Battery pack case, cell to body and electric vehicle

Abstract

A battery pack case (10), a cell to body, and an electric vehicle. The battery pack case (10) comprises a housing (1), an upper cover (2) and a reinforcement structure (3), wherein the housing (1) comprises a bottom shell (11) and a surrounding frame (12), the surrounding frame (12) being fixed to the bottom shell (11) and protruding from the bottom shell (11) to form a space for accommodating a cell (30); the reinforcement structure (3) comprises at least one longitudinal beam (31) and a plurality of cross beam supports (321); each longitudinal beam (31) is fixed to the surrounding frame (12) in the length direction of the electric vehicle; any one of the cross beam supports (321) is fixed between one longitudinal beam (31) and the surrounding frame (12) or between any two adjacent longitudinal beams (31) in the width direction of the electric vehicle; the cross beam supports (321) are arched and protrude in a direction away from the bottom shell (11); and the upper cover (2) is sealingly fixed to the top of the surrounding frame (12) that is away from the bottom shell (11), the upper cover (2) is fixedly connected to the cross beam supports (321), and the upper cover (2) is used for forming at least a part of the floor of a vehicle frame (20).

Description

Battery pack box, battery cell integrated body and electric vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of the People's Republic of China on August 7, 2023, with application number 202310989995.8 and application name "A battery pack box, battery cell integrated body and electric vehicle", the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of automobile technology, and in particular to a battery pack box, a battery cell integrated body, and an electric vehicle. Background Art

[0004] With the continuous development of new energy vehicles, the integration of electric vehicle batteries is also evolving. Cell-to-body (CTB) is a new technology that integrates battery and vehicle bodies. CTB integrates the battery pack cover and vehicle floor into a single structure, further achieving both battery and structural integration.

[0005] A common solution for integrating battery cells into vehicle bodies is to use the body-in-white sheet metal base as a cover for the blade batteries. This allows the blade batteries to act as structural components to support the force of occupants stepping on them, while leaving the side tabs unaffected and preventing failures such as high-voltage short circuits. However, this solution only works with blade batteries. For integrating prismatic battery cells into vehicle bodies, balancing battery sealing and ensuring adequate stiffness under pressure remains a technical challenge.

[0006] Summary of the Invention

[0007] The embodiments of the present application provide a battery pack case, a battery cell-integrated body, and an electric vehicle. The battery pack case can be integrated with the vehicle frame, and the top of the battery pack case can constitute at least a portion of the frame floor and provide sufficient pedaling rigidity to meet the strength requirements of the frame.

[0008] In a first aspect, a battery pack case is provided that can be integrated with the frame of an electric vehicle, achieving integration of the battery cells and the frame. The battery pack case comprises a housing, an upper cover, and a reinforcement structure. The housing comprises a bottom shell and a frame. The frame is fixed to the bottom shell and protrudes from the bottom shell to form a space for accommodating the battery cells. The frame and bottom shell can be in the shape of an open box to facilitate cell storage. The reinforcement structure is fixed to the frame to increase the strength of the housing and includes at least one longitudinal beam and multiple cross beam supports. Each longitudinal beam is fixed to the frame along the length of the electric vehicle and can provide support along the length of the electric vehicle. Any cross beam support can be fixed between a longitudinal beam and the frame or between any two adjacent longitudinal beams along the width of the electric vehicle and can provide support along the width of the electric vehicle. Specifically, the cross beam support can have two possible connection states: one is connected between the frame and a longitudinal beam, and the other is connected between two longitudinal beams when there are at least two longitudinal beams. Along the width of the electric vehicle, the crossbeam supports are arched and bulge away from the bottom shell. When subjected to force, the crossbeam supports transfer force to the lower ends to the longitudinal beams and the surrounding frame, thereby improving support. The upper cover is sealed and fixed to the top of the surrounding frame, facing away from the bottom shell. The upper cover is fixedly connected to the crossbeam supports and serves to form at least a portion of the floor of the vehicle frame.

[0009] The upper cover of the battery pack case provided in this application can serve as the floor of the vehicle frame. The reinforcement structure fixed to the frame has sufficient structural strength to improve the load-bearing capacity of the housing, and the upper cover has sufficient pedal rigidity to meet the strength requirements of the frame floor. Integrating the battery pack case with the vehicle frame frees up space in the multi-layer structure between the battery pack and the floor, improving the volume utilization of the battery system and allowing more batteries to be placed in the same space. In addition, the sealed connection between the upper cover and the housing of the battery pack case ensures the safety of the battery pack.

[0010] In one possible implementation, the crossbeam includes at least one curved structure along the width of the electric vehicle, projecting away from the bottom housing. The curved structure creates internal compressive and tensile stresses when the crossbeam is subjected to stress, partially offsetting external forces and thus increasing strength.

[0011] To facilitate the connection and fixation of the upper cover, the bent structure has a support surface parallel to the bottom shell, and the upper cover is at least partially fixed to the support surface. The support surface and the upper cover can achieve surface contact connection, increasing the contact area and improving the support effect.

[0012] In one possible implementation, at least two bending structures are arranged along the length of the electric vehicle, so that the crossbeam supports form at least two coplanar support surfaces along the length of the electric vehicle, thereby enhancing support force. The at least two bending structures are arranged at intervals, thereby forming multiple bending nodes in the crossbeam supports, further enhancing support force.

[0013] In one possible implementation, the battery pack housing is equipped with multiple cross-beam assemblies along the length of the electric vehicle. Each cross-beam assembly includes multiple cross-beam brackets, which are arranged end-to-end along the width of the electric vehicle. These cross-beam brackets are regularly arranged end-to-end along the width of the electric vehicle, providing support along the width of the vehicle. In specific implementations, multiple cross-beam assemblies can be arranged along the length of the electric vehicle, depending on the vehicle's structural layout, to enhance the supporting strength of the housing.

[0014] It is possible that each crossbeam support has the same dimensions along the width of the electric vehicle. The ends of the crossbeam support are either connected to a longitudinal beam and the enclosure frame, or to two adjacent longitudinal beams. In this way, the longitudinal beams can be considered to divide the enclosure frame into multiple regions along the width of the electric vehicle, with the width of each region corresponding to the width of the crossbeam support, thereby ensuring that the enclosure has a balanced support force along the width of the electric vehicle.

[0015] In a second aspect, a battery cell integrated vehicle body is provided, comprising a vehicle frame, battery cells, and any one of the battery pack housings provided in the first aspect. The vehicle frame comprises a front section, a rear section, and two sill beams connected between the front section and the rear section. The front section and the rear section are respectively fixed to the ends of the frame along the length direction of the electric vehicle. The two sill beams are respectively fixed to the ends of the frame along the width direction of the electric vehicle. The upper cover constitutes at least a portion of the floor of the vehicle frame. The battery cells are accommodated between the housing and the upper cover, and the upper cover is sealed to the housing to ensure the safety of the battery pack. The battery cell integrated vehicle body integrates the battery pack housing with the vehicle frame, which is equivalent to integrating the battery cells with the vehicle frame. The structure of the battery pack housing has sufficient pedaling rigidity, and the upper cover of the battery pack housing can constitute at least a portion of the floor of the vehicle frame, which can meet the strength requirements of the vehicle frame floor.

[0016] In one possible implementation, the battery pack housing is provided with multiple cross-beam assemblies along the length of the electric vehicle. Each cross-beam assembly includes multiple cross-beam brackets, which are arranged end-to-end along the width of the electric vehicle to provide support along the width of the vehicle. In practice, multiple cross-beam assemblies can be provided along the length of the electric vehicle to enhance the supporting strength of the housing, depending on the vehicle's structural layout.

[0017] In one possible implementation, multiple cross-beam assemblies are divided into three groups along the length of the electric vehicle, each group of cross-beam assemblies includes at least one cross-beam assembly, and the three groups of cross-beam assemblies are spaced apart along the length of the electric vehicle. The three groups of cross-beam assemblies include a first group of cross-beam assemblies, a second group of cross-beam assemblies, and a third group of cross-beam assemblies. In conjunction with the structure of the vehicle frame, the first group of cross-beam assemblies is disposed between the two cross-beams of the front seat of the vehicle frame. The second group of cross-beam assemblies is disposed before a first base point and before the front cross-beam of the front seat of the vehicle frame. The first base point is the orthographic projection of the front passenger's buttocks on the bottom shell. The second group of cross-beam assemblies can be used to bear the pedaling force of the front passenger or the driver. The third group of cross-beam assemblies is disposed between the second base point and the rear cross-beam of the front seat of the vehicle frame. The second base point is the orthographic projection of the rear passenger's buttocks on the bottom shell. The third group of cross-beam assemblies can be used to bear the pedaling force of the rear passenger.

[0018] Specifically, the distance between the second group of beam assemblies and the first base point is 600±100 mm, and the distance between the third group of beam assemblies and the second base point is 600±150 mm.

[0019] In one possible implementation, along the length direction of the electric vehicle, the size of the beam brackets in the first group of beam assemblies is larger than the size of the beam brackets in the second group of beam assemblies to meet the supporting force requirements at different positions.

[0020] In one possible implementation, along the length direction of the electric vehicle, the third group of cross-beam assemblies includes a plurality of cross-beam assemblies, and the plurality of cross-beam assemblies are adjacently arranged along the length direction of the electric vehicle to increase support strength.

[0021] A third aspect provides an electric vehicle comprising any of the cell-integrated body types provided in the first aspect. The cell-integrated body type offers a high degree of integration and strength. The upper cover of the battery pack housing, serving as part of the chassis floor, ensures sufficient rigidity for pedaling and meets the sealing and safety requirements of the battery pack. This also increases the vertical passenger space within the vehicle cabin, enhancing passenger comfort.

[0022] For the technical effects that can be achieved in the above-mentioned second and third aspects, please refer to the description of the technical effects that can be achieved by the corresponding design scheme in the above-mentioned first aspect, and this application will not repeat them here. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG1 is a schematic structural diagram of an electric vehicle provided in an embodiment of the present application;

[0024] FIG2a is a schematic structural diagram of a battery cell integrated vehicle body provided in an embodiment of the present application;

[0025] FIG2 b is a schematic structural diagram of a battery cell integrated vehicle body frame provided in an embodiment of the present application;

[0026] FIG3 a is a schematic structural diagram of a battery pack in a vehicle body with integrated battery cells provided in an embodiment of the present application;

[0027] FIG3 b is a schematic structural diagram of a hidden upper cover of a battery pack in a battery cell integrated vehicle body provided by an embodiment of the present application;

[0028] FIG4 a is a schematic structural diagram of a battery pack housing provided in an embodiment of the present application;

[0029] FIG4 b is a schematic structural diagram of a battery pack housing provided in an embodiment of the present application;

[0030] FIG5a is a simplified structural diagram of a battery pack housing provided in an embodiment of the present application;

[0031] FIG5 b is a schematic diagram of the structure of a battery pack box and a vehicle frame provided in an embodiment of the present application;

[0032] FIG5c is a schematic diagram of a scenario in which a battery pack box and a vehicle frame cooperate with each other, provided in an embodiment of the present application;

[0033] FIG6 is a schematic diagram of a connection structure of a beam support in a battery pack box provided by an embodiment of the present application;

[0034] FIG7a is a schematic diagram of the cross-sectional structure at V1-V1 in FIG6;

[0035] FIG7b is a schematic diagram of the structure shown in FIG7a in cooperation with the upper cover;

[0036] FIG8a is a schematic diagram of the cross-sectional structure at V2-V2 in FIG6;

[0037] FIG8b is a schematic diagram of the structure shown in FIG8a cooperating with the upper cover. DETAILED DESCRIPTION

[0038] Battery cell integration into the vehicle body is a technology that integrates the battery cells into the vehicle body, allowing the battery pack's top cover to serve as the vehicle's floor, eliminating the body-in-white (BIW) from having a sheet metal floor structure. One design approach for integrating battery cells into the vehicle body in the prior art uses the battery pack's top cover as the BIW's floor, leaving the BIW without a floor. This type of battery cell integration is only suitable for blade batteries. Due to their densely packed horizontal arrangement, the blade batteries can effectively withstand the force of passengers stepping on the battery cover. Furthermore, the battery tabs are located on both sides, preventing the battery cover from experiencing high-voltage short circuits or other failures when subjected to pressure. Another design approach for integrating battery cells into the vehicle body is to use the BIW's floor as the battery pack's top cover, eliminating the battery pack itself from having a top cover. This structure places extremely high demands on the sealing and body assembly manufacturing of the battery pack. Furthermore, the battery pack without a top cover requires dust and water protection during transportation, resulting in high logistics costs. Square batteries are a common form in the new energy field. The battery tabs are generally facing the top or bottom. When integrating square battery cells into vehicle body technology, while meeting the sealing requirements of the battery pack, it is necessary to focus on the pedal rigidity of the battery pack cover to ensure the safety of high-voltage functions.

[0039] Based on this, an embodiment of the present application provides a battery pack case, a battery cell integrated vehicle body and a car, wherein the battery pack case can ensure the sealing requirements of the battery, and the upper cover of the battery pack has sufficient strength. When the upper cover of the battery pack is applied to the battery cell integrated into the vehicle body technology, the upper cover of the battery pack can meet the pedaling stiffness requirements of the passengers.

[0040] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0041] The terms used in the following embodiments are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and appended claims of this application, the singular expressions "a", "an", "said", "above", "the", and "this" are intended to also include expressions such as "one or more", unless the context clearly indicates otherwise.

[0042] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in yet other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0043] As shown in Figure 1, an embodiment of the present application provides an electric vehicle comprising an upper body 200, a lower body 100, and a battery cell 300. The upper body 200 and the lower body 100 are combined to form the overall structure of the electric vehicle, and the battery cell 300 can be directly integrated and mounted on the lower body 100, achieving integrated integration of the battery cell with the vehicle body. When an electric vehicle utilizes this integrated integration technology, the overall vehicle strength is enhanced, and roll during high-speed cornering is reduced, thereby improving the vehicle's maneuverability and driving safety.

[0044] Figure 2a illustrates a battery-cell integrated vehicle body provided by an embodiment of the present application. This battery-cell integrated vehicle body can be used as the lower vehicle body 100 shown in Figure 1 . As shown in Figure 2a , the battery-cell integrated vehicle body includes a frame 20, a battery pack housing 10, and battery cells 30. The battery cells 30 are housed within the battery pack housing 10 and are therefore shown in dashed lines. The integration of the frame 20 and battery pack housing 10 improves the overall strength of the vehicle frame. The deformation of components such as the chassis of an electric vehicle's frame structure can be reduced under varying road conditions. By integrating the frame 20 with the battery pack housing 10, the top of the battery pack housing 10 can serve as the floor of the frame 20, freeing up space between the multi-layer structure of the battery pack and the floor. This improves the volume utilization of the battery system and allows for the placement of more batteries within the same space. The integration of the frame 20 and battery pack housing 10 eliminates some structural elements, reduces the mass of the battery cells integrated into the vehicle body, and reduces costs. Furthermore, for the entire electric vehicle, the vertical passenger space within the vehicle cabin is increased, enhancing passenger comfort. Lowering the vehicle's height can also improve wind resistance and enhance electric vehicle performance. In some embodiments, by selecting appropriate materials and mechanical designs, driver and passenger headroom can be reduced by approximately 20mm, reducing vehicle weight by approximately 4-7kg, and ultimately reducing vehicle costs by several hundred RMB.

[0045] Continuing with the vehicle frame 20 shown in FIG2b , the vehicle frame 20 includes a front section 201, a rear section 202, and two threshold beams 203 connected between the front section 201 and the rear section 202. The two threshold beams 203 are spaced apart from each other, and the front section 201, the rear section 202, and the two threshold beams 203 enclose a mouth-shaped space K. When the vehicle frame 20 is mated with the battery pack case 10, the battery pack case 10 is welded to the front section 201, the rear section 202, and the two threshold beams 203, so that the top of the battery pack case 10 can at least partially mate with the mouth-shaped space K, and the top of the battery pack case 10 can serve as the floor of the vehicle frame 20.

[0046] Figure 3a shows the battery pack provided in an embodiment of the present application. This battery pack can be considered the structure of the battery pack 30 integrated with the battery pack case 10. As shown in Figure 3a, the battery pack case 10 includes a housing 1 and an upper cover 2, which is fixed to the top of the housing 1. When the battery pack case 10 is integrated with the vehicle frame 20 to form a cell-integrated vehicle body, the upper cover 2 serves as the floor of the cell-integrated vehicle body. The battery cells 30 housed within the battery pack case 10 are not shown.

[0047] Figure 3b shows the structure of the battery pack after the upper cover 2 is concealed. As shown in Figure 3b, the housing 1 includes a bottom shell 11, a frame 12, and a reinforcement structure 3. The frame 12 is fixed to the bottom shell 11 and protrudes from it. For example, the bottom shell 11 is rectangular, and the frame 12 is positioned along the edge of the bottom shell 11. The combination of the frame 12 and the bottom shell 11 forms an open box-like structure. The reinforcement structure 3 is fixed to the frame 12 and specifically includes at least one longitudinal beam 31 and multiple cross beam supports 321. The cross beam supports 321 are arched. The longitudinal beams 31 extend along the length of the electric vehicle to provide support, while the cross beam supports 321 extend along the width of the electric vehicle to provide support. Each cross beam support 321 is fixed at either ends to a longitudinal beam 31 and the frame 12, or to two adjacent longitudinal beams 31. The longitudinal beams 31 divide the space enclosed by the frame 12 into multiple battery cell accommodating slots along the width of the electric vehicle, each of which accommodates the battery cells 30. The crossbeams 1321 can span the tops of the battery cells 30 along the width of the electric vehicle, providing both support and protection. When combined with the upper cover 2, the upper cover 2 can be attached to the top of the frame 12 and secured to the crossbeam supports 321, which provide sufficient strength for the upper cover 2. The upper cover 2 can be welded to the frame 12 and sealed to provide excellent protection for the battery cells housed within the battery pack housing 10.

[0048] Figure 4a shows the structure of the housing 1. Taking the electric vehicle as a reference, the frame 12 of the housing 1 can be considered to be composed of two first side shells 121 and two second side shells 122. Along the length direction of the electric vehicle, the two first side shells 121 are arranged opposite each other. Along the width direction of the electric vehicle, the two second side shells 122 are arranged opposite each other. A first side shell 121, a second side shell 122, another first side shell 121, and another second side shell 122 are connected end to end along the edge of the bottom shell 11 to form the frame 12. A portion of the crossbeam bracket 321 is connected between a longitudinal beam 31 and an adjacent second side shell 122, and the crossbeam bracket 321 is parallel to the width direction of the electric vehicle. When there are at least two longitudinal beams 31, at least one crossbeam bracket 321 is also connected between any two adjacent longitudinal beams 31. The frame 12 also includes an auxiliary side shell 123 positioned between the two first side shells 121. Its ends are connected to the two second side shells 122, and the auxiliary side shell 123 is parallel to the first side shells 121, that is, parallel to the width of the electric vehicle. With reference to the length of the electric vehicle, the auxiliary side shell 123 is located closest to the first side shells 121 at the rear. Each longitudinal beam 31 is connected between the first side shells 121 at the front. A certain amount of space is left between the auxiliary side shell 123 and the first side shell 121, ensuring the strength of the housing 1 while optimizing its structural design.

[0049] Continuing with FIG4a , the longitudinal beam 31 can divide the interior space of the enclosure 12 into at least two areas for accommodating battery cells along the width direction of the electric vehicle. The longitudinal beam 31 can serve as a connecting and supporting function in the longitudinal direction of the electric vehicle, and the force is continuous in the longitudinal direction of the electric vehicle, and the structural stability is stronger. Based on the longitudinal beam 31, the crossbeam bracket 321 is connected between two adjacent longitudinal beams 31 or between the longitudinal beam 31 and the second side shell 122, and can serve as a connecting and supporting function in the width direction of the electric vehicle. Among them, the crossbeam bracket 321 is arched and protrudes away from the bottom shell 11. When under pressure, the crossbeam bracket 321 can transfer force downward to the longitudinal beam 31 and the second side shell 122, thereby bearing greater pressure, thereby improving the load-bearing capacity of the shell 1, so that the upper cover 2 has sufficient pedaling rigidity to meet the strength requirements of the frame floor.

[0050] In the housing 1 structure shown in FIG4a , multiple crossbeam supports 321 are arranged according to a certain pattern. For example, along the length of the electric vehicle, the two first side shells 121 may be provided with multiple crossbeam assemblies 32. Multiple crossbeam assemblies 32 may be provided, and the multiple crossbeam assemblies 32 are spaced apart along the length of the electric vehicle. Each crossbeam assembly 32 includes multiple crossbeam supports 321 arranged end to end along the width of the electric vehicle. One crossbeam support 321 is connected between one of the second side shells 122 and the adjacent longitudinal beam 31, and another crossbeam support 321 is connected between the other second side shell 122 and the adjacent longitudinal beam 31. When there are at least two longitudinal beams 31, a crossbeam support 321 is connected between any two adjacent longitudinal beams 31.

[0051] Taking the two longitudinal beams 31 in Figure 4a as an example, each crossbeam assembly 32 includes three crossbeam brackets 321. The first crossbeam bracket 321 is connected between one of the second side shells 122 and one of the longitudinal beams 31, the second crossbeam bracket 321 is connected between two longitudinal beams 31, and the third crossbeam bracket 321 is connected between the other second side shell 122 and the other longitudinal beam 31. The multiple crossbeam brackets 321 in each crossbeam assembly 32 are arranged along the width of the electric vehicle, so that the multiple crossbeam brackets 321 in the crossbeam assembly 32 form a coherent force-bearing structure extending along the width of the electric vehicle, further improving the pedaling stiffness of the upper cover 2. Of course, the multiple crossbeam brackets 321 can also be arranged irregularly.

[0052] The longitudinal beam 31 and the two second side shells 122 are subjected to forces along the length of the electric vehicle. To even out the forces, the two second side shells 122 and all the longitudinal beams 31 can be evenly arranged along the width of the electric vehicle, so that the forces acting on the upper cover 2 along the length of the electric vehicle can be evenly distributed along the width of the electric vehicle. Specifically, along the width of the electric vehicle, the dimensions between each second side shell 122 and the adjacent longitudinal beams 31 are the same, and the dimensions of each crossbeam bracket 321 along the width of the electric vehicle are equal. When there are at least two longitudinal beams 31, the dimension between each second side shell 122 and the adjacent longitudinal beam 31 is the same as the dimension between any two adjacent longitudinal beams 31.

[0053] Figure 4b illustrates another structure of the housing 1, in which a longitudinal beam 31 is provided along the length of the electric vehicle, and both ends of the longitudinal beam 31 are fixed to the two first side shells 121. In this structure, the force applied to the longitudinal beam 31 between the two first side shells 121 is continuous throughout the entire housing 1, resulting in higher strength.

[0054] In a specific embodiment, FIG5a illustrates a simplified structure of the housing 1 shown in FIG4a. Along the length direction of the electric vehicle, the battery pack case 10 is provided with a plurality of cross-beam assemblies 32, and the plurality of cross-beam assemblies 32 are divided into three groups. Each group of cross-beam assemblies 32 includes one cross-beam assembly 32, and the three groups of cross-beam assemblies 32 are arranged at intervals along the length direction of the electric vehicle. The three groups of cross-beam assemblies 32 are respectively a first group of cross-beam assemblies 32a, a second group of cross-beam assemblies 32b, and a third group of cross-beam assemblies 32c. In the direction from the front of the electric vehicle to the rear of the vehicle, the first group of cross-beam assemblies 32a is located between the second group of cross-beam assemblies 32b and the third group of cross-beam assemblies 32c.

[0055] Further referring to FIG. 5b , with reference to the electric vehicle frame 20, the frame 20 includes two front crossbeams 204 for the front row of seats: a first crossbeam 2041 and a second crossbeam 2042. The first crossbeam 2041 and the second crossbeam 2042 are slidably disposed along the length of the electric vehicle between two door sill beams 203. Along the length of the electric vehicle, the first crossbeam 2041 can be considered the front crossbeam 204 for the front row of seats, and the second crossbeam 2042 can be considered the rear crossbeam 204 for the front row of seats. The electric vehicle frame 20 also includes a rear crossbeam 205 for the rear row of seats, which is connected between the two door sill beams 203.

[0056] Figure 5c shows a schematic diagram of the simulated stress state of the cell-integrated vehicle body 100. The first set of crossbeam assemblies 32a of the three sets of crossbeam assemblies 32 is positioned between the two front crossbeams 204 of the front seats, specifically between the first crossbeam 2041 and the second crossbeam 2042. This set of crossbeam assemblies 32a is used to absorb pressure from the front-seat driver and passenger on the electric vehicle floor. The second set of crossbeam assemblies 32b is positioned before the first base point P1 and before the preceding front crossbeam 204 of the front seats on the vehicle frame 20. This means the second set of crossbeam assemblies 32b is positioned before the first base point P1 and before the first crossbeam 2041. This means the second set of crossbeam assemblies 32b is used to absorb pressure from the front-seat driver and passenger stepping on the electric vehicle floor. The first base point P1 refers to the position of the orthographic projection of the front-seat driver and passenger's buttocks on the bottom shell 1, along the length of the electric vehicle. Specifically, the distance H1 between the second set of crossbeam assemblies 32b and the first base point P1 is 600±100mm. The third set of crossbeam assemblies 32c is disposed between the second base point P2 and the rearmost front crossbeam 204 of the front row seats of the vehicle frame 20. Specifically, the third set of crossbeam assemblies 32c is disposed between the second base point P2 and the front crossbeam 204b. In this case, the third set of crossbeam assemblies 32c is used to absorb the pressure exerted on the floor of the electric vehicle by rear passengers stepping on the vehicle. The second base point P2 refers to the position of the orthographic projection of the rear seated passenger's buttocks on the bottom shell 1, along the length direction of the electric vehicle. Specifically, the distance H2 between the third set of crossbeam assemblies 32c and the second base point P2 is 600±150mm.

[0057] Regarding the arrangement of the three groups of cross-beam assemblies 32, the arrangement of the cross-beam supports 321 in each group of cross-beam assemblies 32 can also be adaptively improved. Referring to Figures 5a to 5c, for example, one cross-beam assembly 32 is provided in the first group of cross-beam assemblies 32a, and one cross-beam assembly 32 is provided in the second group of cross-beam assemblies 32b. Based on the difference in forces between the first and second groups of cross-beam assemblies 32a, the cross-beam supports 321 in the first group of cross-beam assemblies 32a can be larger than those in the second group of cross-beam assemblies 32b along the length of the electric vehicle, so that the supporting force of the first group of cross-beam assemblies 32a is stronger than that of the second group of cross-beam assemblies 32b. Alternatively, the cross-beam supports 321 in the first group of cross-beam assemblies 32a and the cross-beam supports 321 in the second group of cross-beam assemblies 32b can have the same specifications and dimensions, with one cross-beam assembly 32 in the first group of cross-beam assemblies 32a and two cross-beam assemblies 32 in the second group of cross-beam assemblies 32b. The supporting force of the third group of beam assemblies 32b is generally stronger than that of the first group of beam assemblies 32a and the second group of beam assemblies 32b. Therefore, the third group of beam assemblies 32c is provided with at least two beam assemblies 32, and the at least two beam assemblies 32 are arranged adjacent to each other along the length direction of the electric vehicle to improve the supporting force.

[0058] Figure 6 shows a schematic diagram of the structure of a crossbeam bracket 321 connected to the second side shell 122 and the longitudinal beam 31. The second side shell 122 extends along the length direction of the electric vehicle, and the crossbeam bracket 321 extends along the width direction of the electric vehicle.

[0059] Figure 7a shows a cross-sectional structure of the crossbeam support 321 taken along the V1-V1 plane shown in Figure 6 , with this cross-section parallel to the length of the electric vehicle. As shown in Figure 7a , along the length of the electric vehicle, which is perpendicular to the direction in which the crossbeam support 321 extends, the crossbeam support 321 includes at least one bent structure 3211, which protrudes away from the bottom shell 11. The two ends of the crossbeam support 321 are respectively used to connect the second side shell 122 and the longitudinal beam 31. The bent structure 3211 protrudes away from the bottom shell 11, giving the crossbeam support 321 an arched shape. When the crossbeam support 321 is subjected to force, the raised portion of the bent structure 3211 absorbs the external force and transmits the force to the second side shell 122 and the longitudinal beam 31 at the ends of the crossbeam support 321, thereby enabling the crossbeam support 321 to withstand greater forces. For the entire crossbeam support 321 , the existence of the bending structure 3211 enables certain compressive stress and tensile stress to be formed inside the crossbeam support 321 when subjected to force, which can partially offset the effect of external force, thereby improving the strength.

[0060] As shown in FIG7a , the bending structures 3211 are approximately trapezoidal, with each bending structure 3211 forming four bending nodes J. The crossbeam support 321 bends at these four nodes J to form the bending structures 3211. The second bending structure 1411 not only transmits the arch bridge force, but also strengthens the structure, further enhancing the support effect of the crossbeam support 321.

[0061] In a specific implementation, at least two bending structures 3211 are arranged along the length of the electric vehicle, so that the crossbeam support 321 forms at least two support surfaces M along the length of the electric vehicle. These support surfaces M are coplanar, which can improve support force. Furthermore, the at least two bending structures 3211 are arranged at intervals, so that the crossbeam support 321 can form multiple bending nodes J, further enhancing support force.

[0062] As shown in Figure 7a, the crossbeam support 321 includes two bent structures 3211 spaced apart along the width of the electric vehicle. Each bent structure 3211 is convex, facing away from the bottom shell 11. A convex shape facing toward the bottom shell 11 is formed between the two bent structures 3211. These two bent structures 3211 enable the crossbeam support 321 to form eight bent nodes J, further enhancing the support strength of the crossbeam support 321.

[0063] Specifically, as shown in FIG. 7 a , the bending structure 3211 has a supporting surface M parallel to the bottom shell 11 , and the supporting surface M can be used to receive the action of force.

[0064] As shown in Figure 7b, when the upper cover 2 is fixed to the housing 1, the surface of the upper cover 2 facing the bottom shell 11 can be fixed to the support surface M of the bent structure 3211 by spot welding or riveting. A surface-to-surface connection can be achieved between the support surface M and the upper cover 2, increasing the contact area and improving the support effect. During the assembly process of the battery pack case 10 provided in the embodiment of the present application, the upper cover 2 is first connected to the crossbeam support 321, and the connection process can be spot welding or riveting.

[0065] Figure 8a shows a cross-sectional structure of the crossbeam support 321 taken along the V2-V2 plane shown in Figure 6 , perpendicular to the length of the electric vehicle. As shown in Figure 8a , the ends of the crossbeam support 321 are respectively fixed to the longitudinal beam 31 and the second side shell 122. The longitudinal beam 31 is exemplified by a C-shaped cross-section; the cross-sections of the longitudinal beam 31 can also be rectangular, T-shaped, I-shaped, H-shaped, and other shapes. The second side shell 122 has a hollow frame structure, which ensures sufficient strength while reducing the overall structural mass.

[0066] Referring to the cross-section of the beam support 321 shown in Figure 7a , the V2-V2 plane shown in Figure 8a passes through the recess between the two bent structures 3211. Therefore, in the view shown in Figure 8a , one of the bent structures 3211 is visible. As shown in Figure 8b , when the upper cover 2 is secured to the housing 1 , it contacts and connects with the support surface M of the bent structure 3211.

[0067] In summary, the cell-integrated vehicle body provided in the embodiment of the present application integrates the vehicle frame 20 with the battery pack case 10, and utilizes the upper cover 2 of the battery pack case 10 to constitute at least a portion of the floor of the vehicle frame 20, thereby eliminating the need for structure and achieving lightweighting and weight reduction of the vehicle. The shell 1 of the battery pack case 10 is reinforced by the reinforcing structure 3, which can provide sufficient support for the upper cover 2 so that the upper cover 2 can maintain sufficient pedaling rigidity to meet the strength requirements of the vehicle frame. In addition, the integration of the vehicle frame 20 and the battery pack case 10 can increase the headroom for the driver and passengers, enhance the competitiveness of the entire vehicle, and also perform well in reducing vehicle height and improving wind resistance.

[0068] Obviously, those skilled in the art may make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include these modifications and variations.

Claims

1. A battery pack box (10), characterized in that: A frame (20) for integration into an electric vehicle; the battery pack box (10) comprises: a shell (1), an upper cover (2) and a reinforcement structure (3); The housing (1) comprises a bottom shell (11) and a surrounding frame (12), wherein the surrounding frame (12) is fixed to the bottom shell (11) and protrudes from the bottom shell (11) to form a space for accommodating a battery cell (30); The reinforcement structure (3) comprises at least one longitudinal beam (31) and a plurality of cross beam brackets (321); each longitudinal beam (31) is fixed to the enclosure frame (12) along the length direction of the electric vehicle; any one of the cross beam brackets (321) is fixed between one of the longitudinal beams (31) and the enclosure frame (12) or between any two adjacent longitudinal beams (31) along the width direction of the electric vehicle; along the width direction of the electric vehicle, the cross beam bracket (321) is arched and protrudes in a direction away from the bottom shell (11); The upper cover (2) is sealed and fixed to the top of the surrounding frame (12) away from the bottom shell (11), and the upper cover (2) is fixedly connected to the crossbeam bracket (321). The upper cover (2) is used to form at least a part of the floor of the frame.

2. The battery pack box (10) according to claim 1, characterized in that: Along the length direction of the electric vehicle, the crossbeam support (321) has at least one bent structure (3211), and the bent structure (3211) protrudes in a direction away from the bottom shell (11).

3. The battery pack box (10) according to claim 2, characterized in that: The bent structure (3211) has a support surface (M) parallel to the bottom shell, and the upper cover (2) is at least partially fixed to the support surface (M).

4. The battery pack box (10) according to claim 3, characterized in that: Along the length direction of the electric vehicle, at least two of the bending structures (3211) are arranged at intervals, and the supporting surfaces (M) of the bending structures (3211) are coplanar.

5. The battery pack box (10) according to any one of claims 1 to 4, characterized in that: Along the length direction of the electric vehicle, the battery pack box (10) is provided with a plurality of crossbeam assemblies (32); Each of the crossbeam components (32) comprises a plurality of crossbeam supports (321), and the plurality of crossbeam supports (321) are arranged end to end in sequence along the width direction of the electric vehicle.

6. The battery pack box (10) according to any one of claims 1 to 5, characterized in that: Along the width direction of the electric vehicle, each of the crossbeam supports (321) has the same size.

7. A battery cell integrated vehicle body, characterized in that: A vehicle frame (20), a battery cell (30), and a battery pack box (10) as claimed in any one of claims 1 to 6; The vehicle frame (20) comprises a front section (201), a rear section (202) and two threshold beams (203) connected between the front section (201) and the rear section (202); the front section (201) and the rear section (202) are respectively fixed to two ends of the enclosure frame (12) along the length direction of the electric vehicle, and the two threshold beams (203) are respectively fixed to two ends of the enclosure frame (12) along the width direction of the electric vehicle; the upper cover (2) constitutes at least a part of the floor of the vehicle frame (20), and the battery cell (30) is accommodated between the housing (1) and the upper cover (2).

8. The battery-cell integrated vehicle body according to claim 7, characterized in that: Along the length direction of the electric vehicle, the battery pack box (10) is provided with a plurality of crossbeam assemblies (32); Each of the crossbeam components (32) comprises a plurality of crossbeam supports (321), and the plurality of crossbeam supports (321) are arranged end to end in sequence along the width direction of the electric vehicle.

9. The battery-cell integrated vehicle body according to claim 8, characterized in that: Along the length direction of the electric vehicle, the plurality of cross-beam assemblies (32) are divided into three groups, each group of the cross-beam assemblies (32) comprises at least one cross-beam assembly (32), and the three groups of the cross-beam assemblies (32) are arranged at intervals along the length direction of the electric vehicle; the three groups of the cross-beam assemblies (32) comprise a first group of the cross-beam assemblies (32a), a second group of the cross-beam assemblies (32b), and a third group of the cross-beam assemblies (32c); The first group of cross beam assemblies (32a) is arranged between two front cross beams (204) of the front seats of the frame; The second group of cross beam components (32b) is arranged in front of a first base point (P1) and in front of a front cross beam (204) in front of a front row seat of the vehicle frame (20), wherein the first base point (P1) is an orthographic projection of the buttocks of a front row passenger in a sitting position on the bottom shell (11); The third group of crossbeam components (32c) is arranged between a second base point (P2) and a rear front crossbeam (204) of the front seat of the vehicle frame; the second base point (P2) is the positive projection of the rear passenger's sitting buttocks on the bottom shell (11).

10. The battery-cell integrated vehicle body according to claim 9, characterized in that: Along the length direction of the electric vehicle, the size of the crossbeam bracket (321) in the first group of crossbeam assemblies (32a) is greater than the size of the crossbeam bracket (321) in the second group of crossbeam assemblies (32b).

11. The battery-cell integrated vehicle body according to claim 9 or 10, characterized in that: Along the length direction of the electric vehicle, the third group of cross beam assemblies (32c) includes a plurality of cross beam assemblies (32), and the plurality of cross beam assemblies (32) are arranged adjacent to each other along the length direction of the electric vehicle.

12. An electric vehicle, characterized in that: Comprising a battery-cell integrated vehicle body as described in any one of claims 7-11.

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