Electric vehicle and quick change assembly

Abstract

This invention discloses an electric vehicle, comprising a vehicle beam and a battery unit. The battery unit includes multiple battery packs arranged side-by-side along the width of the vehicle beam. A connecting unit is provided between adjacent battery packs, located above the upper surface of the battery packs and on one side of the vehicle beam. The connecting unit is used to detachably connect the battery unit to the vehicle beam. This invention enables the supply of power to heavy electric vehicles; reduces the overall height of the battery unit; adapts to the battery swapping needs of heavy electric vehicles; improves the safety and stability of the connection between large-size battery packs and the vehicle beam; avoids deformation of the battery unit due to lack of support in the middle area; the load-bearing points of the battery pack are matched with the vehicle beam, simplifying the connection structure between the battery unit and the vehicle beam, improving the load-bearing strength of the vehicle beam for the battery pack, and accommodating the installation and removal of battery units of various shapes and sizes.

Description

[0001] This application claims priority to Chinese patent application CN2021116067637, filed December 26, 2021; Chinese patent application CN2021116067815, filed December 26, 2021; and Chinese patent application CN2021114443838, filed November 30, 2021. The full text of the aforementioned Chinese patent applications is incorporated herein by reference. Technical Field

[0002] This invention relates to an electric vehicle, and more particularly to an electric vehicle having a quick-swap battery unit and a quick-swap assembly. Background Technology

[0003] For heavy electric vehicles, such as freight trucks, more battery packs are needed to power the electric vehicles.

[0004] In existing electric vehicles, the battery pack is typically mounted at the bottom of the vehicle by setting a locking axle on the side wall of the battery pack and attaching the locking axle to the vehicle's chassis support. However, electric vehicles with high power demands require large-capacity battery packs, which necessitates increasing the battery pack size to accommodate more cells. This method of setting the locking axle on the side wall results in a significant distance between the battery pack's locking support point and the vehicle's chassis support, leading to poor support strength. The lack of support in the middle area of ​​the battery pack can easily cause it to deform or detach from the chassis support. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defects of the existing technology in which large-sized battery packs have poor support strength and are easy to fall off the vehicle body bracket, and to provide an electric vehicle and a quick-change component.

[0006] The present invention solves the above-mentioned technical problems through the following technical solution:

[0007] An electric vehicle includes a beam and a battery unit, the battery unit including a plurality of battery packs arranged side by side along the width direction of the beam;

[0008] A connecting unit is provided between two adjacent battery packs. The connecting unit is located above the upper surface of the battery pack and on one side of the vehicle beam. The connecting unit is used to detachably connect the battery unit to the vehicle beam.

[0009] In this design, the battery unit comprises multiple battery packs capable of powering heavy electric vehicles. These battery packs are arranged side-by-side along the width of the vehicle beam, allowing for a flat installation and reducing the overall height of the battery unit. Connecting units between the battery packs enable detachable connection between the battery unit and the vehicle beam, accommodating the battery swapping needs of heavy electric vehicles. This improves the safety and stability of the connection between the large battery packs and the vehicle beam, preventing deformation, poor support strength, or detachment of the battery unit due to insufficient support in the central area. The connecting units protrude from the upper surface of the battery packs, facilitating installation on the side walls of the vehicle beam. This aligns the load-bearing points of the battery pack with the vehicle beam, simplifying the connection structure between the battery unit and the beam, increasing the load-bearing capacity of the vehicle beam for the battery pack, and accommodating the installation and removal of battery units of various sizes. Furthermore, this battery pack arrangement allows for sufficient space under the vehicle beam to accommodate the battery pack as it moves in and out of the beam, avoiding the need to raise the vehicle or dig a pit in the ground.

[0010] Preferably, the electric vehicle further includes a locking unit disposed on the vehicle beam, the locking unit having a locking receiving cavity located on one side of the side wall of the vehicle beam, the locking receiving cavity being used to lock the connecting unit onto the vehicle beam.

[0011] In this design, the locking cavity is located on one side of the vehicle beam. When the connecting unit is connected to the locking cavity, the battery unit is connected to one side of the vehicle beam through the connecting unit, which improves the load-bearing strength of the vehicle beam for the battery pack. At the same time, it reserves the distance between the lower surface of the battery pack and the bottom surface, leaving more space for the battery swapping equipment to enter under the vehicle for battery swapping operations. The battery swapping equipment only needs to move the battery unit downwards a short distance to avoid the vehicle beam and locking unit, so as to enter and exit the bottom of the vehicle beam in a horizontal direction. Sufficient space is reserved for the battery swapping equipment to carry the battery in and out of the bottom of the vehicle beam, avoiding interference from vehicle components with the battery swapping equipment entering and exiting the bottom of the vehicle.

[0012] Preferably, the locking unit includes a lock base, the lock base having a locking receiving cavity, and the lock base being connected to the side wall of the vehicle beam.

[0013] In this solution, locking is achieved through a lock base, which facilitates structural modifications to the lock base to adapt to the structure of the connecting unit, avoids modifications to the structure of the vehicle body beam, and improves the stability and reliability of the locking mechanism.

[0014] Preferably, the lock base is mounted on the vehicle beam via a bracket, the bracket being connected to the side wall of the vehicle beam, and the lock base is located on the side of the bracket opposite to the vehicle beam.

[0015] In this solution, the locking unit can be mounted on the vehicle beam via a bracket, which facilitates the integration of multiple lock bases and quick-change mechanisms such as electrical connectors onto the bracket. This enables the overall installation and disassembly of the quick-change mechanism, simplifies the installation steps and processes, improves manufacturing efficiency, enhances the compatibility of the battery unit with vehicle beams of different models, and avoids modifications to the beam or battery unit due to different vehicle models.

[0016] Preferably, the bracket is connected to the opposite sidewalls between the vehicle beams, and the top of the bracket does not extend beyond the top of the vehicle beam.

[0017] In this design, the bracket is connected to the opposing sidewalls between two vehicle beams, thus avoiding interference with components between the beams and facilitating bracket installation. The top of the bracket does not extend beyond the top of the vehicle beams, preventing interference with components above the beams. This minimizes modifications to the electric vehicle itself and improves the bracket's compatibility with different vehicles.

[0018] Preferably, the lock base is mounted on the side wall of the vehicle beam.

[0019] In this design, the lock base can be directly installed on the side wall of the vehicle beam, or it can be equipped with a corresponding mounting bracket to install the lock base on the side wall of the vehicle beam. This allows for flexible installation and can adapt to different vehicle beam structures and installation location requirements without affecting the connection structure with the connecting unit.

[0020] Preferably, the connecting unit includes a locking shaft and a shaft support, the locking shaft extending from the side wall of the shaft support toward the locking receiving cavity.

[0021] In this solution, the locking shaft can be installed through the shaft bracket, and the locking unit can lock the locking shaft to connect the battery unit to the vehicle beam.

[0022] Preferably, the shaft support has a guide portion on its side wall facing the lock base, and the surface of the guide portion is in contact with the surface of the support or the surface of the vehicle beam.

[0023] In this solution, the guide section can guide the movement of the battery unit during the locking and unlocking process, thereby improving the stability of the locking or unlocking process.

[0024] Preferably, the connecting unit further includes a column extending upward from the bottom of the battery unit, and the shaft bracket is mounted on the column.

[0025] In this design, the bottom of the battery unit itself serves as a carrier for the internal battery cells, resulting in high structural strength. The lock shaft and the bottom of the battery unit are connected by a column, transferring the supporting force of the lock shaft to the bottom of the battery unit. By utilizing the bearing capacity of the bottom of the battery unit itself, the supporting strength of the lock shaft and the connection strength of the connecting unit are further enhanced.

[0026] Preferably, the lock base includes a locking groove, the locking receiving cavity is located within the locking groove, and the locking groove is used to hook the lock shaft.

[0027] Preferably, the lock base further includes an opening groove that communicates with the locking groove, and the opening groove is used to allow the lock shaft to enter the locking groove and lock in the locking receiving cavity.

[0028] In this solution, the locking shaft can enter the locking groove from the opening groove and finally lock in the locking receiving cavity through the opening groove and the locking groove connected to it. This locking step is simple and can improve locking efficiency and success rate.

[0029] Preferably, the bracket for mounting the lock base on the vehicle beam has an upper bend above it, and when the lock shaft is located in the locking groove, the distance between the center of the lock shaft and the upper bend is greater than the distance between the center of the lock shaft and the upper surface of the shaft bracket.

[0030] In this design, the upper bend of the bracket can be prevented from interfering with the vertical movement of the locking shaft within the locking groove.

[0031] Preferably, the bracket also has a lower bend portion below it, which is connected to the bottom surface of the vehicle beam. When the locking shaft is located in the locking groove, the distance between the center of the locking shaft and the lower bend portion is less than the distance between the center of the locking shaft and the upper surface of the battery pack.

[0032] Alternatively, the distance between the center of the locking shaft and the bottom surface of the vehicle beam is less than the distance between the center of the locking shaft and the upper surface of the battery pack.

[0033] This design avoids interference between the lower bend of the bracket or the beam and the vertical movement of the locking shaft within the locking groove.

[0034] Preferably, the locking unit further includes a latch, which is rotatably connected to the lock base to open or close the opening slot.

[0035] In this solution, the locking bolt can confine the locking shaft within the lock base, thereby achieving stability in the locking unit's locking of the locking shaft.

[0036] Preferably, the locking unit includes at least two lock bases, each of which is rotatably connected to a lock tongue. The locking unit also includes a locking link, which is rotatably connected to the plurality of lock tongues.

[0037] In this solution, multiple bolts can be unlocked via the locking linkage, improving unlocking efficiency and preventing unlocking failures caused by inconsistent unlocking times due to multiple bolts unlocking separately.

[0038] Preferably, the latch has an unlocking portion extending to the outside of the lock base.

[0039] In this solution, the bolt can have an unlocking part. An external device can apply force to the unlocking part, thereby unlocking a single bolt. In practical implementation, a single bolt can have this unlocking part to unlock the bolt. Thus, the bolt with the unlocking part and the lock base can serve as secondary locking components of the locking unit. Therefore, even if the locking component with the locking linkage fails, the locking shaft can still lock, preventing locking failure and improving the locking unit's locking capability over the connecting unit.

[0040] Preferably, the battery unit further includes an unlocking lever, which is disposed opposite to the unlocking part or the locking link and is used to push the unlocking part or the locking link to rotate so that the latch opens or closes the opening.

[0041] In this solution, the unlocking rod can be used to move the unlocking part or the locking link, thereby opening or closing the opening slot. When the unlocking rod acts on the unlocking part or the locking link, the lock tongue opens the opening slot, and the connecting unit can move out of the locking unit.

[0042] Preferably, the plurality of lock shafts and the plurality of lock bases are arranged along the length direction of the vehicle beam.

[0043] In this solution, the above structure aligns the battery pack support points with the vehicle beam, thereby increasing the support strength of the vehicle beam for the battery pack and improving the stability of the connection.

[0044] Preferably, the connecting unit includes at least one of a threaded connector and a T-shaped hook, wherein the threaded connector is used to thread the battery unit onto the vehicle beam, and the T-shaped hook is used to rotate and engage the battery unit onto the vehicle beam.

[0045] Preferably, the battery cell includes a first electrical connector located on the outer side wall of the battery cell.

[0046] In this solution, the first electrical connector can be plugged into the corresponding interface of the vehicle so that the battery pack can supply power to the electric vehicle.

[0047] Preferably, the battery unit includes a battery cavity for accommodating a battery pack, the connecting unit is disposed between two adjacent battery cavities, and a through hole is also provided between two adjacent battery cavities for wires connecting the battery pack to pass through; the first electrical connector is disposed on the outer wall of any of the battery cavities.

[0048] In this solution, the battery pack is disposed inside the battery cavity and connected by wires inside the battery cavity to form an output terminal with a first electrical connector, so that the battery cells are formed as a whole.

[0049] Preferably, the battery unit further includes a housing and a cover plate, wherein a plurality of partitions are spaced apart inside the housing, and the battery cavity is formed between the partitions; the cover plate is provided at the opening of each battery cavity.

[0050] Preferably, the electric vehicle further includes a second electrical connector arranged in the width direction of the vehicle beam, the second electrical connector being used to connect with the first electrical connector to enable the battery cell to supply power to the electric vehicle.

[0051] In this solution, the above structure facilitates the connection of the first electrical connector and the second electrical connector during the battery pack assembly and disassembly process to form an electrical connection.

[0052] Preferably, the bracket with the lock base includes a longitudinal bracket and a transverse bracket, the longitudinal bracket being connected to the vehicle beam, the transverse bracket being connected between the longitudinal brackets, and the second electrical connector being provided on the transverse bracket.

[0053] In this solution, the bracket with the above structure can be installed on the vehicle beam at the same time as the locking unit and the electrical connector, avoiding repeated adjustments and alignments when each component is installed separately, and also improving installation efficiency.

[0054] Preferably, the transverse support is located below the vehicle beam, and the longitudinal support is connected to the side wall of the vehicle beam.

[0055] In this design, the transverse support is located below the vehicle beam, which avoids the vehicle beam and prevents interference; the longitudinal support connects to the side wall of the vehicle beam, which increases the connection area and utilizes the rigidity of the vehicle beam to improve the stability of the connection.

[0056] Preferably, the lateral support covers at least a portion of the end area of ​​the battery cell.

[0057] This solution provides support for the connection between electrical connectors during mating.

[0058] Preferably, the battery unit includes a side battery pack located on the outside of the vehicle beam.

[0059] This design avoids interference with the internal structure of the vehicle beam.

[0060] Preferably, the battery unit further includes a central battery pack, which is disposed between the two side battery packs and located below the vehicle beam.

[0061] In this design, a central battery pack can improve power supply capacity, or, while providing the same power supply capacity, reduce the thickness of the battery cells. Furthermore, positioning the central battery pack below the vehicle beams avoids interference with components between the two beams.

[0062] Preferably, the side battery pack is provided with a clearance opening for avoiding the drive shaft of the electric vehicle.

[0063] A quick-change assembly, the quick-change assembly being used in an electric vehicle as described above;

[0064] The quick-change assembly includes a locking unit and a battery unit. The locking unit is used to connect to the vehicle beam. The battery unit includes multiple battery packs. A connecting unit is provided between two adjacent battery packs corresponding to the vehicle beam. The connecting unit cooperates with the locking unit.

[0065] The positive and progressive effects of this invention are as follows: the battery unit has multiple battery packs, enabling it to power heavy electric vehicles; the multiple battery packs are arranged side by side along the width of the vehicle beam, allowing the battery packs to be laid flat and reducing the overall height of the battery unit; by setting connecting units between the battery packs, the battery unit can be detachably connected to the vehicle beam to meet the battery swapping needs of heavy electric vehicles, improving the safety and stability of the connection between the large-size battery pack and the vehicle beam, and preventing the battery unit from deforming, having poor support strength, or falling off the vehicle due to lack of support in the middle area; the connecting units protrude from the upper surface of the battery pack, making it easy to install the connecting units on the side wall of the vehicle beam, so that the load-bearing points of the battery pack match the vehicle beam, simplifying the connection structure between the battery unit and the vehicle beam, improving the load-bearing strength of the vehicle beam for the battery pack, and adapting to the installation and removal of battery units of various shapes and sizes; through the above-mentioned battery pack arrangement, the height of the battery swapping equipment to support the battery pack entering and exiting the bottom of the vehicle beam can be reserved below the vehicle beam, avoiding the need to raise the vehicle or dig a pit in the ground. Attached Figure Description

[0066] Figure 1 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of the present invention;

[0067] Figure 2A schematic diagram of an electric vehicle with a battery swapping device located underneath, provided for the implementation of this invention;

[0068] Figure 3 for Figure 1 A schematic diagram of the structure of an electric vehicle after the battery cells have been removed;

[0069] Figure 4 This is a schematic diagram of the structure connecting the locking unit and the bracket according to an embodiment of the present invention;

[0070] Figure 5 for Figure 4 Front view schematic diagram of the connection between the locking unit and the bracket;

[0071] Figure 6 This is a schematic diagram of a planar structure of a locking unit provided in an embodiment of the present invention;

[0072] Figure 7 This is a schematic diagram of the structure of a battery cell provided in an embodiment of the present invention;

[0073] Figure 8 for Figure 7 A magnified view of a portion of the image;

[0074] Figure 9 This is a schematic diagram of a battery cell provided in an embodiment of the present invention, wherein a side battery pack, part of the housing, and part of the cover plate on one side are removed;

[0075] Figure 10 A schematic diagram of another locking unit and connecting unit for an electric vehicle provided in this embodiment of the invention, wherein the locking unit and the connecting unit are locked together;

[0076] Figure 11 A schematic diagram of another connection unit for an electric vehicle provided in an embodiment of the present invention;

[0077] Figure 12 A schematic diagram of another locking unit for an electric vehicle provided in an embodiment of the present invention;

[0078] Figure 13 A schematic diagram of another connection unit for an electric vehicle provided in this embodiment of the invention.

[0079] Figure 14 This invention provides a schematic diagram of another locking unit and connecting unit for an electric vehicle, in which the locking mechanism and the locking connecting structure are locked together.

[0080] Explanation of reference numerals in the attached figures

[0081] Electric vehicle 1

[0082] 10 car beams

[0083] Battery cell 20

[0084] Battery Pack 21

[0085] Side battery pack 211

[0086] Central battery pack 212

[0087] First electrical connector 22

[0088] Battery cavity 23

[0089] Through hole 24

[0090] Casing 25

[0091] Cover plate 26

[0092] partition 27

[0093] Connection unit 30

[0094] Locking shaft 31

[0095] Shaft base 311

[0096] Shaft body 312

[0097] Shaft support 32

[0098] Top edge plate 321

[0099] Guiding section 33

[0100] Column 34

[0101] Locking unit 40

[0102] Locking cavity 41

[0103] Lock base 42

[0104] Locking groove 421

[0105] Opening slot 422

[0106] Locking tongue 43

[0107] Protrusion 431

[0108] Locking rod 44

[0109] Unlocking Section 46

[0110] Support base 47

[0111] Bracket 50

[0112] Longitudinal support 51

[0113] Support body 511

[0114] Upper bend 512

[0115] Lower bend 513

[0116] Horizontal support 52

[0117] Second electrical connector 53

[0118] Connecting post 54

[0119] Battery swapping equipment 2

[0120] Locking seat 801

[0121] First opening 802

[0122] Connector 803

[0123] First thread section 804

[0124] 903 Hanging rod

[0125] Second threaded section 904

[0126] Second opening 905

[0127] Locking component 906

[0128] Mounting Case 907 Detailed Implementation

[0129] The present invention will be further illustrated by way of embodiments below, but the present invention is not limited to the scope of the embodiments described herein.

[0130] This invention provides an electric vehicle 1, such as... Figure 1 As shown, the electric vehicle 1 includes a vehicle beam 10 and a battery unit 20. The battery unit 20 includes a plurality of battery packs 21 arranged side by side along the width direction of the vehicle beam 10. A connecting unit 30 is provided between two adjacent battery packs 21. The connecting unit 30 is located above the upper surface of the battery pack 21 and on one side of the vehicle beam 10. The connecting unit 30 is used to detachably connect the battery unit 20 to the vehicle beam 10.

[0131] In specific implementation, such as Figure 1 As shown, the electric vehicle 1 has two beams 10 extending along the length of the vehicle and spaced apart along the width of the vehicle, the width direction of the beams 10 being the same as the width direction of the electric vehicle 1. The battery unit 20 has multiple battery packs 21, the electrical energy provided by the multiple battery packs 21 being able to power the electric vehicle 1, which is heavy, such as a truck. Furthermore, the multiple battery packs 21 of the battery unit 20 are arranged side by side along the width direction of the beams 10, allowing the battery packs 21 to be laid flat, thus reducing the overall height of the battery unit 20.

[0132] By providing a connecting unit 30 between the battery packs 21, the battery unit 20 can be detachably connected to the beam 10 of the electric vehicle 1. This adapts to the battery swapping needs of the heavy electric vehicle 1, improving the safety and stability of the connection between the large-size battery unit 20 and the beam 10, and preventing deformation, poor support strength, or detachment of the battery unit 20 from the vehicle 1 due to lack of support in the middle area. Furthermore, when swapping the battery of the heavy electric vehicle 1, the entire battery unit 20 can be replaced to meet the fast-swap requirements of the heavy electric vehicle 1. Through the above-described arrangement of the battery unit 20, such as... Figure 2 As shown, the height of the battery swapping equipment 2 to carry the battery pack into and out of the bottom of the vehicle beam can be reserved below the beam 10, avoiding the need to raise the vehicle or dig a pit on the ground.

[0133] The connection unit 30 is positioned above the upper surface of the battery pack 21, facilitating its installation on the side wall of the vehicle beam 10. This allows the load-bearing points of the battery unit 20 to align with the vehicle beam 10, simplifying the connection structure between the battery unit 20 and the vehicle beam 10, improving the load-bearing strength of the vehicle beam 10 on the battery unit 20, and adapting to the installation and removal of battery units 20 of various shapes and sizes. It is understood that the connection unit 30 being positioned above the upper surface of the battery pack 21 can mean that the corresponding components of the connection unit 30 used for connecting to the vehicle beam 10 are located on the upper surface of the battery pack 21, such as the locking shaft 31 used for connecting to the vehicle beam 10 being located on the upper surface of the battery pack 21; the connection unit 30 can also have a structure located below the upper surface of the battery pack 21, such as a column 34 connecting the connection unit 30 to the bottom of the battery unit 20.

[0134] As a preferred implementation method, such as Figure 3 As shown, the electric vehicle 1 also includes a locking unit 40 disposed on the vehicle beam 10. The locking unit 40 has a locking receiving cavity 41 located on one side of the side wall of the vehicle beam 10. The locking receiving cavity 41 is used to lock the connecting unit 30 onto the vehicle beam 10.

[0135] like Figure 3As shown, the locking cavity 41 is located on one side of the vehicle beam 10. The component of the connecting unit 30, which connects to the locking cavity 41, is located above the upper surface of the battery pack 21. When the connecting unit 30 is connected to the locking cavity 41, the battery unit 20 is connected to one side of the vehicle beam 10 through the connecting unit 30 and can be located below the vehicle beam 10. This improves the load-bearing strength of the vehicle beam 10 on the battery pack 21, while also allowing sufficient space for the lower surface of the battery pack 21 to be below the bottom surface, providing more space for the battery swapping device 2 to enter under the vehicle for battery swapping operations. The battery swapping device 2 only needs to move the battery unit 20 downwards a short distance to avoid the vehicle beam 10 and the locking unit 40, allowing it to enter and exit the bottom of the vehicle beam 10 horizontally. This provides sufficient space for the battery swapping device 2 to carry the battery in and out of the bottom of the vehicle beam 10, avoiding interference from components on the vehicle 1 when the battery swapping device 2 enters and exits the bottom of the vehicle 1. It also avoids interference with components between the two vehicle beams 10.

[0136] In specific implementation, the locking cavity 41 can adopt various structural forms. For example, the locking cavity 41 can be provided on the lock base 42, or it can be directly provided on the bracket 50. The following will take the example of the locking cavity 41 being provided on the lock base 42 as an example, but it should not be limited to the following implementation.

[0137] As a preferred implementation method, such as Figures 3-5 As shown, the locking unit 40 includes a lock base 42, and a locking receiving cavity 41 is provided inside the lock base 42. The lock base 42 is connected to the side wall of the vehicle beam 10.

[0138] By setting the lock base 42 to form a locking receiving cavity 41, it is easy to modify the structure of the lock base 42 to adapt to the structure of the connecting unit 30; and by adding the lock base 42 to the vehicle beam 10, it is possible to avoid modifying the structure of the vehicle body beam and also to modify the existing electric vehicle 1; in addition, the lock base 42 is connected to the vehicle beam 10, and the rigidity of the vehicle beam 10 can be used to support the weight of the battery unit 20, making the locking more stable and reliable.

[0139] In specific implementation, the connection between the lock base 42 and the vehicle beam 10 can also be adopted in various ways according to the actual situation. Some feasible implementation methods will be given below, but they should not be limited to the following implementation methods.

[0140] As a preferred implementation method, such as Figures 3-5 As shown, the lock base 42 can be installed on the vehicle beam 10 via the bracket 50. The bracket 50 is connected to the side wall of the vehicle beam 10, and the lock base 42 is located on the side of the bracket 50 that is opposite to the vehicle beam 10.

[0141] In practical implementation, all the lock bases 42 on one side of the vehicle beam 10 can be mounted on the bracket 50. This allows all the lock bases 42 to be installed on one side of the vehicle beam 10 by mounting the bracket 50 on the beam. Alternatively, the bracket 50 can be formed on both sides of the vehicle beam 10, allowing all the lock bases 42 to be installed on both sides of the vehicle beam 10 by installing the bracket 50. This also improves the compatibility of the battery unit 20 with different vehicle beams 10 models, avoiding modifications to the beam or battery unit 20 due to different vehicle models. Furthermore, quick-change mechanisms such as vehicle electrical connectors can be integrated into the bracket 50, enabling the overall installation and disassembly of the quick-change mechanism, simplifying installation steps and processes, and improving installation efficiency. When retrofitting an existing electric vehicle 1, the lock bases 42 can be assembled onto the bracket 50 first, and then the bracket 50 with the lock bases 42 can be directly added to the vehicle beam 10, saving modification time and improving manufacturing and modification efficiency.

[0142] like Figure 3 and Figure 4 As shown, one side of the bracket 50 is connected to the side wall of the vehicle beam 10, and the other side is connected to the locking base 42. Furthermore, without interfering with the internal components of the vehicle beam 10, the bracket 50 can be connected to either the outer or inner side wall of the vehicle beam 10.

[0143] As a preferred implementation method, such as Figure 3 As shown, the bracket 50 is connected to the opposite side wall of the vehicle beam 10, i.e., the outer side wall, and the top of the bracket 50 does not extend beyond the top of the vehicle beam 10.

[0144] The bracket 50 is connected to the opposing sidewalls between the two vehicle beams 10, thus avoiding interference with components between the vehicle beams 10. This adapts to the installation requirements of different vehicles and facilitates the installation of the bracket 50. The top of the bracket 50 does not extend beyond the top of the vehicle beam 10, preventing interference with components above the vehicle beam 10. This reduces modifications to the electric vehicle 1 itself and improves the compatibility of the bracket 50 with different vehicles.

[0145] like Figure 3 and Figure 4As shown, the bracket 50 may include a longitudinal bracket 51. When the bracket 50 is installed on the vehicle beam 10, the longitudinal bracket 51 extends along the length direction of the vehicle beam 10. The longitudinal bracket 51 may include a bracket body 511, an upper bend 512, and a lower bend 513. The upper bend 512 and the lower bend 513 are respectively connected to the upper and lower ends of the bracket body 511 and extend in opposite directions. The lower bend 513 extends towards the vehicle beam 10, and the upper bend 512 extends away from the vehicle beam 10. Both the lower bend 513 and the bracket body 511 can be used to connect to the vehicle beam 10. Specifically, the lower bend 513 can be connected to the bottom of the vehicle beam 10, and the bracket body 511 can be connected to the side wall of the vehicle beam 10, thereby improving the connection performance between the bracket 50 and the vehicle beam 10 and distributing the force of the bracket 50 to the vehicle beam 10. The upper bend 512 can be located above the lock base 42, thereby protecting the lock base 42.

[0146] As another preferred embodiment, the lock base 42 is mounted on the side wall of the vehicle beam 10.

[0147] Combination Figures 3-5 It is understandable that the lock base 42 can be directly installed on the side wall of the vehicle beam 10. For example, the lock base 42 has through holes and is connected to the corresponding position of the vehicle beam 10 through fasteners. Alternatively, it can be matched with a corresponding mounting bracket to install the lock base 42 on the side wall of the vehicle beam 10. By directly connecting the lock base 42 to the side wall of the vehicle beam 10, or connecting it to the side wall through a mounting bracket, the lock base 42 can be flexibly installed according to locking requirements. Thus, without affecting the connection structure with the connecting unit 30, it can adapt to different vehicle beam 10 structures and installation position requirements. In addition, a single lock base 42 or multiple lock bases 42 can be installed on the side wall of the vehicle beam 10 through a mounting bracket. Multiple mounting brackets can be set on the same vehicle beam 10.

[0148] As a preferred implementation method, such as Figure 7 and Figure 8 As shown, the connecting unit 30 includes a locking shaft 31 and a shaft support 32. The locking shaft 31 extends from the side wall of the shaft support 32 toward the locking receiving cavity 41.

[0149] In specific implementation, such as Figure 7 As shown, the shaft support 32 is disposed between two adjacent battery packs 21 and is located above the upper surface of the battery pack 21. The locking shaft 31 may have a shaft base 311 and a shaft body 312, the shaft body 312 extending from the surface of the shaft base 311; the shaft body 312 passes through the shaft support 32 and is connected to the shaft support 32 through the shaft base 311.

[0150] As a preferred implementation method, such as Figure 7 and Figure 8 As shown, the shaft bracket 32 ​​has a guide portion 33 on its side wall facing the lock base 42, and the surface of the guide portion 33 is in contact with the surface of the bracket 50 or the surface of the beam 10. This improves the stability during the locking or unlocking process.

[0151] As a preferred implementation method, such as Figure 9 As shown, the connecting unit 30 also includes a column 34, which extends upward from the bottom of the battery unit 20, and the shaft bracket 32 ​​is mounted on the column 34.

[0152] like Figure 9 As shown, multiple columns 34 are provided between two adjacent battery packs 21, and shaft brackets 32 are mounted on the columns 34 and located above the upper surface of the battery packs 21. The shaft brackets 32 also include an upper edge plate 321, which is located at the top of the columns 34, and the shaft base 311 is located below the upper edge plate 321. Thus, the bottom of the battery unit 20 itself serves as a carrier for the internal battery cells, resulting in high structural strength. The columns 34 connect the locking shaft 31 and the bottom of the battery unit 20, transferring the supporting force of the locking shaft 31 to the bottom of the battery unit 20. Utilizing the bearing capacity of the bottom of the battery unit 20 itself, the supporting strength of the locking shaft 31 and the connection strength of the connecting unit 30 are further enhanced. A reinforcing structure can also be provided between the columns 34 and the bottom of the battery unit 20.

[0153] As a preferred implementation method, such as Figure 5 and Figure 6 As shown, the lock base 42 includes a locking groove 421, and a locking receiving cavity 41 is located inside the locking groove 421. The locking groove 421 can be used to attach the lock shaft 31.

[0154] In practical implementation, the locking shaft 31 can enter the locking groove 421 and be locked within the locking receiving cavity 41. For example... Figure 4 As shown, both sides of the vehicle beam 10 are connected to locking grooves 421. When the battery unit 20 is connected to the vehicle beam 10, the locking grooves 421 on both sides of the vehicle beam 10 can lock the locking shaft 31 on the corresponding connecting unit 30. Compared with single-sided locking, the locking is more stable and the force can be distributed to both sides.

[0155] As a preferred implementation method, such as Figure 5 As shown, the lock base 42 also includes an opening groove 422, which is connected to the locking groove 421. The opening groove 422 is used to allow the lock shaft 31 to enter the locking groove 421 and be locked in the locking receiving cavity 41.

[0156] In practical implementation, through the opening slot 422 and the locking slot 421 communicating with it, the locking shaft 31 can enter the locking slot 421 from the opening slot 422 and finally lock itself in the locking receiving cavity 41. Specifically, as shown in the example... Figure 5As shown, the opening slot 422 extends vertically, and the locking slot 421 extends horizontally. During the installation of the battery unit 20 onto the vehicle beam 10, under the lifting action of the battery swapping device 2, the locking shaft 31 of the battery unit 20 can move vertically upward and through the opening slot 422 to the junction of the locking slot 421 and the opening slot 422. Then, under the action of the battery swapping device 2, the locking shaft 31 moves horizontally into the locking receiving cavity 41 of the locking slot 421. Correspondingly, the unlocking of the battery unit 20 can have the reverse steps of the locking steps. This locking and unlocking step is simple and can improve the efficiency and success rate of locking or unlocking.

[0157] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the bracket 50 for mounting the lock base 42 on the vehicle beam 10 has an upper bend 512 above it. When the lock shaft 31 is located in the locking groove 421, the distance between the center of the lock shaft and the upper bend 512 is greater than the distance between the center of the lock shaft 31 and the upper surface of the shaft bracket 32.

[0158] This prevents the upper bend 512 of the bracket 50 from interfering with the vertical movement of the locking shaft 31 within the locking groove 421.

[0159] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the bracket 50 also has a lower bend 513 below it. The lower bend 513 is connected to the bottom surface of the vehicle beam 10. When the locking shaft 31 is located in the locking groove 421, the distance between the center of the locking shaft 31 and the lower bend 513 is less than the distance between the center of the locking shaft 31 and the upper surface of the battery pack 21. This can prevent the lower bend 513 of the bracket 50 from interfering with the vertical movement of the locking shaft 31 in the locking groove 421.

[0160] In another preferred embodiment, the distance between the locking center of the locking groove 421 and the bottom surface of the vehicle beam 10 is less than the distance between the center of the locking shaft 31 and the upper surface of the battery pack 21. This prevents the vehicle beam 10 from interfering with the vertical movement of the locking shaft 31 within the locking groove 421.

[0161] As a preferred implementation method, such as Figure 4 and Figure 5 As shown, the locking unit 40 also includes a locking tongue 43, which is rotatably connected to the lock base 42 to open or close the opening slot 422.

[0162] In specific implementation, such as Figure 5As shown, the latch 43 has a protrusion 431 that can block the communication between the opening slot 422 and the locking slot 421. When the protrusion 431 blocks the communication between the opening slot 422 and the locking slot 421, the space between the protrusion 431 and the locking slot 421 forms a locking receiving cavity 41. When the latch 43 rotates away from the lock base 42, the protrusion 431 can rotate accordingly, causing the opening slot 422 and the locking slot 421 to communicate.

[0163] As a preferred implementation method, such as Figure 5 As shown, the locking unit 40 includes at least two lock bases 42, each lock base 42 being rotatably connected to a bolt 43. The locking unit 40 also includes a locking link 44, which is rotatably connected to multiple bolts 43. The locking link 44 can unlock multiple bolts 43, improving unlocking efficiency and preventing unlocking failure due to inconsistent unlocking times caused by multiple bolts 43 unlocking separately.

[0164] In a preferred embodiment, the locking unit 40 includes a reset member, one end of which is connected to the locking linkage and the other end is connected to the quick-change bracket or the beam 10.

[0165] Understandably, during the downward reset movement of the locking link 44, the reset component can apply a force to the locking link 44, accelerating its reset movement and causing the latch 43 connected to the locking link 44 to rotate, thereby closing the opening slot and achieving automatic locking during the locking process. As shown in the figure, in a specific implementation, the reset component can be a spring, which can apply an elastic force to the locking link 44, accelerating its reset, that is, returning it to the position where the protrusion 431 blocks the connection between the opening slot and the locking slot.

[0166] As another preferred implementation, such as Figure 5 As shown, the latch 43 has an unlocking portion 46 extending to the outside of the lock base 42. By applying force directly to the unlocking portion 46 through an external device, a single latch 43 can be unlocked.

[0167] For the two implementation methods described above, the locking unit 40 can have either one or both. When the locking unit 40 includes both a locking tongue 43 with a locking link 44 and a locking tongue 43 with an unlocking part 46, the two can constitute a primary locking mechanism and a secondary locking mechanism. Specifically, multiple locking tongues 43 connected by the locking link 44 can serve as a primary locking mechanism to lock the battery unit 20. A single locking tongue 43 with an unlocking part 46 can serve as a secondary locking mechanism, so that even if the primary locking mechanism fails, the locking shaft 31 can still be locked, preventing locking failure and improving the locking reliability of the locking unit 40 on the connecting unit 30.

[0168] In a preferred embodiment, the battery unit 20 also includes an unlocking lever, which is disposed opposite to the unlocking part 46 or the locking link 44 and is used to push the unlocking part 46 or the locking link 44 to rotate so that the latch 43 opens the opening. When there is no unlocking lever, the locking link or the latch returns to the initial state, that is, the latch closes the opening slot.

[0169] In a specific implementation, the unlocking lever can be located in the connecting unit 30, at a position opposite to the unlocking part 46 or the locking rod 44. The unlocking lever can actuate the unlocking part 46 or the locking rod 44, thereby opening or closing the opening slot 422. When the unlocking lever acts on the unlocking part 46 or the locking rod 44, the locking tongue 43 opens the opening slot 422, and the connecting unit 30 can move out of the locking unit 40.

[0170] In specific implementation, such as Figure 4 and Figure 5 As shown, the locking unit 40 may further include a support base 47, and the connecting unit 30 may include a support shaft. The support base 47 has a similar structure to the lock base 42, and the support shaft may have a similar structure to the lock shaft 31. However, compared to the lock base 42, the support base 47 does not have a locking tongue 43. Under the action of the power swapping device 2, the support shaft can enter the support base 47 and be supported by the support base 47, increasing the number of connection points between the locking unit 40 and the connecting unit 30 and reducing the force on a single connection point.

[0171] As a preferred implementation method, such as Figure 3-4 As shown, multiple locking shafts 31 and multiple locking bases 42 are arranged along the length of the vehicle beam 10. This aligns the support points of the battery pack 21 with the vehicle beam 10, increasing the support strength of the vehicle beam 10 for the battery pack 21 and improving the stability of the connection.

[0172] In a preferred embodiment, the connecting unit 30 includes at least one of a threaded connector and a T-shaped hook. The threaded connector is used to thread the battery unit 20 onto the vehicle beam 10, and the T-shaped hook is used to rotate and engage the battery unit 20 onto the vehicle beam 10.

[0173] Specifically, in threaded connections, such as Figure 10 and Figure 11As shown, the locking unit 40 includes a locking seat 801, which has a first opening 802 extending vertically. The first opening 802 has a first threaded portion 804, which is an internal thread. The connecting unit 30 includes a mounting shell 907 and a locking member 906. The mounting shell 907 has a second opening 905 extending vertically. The locking member 906 is vertically disposed in the second opening 905. The locking member 906 can move vertically relative to the mounting shell 907 and has a second threaded portion that engages with the first threaded portion 804. The second threaded portion 904 can engage with the first threaded portion 804, thereby realizing the locking and unlocking of the locking unit 40 and the connecting unit 30.

[0174] In other specific embodiments, in the rotational engagement method, such as Figure 12 , Figure 13 and Figure 14 As shown, the locking unit 40 includes a locking seat 801, which has a first opening 802 extending vertically. The locking seat 801 has a hooking part 803 and a hooking cavity. The first opening 802 communicates with the hooking cavity, and the hooking seat 803 is located at the bottom of the hooking cavity. In this embodiment, the first opening 802 is a square hole, and the hooking part 803 is located on both sides of the first opening 802. The connecting unit 30 includes a locking member 906. The upper end of the locking member 906 is provided with a hooking rod 903 extending horizontally. The hooking rod 903 is a columnar body and is horizontally arranged on the top of the locking member 906. The locking rod 903 and the unlocking rod 906 together form a T-shaped structure.

[0175] When the hook rod 903 is in the first position, the hook rod 903 can pass through the first opening 802 and enter the hook cavity of the locking seat 801. When the hook rod 903 located in the hook cavity rotates to the second position, the hook rod 903 can be hooked on the limiting part 803, thereby locking and fixing the locking unit 40 and the connecting unit 30 relative to each other.

[0176] As a preferred implementation method, such as Figure 7 and Figure 9 As shown, the battery cell 20 includes a first electrical connector 22, which is located on the outer side wall of the battery cell 20.

[0177] When replacing the battery unit 2020, electrical connection can be achieved by plugging in and aligning a first electrical connector 2221; this simplifies the electrical connection process and improves the efficiency of connecting the battery unit 20 to the vehicle beam 10.

[0178] As a preferred implementation method, such as Figure 9As shown, the battery unit 20 includes a battery cavity 23 for accommodating the battery pack 21, a connecting unit 30 is disposed between two adjacent battery cavities 23, and a through hole 24 is also provided between two adjacent battery cavities 23 for the wires connecting the battery pack 21 to pass through; a first electrical connector 22 is disposed on the outer wall of any battery cavity 23.

[0179] In a specific implementation, the battery unit 20 may include multiple battery packs 21, each battery pack 21 may be disposed in a corresponding battery cavity 23, and the battery cavities 23 may be connected at some locations, thereby facilitating the connection of multiple battery packs 21 together to form an output end with a first electrical connector 22; in addition, the wiring connection between the battery packs 21 is carried out inside the battery unit 20, so that the external structure of the battery unit 20 is flat and uniform.

[0180] As a preferred implementation method, such as Figure 7 and Figure 9 As shown, the battery unit 20 also includes a housing 25 and a cover plate 26. Multiple partitions 27 are spaced apart inside the housing 25, forming a battery cavity 23 between the partitions 27. Each battery cavity 23 has a cover plate 26 at its opening.

[0181] In practical implementation, the structure of the housing 25 and the cover plate 26 allows multiple battery packs 21 to be integrated into a single battery unit 20; furthermore, by covering the corresponding position of the housing 25 with the cover plate 26, the position of the connecting unit 30 can be avoided. Figure 9 As shown, there are two partitions 27 between two adjacent battery packs 21, and a connection unit 30 of any of the above embodiments is provided between the two partitions 27.

[0182] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the electric vehicle 1 also includes a second electrical connector 53, which is arranged in the width direction of the vehicle beam 10. The second electrical connector 53 is used to connect with the first electrical connector 22 so that the battery unit 20 supplies power to the electric vehicle 1.

[0183] The second electrical connector 53 is also connected to the corresponding wiring on the electric vehicle 1. In practice, connecting the first electrical connector 22 and the second electrical connector 53 can enable the battery unit 20 to be electrically connected to the vehicle beam 10.

[0184] As a preferred implementation method, such as Figures 1-4 As shown, the bracket 50 with a lock base 42 includes a longitudinal bracket 51 and a transverse bracket 52. The longitudinal bracket 51 is connected to the vehicle beam 10, and the transverse bracket 52 is connected between the longitudinal brackets 51. A second electrical connector 53 is provided on the transverse bracket 52.

[0185] like Figure 3 and Figure 4 As shown, the longitudinal support 51 and the transverse support 52 can be connected by a connecting post 54. The ends of the longitudinal support 51 and the transverse support 52 are respectively connected to different sides of the connecting post 54. The transverse support 52 can be used to install the second electrical connector 53. When it is installed on the vehicle beam 10, the locking unit 40 and the electrical connector can be installed on the vehicle beam 10 simultaneously, avoiding repeated adjustments and alignments due to separate installation of each component, and improving installation efficiency. On the other hand, it can strengthen the connection between the two longitudinal supports 51, thereby improving the overall structural strength of the support 50. In specific implementation, transverse supports 52 can be set at both ends of the longitudinal support 51, and the second electrical connector 53 can be set on one of the transverse supports 52, thus forming a rectangular frame structure, further improving the overall structural strength of the support 50; or it can be as follows. Figure 4 As shown, a transverse support 52 is provided at one end of the longitudinal support 51 to form a U-shaped frame structure, so that the extended end of the longitudinal support 51 can better fit the side wall of the vehicle beam 10 according to the structural shape of the vehicle beam 10.

[0186] As a preferred implementation method, such as Figure 1 and Figure 3 As shown, the transverse support 52 is located below the vehicle beam 10, and the longitudinal support 51 is connected to the side wall of the vehicle beam 10. This allows it to avoid the vehicle beam 10 and prevent interference; the longitudinal support 51, connected to the side wall of the vehicle beam 10, increases the connection area and, by utilizing the rigidity of the vehicle beam 10, improves the stability of the connection.

[0187] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the lateral support 52 covers at least a portion of the end area of ​​the battery cell 20. This provides support for the connection between the electrical connectors during mating.

[0188] As a preferred implementation method, such as Figure 1 , Figure 7 and Figure 9 As shown, the battery unit 20 includes a side battery pack 211, which is located on the outside of the vehicle beam 10. This avoids interference with the internal structure of the vehicle beam 10.

[0189] As a preferred implementation method, such as Figure 1 , Figure 7 and Figure 9 As shown, the battery unit 20 also includes a central battery pack 212, which is located between the two side battery packs 211 and below the vehicle beam 10.

[0190] In practical implementation, the central battery pack 212 can improve power supply capacity, or, while providing the same power supply capacity, the thickness of the battery cell 20 can be reduced by setting the central battery pack 212. In addition, the central battery pack 212 is located below the vehicle beam 10, which can avoid interference with components between the two vehicle beams 10.

[0191] In a preferred embodiment, the battery pack 212 is provided with a clearance opening for avoiding the drive shaft of the electric vehicle 1.

[0192] This invention also provides a quick-change component, which is applied in the electric vehicle 1 described above;

[0193] The quick-change assembly includes a locking unit 40 and a battery unit 20. The locking unit 40 is used to connect to the vehicle beam 10. The battery unit 20 includes multiple battery packs 21. A connecting unit 30 is provided between two adjacent battery packs 21 corresponding to the vehicle beam 10. The connecting unit 30 cooperates with the locking unit 40.

[0194] It is understood that the locking unit 40 in the quick-change assembly can be any of the locking units 40 described in the above embodiments, and the battery unit 20 can also be any of the battery units 20 described in the above embodiments. This quick-change assembly allows for the modification of an existing electric vehicle 1, transforming the originally fixed direct-charge battery into a removable battery unit 20. This enables the rapid replacement of the depleted battery unit 20 on the electric vehicle 1, and also allows for the rapid installation of a fully charged battery unit 20 onto the electric vehicle 1.

[0195] By employing the technical solutions described in the above embodiments, the height space under the vehicle beam is fully utilized. When the battery swapping device 2 disassembles the battery unit, the unloaded device can directly enter the space under the battery unit without interfering with the bottom of the electric vehicle. Similarly, when the battery swapping device 2 installs the battery unit, it can also directly enter the space under the vehicle beam for battery swapping without interfering with the bottom of the electric vehicle. Throughout the process, there is no need to lift the vehicle body, nor is it necessary to create a sunken space or dig a pit for the battery swapping device 2 to enter and exit, thus reducing the construction cost, time, and difficulty of the battery swapping station, lowering the requirements for the construction site, and improving the efficiency of battery swapping. The technical solutions described in the above embodiments are particularly suitable for commercial vehicles such as heavy-duty trucks and light-duty trucks.

[0196] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. An electric vehicle, characterized in that, The electric vehicle includes a beam and a battery unit, the battery unit including a plurality of battery packs arranged side by side along the width direction of the beam; A connecting unit is provided between two adjacent battery packs. The connecting unit is located above the upper surface of the battery pack and on one side of the vehicle beam. The connecting unit is used to detachably connect the battery unit to the vehicle beam. The locking shaft in the connecting unit for connecting with the vehicle beam is located above the upper surface of the battery pack. The connecting unit also includes a column that extends upward from the bottom of the battery unit, connecting the locking shaft and the bottom of the battery unit.

2. The electric vehicle as described in claim 1, characterized in that, The electric vehicle also includes a locking unit disposed on the vehicle beam, the locking unit having a locking receiving cavity located on one side of the side wall of the vehicle beam, the locking receiving cavity being used to lock the connecting unit onto the vehicle beam.

3. The electric vehicle as described in claim 2, characterized in that, The locking unit includes a lock base, and the lock base has a locking receiving cavity. The lock base is connected to the side wall of the vehicle beam.

4. The electric vehicle as described in claim 3, characterized in that, The lock base is mounted on the vehicle beam via a bracket, the bracket is connected to the side wall of the vehicle beam, and the lock base is located on the side of the bracket opposite to the vehicle beam.

5. The electric vehicle as described in claim 4, characterized in that, The bracket is connected to the opposite sidewalls between the vehicle beams, and the top of the bracket does not extend beyond the top of the vehicle beam.

6. The electric vehicle as described in any one of claims 3-5, characterized in that, The connecting unit includes a shaft support, and the locking shaft extends from the side wall of the shaft support toward the locking receiving cavity.

7. The electric vehicle as described in claim 6, characterized in that, The shaft support has a guide portion on its side wall facing the lock base, and the surface of the guide portion is in contact with the surface of the support or the surface of the vehicle beam.

8. The electric vehicle as described in claim 6, characterized in that, The shaft support is mounted on the column.

9. The electric vehicle as described in claim 6, characterized in that, The lock base includes a locking groove, and the locking receiving cavity is located within the locking groove. The locking groove is used to hook the lock shaft.

10. The electric vehicle as described in claim 9, characterized in that, The lock base also includes an opening groove that communicates with the locking groove. The opening groove is used to allow the lock shaft to enter the locking groove and lock itself in the locking receiving cavity.

11. The electric vehicle as described in claim 9, characterized in that, The bracket for mounting the lock base on the vehicle beam has an upper bend. When the lock shaft is located in the locking groove, the distance between the center of the lock shaft and the upper bend is greater than the distance between the center of the lock shaft and the upper surface of the shaft bracket.

12. The electric vehicle as described in claim 11, characterized in that, The bracket also has a lower bend, which is connected to the bottom surface of the vehicle beam. When the locking shaft is located in the locking groove, the distance between the center of the locking shaft and the lower bend is less than the distance between the center of the locking shaft and the upper surface of the battery pack. Alternatively, the distance between the center of the locking shaft and the bottom surface of the vehicle beam is less than the distance between the center of the locking shaft and the upper surface of the battery pack.

13. The electric vehicle as described in claim 10, characterized in that, The locking unit also includes a locking tongue, which is rotatably connected to the lock base to open or close the opening slot.

14. The electric vehicle as described in claim 13, characterized in that, The locking unit includes at least two lock bases, each of which is rotatably connected to a lock tongue. The locking unit also includes a locking link, which is rotatably connected to multiple lock tongues.

15. The electric vehicle as described in claim 14, characterized in that, The latch has an unlocking portion that extends to the outside of the lock base.

16. The electric vehicle as described in claim 15, characterized in that, The battery unit also includes an unlocking lever, which is disposed opposite to the unlocking part or the locking link and is used to push the unlocking part or the locking link to rotate so that the locking tongue opens or closes the opening slot.

17. The electric vehicle as described in claim 6, characterized in that, The plurality of lock shafts and the plurality of lock bases are arranged along the length direction of the vehicle beam.

18. The electric vehicle as claimed in claim 1, characterized in that, The connection unit includes at least one of a threaded connector and a T-shaped hook. The threaded connector is used to thread the battery unit onto the vehicle beam, and the T-shaped hook is used to rotate and engage the battery unit onto the vehicle beam.

19. The electric vehicle as claimed in claim 1, characterized in that, The battery cell includes a first electrical connector located on the outer side wall of the battery cell.

20. The electric vehicle as described in claim 19, characterized in that, The battery unit includes a battery cavity for accommodating a battery pack, the connecting unit is disposed between two adjacent battery cavities, and a through hole is provided between two adjacent battery cavities for wires connecting the battery pack to pass through; the first electrical connector is disposed on the outer wall of any of the battery cavities.

21. The electric vehicle as described in claim 20, characterized in that, The battery unit also includes a housing and a cover plate. Multiple partitions are spaced apart inside the housing, and the battery cavity is formed between the partitions. The cover plate is provided at the opening of each battery cavity.

22. The electric vehicle as described in claim 20, characterized in that, The electric vehicle also includes a second electrical connector arranged in the width direction of the vehicle beam, the second electrical connector being used to connect with the first electrical connector to enable the battery cell to supply power to the electric vehicle.

23. The electric vehicle as described in claim 22, characterized in that, The bracket with a lock base includes a longitudinal bracket and a transverse bracket. The longitudinal bracket is connected to the vehicle beam, and the transverse bracket is connected between the longitudinal brackets. The second electrical connector is provided on the transverse bracket.

24. The electric vehicle as described in claim 23, characterized in that, The transverse support is located below the vehicle beam, and the longitudinal support is connected to the side wall of the vehicle beam.

25. The electric vehicle as described in claim 23, characterized in that, The lateral support covers at least a portion of the end area of ​​the battery cell.

26. The electric vehicle as claimed in claim 1, characterized in that, The battery unit includes a side battery pack located on the outside of the vehicle beam.

27. The electric vehicle as claimed in claim 26, characterized in that, The battery unit also includes a central battery pack, which is located between the two side battery packs and below the vehicle beam.

28. The electric vehicle as claimed in claim 27, characterized in that, The central battery pack is provided with a clearance opening to allow the drive shaft of the electric vehicle to pass.

29. A quick-change component, characterized in that, The quick-change assembly is used in an electric vehicle as described in any one of claims 1-28; The quick-change assembly includes a locking unit and a battery unit. The locking unit is used to connect to the vehicle beam. The battery unit includes multiple battery packs. A connecting unit is provided between two adjacent battery packs corresponding to the vehicle beam. The connecting unit cooperates with the locking unit.

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