Electric vehicle and quick change assembly

Abstract

The application discloses an electric vehicle, which comprises a vehicle beam and a battery unit, wherein the battery unit comprises a plurality of battery packs arranged side by side along the width direction of the vehicle beam; a locking unit is arranged on the vehicle beam; a connecting unit is arranged between two adjacent battery packs corresponding to the vehicle beam; and the connecting unit is matched with the locking unit to lock and connect the battery unit and the vehicle beam. According to the application, the battery unit has a plurality of battery packs, and can supply power to a heavy electric vehicle; when the heavy electric vehicle is replaced, the whole battery unit can be replaced to meet the quick replacement requirement of the heavy electric vehicle. The connection between the battery unit and the vehicle beam is located in the space between the battery packs, and the stability of the connection is improved. In addition, the locking unit is arranged on the vehicle beam, and the battery unit can be replaced at the bottom of the vehicle, and sufficient space is reserved for the battery replacement equipment.

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 them. Current technology for quick-swap battery packs in commercial electric vehicles typically involves using a quick-swap battery pack and a quick-swap bracket mounted on the vehicle. However, most existing commercial electric vehicles only require a single battery pack to meet their power needs.

[0004] Furthermore, commercial electric vehicles are typically used for passenger transport and are lighter than freight trucks. Therefore, battery swapping stations for commercial electric vehicles can be located on elevated swapping platforms or by digging pits in the ground for quick swapping of the battery packs located at the bottom of the vehicles. However, for quick swapping of battery packs on heavy electric vehicles, constructing elevated swapping platforms requires significant civil engineering costs to build robust platforms; digging pits in the ground carries the risk of the platform collapsing after a heavy electric vehicle enters.

[0005] In existing electric vehicles, such as heavy-duty trucks, the battery pack is placed above the vehicle beam. During battery swapping, the battery is transferred and replaced using a top-mounted crane. In this method, the center of the battery pack is relatively high relative to the vehicle beam, posing a safety hazard. For the method of installing the battery pack under the vehicle, it is generally necessary to raise the electric vehicle or dig a pit in the ground to allow the battery swapping equipment to enter and exit the vehicle to remove and install the battery pack. This results in high construction costs, greater difficulty, and higher requirements for the construction site. In addition, the battery swapping efficiency is low. Especially for heavy-duty trucks, which weigh tens of tons, existing lifting equipment is difficult to meet the needs of raising the vehicle body. Furthermore, digging a pit in the ground requires a larger area, and vehicles passing near the pit are prone to collapse. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the defects of existing electric vehicles that require raising the vehicle body or digging pits in the ground when performing chassis battery swapping, which leads to high difficulty, high cost, long cycle and safety hazards. The present invention provides an electric vehicle and a quick-swap component.

[0007] The present invention solves the above-mentioned technical problems through the following technical solution:

[0008] 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;

[0009] The vehicle beam is equipped with a locking unit, and a connecting unit is provided between two adjacent battery packs corresponding to the vehicle beam. The connecting unit cooperates with the locking unit to lock the battery unit to the vehicle beam.

[0010] 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. By incorporating connecting units between the battery packs and linking them to locking units, the entire battery unit can be connected to the vehicle beam. This allows for complete battery replacement of heavy electric vehicles during battery swapping, accommodating the rapid swapping requirements of these vehicles. Furthermore, the connection point between the battery unit and the vehicle beam is located within the space between the battery packs, improving connection stability. Additionally, the locking units on the vehicle beam enable battery replacement from the vehicle's underside, providing ample space for the battery swapping equipment and avoiding the need to raise the vehicle or dig pits in the ground for the equipment to access the vehicle.

[0011] Preferably, the locking unit includes a locking receiving cavity for the connecting unit to enter and lock the battery unit in place, the locking receiving cavity being located below the vehicle beam.

[0012] In this design, the locking cavity is located below the vehicle beam. When the battery unit is locked within the locking cavity, its locking position is also below the vehicle beam. When replacing or installing the battery unit, the swapping equipment only needs to move the battery unit downwards a short distance to avoid the vehicle beam and locking unit, allowing it to enter and exit the bottom of the vehicle beam horizontally. This provides ample space for the swapping equipment to carry the battery in and out of the bottom of the vehicle beam, preventing vehicle components from interfering with the swapping equipment's movement in and out of the vehicle's underside.

[0013] Preferably, the locking unit includes a lock base, the lock base having the locking receiving cavity therein, and the lock base being connected to the vehicle beam.

[0014] 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.

[0015] Preferably, the locking unit includes a mounting base, and the lock base is connected to the bottom of the vehicle beam via the mounting base.

[0016] In this solution, the lock base can be installed on the bottom of the vehicle beam using a mounting bracket, making the installation flexible and adaptable to different vehicle beam structures and installation position requirements without affecting the connection structure with the connecting unit.

[0017] Preferably, the lock base is connected to the vehicle beam via a quick-change bracket, and the quick-change bracket is connected to the side wall of the vehicle beam.

[0018] In this solution, the lock base can be installed on the vehicle beam as a whole using a quick-change bracket. This facilitates the integration of multiple lock bases and quick-change mechanisms such as electrical connectors onto the quick-change bracket, enabling the overall installation and disassembly of the quick-change mechanism. This simplifies the installation steps and process and improves installation efficiency.

[0019] Preferably, the connecting unit includes a locking shaft and a shaft base, wherein the locking shaft is mounted between two adjacent battery packs via the shaft base.

[0020] In this solution, the locking shaft can be installed via the shaft base, and the locking unit can lock the locking shaft to connect the battery pack to the vehicle beam.

[0021] Preferably, the shaft base includes two oppositely arranged side plates, the two ends of the locking shaft are respectively connected to the side plates, and the locking shaft is hooked onto the locking unit.

[0022] In this design, both ends of the locking shaft are connected to the side plate. When the locking shaft is attached to the locking unit, both ends of the locking shaft can bear force, which improves the load-bearing effect of the locking shaft on the battery unit and makes the connection between the battery unit and the vehicle beam more solid and stable.

[0023] Preferably, the lock base includes a locking groove that extends along the thickness direction of the lock base, and the locking receiving cavity is located within the locking groove, which is used to hook the lock shaft.

[0024] In this design, the locking cavity is located in the through locking groove, which can accommodate the locking shaft supported at both ends, so that both ends of the locking shaft can be subjected to force, thereby improving the support strength of the lock base for the locking shaft.

[0025] Preferably, the lock base includes an opening groove that communicates with the locking groove. The opening groove is a through groove, and it is used to allow the lock shaft to enter the locking groove and lock itself in the locking receiving cavity.

[0026] 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.

[0027] Preferably, the distance between the two side plates is greater than the thickness of the lock base.

[0028] In this solution, the above structure prevents the side plate from interfering with the lock base during the process of the lock shaft entering the locking groove in the lock base when the locking unit locks the lock shaft.

[0029] Preferably, the battery unit further includes a top plate disposed between the two side plates, the top plate having a first through hole for the lock base to pass through, so that the lock shaft reaches the locking receiving cavity of the lock base.

[0030] In this solution, by setting a top plate between the two side plates, the connection strength of the two side plates is improved, the deformation or damage of the side plates is avoided, and the overall structural strength of the connection unit is improved; by setting the first through hole, the lock base and the lock shaft can be guided to align and cooperate with each other.

[0031] Preferably, the first through hole extends along the length of the vehicle beam, and the length of the first through hole is greater than the sum of the length of the lock base and the horizontal movement distance of the lock shaft within the locking groove.

[0032] In this design, interference with the horizontal movement of the locking shaft within the locking groove is avoided.

[0033] Preferably, when the locking shaft is located within the locking receiving cavity, the distance between the center of the locking shaft and the bottom wall of the first through hole is less than the distance between the center of the locking shaft and the bottom of the vehicle beam.

[0034] In this design, interference with the vertical movement of the locking shaft within the locking base can be avoided.

[0035] Preferably, the locking unit further includes a latch, which is rotatably connected to the lock base to open or close the opening slot.

[0036] 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.

[0037] Preferably, the locking unit includes at least two lock bases, each of which is rotatably connected to the lock tongue. The locking unit also includes a locking link, which is rotatably connected to a plurality of lock tongues.

[0038] 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.

[0039] Preferably, the locking unit 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 vehicle beam.

[0040] In this solution, the locking linkage can be automatically reset by the reset rod, and automatic locking can be achieved during the locking process.

[0041] Preferably, the latch has an unlocking portion extending to the outside of the lock base.

[0042] In this solution, the bolt itself 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.

[0043] 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 slot.

[0044] 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 latch opening slot connecting unit can move out of the locking unit.

[0045] Preferably, the quick-change bracket for connecting the lock base includes a bottom wall, the bottom wall having a second through hole through which the unlocking rod passes to act on the lock linkage or the unlocking part.

[0046] In this design, the bottom wall of the quick-change bracket can improve the structural strength of the quick-change bracket itself, and also serve as the base for installing the lock base, thereby improving the connection strength between the lock base and the quick-change bracket. A second through hole is provided on the bottom wall to facilitate the passage of the unlocking rod for unlocking operations.

[0047] Preferably, the length of the second through hole is greater than the horizontal movement distance of the locking shaft within the locking groove.

[0048] In this solution, the above structure can prevent interference with the horizontal movement of the battery unit's locking shaft within the locking unit during unlocking, allowing the locking shaft to move within the locking groove to the position corresponding to the opening groove.

[0049] Preferably, the plurality of lock shafts and the plurality of lock bases are arranged along the length direction of the vehicle beam.

[0050] 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.

[0051] Preferably, the connecting unit is connected to the vehicle beam via a connecting bracket, and the connecting bracket is provided with a connecting groove extending along the width direction of the vehicle beam for accommodating and locking the connecting unit.

[0052] In this solution, a through-hole can be directly opened on the connecting bracket to accommodate the locking shaft. That is, the connecting bracket serves to connect the vehicle beam and can also directly lock the battery unit. This structure is simple and has low manufacturing cost.

[0053] Preferably, the upper surface of the connecting unit is not higher than the upper surface of the battery pack.

[0054] In this design, the upper surface of the connecting unit is no higher than the upper surface of the battery pack, further reducing the overall height of the battery pack. Simultaneously, it can accommodate part of the locking unit's height, further increasing the battery pack's ground clearance. This facilitates the access of the chassis battery swapping equipment under the vehicle beam for battery installation and removal, thus providing more space for the swapping equipment to operate under the vehicle beam. Alternatively, it can be understood that the upper surface of the connecting unit can also be slightly higher than the upper surface of the battery pack, and the connection point between the connecting unit and the locking unit can be wholly or partially located below the upper surface of the battery pack.

[0055] Preferably, the locking unit includes a second locking receiving cavity for the connecting unit to enter and lock the battery unit in place, the second locking receiving cavity being located on one side of the side wall of the vehicle beam.

[0056] In this design, the second locking cavity can be located on one side of the vehicle beam. When the connecting unit is connected to the second locking cavity, the battery pack can be located on one side of the vehicle beam, thereby increasing 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.

[0057] Preferably, the locking unit includes a second locking base, the second locking base having a second locking receiving cavity, and the second locking base being connected to the vehicle beam.

[0058] In this solution, locking is achieved through a second locking base, which facilitates structural modifications to the second locking 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.

[0059] Preferably, the locking unit includes a second mounting base, and the second lock base is connected to the side wall of the vehicle beam via the second mounting base.

[0060] In this solution, the second lock base can be installed on the side wall of the vehicle beam using the second mounting bracket, making the installation flexible and adaptable to different vehicle beam structures and installation position requirements without affecting the connection structure with the connecting unit.

[0061] Preferably, the second lock base is connected to the vehicle beam via a second quick-change bracket, and the second quick-change bracket is connected to the side wall of the vehicle beam.

[0062] In this solution, the second lock base can be installed on the vehicle beam as a whole using the second quick-change bracket. This facilitates the integration of multiple second lock bases and quick-change mechanisms such as electrical connectors onto the quick-change bracket, enabling the overall installation and disassembly of the quick-change mechanism. This simplifies the installation steps and process and improves installation efficiency.

[0063] Preferably, the connecting unit includes a second locking shaft and a second shaft base, one end of the second locking shaft is connected to the side wall of the second shaft base and extends from the side wall of the second shaft base toward the vehicle beam; the vehicle beam is provided with a second locking base, including a second locking groove, the second locking groove being used to accommodate the second locking shaft.

[0064] Preferably, the plurality of second locking shafts and the plurality of second locking bases are arranged along the length direction of the vehicle beam.

[0065] 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.

[0066] 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.

[0067] Preferably, the battery unit includes a first electrical connector and 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; the first electrical connector is disposed on the outer wall of any of the battery cavities.

[0068] 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; when replacing the battery unit, electrical connection can be achieved by plugging in and aligning with a first electrical connector.

[0069] 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.

[0070] In this solution, the above structure enables multiple battery packs to be integrated into a single unit.

[0071] Preferably, the vehicle further includes a second electrical connector disposed 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 vehicle.

[0072] 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.

[0073] Preferably, the quick-change bracket for connecting the locking unit 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 transverse bracket being provided with the second electrical connector.

[0074] In this solution, the quick-change bracket with the above structure can simultaneously install the locking unit and electrical connector onto the vehicle beam after it is installed on the vehicle beam, avoiding repeated adjustments and alignments required for the separate installation of each component, and also improving installation efficiency.

[0075] Preferably, the transverse support is located below the vehicle beam, and the longitudinal support is connected to the side wall of the vehicle beam.

[0076] 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.

[0077] Preferably, the lateral support covers at least a portion of the end area of ​​the battery cell.

[0078] This solution provides support for the connection between electrical connectors during mating.

[0079] Preferably, the battery unit includes a side battery pack located on the outside of the vehicle beam.

[0080] This design avoids interference with the internal structure of the vehicle beam.

[0081] 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.

[0082] 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.

[0083] Preferably, the side battery pack is provided with a clearance opening for avoiding the drive shaft of the electric vehicle.

[0084] A quick-change assembly, the quick-change assembly being used in an electric vehicle as described above;

[0085] 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.

[0086] The positive and progressive effects of this invention are as follows: the battery unit has multiple battery packs, which can power heavy electric vehicles; and the multiple battery packs of the battery unit are arranged side by side along the width direction of the vehicle beam, so that the battery packs can be laid flat, reducing the overall height of the battery unit; and by setting a connecting unit between the battery packs and connecting it with the locking unit, the entire battery unit can be connected to the vehicle beam of the electric vehicle. When swapping batteries for heavy electric vehicles, the entire battery unit can be replaced to meet the fast swapping requirements of heavy electric vehicles, and sufficient space is reserved for battery swapping equipment, avoiding the need to raise the vehicle body or dig a pit in the ground during the battery swapping process. Attached Figure Description

[0087] Figure 1 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of the present invention;

[0088] Figure 2 A schematic diagram of an electric vehicle with a battery swapping device located underneath, provided for the implementation of this invention;

[0089] Figure 3 This is a schematic diagram of a quick-change bracket installed on a vehicle beam according to an embodiment of the present invention, wherein the locking and receiving cavity is located below the vehicle beam;

[0090] Figure 4 for Figure 3 Schematic diagram of the structure of the quick-change bracket;

[0091] Figure 5 A three-dimensional structural diagram of a locking unit provided in an embodiment of the present invention;

[0092] Figure 6 This is a schematic diagram of a planar structure of a locking unit provided in an embodiment of the present invention;

[0093] Figure 7 for Figure 4 A frontal view of the quick-change bracket;

[0094] Figure 8This is a schematic diagram of another quick-change bracket provided in an embodiment of the present invention, wherein the locking receiving cavity is located below the vehicle beam;

[0095] Figure 9 This is a schematic diagram of another quick-change bracket provided in an embodiment of the present invention, wherein the locking receiving cavity is located on one side of the vehicle beam;

[0096] Figure 10 This is a schematic diagram of the structure of a battery cell provided in an embodiment of the present invention;

[0097] Figure 11 This is a cross-sectional schematic diagram of a battery cell provided in an embodiment of the present invention, wherein the battery pack within the battery cell has been removed;

[0098] Figure 12 A schematic diagram of a connection unit provided in an embodiment of the present invention;

[0099] Figure 13 This is a schematic diagram of the structure of a battery cell provided in an embodiment of the present invention, wherein the unlocking lever is disposed inside the battery cell;

[0100] Figure 14 This is a schematic diagram of the structure of the second locking shaft provided in an embodiment of the present invention, which can be compared with... Figure 9 Used in conjunction with the quick-change bracket;

[0101] Figure 15 This invention provides a schematic diagram of the structure of a locking unit and a connecting unit for an electric vehicle, wherein the locking unit and the connecting unit are not locked together.

[0102] Figure 16 A schematic diagram of the structure of another connection unit for an electric vehicle provided in an embodiment of the present invention;

[0103] Figure 17 A schematic diagram of the structure of another locking unit for an electric vehicle provided in an embodiment of the present invention;

[0104] Figure 18 A schematic diagram of the structure of another electric vehicle connection unit provided in an embodiment of the present invention.

[0105] Figure 19 This invention provides a schematic diagram of the structure of a locking unit and a connecting unit for an electric vehicle, wherein the locking mechanism and the locking connecting structure are locked together.

[0106] Explanation of reference numerals in the attached figures

[0107] Electric vehicle 1

[0108] 10 car beams

[0109] Battery cell 20

[0110] First electrical connector 21

[0111] Battery cavity 22

[0112] Through hole 221

[0113] Casing 23

[0114] Cover plate 24

[0115] partition 25

[0116] Second electrical connector 26

[0117] Side battery pack 27

[0118] Central battery pack 28

[0119] Locking unit 30

[0120] Locking cavity 31

[0121] Lock base 32

[0122] Locking groove 321

[0123] Opening slot 322

[0124] Quick-change bracket 33

[0125] Longitudinal support 331

[0126] Sidewall 3311

[0127] Bottom wall 3312

[0128] Top wall 3313

[0129] Second through hole 3314

[0130] Support column 3315

[0131] Horizontal support 332

[0132] Connecting column 333

[0133] baffle 334

[0134] Locking tongue 34

[0135] Protrusion 341

[0136] Locking rod 35

[0137] Reset component 36

[0138] Unlocking Part 37

[0139] Support base 38

[0140] Connection unit 40

[0141] Locking shaft 41

[0142] Shaft base 42

[0143] Side panel 421

[0144] Top plate 422

[0145] First through hole 423

[0146] Shaft column 424

[0147] Unlock lever 43

[0148] Connecting bracket 50

[0149] Second locking cavity 60

[0150] Second lock base 61

[0151] Second quick-change bracket 62

[0152] Second locking shaft 63

[0153] Second shaft base 64

[0154] Mounting base 70

[0155] Battery swapping equipment 2

[0156] Locking seat 801

[0157] First opening 802

[0158] Connector 803

[0159] First thread section 804

[0160] 903 Hanging rod

[0161] Second threaded section 904

[0162] Second opening 905

[0163] Locking component 906

[0164] Mounting Case 907 Detailed Implementation

[0165] 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.

[0166] This invention provides an electric vehicle 1, such as... Figure 1As shown, the electric vehicle 1 includes a beam 10 and a battery unit 20. The battery unit 20 includes multiple battery packs arranged side by side along the width direction of the beam 10. A locking unit 30 is provided on the beam 10, and a connecting unit 40 is provided between two adjacent battery packs corresponding to the beam 10. The connecting unit 40 cooperates with the locking unit 30 to lock the battery unit 20 to the beam 10.

[0167] 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 is the same as the width direction of the electric vehicle 1. The battery unit 20 has multiple battery packs, which provide electrical energy to power the heavy electric vehicle 1, such as a truck. Furthermore, the multiple battery packs of the battery unit 20 are arranged side-by-side along the width direction of the beams 10, allowing the battery packs to be laid flat and reducing the overall height of the battery unit 20. Figure 2 As shown, a locking unit 30 is installed on the vehicle beam 10, enabling the battery unit 20 to be replaced at the bottom of the vehicle. This facilitates the operation of the battery swapping device 2 and provides ample space for the swapping process, avoiding the need to raise the vehicle or dig a pit in the ground for the swapping trolley to enter and exit the vehicle. By installing a connecting unit 40 between the battery packs and connecting it to the locking unit 30, the battery unit 20 can be connected as a whole to the vehicle beam 10 of the electric vehicle 1. When swapping batteries in a heavy electric vehicle 1, the entire battery unit 20 can be replaced, meeting the fast-swapping requirements of heavy electric vehicles 1. This also ensures that the connection between the battery unit 20 and the vehicle beam 10 is located within the space between the battery packs, improving the stability of the connection.

[0168] In a preferred embodiment, the locking unit 30 includes a locking receiving cavity 31 for the connecting unit 40 to enter and lock the battery unit 20. The locking receiving cavity 31 is located below the vehicle beam 10.

[0169] like Figure 1 and Figure 3As shown, the locking cavity 31 is located below the vehicle beam 10. When the battery unit 20 is locked inside the locking cavity 31, the locking position of the battery unit 20 is also located below the vehicle beam 10. When removing the depleted battery unit 20 from the electric vehicle 1, the battery swapping device 2 can move the battery unit 20 to disengage from the locking cavity 31. Furthermore, 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 30, 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 unit 20 in and out of the bottom of the vehicle beam 10, preventing vehicle components from interfering with the battery swapping device's entry and exit from the bottom of the vehicle. When the battery unit 20 is moved horizontally out of the electric vehicle 1, since the locking position is located below the vehicle beam 10, the battery unit 20 can move horizontally away from the bottom of the electric vehicle 1 after disengaging from the locking cavity 31. This reduces the vertical movement distance of the battery swapping device 2 and improves battery swapping efficiency.

[0170] In specific implementation, the locking cavity 31 can adopt various structural forms. For example, the locking cavity 31 can be set on the lock base 32, or it can be set directly on the bracket. Some of its implementable methods will be specifically described below, but it should not be limited to the following implementation methods.

[0171] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the locking unit 30 includes a lock base 32, and the lock base 32 is provided with a locking receiving cavity 31. The lock base 32 is connected to the vehicle beam 10.

[0172] By setting the lock base 32 to form a locking receiving cavity 31, it is easy to modify the structure of the lock base 32 to adapt to the structure of the connecting unit 40; and by adding the lock base 32 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 32 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.

[0173] In specific implementation, the connection between the lock base 32 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.

[0174] As a preferred implementation method, such as Figure 5 As shown, the locking unit 30 includes a mounting base 70, and the lock base 32 is connected to the bottom of the vehicle beam 10 through the mounting base 70.

[0175] In practical implementation, a single lock base 32 or multiple lock bases 32 can be installed on the bottom of the vehicle beam 10 using a mounting base 70. Multiple mounting bases 70 can be installed on the same vehicle beam 10. This allows for flexible installation of the lock base 32 according to locking requirements, while ensuring connection with the connecting unit 40. For example, the lock base 32 can be installed at the corresponding position on the vehicle beam 10 using the mounting base 70, depending on the structure of the connecting unit 40. Alternatively, the lock base 32 can be installed in a way that avoids certain areas, taking into account the structural characteristics of the vehicle beam 10. This allows for adaptation to different vehicle beam 10 structures and flexible installation of different connecting units 40. Furthermore, the mounting base 70 can be connected to the bottom of the vehicle beam 10, providing ample space for its installation. Alternatively, in some implementations, the mounting base 70 can also be connected to the side wall of the vehicle beam 10, such as an L-shaped bent component, with the lock base 32 located below the vehicle beam 10.

[0176] As another preferred implementation, such as Figure 3 , Figure 4 and Figure 7 As shown, the lock base 32 is connected to the vehicle beam 10 via a quick-change bracket 33, which is connected to the side wall of the vehicle beam 10.

[0177] In practical implementation, all the lock bases 32 on one side of the vehicle beam 10 can be mounted on the quick-change bracket 33. By installing the quick-change bracket 33 on the vehicle beam 10, multiple lock bases 32 can be installed on one side of the vehicle beam 10, improving the load-bearing capacity of the vehicle beam for the battery unit. Alternatively, the quick-change bracket 33 can be located on both sides of the vehicle beam 10. This allows all the lock bases 32 required on both sides of the vehicle beam 10 to be installed on both sides of the vehicle beam 10. Furthermore, the vehicle's electrical connectors and other quick-change mechanisms can be integrated onto the quick-change bracket 33, enabling the overall installation and disassembly of the quick-change mechanism. This simplifies the installation steps and processes, and improves installation efficiency. When modifying an existing electric vehicle 1, the lock bases 32 can be assembled onto the quick-change bracket 33 first, and then the quick-change bracket 33 with the lock bases 32 can be directly added to the vehicle beam 10. This allows for the installation of lock bases 32 according to the required load-bearing capacity, while avoiding major modifications to the structure of the vehicle beam 10 itself.

[0178] In addition, without interfering with the internal components of the beam 10, the mounting base 70 can be connected to the outer side wall of the beam 10 or the inner side wall of the beam 10; the quick-change bracket 33 can be connected to the outer side wall of the beam 10 or the inner side wall of the beam 10.

[0179] As a preferred implementation method, such as Figure 11As shown, the connecting unit 40 may include a locking shaft 41 and a shaft base 42, with the locking shaft 41 mounted between two adjacent battery packs via the shaft base 42.

[0180] In practice, the locking shaft 41 can be locked within the locking receiving cavity 31 so that the battery unit 20 can be connected to the vehicle beam 10. The locking shaft 41 can be mounted on the battery unit 20 and located between two adjacent battery packs through the shaft base 32. In addition, the locking base 32 can transfer the force to the frame of the battery unit 20, thereby improving the stability of the connection by utilizing the structural strength of the battery unit 20.

[0181] As a preferred implementation method, such as Figure 12 As shown, the shaft base 42 includes two oppositely arranged side plates 421, and the two ends of the locking shaft 41 are respectively connected to the side plates 421. The locking shaft 41 is hung on the locking unit 30 in the vertical direction.

[0182] In specific implementation, such as Figure 12 As shown, both ends of the locking shaft 41 are connected to the side plate 421, making the installation of the locking shaft 41 more secure. When the locking shaft 41 is attached to the locking unit 30, both ends of the locking shaft 41 can bear force, improving the load-bearing effect of the locking shaft 41 on the battery unit 20, making the connection between the battery unit 20 and the vehicle beam 10 more secure and stable.

[0183] In a preferred embodiment, the lock base 32 includes a locking groove 321, such as... Figure 5 As shown, the locking groove 321 extends along the thickness direction T of the lock base 32, and the locking receiving cavity 31 is located inside the locking groove 321. The locking groove 321 can be used to hang the lock shaft 41 in the vertical direction.

[0184] It is understandable that when the locking cavity 31 is located in the through locking groove 321, the force exerted by the locking groove 321 on the locking shaft 41 can be distributed to the side plates 421 on both sides, thereby increasing the stress points of the battery unit 20, reducing the stress on a single stress point of the battery unit 20, and improving the support strength of the lock base 32 on the locking shaft 41.

[0185] As a preferred implementation method, such as Figure 6 and Figure 7 As shown, the lock base 32 includes an opening groove 322, which is connected to the locking groove 321. The opening groove 322 is a through groove, which is used to allow the lock shaft 41 to enter the locking groove 321 and be locked in the locking receiving cavity 31.

[0186] In practical implementation, through the opening slot 322 and the locking slot 321 communicating with it, the locking shaft 41 can enter the locking slot 321 from the opening slot 322 and finally lock itself in the locking receiving cavity 31. Specifically, as shown in the figure... Figure 6 and Figure 7 As shown, the opening slot 322 extends vertically, and the locking slot 321 extends horizontally. During the installation of the battery unit 40 onto the vehicle beam, the locking shaft 41 of the battery unit 20 can move vertically upward under the lifting action of the battery swapping device 2, and move through the opening slot 322 to the junction of the locking slot 321 and the opening slot 322. Then, under the action of the battery swapping device 2, the locking shaft 41 moves horizontally into the locking receiving cavity 31 of the locking slot 321. 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.

[0187] In a preferred embodiment, the distance between the two side plates 421 is greater than the thickness of the lock base 32. This structure prevents the side plates 421 from interfering with the lock base 32 during the locking process of the lock shaft 41 entering the locking groove 321 within the lock base 32 when the locking unit 30 locks the lock shaft 41. Furthermore, the two side plates 421 also restrict the movement of the lock base 32 along the axis of the lock shaft 41, i.e., along the width direction of the vehicle beam 10, preventing the battery unit 20 from shaking and impacting during the use of the electric vehicle 1.

[0188] As a preferred implementation method, such as Figure 10 and Figure 12 As shown, the battery unit 20 also includes a top plate 422 disposed between the two side plates 421. The top plate 422 is provided with a first through hole 423 for the lock base 32 to pass through so that the lock shaft 41 can reach the locking receiving cavity 31 of the lock base 32.

[0189] As shown in the figure, the side plate 421 can be an open frame structure with a bent opening on one side; the openings of the two side plates 421 face away from each other. A vertically arranged shaft column 424 is also provided inside the side plate 421, and the two ends of the locking shaft 41 pass through the shaft columns 424 on both sides, which further enhances the load-bearing capacity. The two ends of the top plate 422 can be bent downwards and cover the two side plates 421, thereby improving the structural strength of the two side plates 421, preventing deformation or damage to the side plates 421, and improving the overall structural strength of the connecting unit 40. A first through hole 423 is provided on the upper surface of the top plate 422, which guides the lock base 32 into and aligns with the locking shaft 41.

[0190] As a preferred implementation method, such as Figure 10As shown, the first through hole 423 extends along the length of the beam 10, and the length of the first through hole 423 is greater than the sum of the length of the lock base 32 and the horizontal movement distance of the lock shaft 41 within the locking groove 321. This avoids interference with the horizontal movement of the lock shaft 41 within the locking groove 321. The horizontal movement distance of the lock shaft 41 within the locking groove 321 refers to the distance the lock shaft 41 moves from the junction of the opening groove 322 and the locking groove 321 to the locking position within the locking receiving cavity 31. When the lock shaft 41 is in the locking position, the latch 34 closes the opening groove 322.

[0191] In a preferred embodiment, when the locking shaft 41 is located within the locking receiving cavity 31, the distance between the center of the locking shaft 41 and the bottom wall of the first through hole 423 is less than the distance between the center of the locking shaft 41 and the bottom of the vehicle beam. This avoids interference with the vertical movement of the locking shaft 41 within the lock base 32.

[0192] It is understandable that when there are other locking or unlocking paths between the locking shaft 41 and the locking base 32, the length of the first through hole 423 and the distance between the center of the locking shaft 41 and the bottom wall 3312 of the first through hole 423 can have other length relationships in order to avoid interfering with the movement of the locking shaft 41 in the locking base 32.

[0193] As a preferred implementation method, such as Figure 6 As shown, the locking unit 30 also includes a latch 34, which is rotatably connected to the lock base 32 to open or close the opening slot 322. Thus, the latch 34 can confine the locking shaft 41 within the lock base 32, achieving stable locking of the locking shaft 41 by the locking unit 30.

[0194] In specific implementation, such as Figure 6 As shown, the latch 34 has a protrusion 341 that can block the communication between the opening groove 322 and the locking groove 321. When the protrusion 341 blocks the opening groove 322 and the locking groove 321, the space between the protrusion 341 and the locking groove 321 forms a locking receiving cavity 31. When the latch 34 rotates away from the lock base 32, the protrusion 341 can rotate accordingly, causing the opening groove 322 and the locking groove 321 to communicate.

[0195] As a preferred implementation method, such as Figure 5 and Figure 6 As shown, the locking unit 30 includes at least two lock bases 32, each lock base 32 being rotatably connected to a bolt 34. The locking unit 30 also includes a locking link 35, which is rotatably connected to multiple bolts 34. The locking link 35 can unlock multiple bolts 34, improving unlocking efficiency and preventing unlocking failure due to inconsistent unlocking times caused by multiple bolts 34 unlocking separately.

[0196] As a preferred implementation method, such as Figure 7 As shown, the locking unit 30 includes a reset member 36, one end of which is connected to the locking rod 35, and the other end is connected to the quick-change bracket 33 or the vehicle beam 10.

[0197] Understandably, during the downward reset movement of the locking link 35, the reset member 36 can apply a force to the locking link 35, accelerating its reset movement and causing the latch 34 connected to the locking link 35 to rotate, thereby closing the opening slot 322 and achieving automatic locking during the locking process. As shown in the figure, in a specific implementation, the reset member 36 can be a spring, which can apply an elastic force to the locking link 35, accelerating its reset, that is, returning it to the position where the protrusion 341 blocks the communication between the opening slot 322 and the locking slot 321.

[0198] As another preferred implementation, such as Figure 9 As shown, the latch 34 has an unlocking portion 37 extending to the outside of the lock base 32. By applying force directly to the unlocking portion 37, the latch 34 can be unlocked.

[0199] For the two implementation methods described above, the locking unit 30 can have either one or both. When the locking unit 30 includes both a locking tongue 34 with a locking link 35 and a locking tongue 34 with an unlocking part 37, the two can constitute a primary locking mechanism and a secondary locking mechanism. Specifically, the multiple locking tongues 34 connected by the locking link 35 can serve as a primary locking mechanism to lock the battery unit 20. The single locking tongue 34 with the unlocking part 37 can serve as a secondary locking mechanism, so that even if the primary locking mechanism fails, the locking shaft 41 can still be locked, avoiding locking failure and improving the locking reliability of the locking unit 30 on the connecting unit 40.

[0200] As a preferred implementation method, such as Figure 10 and Figure 13 As shown, the battery unit 20 also includes an unlocking lever 43, which is disposed opposite to the unlocking part 37 or the locking link 35 and is used to push the unlocking part 37 or the locking link 35 to rotate so that the latch 34 opens the opening slot 322. When the unlocking lever 43 is not in action, the locking link 35 or the latch 34 returns to the initial state, that is, the latch 34 closes the opening slot 322.

[0201] In specific implementation, such as Figure 13 As shown, the unlocking lever 43 can be located in the connecting unit 40 and positioned opposite the unlocking part 37 or the locking rod 35. The unlocking lever 43 can actuate the unlocking part 37 or the locking rod 35, thereby opening or closing the opening slot 322. The locking unit 30 can lock the connecting unit 40, and the connecting unit 40 can also move out of the locking unit 30.

[0202] As a preferred implementation method, such as Figure 4 As shown, the quick-change bracket 33 for connecting the lock base 32 includes a bottom wall 3312 with a second through hole 3314 for the unlocking rod 43 to pass through and act on the lock linkage 35 or the unlocking part 37. The bottom wall 3312 of the quick-change bracket 33 can improve the structural strength of the quick-change bracket 33 itself, and also serve as a base for mounting the lock base 32, improving the connection strength between the lock base 32 and the quick-change bracket 33. The second through hole 3314 on the bottom wall 3312 facilitates the passage of the unlocking rod 43 to perform the unlocking operation.

[0203] In specific implementation, such as Figure 3 and Figure 4 As shown, the quick-change bracket 33 may include two longitudinal brackets 331, which are respectively connected to both sides of the vehicle beam 10. Specifically, the longitudinal bracket 331 may include a side wall 3311, a bottom wall 3312, and a top wall 3313. The bottom wall 3312 and the top wall 3313 are respectively connected to the upper and lower ends of the side wall 3311. The side wall 3311 can be connected to the side wall of the vehicle beam 10, and the lock base 32 can be connected to the bottom wall 3312. Further, the opening slot 322 and the locking slot 321 of the lock base 32 are both located below the bottom wall 3312, and the locking link 35 and the unlocking part 37 are both located above the bottom wall 3312. A second through hole 3314 can be formed at the corresponding position of the locking rod 35 or the unlocking part 37 on the bottom wall 3312 of the quick-change bracket 33, so that the unlocking rod 43 can pass through the second through hole 3314 and act on the locking rod 35 or the unlocking part 37 to push the locking rod 35 or the unlocking part 37 to rotate, so that the opening groove 322 and the locking groove 321 are connected, and the locking shaft 41 can move out of the lock base 32. In addition, a support column 3315 can be provided between the bottom wall 3312 and the top wall 3313 to improve the structural strength of the longitudinal bracket 331. Specifically, the upper end and the lower end of the support column 3315 can be attached to the top wall 3313 and the bottom wall 3312 respectively, and the support column 3315 can be connected to the side wall 3311. Accordingly, the distance between the top wall 3313 and the bottom wall 3312 is greater than the vertical distance during the rotation of the locking rod 35 or the unlocking part 37, so as to avoid interference with the rotation of the locking rod 35 or the unlocking part 37.

[0204] In the embodiment where the lock base 32 is mounted to the vehicle beam 10 via the mounting bracket 70, the mounting bracket 70 can be structured such that after the lock base 32 is mounted to the vehicle beam 10, space is provided for the locking link 35 or the unlocking part 37 to rotate. Alternatively, a hole-like structure similar to the second through hole 3314 can be provided on the vehicle beam 10, allowing the locking link 35 or the unlocking part 37 to rotate for unlocking.

[0205] In a preferred embodiment, the length of the second through hole 3314 is greater than the horizontal movement distance of the locking shaft 41 within the locking groove 321. This prevents interference with the horizontal movement of the battery unit's locking shaft 41 within the locking unit 30 during unlocking, allowing the locking shaft 41 to move within the locking groove 321 to the position corresponding to the opening groove 322.

[0206] In specific implementation, such as Figure 4 and Figure 7 As shown, the locking unit 30 may further include a support base 38, and the connecting unit 40 may include a support shaft. The support base 38 has a similar structure to the lock base 32, and the support shaft may have a similar structure to the lock shaft 41. However, compared to the lock base 32, the support base 38 does not have a locking tongue 34. Under the action of the power swapping device 2, the support shaft can enter the support base 38 and be supported by the support base 38, increasing the connection points between the locking unit 30 and the connecting unit 40 and reducing the force on a single connection point.

[0207] As a preferred implementation method, such as Figure 3-4 As shown, multiple locking shafts 41 and multiple locking bases 32 are arranged along the length of the vehicle beam 10. This aligns the battery pack support points with the vehicle beam 10, increasing the support strength of the vehicle beam 10 for the battery pack.

[0208] In the above embodiments, a method of locking the battery pack by means of the locking base 32 is given. In a specific implementation, as another preferred embodiment, such as... Figure 8 As shown, the connecting unit 40 is connected to the vehicle beam 10 via a connecting bracket 50. The connecting bracket 50 has a connecting groove that runs through the width of the vehicle beam 10 to accommodate and lock the connecting unit 40. Thus, a through connecting groove can be directly formed on the connecting bracket 50 to accommodate the locking shaft 41. In other words, the connecting bracket 50 serves both to connect the vehicle beam 10 and to directly lock the battery unit 20. This structure is simple and has low manufacturing cost.

[0209] As a preferred implementation method, such as Figure 10 and Figure 11 As shown, the upper surface of the connecting unit 40 is not higher than the upper surface of the battery pack.

[0210] Understandably, the upper surface of the connecting unit 40 is not higher than the upper surface of the battery pack, which further reduces the overall height of the battery pack. Simultaneously, it can accommodate part of the height of the locking unit 30, further increasing the battery pack's ground clearance. This facilitates the access of the chassis battery swapping device 2 to and from under the vehicle beam 10 for battery installation and removal, thus providing more space for the battery swapping device 2 to access the area under the vehicle beam 10 for battery swapping. Additionally, it is understandable that the upper surface of the connecting unit 40 may also be slightly higher than the upper surface of the battery pack, and the connection point between the connecting unit 40 and the locking unit 30 may be wholly or partially located below the upper surface of the battery pack.

[0211] The above description presents an embodiment where the locking cavity 31 is located below the vehicle beam 10, and this locking cavity 31 can be in the form of a through groove. In other embodiments, the locking cavity 31 may also be located on one side of the side wall of the vehicle beam 10. To distinguish it from the locking cavity 31 described above, the following description will refer to the accompanying drawings. Figure 9 and Figure 14 The second locking cavity 60 will be further explained.

[0212] As a preferred implementation method, such as Figure 9 As shown, the locking unit 30 includes a second locking receiving cavity 60 for the connecting unit 40 to enter and lock the battery unit 20. The second locking receiving cavity 60 is located on one side of the side wall of the vehicle beam 10.

[0213] In practical implementation, as shown in the figure, the second locking cavity 60 can be located on one side of the vehicle beam 10, and the connecting unit 40 is located between two adjacent battery packs. The upper surface of the connecting unit 40 can be lower than or slightly higher than the upper surface of the battery pack in the battery unit 20. When the connecting unit 40 is connected to the second locking cavity 60 located on one side of the vehicle beam 10, the battery pack can be located on one side of the vehicle beam 10, thereby further increasing the distance between the lower surface of the battery unit 20 and the bottom surface, leaving more space for the battery swapping device 2 to enter under the vehicle for battery swapping operations.

[0214] In specific implementation, the second locking cavity 60 can adopt various structural forms. For example, the second locking cavity 60 can be provided on the second lock base 61, or the second locking cavity 60 can be directly provided on the bracket. Some of its implementable methods will be specifically described below, but it should not be limited to the following implementation methods.

[0215] As a preferred implementation method, such as Figure 9As shown, the locking unit 30 includes a second lock base 61, within which a second locking receiving cavity 60 is provided. The second lock base 61 is connected to the vehicle beam 10. Locking via the second lock base 61 facilitates structural modifications to the second lock base 61 to accommodate the structure of the connecting unit 40, avoiding modifications to the structure of the vehicle body beam and improving the stability and reliability of the locking mechanism. Furthermore, the second lock base 61, connected to the vehicle beam 10, allows the rigidity of the vehicle beam 10 to support the weight of the battery unit 20, making the locking more stable and reliable.

[0216] In a preferred embodiment, the locking unit 30 includes a second mounting base 70, and the second lock base 61 is connected to the side wall of the vehicle beam 10 via the second mounting base 70.

[0217] In practical implementation, a single second locking base 61 or multiple second locking bases 61 can be installed on one side of the vehicle beam 10 using a second mounting base 70. Multiple second mounting bases 70 can be provided on the same vehicle beam 10. This allows for flexible installation of the second locking bases 61 according to locking requirements, while ensuring connection with the connecting unit 40. For example, a locking base 32 can be installed at a corresponding position on the vehicle beam 10 using the second mounting base 70, depending on the structure of the connecting unit 40. Alternatively, the second locking base 61 can be installed in a way that avoids certain areas, taking into account the structural characteristics of the vehicle beam 10. This allows for flexible installation to accommodate different vehicle beam 10 structures and different connecting units 40.

[0218] As a preferred implementation method, such as Figure 9 As shown, the second lock base 61 is connected to the vehicle beam 10 via the second quick-change bracket 62, and the second quick-change bracket 62 is connected to the side wall of the vehicle beam 10.

[0219] In practical implementation, all the second lock bases 61 on one side of the vehicle beam 10 can be mounted on the second quick-change bracket 62. Thus, by installing the second quick-change bracket 62 on the vehicle beam 10, all the second lock bases 61 to be mounted on one side of the vehicle beam 10 can be installed. Alternatively, the second quick-change bracket 62 can be formed on both sides of the vehicle beam 10. Therefore, by installing the second quick-change bracket 62, all the second lock bases 61 to be installed on both sides of the vehicle beam 10 can be installed on both sides of the vehicle beam 10. Furthermore, quick-change mechanisms such as vehicle electrical connectors can be integrated onto the quick-change bracket 33, enabling the overall installation and disassembly of the quick-change mechanism, simplifying the installation steps and process, and improving installation efficiency. When retrofitting an existing electric vehicle 1, the second lock bases 61 can be assembled onto the second quick-change bracket 62 first, and then the second quick-change bracket 62 with the second lock bases 61 can be directly added to the vehicle beam 10, saving the retrofitting time of the electric vehicle 1.

[0220] In addition, without interfering with the internal components of the beam 10, the second mounting base 70 can be connected to the outer side wall of the beam 10 or the inner side wall of the beam 10; the second quick-change bracket 62 can be connected to the outer side wall of the beam 10 or the inner side wall of the beam 10.

[0221] As a preferred implementation method, such as Figure 14 As shown, the connecting unit 40 includes a second locking shaft 63 and a second shaft base 64. One end of the second locking shaft 63 is connected to the side wall of the second shaft base 64 and extends from the side wall of the second shaft base 64 toward the vehicle beam 10. The vehicle beam 10 is provided with a second locking base 61, including a second locking groove 321, which is used to accommodate the second locking shaft 63.

[0222] In specific implementation, the second lock base 61 and the second lock shaft 63 may have a structure similar to or the same as the lock base 32 and lock shaft 41 described above, and may also form the first-level locking mechanism and the second-level locking mechanism described above, or may have the support base 38 and support shaft structure described above.

[0223] As a preferred implementation method, such as Figure 9 and Figure 14 As shown, multiple second locking shafts 63 and multiple second locking bases 61 are arranged along the length of the vehicle beam 10. This aligns the battery pack support points with the vehicle beam 10, increasing the support strength of the vehicle beam 10 for the battery pack.

[0224] The above describes an embodiment in which the battery unit 20 is locked by locking the receiving cavity 31. In other embodiments, the connecting unit 40 may be connected to the vehicle beam 10 in other ways.

[0225] In a preferred embodiment, the connecting unit 40 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.

[0226] Specifically, in threaded connections, such as Figure 15 and Figure 16As shown, the locking unit 30 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 40 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 the locking member 906 has a second threaded portion 904 that cooperates 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 30 and the connecting unit 40.

[0227] In other specific embodiments, in the rotational engagement method, such as Figure 17 , Figure 18 and Figure 19 As shown, the locking unit 30 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 40 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 hooking rod 903 and the locking member 906 together form a T-shaped structure.

[0228] 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 30 and the connecting unit 40 relative to each other.

[0229] As a preferred implementation method, such as Figure 10 As shown, the battery unit 20 includes a first electrical connector 21 and a battery cavity 22 for accommodating a battery pack. A connecting unit 40 is disposed between two adjacent battery cavities 22, as shown below. Figure 13 As shown, a through hole 221 is provided between two adjacent battery cavities 22; the first electrical connector 21 is disposed on the outer side wall of any battery cavity 22.

[0230] In specific implementation, such as Figure 11As shown, the battery unit 20 may include multiple battery packs, each of which can be disposed within a corresponding battery cavity 22. The battery cavities 22 may be interconnected at certain locations, facilitating the connection of multiple battery packs together to form an output terminal with a first electrical connector 21. When replacing the battery unit 20, electrical connection can be achieved by aligning and inserting a first electrical connector 21. Furthermore, the wiring connections between battery packs are made inside the battery unit 20, resulting in a flat and uniform external structure for the battery unit 20.

[0231] As a preferred implementation method, such as Figure 10 and Figure 11 As shown, the battery unit 20 also includes a housing 23 and a cover plate 24. Multiple partitions 25 are spaced apart inside the housing 23, forming a battery cavity 22 between the partitions 25. Each battery cavity 22 has a cover plate 24 at its opening.

[0232] In practical implementation, the structure of the housing 23 and the cover plate 24 allows multiple battery packs to be integrated into a single battery unit 20; furthermore, by covering the corresponding position of the housing 23 with the cover plate 24, the position of the connecting unit 40 can be avoided. Figure 11 As shown, there are two partitions 25 between two adjacent battery packs, and a connection unit 40 of any of the above embodiments is provided between the two partitions 25.

[0233] As a preferred implementation method, such as Figure 3 and Figure 4 As shown, the vehicle also includes a second electrical connector 26, which is arranged in the width direction of the vehicle beam 10. The second electrical connector 26 is used to connect with the first electrical connector 21 so that the battery unit 20 can supply power to the vehicle.

[0234] The second electrical connector 26 is also connected to the corresponding wiring on the electric vehicle 1. In practice, connecting the first electrical connector 21 and the second electrical connector 26 can enable the battery unit 20 to be electrically connected to the vehicle beam 10.

[0235] As a preferred implementation method, such as Figure 1 and Figure 3 As shown, the quick-change bracket 33 for connecting the locking unit 30 includes a longitudinal bracket 331 and a transverse bracket 332. The longitudinal bracket 331 is connected to the vehicle beam 10, and the transverse bracket 332 is connected between the longitudinal brackets 331. A second electrical connector 26 is provided on the transverse bracket 332.

[0236] like Figure 3As shown, the longitudinal support 331 and the transverse support 332 can be connected by a connecting post 333. The ends of the longitudinal support 331 and the transverse support 332 are connected to different sides of the connecting post 333, respectively. The transverse support 332 serves two purposes: firstly, it can be used to install the second electrical connector 26. When installed on the vehicle beam 10, it allows the locking unit 30 and the electrical connector to be installed simultaneously on the vehicle beam 10, avoiding repeated adjustments and alignments required for individual component installations, and improving installation efficiency; secondly, it strengthens the connection between the two longitudinal supports 331, thereby enhancing the overall structural strength of the quick-change bracket 33. In a specific implementation, transverse supports 332 can be installed at both ends of the longitudinal support 331, with the second electrical connector 26 installed on one of the transverse supports 332, thus forming a rectangular frame structure and further enhancing the overall structural strength of the quick-change bracket 33.

[0237] As a preferred implementation method, such as Figure 1 As shown, the transverse support 332 is located below the vehicle beam 10, and the longitudinal support 331 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 331, 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.

[0238] In specific implementation, such as Figure 3 As shown, the longitudinal support 331 and the transverse support 332 are connected at different heights of the connecting column 333.

[0239] As a preferred implementation method, such as Figure 1 As shown, the lateral support 332 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.

[0240] like Figure 1 As shown, baffles 334 can also be provided on both sides of the quick-change bracket 33. The baffles 334 are connected to the side of the connecting column 333. Preferably, the side is opposite to the side connected to the longitudinal bracket 331.

[0241] As a preferred implementation method, such as Figure 1 and Figure 10 As shown, the battery unit 20 includes a side battery pack 27, which is located on the outside of the vehicle beam 10. This avoids interference with the internal structure of the vehicle beam 10.

[0242] As a preferred implementation method, such as Figure 1 and Figure 9 As shown, the battery unit 20 also includes a central battery pack 28, which is located between the two side battery packs 27 and below the vehicle beam 10.

[0243] In practical implementation, the central battery pack 28 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 28. Furthermore, the central battery pack 28 is located below the vehicle beam 10, which avoids interference with components between the two vehicle beams 10. It also facilitates the routing of the second electrical connector 26 and its connection to the first electrical connector 21.

[0244] As a preferred embodiment, the central battery pack 28 is provided with a clearance opening for avoiding the drive shaft of the electric vehicle 1.

[0245] This invention also provides a quick-change component, which is applied in the electric vehicle 1 described above;

[0246] The quick-change assembly includes a locking unit 30 and a battery unit 20. The locking unit 30 is used to connect to the vehicle beam 10. The battery unit 20 includes multiple battery packs. A connecting unit 40 is provided between two adjacent battery packs corresponding to the vehicle beam 10. The connecting unit 40 cooperates with the locking unit 30.

[0247] It is understood that the locking unit 30 in the quick-change assembly can be any of the locking units 30 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 existing electric vehicles 1, transforming the originally fixed direct-charge battery into a removable battery unit 20. This enables the rapid replacement of depleted battery units 20 on electric vehicles 1, and also allows for the rapid installation of fully charged battery units 20 onto electric vehicles 1.

[0248] 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.

[0249] 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; The vehicle beam is provided with a locking unit, and a connecting unit is provided between two adjacent battery packs corresponding to the vehicle beam. The connecting unit cooperates with the locking unit to lock the battery unit to the vehicle beam. The battery unit includes a battery cavity for accommodating a battery pack, the connecting unit is disposed between two adjacent battery cavities, and the upper surface of the connecting unit is not higher than the upper surface of the battery pack.

2. The electric vehicle as described in claim 1, characterized in that, The locking unit includes a locking receiving cavity for the connecting unit to enter and lock the battery unit in place. The locking receiving cavity is located below 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 inside. The lock base is connected to the vehicle beam.

4. The electric vehicle as described in claim 3, characterized in that, The locking unit includes a mounting base, and the lock base is connected to the bottom of the vehicle beam via the mounting base.

5. The electric vehicle as described in claim 3, characterized in that, The lock base is connected to the vehicle beam via a quick-change bracket, and the quick-change bracket is connected to the side wall 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 locking shaft and a shaft base, and the locking shaft is installed between two adjacent battery packs via the shaft base.

7. The electric vehicle as described in claim 6, characterized in that, The shaft base includes two oppositely arranged side plates, and the two ends of the locking shaft are respectively connected to the side plates. The locking shaft is hooked onto the locking unit.

8. The electric vehicle as described in claim 7, characterized in that, The lock base includes a locking groove that extends along the thickness direction of the lock base. The locking receiving cavity is located within the locking groove, and the locking groove is used to hook the lock shaft.

9. The electric vehicle as described in claim 8, characterized in that, The lock base includes an opening groove that is connected to the locking groove. The opening groove is a through groove and is used to allow the lock shaft to enter the locking groove and be locked in the locking receiving cavity.

10. The electric vehicle as described in claim 8, characterized in that, The distance between the two side plates is greater than the thickness of the lock base.

11. The electric vehicle as described in claim 10, characterized in that, The battery unit also includes a top plate disposed between the two side plates, the top plate having a first through hole for the lock base to pass through, so that the lock shaft can reach the locking receiving cavity of the lock base.

12. The electric vehicle as described in claim 11, characterized in that, The first through hole extends along the length of the vehicle beam, and the length of the first through hole is greater than the sum of the length of the lock base and the horizontal movement distance of the lock shaft within the locking groove.

13. The electric vehicle as described in claim 11, characterized in that, When the locking shaft is located in the locking cavity, the distance between the center of the locking shaft and the bottom wall of the first through hole is less than the distance between the center of the locking shaft and the bottom of the vehicle beam.

14. The electric vehicle as described in claim 9, 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.

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

16. The electric vehicle as described in claim 15, characterized in that, The locking unit includes a reset component, one end of which is connected to the locking rod, and the other end is connected to the quick-change bracket or the vehicle beam.

17. 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.

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

19. The electric vehicle as claimed in claim 17, characterized in that, The battery unit also includes an unlocking lever, which is disposed opposite to the unlocking part and is used to push the unlocking part to rotate so that the locking tongue opens or closes the opening slot.

20. The electric vehicle as claimed in claim 18, characterized in that, The quick-change bracket for connecting the lock base includes a bottom wall with a second through hole for the unlocking rod to pass through and act on the lock linkage.

21. The electric vehicle as described in claim 19, characterized in that, The quick-change bracket for connecting the lock base includes a bottom wall with a second through hole for the unlocking rod to pass through and act on the unlocking part.

22. The electric vehicle as described in claim 20 or 21, characterized in that, The length of the second through hole is greater than the horizontal movement distance of the locking shaft within the locking groove.

23. 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.

24. The electric vehicle as claimed in claim 1, characterized in that, The connecting unit is connected to the vehicle beam via a connecting bracket. The connecting bracket is provided with a connecting groove that runs through the width of the vehicle beam to accommodate and lock the connecting unit.

25. The electric vehicle as described in claim 1, characterized in that, The locking unit includes a second locking receiving cavity for the connecting unit to enter and lock the battery unit in place. The second locking receiving cavity is located on one side of the side wall of the vehicle beam.

26. The electric vehicle as described in claim 25, characterized in that, The locking unit includes a second locking base, the second locking base having a second locking receiving cavity, and the second locking base being connected to the vehicle beam.

27. The electric vehicle as claimed in claim 26, characterized in that, The locking unit includes a second mounting base, and the second lock base is connected to the side wall of the vehicle beam via the second mounting base.

28. The electric vehicle as described in claim 26, characterized in that, The second lock base is connected to the vehicle beam via a second quick-change bracket, which is connected to the side wall of the vehicle beam.

29. The electric vehicle as described in any one of claims 25-28, characterized in that, The connecting unit includes a second locking shaft and a second shaft base. One end of the second locking shaft is connected to the side wall of the second shaft base and extends from the side wall of the second shaft base toward the vehicle beam. The vehicle beam is provided with a second locking base, including a second locking groove, which is used to accommodate the second locking shaft.

30. The electric vehicle as described in claim 29, characterized in that, Multiple second lock shafts and multiple second lock bases are arranged along the length of the vehicle beam.

31. The electric vehicle as described 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.

32. The electric vehicle as described in claim 1, characterized in that, The battery cell includes a first electrical connector, and a through hole is provided between two adjacent battery cavities; the first electrical connector is disposed on the outer wall of any of the battery cavities.

33. The electric vehicle as described in claim 32, 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.

34. The electric vehicle as described in claim 32, characterized in that, The 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 vehicle.

35. The electric vehicle as described in claim 34, characterized in that, The quick-change bracket for connecting the locking unit 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 transverse bracket is provided with the second electrical connector.

36. The electric vehicle as described in claim 35, 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.

37. The electric vehicle as described in claim 35, characterized in that, The lateral support covers at least a portion of the end area of ​​the battery cell.

38. The electric vehicle as described in claim 1, characterized in that, The battery unit includes a side battery pack, which is located on the outside of the vehicle beam.

39. The electric vehicle as described in claim 38, 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.

40. The electric vehicle as described in claim 39, characterized in that, The central battery pack is provided with a clearance opening to allow the drive shaft of the electric vehicle to pass.

41. A quick-change component, characterized in that, The quick-change assembly is used in an electric vehicle as described in any one of claims 1-40; 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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