel 130 and be discharged to the outside.

[0056] By rationally setting the widths of the first support surface 113, the second support surface 114, and the second bottom wall 115, as well as the height of the fourth side surface, the size of the exhaust groove 130 can be adjusted according to different cell sizes 10 and thermal runaway requirements. Simultaneously, it can improve the stiffness and modal characteristics of the battery pack roll-pressed side beams and the battery pack as a whole, preventing vibration, impact, and large Z-axis displacement during daily use due to insufficient stiffness and modal characteristics, thus reducing the stress on the materials themselves. Furthermore, it gives the side beams higher strength and lower processing costs, and improves the stability of battery pack mass production.

[0057] In one embodiment, the connection points of the first bottom wall 111 with the first side wall 112 and the third side wall 121, the connection points of the fourth side wall 123 with the first top wall 122 and the first support surface 113, the connection points of the second side wall 116 with the first support surface 113 and the second bottom wall 115, the connection points of the second bottom wall 115 with another second side wall 116, and the connection points of the second support surface 114 with the first side wall 112 all have arc-shaped chamfers, and the radius R of the arc-shaped chamfer satisfies 2mm≤R≤5mm.

[0058] In this embodiment, the radius R of the curved chamfer can be any value among 2mm, 2.5mm, 3mm, 3.5mm, 4mm, 4.5mm, and 5mm, or a value between any two of these. If the radius of the curved chamfer is too small, such as less than 2mm, the curved chamfer is close to a right angle, making it impossible to significantly reduce the local stress peak at the corner, and the risk of cracking still exists. If the radius of the curved chamfer is too large, such as greater than 5mm, it may squeeze the effective functional space on the side beam, such as reducing the volume of the exhaust groove 130 and reducing the support area of ​​the battery cell 10. By reasonably setting the radius of the curved chamfer, the curved chamfer can play a role in transitioning and regulating the stress at the corners and welds of the side beam, reducing the risk of failure and cracking of the side beam at the corners and welds. Moreover, it can also make the side beam have higher strength and lower processing costs, and improve the stability of battery pack mass production.

[0059] According to an embodiment of the present invention, another aspect provides a battery pack, comprising: a housing; and a pair of side beams disposed opposite each other within the housing for supporting at least one battery cell 10. Since the battery pack includes side beams and has the same effect as side beams, it will not be described further here.

[0060] The battery pack mentioned in the embodiments of this utility model may include one or more cell modules as a single physical module to provide higher voltage and capacity. When there are multiple cell modules, the multiple cell modules are connected in series, parallel, or mixed through a busbar to form a battery pack.

[0061] The cell module is composed of multiple cells 10 connected together. When the cell module is installed in the battery pack box, the space utilization rate in the battery pack box is effectively increased, which can improve the overall energy density of the battery pack and improve the performance of the battery pack.

[0062] In some embodiments, the housing may be part of the vehicle's chassis structure. For example, a portion of the housing may be at least a part of the vehicle's floor, or a portion of the housing may be at least a part of the vehicle's crossbeams and longitudinal beams.

[0063] The technical solutions described in this utility model embodiment are applicable to various electrical devices that use battery cell 10.

[0064] Electrical equipment can include vehicles, mobile phones, portable devices, laptops, ships, spacecraft, electric toys, and power tools, etc. Vehicles can be gasoline-powered cars, natural gas-powered cars, or new energy vehicles; new energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. Spacecraft include airplanes, rockets, space shuttles, and spacecraft, etc. Electric toys include stationary or mobile electric toys, such as game consoles, electric car toys, electric ship toys, and electric airplane toys, etc. Power tools include metal cutting power tools, grinding power tools, assembly power tools, and railway power tools, such as electric drills, electric grinders, electric wrenches, electric screwdrivers, electric hammers, impact drills, concrete vibrators, and electric planers, etc. This embodiment of the utility model does not impose any special limitations on the above-mentioned electrical equipment.

[0065] For ease of explanation, the following embodiments use a vehicle as an example of an electrical device according to an embodiment of the present invention.

[0066] The vehicle can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. A battery cell 10 is installed inside the vehicle, and the battery cell 10 can be located at the bottom, front, or rear of the vehicle. The battery cell 10 can be used to power the vehicle; for example, the battery cell 10 can serve as the vehicle's operating power source. The vehicle may also include a controller and a motor. The controller is used to control the battery cell 10 to supply power to the motor, for example, for the vehicle's starting, navigation, and operating power needs. In other embodiments of this invention, the battery cell 10 can not only serve as the vehicle's operating power source but also as the vehicle's drive power source, replacing or partially replacing gasoline or natural gas to provide driving force for the vehicle.

[0067] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A side beam for supporting at least one battery cell, characterized in that, include: The first beam is set along the Z direction and extends along the X direction; The second beam is connected to the first beam and is arranged along the Y direction and extends along the X direction. Along the Z direction, the upper surface of the second beam is provided with a recessed venting groove. The venting groove extends along the X direction on the second beam and corresponds to at least one explosion-proof valve of the battery cell.

2. The edge beam according to claim 1, characterized in that, Both the first beam and the second beam are cavity structures, and the second beam and the first beam are interconnected L-shaped integral structures.

3. The edge beam according to claim 2, characterized in that, The second beam has a first bottom wall, a first supporting surface, a second bottom wall, a second supporting surface, a first side wall, and opposing second side walls; the first beam has a third side wall, a first top wall, and a fourth side wall; the exhaust channel is formed by the second bottom wall and the opposing second side walls; The first bottom wall, the third side wall, the first top wall, the fourth side wall, the first support surface, one of the second side walls, the second bottom wall, the other second side wall, the second support surface, and the first side wall are connected sequentially to form the second beam and the first beam as a single unit.

4. The edge beam according to claim 3, characterized in that, Along the Y direction, the width L1 of the first bottom wall satisfies 75mm≤L1≤150mm; along the Z direction, the height L9 of the first side wall satisfies 20mm≤L9≤60mm.

5. The edge beam according to claim 3, characterized in that, The third sidewall is located on the side away from the second beam. Along the Z direction, the height L2 of the third sidewall satisfies 50mm≤L2≤150mm.

6. The edge beam according to claim 3, characterized in that, Along the Y direction, the width L3 of the first top wall satisfies 15mm≤L3≤30mm.

7. The edge beam according to claim 3, characterized in that, The fourth sidewall is located on the side close to the second beam. Along the Z direction, the height L4 of the fourth sidewall satisfies 30mm≤L4≤90mm.

8. The edge beam according to claim 3, characterized in that, Along the Y direction, the width L5 of the first support surface satisfies 20mm≤L5≤40mm; Along the Y direction, the width L6 of the second bottom wall satisfies 20mm≤L6≤40mm; Along the Z direction, the height L7 of the second sidewall satisfies 20mm≤L7≤40mm; Along the Y direction, the width L8 of the second support surface satisfies 20mm≤L8≤40mm.

9. The edge beam according to claim 3, characterized in that, The connection points of the first bottom wall with the first side wall and the third side wall, the connection points of the fourth side wall with the first top wall and the first support surface, the connection points of the second side wall with the first support surface and the second bottom wall, the connection points of the second bottom wall with another second side wall, and the connection points of the second support surface and the first side wall all have arc-shaped chamfers, and the radius R of the arc-shaped chamfers satisfies 2mm≤R≤5mm.

10. A battery pack, characterized in that, include: Battery pack housing; A pair of side beams as described in any one of claims 1 to 9, the pair of side beams being disposed opposite to each other within the battery pack housing for supporting at least one of the battery cells.

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