CN219017800U - Power battery and electric automobile - Google Patents

Abstract

The utility model discloses a power battery and an electric automobile. The battery base has a first receiving area covering a central area of the battery base and at least one second receiving area covering at least a portion of an outer peripheral area of the battery base. The first battery cells are arranged in the first accommodating area, and the second battery cells are arranged in the second accommodating area. Each second accommodating area is provided with a honeycomb or honeycomb-like protective structure, and a plurality of accommodating cavities for accommodating the second battery cells are formed on the protective structure. When being impacted, the protection structure can absorb collision energy, and when protecting the second battery cell, the collision energy transmitted to the first battery cell is weakened, so that the second battery cell can adopt the battery cell with high safety, and the first battery cell can use the battery cell with high energy density, so that the power battery has higher energy density and safety.

Description

Power battery and electric automobile

Technical Field

The utility model relates to the technical field of electric automobiles, in particular to a power battery and an electric automobile.

Background

The power battery is formed by integrating a plurality of single battery cores through serial-parallel circuits, and can provide power output for the electric automobile, and main performance indexes of the power battery comprise energy density and safety. The higher the battery energy density is, the stronger the power performance and the cruising ability of the electric automobile are, and the more competitive advantage is achieved in the market. However, high energy density power cells also present a number of safety issues.

The single battery cells of the power battery in the market are mainly divided into lithium iron phosphate battery cells and ternary lithium battery cells according to chemical components. The lithium iron phosphate battery core has strong thermal stability and high safety, but the ternary lithium battery core capacity under the same volume is about 1.7 times of that of the lithium iron phosphate battery core. The positive electrode of the ternary lithium battery cell is made of ternary materials, and comprises an NCM ternary battery cell (ternary battery cell made of nickel, cobalt and manganese) and an NCA ternary battery cell (ternary battery cell made of nickel, cobalt and aluminum). The higher the nickel content in the ternary lithium battery core, the larger the specific capacity and energy density of the battery core, and as the requirements of the electric automobile market on the vehicle endurance mileage are continuously increased, partial batteries and manufacturers of the whole automobile consider that the battery energy density is improved by using a high-nickel battery core with higher nickel content, the NCA ternary battery core belongs to the high-nickel battery core, and the nickel content of the NCA ternary battery core can reach 90%. However, the higher the nickel content, the worse the thermal stability of the ternary lithium cell, which is prone to thermal runaway, and the safety is inferior to that of the lithium phosphate iron cell and the general ternary lithium cell.

According to the shape classification of the battery cell, the single battery cell of the power battery can be roughly divided into two types of cylindrical battery cells and square battery cells, the industrialization degree of the cylindrical battery cells is high, the technology is mature, and compared with the square battery cells, the battery cells are safer, but the energy density and the discharge performance of the battery cells are not as good as those of the square battery cells. In addition, due to the shape of the cylindrical battery cells, a plurality of cylindrical battery cells are not compact enough to be arranged in the battery pack, and the space utilization rate is low. The single battery core of the square battery core has large capacity and good discharge performance, and the square battery cores are compactly distributed in the battery pack, so that the integration level is high, and the energy density of the battery can be further improved.

It can be seen that different types of cells have their own advantages and disadvantages, and that overall, the energy density and safety of the individual cells are difficult to be compatible. The mainstream manufacturing method in the electric automobile industry is to arrange single battery cells of the same type in a battery pack only. For example, patent CN209071429U discloses a battery cell module and a battery cell mounting base, in which a plurality of cylindrical battery cells are mounted in a honeycomb-shaped battery cell mounting base. The battery cell mounting seat has good structural mechanical property, and can protect the single battery cells inside the battery cell mounting seat, so that the overall safety of the battery is improved. However, the cylindrical cells themselves have limited capacity, and the gaps between adjacent single cells are large, resulting in low overall energy density of the battery. Some manufacturers propose to mix and arrange different types of battery cells in a battery pack, but the whole structure of a power battery is not improved, and certain potential safety hazards exist. For example, patent CN216648487U discloses a battery system composition structure, in which main selection cells are arranged in a larger area on a battery base, alternative cells are arranged in a smaller area, and the two cells are arranged in a mixed manner, so that the accommodating space in a battery pack is fully utilized, and the energy density of the battery is improved. However, the position of the main selection cell covers most of the area of the battery base, and when the main selection cell is a cell with high energy density, the cell positioned at the outer side is easy to generate thermal runaway when being collided, so that the battery is ignited and exploded. When the main selection battery cell is a battery cell with higher safety, the energy density of the battery is limited.

Therefore, the power battery in the prior art is difficult to achieve balance between energy density and safety, the battery with high safety has poor energy density and small battery capacity, so that the vehicle is insufficient in range, and the battery with high energy density is often at risk of thermal runaway.

Disclosure of Invention

The utility model aims to solve the problems that in the prior art, the power battery is difficult to achieve balance between energy density and safety, the battery with high safety has poor energy density and small battery capacity, so that the vehicle has insufficient endurance mileage, and the battery with high energy density has the risk of thermal runaway. The utility model provides a power battery and an electric automobile, which can realize that the power battery has higher energy density and safety, improve the endurance mileage of the electric automobile and reduce the risk of thermal runaway of the battery.

In order to solve the technical problems, the embodiment of the utility model discloses a power battery which comprises a battery base, a plurality of first electric cores and a plurality of second electric cores. The battery base has a first receiving area covering a central area of the battery base and at least one second receiving area covering at least a portion of an outer peripheral area of the battery base. The first battery cells are arranged in the first accommodating area, and the second battery cells are arranged in at least one second accommodating area. And, be provided with protective structure on each second accommodation area in at least one second accommodation area, be formed with a plurality of accommodation chamber on the protective structure, hold the intracavity in a plurality of accommodation chamber and hold at least one second electric core.

By adopting the technical scheme, the central area of the battery base falls in the first accommodating area, and at least one part of the peripheral area of the battery base falls in the second accommodating area. Wherein, the outer peripheral region of the battery base is located outside and surrounds the central region, and the second receiving region may cover at least one of the left side region, the right side region, the front end region, and the rear end region of the first receiving region. And the second accommodating area is provided with a protective structure, so that the first accommodating area can be protected from at least one direction, and a relatively safe and reliable space is provided for the first battery cell in the first accommodating area. Therefore, the first battery cell in the first accommodating area can adopt a battery cell with high energy density, such as a high nickel battery cell, a square battery cell and the like. The second battery cell in the second accommodating area may be directly extruded by an object, and some battery cells with higher safety performance may be adopted to reduce thermal runaway phenomena, such as a common ternary lithium battery cell with non-high nickel content, or a lithium iron phosphate battery cell.

By adopting the layout mode, on one hand, the whole capacity of the battery is improved through the plurality of first electric cores with high energy density, and on the other hand, when the battery is extruded, the protective structure in the second accommodating area can be directly stressed at least in one direction. The second electric core performance is more stable, also is difficult for the explosion that fires when receiving the extrusion, can also further absorb collision energy, reduces the impact that first electric core received, and consequently first electric core and second electric core are all difficult for thermal runaway, and battery security can promote.

According to another embodiment of the present utility model, the at least one second receiving area includes two second receiving areas disposed opposite to each other in a width direction of the battery chassis such that the two second receiving areas are located at left and right sides of the first receiving area, respectively.

By adopting the scheme, the protective structure can strengthen the bearing capacity of the battery in the width direction of the vehicle body. Because the power batteries of most electric vehicles are arranged along the length direction of the vehicle body, the batteries are more exposed on the side surface of the vehicle body and are more likely to be impacted and extruded in a collision accident, and therefore, the safety requirements on the power batteries on the side direction of the vehicle body are higher, such as side column collision. When the two second accommodating areas are respectively positioned at the left side and the right side of the first accommodating area, the protection structure is also respectively positioned at the left side and the right side of the first accommodating area and corresponds to the left side and the right side of the vehicle body, so that the impact resistance of the power battery in the width direction of the vehicle body can be enhanced. The layout mode is practical, can be applied to most scenes in the vehicle collision working condition, and is particularly suitable for the side column collision working condition which is recognized as worst in the industry.

According to another embodiment of the utility model, the at least one second receiving area comprises four second receiving areas connected end to end in sequence, so that the four second receiving areas form an annular receiving area on the periphery of the battery base, and the annular receiving area surrounds the first receiving area. And, the protection structure that each second holding region set up on four second holding regions forms annular protection structure in proper order end to end, and annular protection structure surrounds the outside of first holding region for the omnidirectional protection is provided to first electric core for the vehicle can resist the impact from all around.

According to another embodiment of the utility model, the protective structure is a honeycomb structure and includes a plurality of cavities. And each of the plurality of cavities is internally provided with a containing cavity, and each containing cavity is internally provided with a corresponding second battery cell.

By adopting the scheme, the honeycomb protective structure has strong buffering and energy absorbing effects, and the periphery of each second battery cell is protected by a cavity structure. When the battery is impacted, the honeycomb structure can integrally participate in deformation energy absorption after being stressed, impact force is dispersed in all directions, and certain buffer displacement is generated, so that the stress of the second battery core in each cavity is reduced, and the collision energy transmitted to the first battery core is further weakened.

According to another embodiment of the utility model, each cavity of the protection structure is a regular hexagonal hollow cylinder structure. The regular hexagon has high sealing degree, the arrangement of the cavities is compact, the arrangement of the second cells is more dense, the space utilization rate in the battery pack is effectively improved, the energy density of the battery is improved, materials can be saved, and the weight of a vehicle is reduced.

According to another embodiment of the present utility model, each of the plurality of first cells is a square cell, and each of the plurality of second cells is a cylindrical cell. And, a plurality of first electric cells are arranged in order along the length direction of the battery base and the width direction of the battery base.

By adopting the scheme, the square battery cell is used as the first battery cell, the integration level of the square battery cell is high, the energy density of the battery can be improved, and the structure in the first accommodating space can be firmer. The cylindrical battery cell is used as a second battery cell, the cylindrical battery cell is high in thermal stability, the shape of the cylindrical battery cell is matched with the cavity of the regular hexagonal hollow cylinder structure, and the space utilization rate is high.

According to another embodiment of the present utility model, each of the plurality of first cells is a high nickel cell, and the energy density is high. The plurality of second battery cells comprise at least one of lithium iron phosphate battery cells and non-high-nickel ternary lithium battery cells, so that the battery is safer.

According to another specific embodiment of the utility model, the side wall of each cavity is of a hollow structure, and a plurality of reinforcing ribs are arranged in the side wall of each cavity at intervals.

By adopting the scheme, the side wall of the cavity can adopt a cooling liquid circulation mode to play roles in heat dissipation and thermal resistance, heat transfer between adjacent second electric cores is prevented, and the heat dissipation effect on each second electric core is enhanced. The reinforcing ribs are arranged in the side walls, so that the structural strength of the cavity is improved, a plurality of smaller cavities are formed in the side walls, the wall surfaces of the side walls can deform and absorb energy in the cavities, and the buffering effect is better.

According to another embodiment of the utility model, the thickness of the side wall of each cavity is 2 mm-5 mm.

By adopting the scheme, the cavity is guaranteed to have certain strength to resist object collision, the honeycomb-shaped protection structure is guaranteed to deform and absorb energy and disperse impact force in preference to the first battery cell, and meanwhile, the layout compactness of the second battery cell is also considered.

The embodiment of the utility model also discloses an electric automobile, which comprises the power battery in any embodiment, and can ensure that the electric automobile has higher safety and cruising ability.

Drawings

Fig. 1 is an exploded view of a power cell according to an embodiment of the present utility model;

fig. 2a is a schematic diagram of an assembly structure of a first battery cell, a second battery cell and a battery base in a power battery according to an embodiment of the utility model;

FIG. 2b is a schematic view of another arrangement of power cells according to an embodiment of the present utility model;

fig. 3 is a schematic diagram illustrating a positional relationship between a protection structure and a first electric core in a power battery according to an embodiment of the present utility model;

FIG. 4 is an enlarged partial view of portion A of FIG. 2 a;

fig. 5 is a schematic partial structure of a protective structure in a power battery according to an embodiment of the present utility model.

Reference numerals illustrate:

100: a power battery;

1: a battery upper cover;

2: a battery base; 21: a first receiving area; 22: a second accommodation area;

3: a first cell; 4: a second cell;

5: a protective structure;

51: a receiving chamber; 511: a thermally conductive material;

52: a cavity; 521: reinforcing ribs;

6: a harness assembly;

7: a battery management system;

8: an upper cover adhesive; 9: a base adhesive;

d: thickness;

x1: the length direction of the battery base; y1: the width direction of the battery base;

x2: the length direction of the vehicle body; y2: the width direction of the vehicle body.

Detailed Description

Further advantages and effects of the present utility model will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present utility model with specific examples. While the description of the utility model will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the utility model described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the utility model. The following description contains many specific details for the purpose of providing a thorough understanding of the present utility model. The utility model may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the utility model. It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present utility model and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present utility model.

The terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings.

Referring to fig. 1-2 b, fig. 1 is an exploded view of a power battery according to an embodiment of the present utility model; fig. 2a is a schematic diagram of an assembly structure of a first battery cell, a second battery cell and a battery base in a power battery according to an embodiment of the utility model; fig. 2b is a schematic structural diagram of a power battery according to an embodiment of the utility model in which the first cells are arranged in another manner.

As shown in fig. 1-2 b, an embodiment of the present utility model provides a power battery 100, including a battery base 2 (also referred to as a battery tray), a plurality of first battery cells 3, and a plurality of second battery cells 4. The battery chassis 2 has a first accommodation area 21 and at least one second accommodation area 22, the first accommodation area 21 covering a central area of the battery chassis 2, the at least one second accommodation area 22 covering at least a part of an outer peripheral area of the battery chassis 2. The plurality of first cells 3 are disposed in the first accommodating area 21, and the plurality of second cells 4 are disposed in the at least one second accommodating area 22. The second accommodation areas 22 are provided with a protective structure 5, and the protective structure 5 is provided with a plurality of accommodation chambers 51, and at least one second cell 4 is accommodated in each accommodation chamber 51.

Wherein the outer peripheral region of the battery chassis 2 is located outside and surrounds the central region, and the second receiving region 22 may cover at least one of the left side region, the right side region, the front end region, and the rear end region of the first receiving region 21. The central area of the battery base 2 falls into the first accommodating area 21, at least a part of the peripheral area of the battery base 2 falls into the second accommodating area 22, and the protective structure 5 is arranged on the second accommodating area 22, so that the protective structure 5 can protect the first battery cell 3 in the first accommodating area 21 from at least one direction, and a relatively safe and reliable space is provided for the first battery cell 3 in the first accommodating area 21. Thus, the first cells 3 in the first receiving area 21 may employ high energy density cells, including but not limited to high nickel cells, square cells, and the like. The second battery cell 4 in the second accommodating area 22 may be directly extruded by an object, and some battery cells with higher safety performance may be used to reduce thermal runaway phenomena, such as a common ternary lithium battery cell with non-high nickel content, or a lithium iron phosphate battery cell.

By adopting the layout mode, on one hand, the whole capacity of the battery is improved through the first battery cells 3 with high energy density, on the other hand, when the battery is extruded, the protective structure 5 in the second accommodating area 22 can be directly stressed at least in one direction, and the protective structure 5 has higher rigidity and deformation energy absorbing capacity due to the fact that the second battery cells 4 are positioned in the accommodating cavity 51 of the protective structure 5, so that the impact suffered by the second battery cells 4 is reduced. The second electric core 4 is stable in performance, and is not easy to fire and explode when being extruded, collision energy can be further absorbed, impact on the first electric core 3 is reduced, and therefore the first electric core 3 and the second electric core 4 are not easy to be out of control, and battery safety is improved.

As shown in fig. 2a, in one embodiment, each of the first cells 3 is a square cell, and the plurality of first cells 3 are sequentially arranged along the longitudinal direction x1 of the battery base and the width direction y1 of the battery base. The specific arrangement manner of the first battery cells 3 may be flexibly arranged according to the internal structure and the circuit connection manner of the power battery 100.

The integration level of the square battery cell is high, so that the battery energy density can be improved, and the structure in the first accommodating area 21 can be firmer. In one embodiment, each first cell 3 is a square-shell cell with an outer layer of a metal layer, which improves the structural strength and impact resistance of the first cell 3 to some extent.

In one embodiment, each first cell 3 is a high nickel cell, and has a high energy density. The plurality of second cells 4 comprise at least one of lithium iron phosphate cells and ternary lithium cells (such as non-high nickel NCM532 ternary cell systems), which are safer.

As shown in fig. 2a to 2b, in one embodiment, the at least one second receiving region 22 includes two second receiving regions 22 disposed opposite to each other in the width direction y1 of the battery base such that the two second receiving regions 22 are located at left and right sides of the first receiving region 21, respectively.

It will be appreciated by those skilled in the art that the power cells 100 may be arranged along the length direction x2 of the electric vehicle body or along the width direction y2 of the body. The position of each second accommodation area 22 is not limited to both sides of the first accommodation area 21.

For example, as shown in fig. 2a, in one embodiment, the power cells 100 are arranged along the length direction x2 of the vehicle body. Or it can be understood that the lengthwise direction x1 of the battery base is parallel to the lengthwise direction x2 of the vehicle body. The two second accommodating areas 22 are respectively located at the left and right sides of the first accommodating area 21, and the protective structure 5 is also respectively located at the left and right sides of the first accommodating area 21, so that the battery has stronger bearing capacity in the width direction y2 of the vehicle body. The layout mode is practical, can be applied to most scenes in the vehicle collision working condition, and is particularly suitable for the side column collision working condition.

As shown in fig. 2b, for a partial vehicle type, the power battery 100 is arranged in the width direction y2 of the vehicle body, or it can be understood that the length direction x1 of the battery mount is parallel to the width direction y2 of the vehicle body. In one embodiment, two second accommodation areas 22 are disposed opposite to each other in the width direction y1 of the battery chassis, and the protective structure 5 is located on both front and rear sides of the first accommodation area 21 in the longitudinal direction x2 of the vehicle body. Therefore, the power battery 100 has a strong impact resistance in the longitudinal direction x2 of the vehicle body, and can be applied to a vehicle type having a small battery size, such as a hybrid vehicle, a vehicle having a battery placed in a trunk position, and the like. In some alternative embodiments, the second receiving area 22 and the protective structure 5 may also be provided in a targeted manner at a weaker location of the vehicle body structure, without being limited to the above.

Referring to fig. 3, fig. 3 is a schematic diagram illustrating a positional relationship between a protection structure and a first battery cell in a power battery according to an embodiment of the utility model.

As shown in fig. 3, in one embodiment, the at least one second receiving area 22 includes four second receiving areas 22 that are sequentially connected end to end, such that the four second receiving areas 22 form one annular receiving area at the outer circumference of the battery base 2, and the annular receiving area surrounds the first receiving area 21. And, the protection structure 5 that each second holding area 22 set up on four second holding areas 22 end to end in proper order forms annular protection structure, and annular protection structure surrounds the outside of first holding area 21, provides the omnidirectional protection for first electric core 3 for the vehicle can resist the impact from all around.

Referring to fig. 4-5, fig. 4 is an enlarged view of a portion a of fig. 2 a; fig. 5 is a schematic partial structure of a protective structure in a power battery according to an embodiment of the present utility model.

As shown in fig. 2 a-5, in one embodiment, the guard structure 5 is a honeycomb structure and includes a plurality of cavities 52. Each cavity 52 is formed with a receiving cavity 51, and each receiving cavity 51 receives a corresponding one of the second cells 4. Wherein the number of cavities 52 corresponds to the number of second cells 4.

The honeycomb protective structure 5 has high vertical rigidity and horizontal deformation energy absorbing capacity, and the periphery of each second battery cell 4 is protected by a cavity 52 structure. When the battery is impacted, the honeycomb structure can integrally participate in deformation energy absorption after being stressed, impact force is dispersed along the length direction x1 of the battery base, the width direction y1 of the battery base and the oblique direction, so that the stress of the second battery cell 4 in each cavity 52 is reduced, and the collision energy transmitted to the first battery cell 3 is further weakened. More importantly, as the honeycomb structure can be integrally deformed and displaced, more buffer space can be provided for each second cell 4, so that each second cell 4 moves along with the surrounding protective structure, and excessive rigid impact is avoided. The increase in cushioning space also means that more body structures (e.g., B-pillars, rocker panels, door panels, roof rails, etc.) can participate to a greater extent in resisting impact and absorbing energy from deformation, which means better safety.

As shown in fig. 4-5, in one embodiment, each cavity 52 of the guard structure 5 is a regular hexagonal hollow cylinder structure. The regular hexagon has high tightness, the plurality of cavities 52 are compactly arranged, the layout of the plurality of second battery cells 4 is more dense, the space utilization rate in the battery pack is effectively improved, the energy density of the battery is improved, materials can be saved, and the weight of the vehicle is reduced.

In one embodiment, the protection structure 5 is made of aluminum or aluminum alloy with high strength and light weight, so that the weight of the battery is reduced, the weight of the vehicle body is reduced, and the duration of the vehicle is longer.

In one embodiment, the protective structure 5 is formed by an extrusion process, which is simple and efficient.

As shown in fig. 2a and fig. 4, in one embodiment, each second cell 4 is a cylindrical cell (including but not limited to a cylindrical cell of 18650, 21700, 46800, etc.), and the shape of the second cell is matched with the cavity 52 of the regular hexagonal hollow cylinder structure, so that the space utilization rate is high, and the cylindrical cell has strong thermal stability and is safer.

As shown in fig. 4 to 5, in one embodiment, the side walls of each cavity 52 are hollow, and the cooling liquid flows through the side walls of the cavities 52, so as to play a role in heat dissipation and thermal resistance, prevent heat transfer between the adjacent second electric cores 4, and strengthen the heat dissipation effect on each second electric core 4. Further, a plurality of reinforcing ribs 521 are arranged at intervals inside the side wall of each cavity 52, so that the structural strength of the cavity 52 is improved, a plurality of smaller cavities are formed inside the side wall, the wall surface of the side wall can deform and absorb energy inwards, the reinforcing ribs 521 and the honeycomb structure are integrally and jointly involved in deformation and energy absorption to generate displacement, and the buffering effect is better.

In one embodiment, the thickness d of the side wall of each cavity 52 is 2 mm-5 mm, which not only ensures that the cavities 52 have certain strength to resist object collision, but also ensures that the honeycomb-shaped protective structure 5 deforms in preference to the first battery cell 3 as a whole to disperse impact force, and simultaneously considers the layout compactness of the second battery cell 4. It will be appreciated by those skilled in the art that the thickness d of the sidewall of each cavity 52 can be determined to be optimal according to CAE engineering simulation calculation of a specific vehicle model and battery structure, and is not limited to this range.

As shown in fig. 1, in one embodiment, the power battery 100 further includes a battery top cover 1, a harness assembly 6, and a battery management system 7. The wire harness assembly 6 is arranged above the first electric core 3 and the second electric core 4, and the battery management system 7 is electrically connected with each first electric core 3 and each second electric core 4 through each wire harness in the wire harness assembly 6 so as to control the working state of each electric core.

The battery upper cover 1 is disposed above the harness assembly 6, and each first battery cell 3, each second battery cell 4, and each protection structure 5 are clamped between the battery upper cover 1 and the battery base 2, so that each battery cell is firmly installed in the power battery 100. In one embodiment, the lower surface of the battery upper cover 1 is provided with an upper cover adhesive 8, and the upper surface of the battery base 2 is provided with a base adhesive 9, so that the battery upper cover 1 and the battery base 2 are firmly connected to the internal structure of the power battery 100, and the rigidity and the safety of the whole vehicle are improved.

In one embodiment, the power cell 100 thermal management strategy is to cool and dissipate heat from the power cell 100 in a top or bottom concentrated cooling manner. For example, the cooling device may be provided at the top or inside of the battery top cover 1, at the bottom or inside of the battery base 2, between each cell and the battery top cover 1, between each cell and the battery base 2, or the like. The cooling device can directly exchange heat with the upper surface or the lower surface of each first battery cell 3 and each second battery cell 4. The heat generated by each second cell 4 can also be dispersed to the cooling device through the upper and lower ends of the side wall of the cavity 52 (see fig. 4) where it is located. In one embodiment, the top and bottom of the protection structure 5 are connected with the battery top cover 1 and the battery base 2 through heat-conducting glue, so as to accelerate the dispersion of the heat absorbed by the side walls of each cavity 52 to the upper and lower ends of the cavity 52.

As shown in fig. 4, in one embodiment, a heat conducting material 511 is filled between each second electric core 4 and the gap of the cavity 52 where the second electric core 4 is located, so as to improve the heat exchange efficiency between each second electric core 4 and the side wall of the cavity 52 where the second electric core is located. The heat conductive material 511 may be a heat conductive aerogel or the like.

In one embodiment, the cooling device may be provided on the side surface of each first cell 3, so that the heat dissipation effect of the first cell 3 is improved. For example, liquid-cooled tubes are arranged at the side of each row or each column of the first cells 3.

In one embodiment, the cooling liquid may also circulate inside each cavity 52 of the protection structure 5, so that the periphery of each second battery cell 4 can exchange heat with the cooling liquid inside the cavity 52, and heat dissipation efficiency is improved.

The embodiment of the utility model also provides an electric automobile, which comprises the power battery 100 in any embodiment, and can have higher safety and cruising ability.

While the utility model has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the utility model with reference to specific embodiments, and it is not intended to limit the practice of the utility model to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present utility model.

Claims (10)

1. A power battery comprising a battery base, a plurality of first cells and a plurality of second cells, wherein the battery base has a first receiving area covering a central area of the battery base and at least one second receiving area covering at least a portion of an outer peripheral area of the battery base;

the first electric cores are arranged in the first accommodating area, and the second electric cores are arranged in the at least one second accommodating area;

and a protection structure is arranged on each second accommodating area in the at least one second accommodating area, a plurality of accommodating cavities are formed on the protection structure, and at least one second electric core is accommodated in each accommodating cavity in the plurality of accommodating cavities.

2. The power cell as claimed in claim 1, wherein the at least one second receiving area includes two second receiving areas disposed opposite to each other in a width direction of the cell base such that the two second receiving areas are located at left and right sides of the first receiving area, respectively.

3. The power cell of claim 1, wherein the at least one second receiving area comprises four second receiving areas that are sequentially connected end to end such that the four second receiving areas form an annular receiving area around the periphery of the cell base, and the annular receiving area surrounds the first receiving area; and the protection structures arranged in the second accommodation areas on the four second accommodation areas are connected end to end in sequence to form an annular protection structure.

4. A power cell as claimed in any one of claims 1 to 3, wherein the guard structure is a honeycomb structure and comprises a plurality of cavities, one of the receiving cavities being formed in each of the plurality of cavities, each of the receiving cavities receiving a corresponding one of the second cells.

5. The power cell of claim 4, wherein each of the cavities of the guard structure is a regular hexagonal hollow cylinder structure.

6. The power cell of claim 5, wherein each of the plurality of first cells is a square cell and each of the plurality of second cells is a cylindrical cell; and the plurality of first electric cells are sequentially arranged along the length direction of the battery base and the width direction of the battery base.

7. The power cell of claim 4, wherein each of the plurality of first cells is a high nickel cell and the plurality of second cells comprises at least one of a lithium iron phosphate cell and a non-high nickel ternary lithium cell.

8. The power cell as claimed in claim 4, wherein the side walls of each of the cavities are hollow structures, and a plurality of reinforcing ribs are provided at intervals inside the side walls of each of the cavities.

9. The power cell of claim 4, wherein each of said cavities has a sidewall thickness of 2mm to 5mm.

10. An electric vehicle comprising the power cell of any one of claims 1-9.

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