Electric vehicle

Abstract

The present application relates to the field of electric vehicle battery replacement, and discloses an electric vehicle, which comprises two body girders, quick-change supports installed on the body girders, at least three rows of locking mechanisms arranged along the width direction of the electric vehicle on the quick-change supports, and a battery box connected to the quick-change supports through the at least three rows of locking mechanisms, wherein each row of locking mechanisms extends along the length direction of the electric vehicle, and the battery box moves along the length direction of the electric vehicle to be locked or unlocked on the quick-change supports. The electric vehicle is provided with multiple rows of locking mechanisms in the width direction, which forms a more stable locking mechanism, avoids the risk of the battery box falling or dropping due to excessive volume and weight, and realizes locking and unlocking in the first direction, thereby achieving the replacement of the battery box of the electric vehicle.

Description

Technical Field

[0001] This invention relates to the field of battery swapping for electric vehicles, and particularly to an electric vehicle. Background Technology

[0002] Currently, vehicle exhaust emissions remain a significant contributor to environmental pollution. To address this issue, researchers have developed natural gas vehicles, hydrogen fuel cell vehicles, solar-powered vehicles, and electric vehicles to replace gasoline-powered cars. Among these, electric vehicles hold the most promise for application. Current electric vehicles primarily fall into two categories: direct-charging and fast-charging.

[0003] Direct-charging electric vehicles have low charging efficiency due to the long charging time, while fast-swapping electric vehicles can continue to be used simply by replacing the battery at a battery swapping station, resulting in extremely high charging efficiency.

[0004] For heavy vehicles such as trucks, the required battery pack capacity is very large, resulting in an enormous size and weight, often reaching up to 1 ton. Existing electric vehicles typically employ two rows of locking mechanisms, which are ill-suited to accommodate such large and heavy battery packs, leading to poor stability in the battery pack connection. Stably installing such heavy battery packs onto these quick-swap electric vehicles and achieving smooth battery swapping remains a problem that needs to be solved in this field. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defect of poor connection stability of large battery boxes in the prior art, and to provide an electric vehicle.

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

[0007] An electric vehicle comprising:

[0008] Two main body beams;

[0009] A quick-change bracket, mounted on the vehicle body beam, wherein the quick-change bracket is provided with at least three rows of locking mechanisms spaced apart along the width direction of the electric vehicle; and

[0010] A battery box, which is connected to the quick-change bracket by at least three rows of the locking mechanism;

[0011] Each row of locking mechanisms extends along the length of the electric vehicle, and the battery box moves along the length of the electric vehicle to lock or unlock to the quick-change bracket.

[0012] In this design, the electric vehicle is equipped with at least three rows of locking mechanisms in the width direction, forming a more stable lock and improving the reliability of the connection between the battery box and the electric vehicle. This avoids the risk of the battery box, which is too large and heavy, falling or falling off. At the same time, locking and unlocking can be achieved by moving the electric vehicle in the length direction, thereby realizing the replacement of the battery box of the electric vehicle. The operation is convenient and quick.

[0013] Preferably, the quick-change bracket includes two bracket bodies, which are respectively connected to the outer sides of the two vehicle body beams.

[0014] In this design, the quick-change bracket extends to the outside of the vehicle frame. This provides greater load-bearing stability for larger battery boxes, which are typically wider, as the quick-change bracket can fully support the battery box in the width direction, thus improving the installation stability of the battery box.

[0015] Preferably, each of the bracket bodies is provided with at least two rows of the locking mechanism.

[0016] In this design, at least two rows of locking mechanisms are installed on the support body on one side of the vehicle frame, which can improve the support force of the support body on the battery box, thereby improving the installation stability of the battery box.

[0017] Preferably, in each of the bracket bodies, the number of locking members in a single row of the locking mechanism gradually increases in the direction toward the vehicle body beam.

[0018] In this design, due to the large size of the battery box, the part of the bracket body near the vehicle frame experiences greater stress when installed on the quick-change bracket. Therefore, setting more locking mechanisms near the vehicle frame can effectively prevent the risk of the large and heavy battery box falling or falling off, and improve locking stability.

[0019] Preferably, in each bracket body, the row of locking mechanisms closest to the vehicle body beam is an inner locking mechanism assembly. The inner locking mechanism assembly includes a primary lock, which includes a primary lock link and three primary locking members. The primary lock link is connected to the three primary locking members and simultaneously drives the three primary locking members to lock and unlock.

[0020] In this design, the portion of the bracket body closest to the vehicle frame experiences greater stress. A primary lock is installed in the locking mechanism assembly closest to the vehicle frame, which improves locking stability and enables more stable and faster unlocking.

[0021] Preferably, in each bracket body, the row of locking mechanisms furthest from the vehicle body beam is an outer locking mechanism assembly. The outer locking mechanism assembly includes a secondary lock, which includes a secondary connecting rod and two secondary locking members. The secondary lock connecting rod is connected to the two secondary locking members and simultaneously drives the two secondary locking members to lock and unlock.

[0022] In this design, a secondary lock is installed in the outer locking mechanism assembly, away from the vehicle body beam, providing support for the battery pack, improving the stability of the battery pack connection, and facilitating the reasonable setting of the number of locking mechanism linkages. The individual lock bases at the attachment points are located at both ends along the length direction, resulting in good strength and more stable attachment.

[0023] Preferably, at least two sets of the locking mechanisms are provided on the same side of the vehicle body beam.

[0024] In this design, at least two locking mechanisms can prevent the battery box from being fixed on only one side, which would make it easy for the battery box to fall off and cause unstable suspension. Therefore, this structure can make the battery box more stably installed on the quick-change bracket of the electric vehicle and make the installation between the battery box and the quick-change bracket of the electric vehicle more reliable.

[0025] Preferably, at least one set of the locking mechanisms is disposed near the vehicle body beam; and / or, at least one set of the locking mechanisms is located at the edge of the quick-change bracket away from or near the edge of the vehicle body beam.

[0026] In this solution, the above structure achieves a relatively stable connection between the quick-change bracket and the battery box in the width direction of the electric vehicle. This is because, at least on one side of the quick-change bracket of the vehicle body beam, both sides of the battery box are supported and locked by locking mechanisms. This allows the battery box to be installed more stably on the quick-change bracket of the electric vehicle, and makes the installation between the battery box and the quick-change bracket of the electric vehicle more reliable.

[0027] Preferably, the quick-change bracket has receiving areas on both opposite sides of the vehicle body beam, and the receiving areas are used to accommodate at least part of the battery box.

[0028] In this design, the battery box utilizes a portion of the space in the vehicle frame in the vertical direction, rather than being located below the vehicle frame. This increases the number of battery packs that can be accommodated, thereby improving the driving range of the electric vehicle. In addition, it allows for sufficient height design leeway for the battery swapping equipment. As long as the total height of the battery swapping equipment and the battery box is lower than the lower surface of the vehicle frame, the battery box can be installed on the quick-swap bracket.

[0029] Preferably, the battery box includes a plurality of battery packs stacked in the height direction of the electric vehicle, with at least a portion of the battery packs housed in the receiving area of ​​the quick-change bracket.

[0030] In this solution, the battery box is set up by stacking multiple battery packs, which makes full use of the space in the height direction of the electric vehicle and increases the number of battery packs that can be accommodated. This avoids the battery packs being too large in the width direction of the electric vehicle, which would not meet the vehicle's driving specifications.

[0031] Preferably, the locking mechanism has a locking groove extending along the length of the electric vehicle and an opening communicating with the locking groove, and the locking member on the battery box is locked and unlocked by entering and exiting the locking groove through the opening.

[0032] In this solution, locking and unlocking are achieved along the length of the electric vehicle by providing a lock groove extending along the length of the electric vehicle and an opening connecting the lock groove in the locking mechanism.

[0033] Preferably, the quick-change bracket includes a connecting beam connecting the two bracket bodies, the connecting beam being located above or below the vehicle body beam.

[0034] In this design, the quick-change bracket forms an integrated structure, and the connecting beam connects the bracket bodies on both sides of the vehicle body beam, thereby providing a more stable support for the battery box, especially for large and heavy-duty battery boxes whose width exceeds the width of the vehicle body beam.

[0035] Preferably, the battery box is higher than the lower surface of the vehicle body beam in the height direction of the electric vehicle.

[0036] In this design, the battery box utilizes a portion of the space in the vehicle's frame in the vertical direction, rather than being located below the frame. This increases the capacity of the battery pack and improves the driving range of the electric vehicle.

[0037] Preferably, the battery box includes a battery frame and a battery pack disposed within the battery frame, and the battery box is connected to the quick-change bracket through the battery frame.

[0038] In this design, the battery frame houses the battery pack, which facilitates the connection of the battery box to the quick-change bracket via the battery frame.

[0039] Preferably, the battery box includes a locking member that cooperates with the locking mechanism, the locking mechanism being disposed on the lower surface of the quick-change bracket, and the locking member being disposed on the upper surface of the battery frame.

[0040] In this design, the battery frame is connected to the quick-change bracket via a locking component, thereby achieving stable assembly of the battery box and the quick-change bracket. The locking component is located on the upper surface of the battery frame, does not occupy the internal space of the battery frame, has high space utilization, increases the storage space and number of battery packs, and improves the driving range of electric vehicles.

[0041] Preferably, the battery box includes multiple rows of battery packs arranged along the width direction of the electric vehicle, and each row of battery packs contains at least one battery pack extending along the length direction of the electric vehicle.

[0042] In this solution, by arranging multiple rows of battery packs in the width direction of the electric vehicle, the weight of the battery packs can be evenly supported by the vehicle frame, and the battery capacity can be increased, thereby improving the driving range of the electric vehicle.

[0043] Preferably, at least one row of battery packs is provided between the two vehicle body beams, and / or, at least one row of battery packs is provided on each of the two vehicle body beams on opposite sides.

[0044] In this design, battery packs are arranged in the middle and on both sides of the vehicle frame, which makes it easier for the vehicle frame to evenly bear the weight of the battery packs.

[0045] Preferably, the electric vehicle further includes a vehicle-end electrical connector, which is mounted on the vehicle body beam or quick-change bracket via an electrical connector mounting part.

[0046] In this design, an electrical connector is installed on the vehicle body beam to facilitate electrical connection to the battery box.

[0047] Preferably, the electrical connector mounting part is connected to a crossbeam between the two body beams, and the two ends of the crossbeam are respectively connected to the inner sides of the two body beams.

[0048] In this design, the electrical connector mounting section is directly installed using the crossbeams of the vehicle body, eliminating the need for additional mounting structures and simplifying the design.

[0049] Preferably, the electrical connector mounting portion includes multiple bridging components and a mounting plate, the mounting plate being used to mount the vehicle-end electrical connector;

[0050] Multiple bridging members connect the crossbeam and the mounting plate and are arranged in the height direction of the electric vehicle.

[0051] In this solution, by setting multiple bridging components in the height direction, the installation strength of the mounting plate in the height direction can be increased, and the deformation of the mounting plate can be avoided so that the electrical connection and liquid cooling connection of the battery box cannot be aligned with the vehicle-end electrical connector and liquid cooling connector on the mounting plate.

[0052] Preferably, the bridging component includes a first plate and a second plate that are perpendicular to each other, the first plate being attached to the mounting plate and the second plate being attached to the crossbeam.

[0053] In this solution, an L-shaped plate-like bridging component is used, which can further enhance the installation strength of the mounting plate in the height direction and prevent the electrical connection and liquid cooling connection of the battery box from being misaligned with the vehicle-end electrical connector and liquid cooling connector on the mounting plate due to deformation of the mounting plate.

[0054] Preferably, the mounting plate includes a panel and extension plates extending from both sides of the panel toward the crossbeam, the extension plates extending to and being fixed to the crossbeam, wherein the panel is used to mount the vehicle-end electrical connector.

[0055] In this design, the mounting plate is also equipped with extension plates fixed to the crossbeam from both sides, which can further enhance the mounting strength of the mounting plate in the height direction and prevent the electrical connection and liquid cooling connection of the battery box from being misaligned with the vehicle-end electrical connector and liquid cooling connector on the mounting plate due to deformation of the mounting plate.

[0056] Preferably, the electrical connector mounting part is further provided with a liquid-cooled connector, which is located below the vehicle-end electrical connector.

[0057] In this solution, the liquid-cooled connector is positioned below the vehicle-end electrical connector. This prevents liquid from flowing out of the liquid-cooled connector from entering the vehicle-end electrical connector and causing a short circuit. It also ensures that the center of the electrical connection part of the battery box coincides with the central axis of the battery box, preventing an angle between the electrical connection part of the battery box and the vehicle-end electrical connector. This improves the reliability of the connection between the electrical connection part of the battery box and the vehicle-end electrical connector, and between the liquid-cooled connection part of the battery box and the liquid-cooled connector of the vehicle-end, and avoids arcing.

[0058] Preferably, the vehicle-side electrical connector protrudes further toward the battery box than the liquid-cooled connector.

[0059] In this design, the electrical connection of the battery box can be prevented from coming into contact with the liquid cooling connector during the upward or downward movement of the battery box during installation or removal, which could lead to a short circuit and create a safety hazard.

[0060] The positive and progressive effects of this invention are as follows: the electric vehicle is provided with multiple rows of locking mechanisms in the width direction, forming a more stable lock, improving the reliability of the connection between the battery box and the electric vehicle, avoiding the risk of the battery box, which is too large and heavy, falling or falling off. At the same time, locking and unlocking can be achieved by moving the electric vehicle in the length direction, thereby realizing the replacement of the battery box of the electric vehicle, which is convenient and quick to operate. Attached Figure Description

[0061] Figure 1 This is a partial three-dimensional structural diagram of an electric vehicle according to a preferred embodiment of the present invention.

[0062] Figure 2 This is a partial top view of an electric vehicle according to a preferred embodiment of the present invention.

[0063] Figure 3 This is a partial side view of an electric vehicle according to a preferred embodiment of the present invention.

[0064] Figure 4 This is a top view of a quick-change bracket according to a preferred embodiment of the present invention.

[0065] Figure 5 This is a side view of a quick-change bracket according to a preferred embodiment of the present invention.

[0066] Figure 6 This is a bottom view of the quick-change bracket according to a preferred embodiment of the present invention.

[0067] Figure 7 This is a schematic diagram of the inner locking assembly according to a preferred embodiment of the present invention.

[0068] Figure 8 This is a schematic diagram of the structure of the outer locking assembly according to a preferred embodiment of the present invention.

[0069] Figure 9 This is a three-dimensional structural diagram of a primary lock according to a preferred embodiment of the present invention.

[0070] Figure 10 This is a three-dimensional structural diagram of the battery box according to a preferred embodiment of the present invention.

[0071] Figure 11 This is a top view of the battery box according to a preferred embodiment of the present invention.

[0072] Figure 12 This is a front view of the battery box according to a preferred embodiment of the present invention.

[0073] Figure 13A This is a three-dimensional structural diagram of the locking member according to a preferred embodiment of the present invention.

[0074] Figure 13B This is a top view of the locking member according to a preferred embodiment of the present invention.

[0075] Figure 14 This is a three-dimensional structural diagram of an electrical connector mounting portion installed on the crossbeam of an electric vehicle according to a preferred embodiment of the present invention.

[0076] Figure 15 This is a three-dimensional structural diagram of an electrical connector mounting portion installed on the crossbeam of an electric vehicle according to a preferred embodiment of the present invention.

[0077] Figure 16 This is another three-dimensional structural diagram of an electrical connector mounting portion installed on the crossbeam of an electric vehicle according to a preferred embodiment of the present invention.

[0078] Figure 17 This is a three-dimensional structural diagram of the mounting plate according to a preferred embodiment of the present invention.

[0079] Figure 18 This is a side view of the mounting plate according to a preferred embodiment of the present invention.

[0080] Figure 19 This is a three-dimensional structural diagram of a bridging component according to a preferred embodiment of the present invention.

[0081] Explanation of reference numerals in the attached figures:

[0082] Electric vehicles 100

[0083] Body frame 200

[0084] Main beam connector 203

[0085] 205 crossbeam

[0086] Quick-change bracket 300

[0087] 303 support body

[0088] First locking component 305

[0089] Level 1 lock 307

[0090] Level 2 lock 309

[0091] Spring 310

[0092] Locking rod 311

[0093] Joint 312

[0094] Lock slot 313

[0095] Locking tongue 314

[0096] Opening 315

[0097] Second locking member 317

[0098] Accommodation area 319

[0099] Battery box 400

[0100] Battery pack 403

[0101] Battery frame 405

[0102] Longitudinal beam 406

[0103] Locking component 407

[0104] Electrical connection part 409

[0105] Liquid cooling connection part 411

[0106] Connector plate 418

[0107] Mounting base 421

[0108] Locking shaft 422

[0109] Locking cavity 423

[0110] Protrusion 424

[0111] Limiting component 425

[0112] Matching part 426

[0113] Anti-loosening component 427

[0114] Protective Case 428

[0115] Drainage outlet 429

[0116] Electrical connector mounting section 500

[0117] Bridge component 503

[0118] First part 505

[0119] Second panel 507

[0120] Mounting plate 509

[0121] Panel 511

[0122] Extension plate 513

[0123] Vehicle-side electrical connector 515

[0124] Liquid-cooled connector 517

[0125] Length direction L

[0126] Width direction W

[0127] Height direction H Detailed Implementation

[0128] The present invention will be further described below with reference to the accompanying drawings and by way of embodiments, but the present invention is not limited to the scope of the embodiments.

[0129] This embodiment provides an electric vehicle 100. The electric vehicle 100 is a battery-swapping heavy-duty or light-duty truck. The electric vehicle 100 achieves its range by swapping the battery pack 400 at a battery swapping station, rather than by charging. Of course, the invention is not limited to this; the electric vehicle 100 can also be a passenger vehicle, a family car, an off-road vehicle, etc.

[0130] like Figure 1-19 As shown, the electric vehicle 100 includes: two body beams 200 connected to each other via an X-shaped beam connector 203; a quick-change bracket 300 mounted on the body beams 200, the quick-change bracket 300 having at least three rows of locking mechanisms spaced apart along the width direction W of the electric vehicle 100; and a battery box 400 connected to the quick-change bracket 300 via at least three rows of locking mechanisms. Each row of locking mechanisms extends along the length direction L (front-to-back direction) of the electric vehicle 100, and the battery box 400 moves along the length direction L of the electric vehicle 100 to lock or unlock onto the quick-change bracket 300.

[0131] The electric vehicle 100 has at least three rows of locking mechanisms in the width direction W, forming a more stable lock, improving the reliability of the connection between the battery box 400 and the electric vehicle 100, avoiding the risk of the battery box 400, which is too large and heavy, falling or falling off. At the same time, locking and unlocking can be achieved by moving the electric vehicle 100 in the length direction L, thereby realizing the replacement of the battery box 400 of the electric vehicle 100, which is convenient and quick to operate.

[0132] At least two sets of locking mechanisms 305 are provided on the same side of the vehicle body beam 200, which allows the battery box 400 to be more stably mounted on the quick-change bracket 300 of the electric vehicle 100, and makes the installation between the battery box 400 and the quick-change bracket 300 of the electric vehicle 100 more reliable. In other embodiments, the grouped locking mechanisms may not be arranged in a row, but rather multiple locking mechanisms arranged in a staggered manner.

[0133] At least one locking mechanism is disposed near the body beam 200; and / or, at least one locking mechanism is located at the edge of the quick-change bracket 300 away from or near the edge of the body beam 200.

[0134] The above structure achieves a relatively stable connection between the quick-change bracket 300 and the battery box 400 in the width direction W of the electric vehicle 100. This is because, at least on one side of the quick-change bracket 300 of the vehicle body beam 200, both sides of the battery box 400 are supported and locked by locking mechanisms. This allows the battery box 400 to be installed more stably on the quick-change bracket 300 of the electric vehicle 100, and makes the installation between the battery box 400 and the quick-change bracket 300 of the electric vehicle 100 more reliable.

[0135] like Figure 4 As shown, the quick-change bracket 300 includes two bracket bodies 303, which are respectively connected to the outer sides of two vehicle body beams 200. The quick-change bracket 300 extends to the outer side of the vehicle body beams 200. This allows for greater load-bearing stability for larger battery boxes 400, which are typically wider, because the quick-change bracket 300 can fully support the battery box 400 in the width direction W, thus improving the installation stability of the battery box 400.

[0136] In this embodiment, the two bracket bodies 303 are independent of each other, and each bracket body 303 is attached to the outer side of the vehicle body beam 200 through one side of its own side. Thus, the two bracket bodies 303 are fixed to the vehicle body beam 200 through the side that is attached to the outer side of the vehicle body beam 200. The two bracket bodies 303 are not interconnected. The fixing of the bracket body 303 to the vehicle body beam 200 can be achieved using threaded fasteners such as screws. Of course, those skilled in the art should understand that other fixing methods, such as welding, can also be used to connect the bracket body 303 and the vehicle body beam 200 for better fixing. In other embodiments, a buffer such as rubber can be provided between the vehicle body beam 200 and the bracket body 303 to buffer the impact force between them, which is also easily conceived by those skilled in the art. Regardless of how the bracket body 303 is fixed to the vehicle body beam 200, as long as it meets the positional relationship defined by this invention, it should be understood as falling within the protection scope of this invention.

[0137] In other embodiments, the quick-change bracket 300 includes a connecting beam connecting two bracket bodies 303, located above or below the vehicle body beam 200. Through the connecting beam, the quick-change bracket 300 forms an integral structure, connecting the bracket bodies 303 on both sides of the vehicle body beam 200, thereby providing more stable support for the battery box 400, especially for large, heavy-duty battery boxes 400 whose width exceeds the width of the vehicle body beam 200. The connecting beam and the vehicle body beam 200 can be relatively fixed together using threaded fasteners such as bolts. Alternatively, the connecting beam and the vehicle body beam 200 can also be relatively fixed together by welding, bonding, or other methods, as those skilled in the art should be able to conceive of. To more securely fix the quick-change bracket 300, in addition to relatively fixing the connecting beam of the quick-change bracket 300 and the vehicle body beam 200, the bracket body 303 and the vehicle body beam 200 can also be fixed. Specifically, this can be achieved by fitting the side of the bracket body 303 facing the vehicle body beam 200 against the outer side of the vehicle body beam 200, and providing threaded fasteners such as bolts on the side of the bracket body 303 facing the vehicle body beam 200, or by welding or bonding the side of the bracket body 303 facing the vehicle body beam 200 against the outer side of the vehicle body beam 200. Regardless of how the quick-change bracket 300 and the vehicle body beam 200 are fixed, as long as it satisfies the basic structure of the quick-change bracket 300 of this invention, it should be understood as falling within the protection scope of this invention.

[0138] The specific structural form of the connecting beam can be set according to needs such as connection strength, for example, it can be set as an X shape, a straight line, a U shape, etc.

[0139] The outer side of the body beam 200 here should be understood as the surface opposite to the surface of one body beam 200 and another body beam 200, that is, the surface of the body beam 200 facing outward in the width direction W of the electric vehicle 100.

[0140] The following explains the specific structure of the bracket body 303 of the quick-change bracket 300.

[0141] In this embodiment, the two support bodies 303 are independent of each other and are mirror images of each other with the centerline between the body beams 200 as the center line. That is, the two support bodies 303 are the same size and their shapes are mirror images of each other. However, the present invention is not limited to this. Those skilled in the art should understand that the shapes and structures of the two support bodies 303 can be not exactly the same, or completely different, i.e., very different. Theoretically, even if the shapes and structures are different, as long as their weights or counterweights are the same, it will not affect the balance of the electric vehicle 100 itself. However, even if their weights or counterweights are different, the weight balance of the entire vehicle can be achieved by distributing the weight of other parts of the electric vehicle 100 itself.

[0142] In this embodiment, the upper surface of the bracket body 303 is approximately flush with the upper surface of the vehicle body beam 200, and the height of the bracket body 303 is approximately the same as the height of the vehicle body beam 200. This arrangement can most effectively utilize the bottom space of the electric vehicle 100 itself, and also ensure the strength of the bracket body 303 itself. If the height of the bracket body 303 is too low, it may lead to insufficient strength. Of course, the present invention is not limited to this. Those skilled in the art should understand that, as long as there is sufficient space at the bottom of the electric vehicle 100, the upper surface of the bracket body 303 can be higher than the upper surface of the vehicle body beam 200, or the lower surface of the bracket body 303 can be lower than the lower surface of the vehicle body beam 200. As long as the bracket body 303 can meet the strength requirements, the height of the bracket body 303 can be lower than the height of the vehicle body beam 200.

[0143] In this embodiment, the bracket body 303 includes two side support surfaces located in the width direction W of the electric vehicle 100, and a front support surface and a rear support surface located in the length direction L of the electric vehicle 100. Through the two side support surfaces and the front and rear support surfaces, a receiving area 319 with an opening at the bottom for accommodating the battery box 400 is formed in the bracket body 303 of the quick-change bracket 300. This receiving area 319 is disposed on opposite sides of the vehicle body beam 200.

[0144] In this embodiment, the support body 303 is a frame structure. The support body 303 includes a first beam extending along the width direction W of the electric vehicle 100 and a second beam extending along the length direction L of the electric vehicle 100. The first beam and the second beam enclose an accommodating area 319. The bracket body 303 is only enclosed on the outer side in the width direction W of the electric vehicle 100, while the rest is not enclosed. This is for heat dissipation considerations, to keep the battery box 400 exposed as much as possible, which is also conducive to heat dissipation of the battery box 400, especially the high-power battery box 400. The outer side of the two sides of the bracket body 303 in the width direction W of the electric vehicle 100 is made into a surface form. This is because the wheels on the outside of the quick-change bracket 303 may kick up mud, sand or other foreign objects during the operation of the electric vehicle 100, which may splash into the battery box 400 and cause damage. Therefore, by making the outer side of the two sides of the bracket body 303 in the width direction W of the electric vehicle 100 into a surface form, mud, sand or other foreign objects kicked up by the wheels during the operation of the electric vehicle 100 can at least not enter the battery box 400 from the side or have very little chance of entering from the side and causing damage to the battery box 400.

[0145] In other embodiments, the surfaces of the support body 303 of the quick-change support 300 may also be formed in other forms. For example, the lower surface of the support body 303 of the quick-change support 300 may be semi-enclosed.

[0146] like Figure 1 As shown, the quick-swap bracket 300 has receiving areas 319 on both opposite sides of the vehicle frame 200. These receiving areas 319 are used to accommodate at least a portion of the battery pack 400. The battery pack 400 is higher than the lower surface of the vehicle frame 200 in the height direction H of the electric vehicle 100. The battery pack 400 utilizes a portion of the space in the vehicle frame 200 in the height direction H, rather than being located below the vehicle frame 200. This increases the number of battery packs that can be accommodated, improves the driving range of the electric vehicle 100, and allows sufficient height design leeway for the battery swapping equipment. As long as the total height of the battery swapping equipment and the battery pack 400 is lower than the lower surface of the vehicle frame 200, the battery pack 400 can be installed on the quick-swap bracket 300.

[0147] The quick-change bracket 300 is also equipped with a locking mechanism, which will be described below. Figure 6-10 The arrangement of the locking mechanism is described in detail. The battery box 400 includes a locking element 407 that cooperates with the locking mechanism. The locking mechanism is located on the lower surface of the quick-change bracket 300, and the locking element 407 is located on the upper surface of the battery frame 405. The battery frame 405 is connected to the quick-change bracket 300 via the locking element 407, thereby achieving stable assembly of the battery box 400 and the quick-change bracket 300. The locking element 407, located on the upper surface of the battery frame 405, does not occupy the internal space of the battery frame 405, resulting in high space utilization, increased battery pack capacity and quantity, and improved driving range of the electric vehicle.

[0148] In this embodiment, each bracket body 303 is provided with two rows of locking mechanisms. By providing two rows of locking mechanisms on each bracket body 303 on one side of the vehicle frame 200, the supporting force of the bracket body on the battery box 400 can be improved, thereby improving the installation stability of the battery box 400. Of course, the present invention is not limited to this. Considering the weight requirements of the battery box 400, three or more rows of locking mechanisms can also be provided on each bracket body 303.

[0149] In each bracket body 303, the number of locking components in the single-row locking mechanism gradually increases in the direction toward the vehicle body beam 200. For example... Figure 6As shown, six locking components are arranged in a row on the beam of the bracket body 303 near the vehicle frame 200, while four locking components are arranged in a row on the beam of the bracket body 303 away from the vehicle frame 200. Because the battery box 400 is relatively large, the portion of the bracket body 303 near the vehicle frame 200 experiences greater stress when installed on the quick-change bracket 300. Therefore, placing more locking components near the vehicle frame 200 effectively prevents the risk of the bulky and heavy battery box 400 falling or detaching.

[0150] The locking element 407 cooperates with the locking component. Correspondingly, in the direction towards the vehicle body beam 200, the number of locking elements 407 in the single row gradually increases. The distribution of the number of locking elements 407 conforms to the force distribution of the battery box 400. The force on the middle part of the battery box 400 is greater than that on both ends. By increasing the number of locking elements near the vehicle body beam 200, the middle part of the battery box 400 can withstand more force, which helps to improve the stability of the connection between the battery box 400 and the replacement bracket 300.

[0151] Preferably, the diameter of the locking member 407 farther from the vehicle body beam 200 is smaller than the diameter of the locking member 407 closer to the vehicle body beam 200. This prevents the locking member 407 from jamming with the locking mechanism, ensuring smooth locking and unlocking between the locking member 407 and the locking mechanism. This facilitates the installation and removal of the battery box 400, making the attachment of the battery box 400 more stable. In other embodiments, the number and diameter of the locking members 407 in each group of locking members 400 can be the same.

[0152] The locking mechanism includes a first locking member 305, which locks the battery box 400 and limits the locking member 407 on the battery box 400 in the longitudinal direction L of the electric vehicle 100. The locking mechanism also includes a second locking member 317, which only provides vertical support for the battery box 400 in the vertical direction H and does not lock the battery box 400; that is, it does not limit the locking member 407 on the battery box 400 in the longitudinal direction L of the electric vehicle 100. The second locking member 317 provides support for the battery box 400. The weight of the battery box 400 can be distributed simultaneously on the first locking member 305 and the second locking member 317. The force on the quick-change bracket 300 is more even, reducing the force exerted by the battery box 400 on the first locking member 305, avoiding force concentration on the first locking member 305, improving the service life of the first locking member 305, thereby improving safety performance, and also improving the connection strength between the battery box 400 and the quick-change bracket 300.

[0153] The second locking member 317 is aligned in a straight line with the first locking member 305. Preferably, the second locking member 317 is disposed at both ends of the first locking member 305 in the alignment direction. The specific structures of the first locking member 305 and the second locking member 317 will be described below.

[0154] like Figure 6 As shown, in each bracket body 303, the row of locking mechanisms closest to the vehicle body beam 200 is the inner locking mechanism assembly. The inner locking mechanism assembly includes a primary lock 307. The first locking member 305 includes a primary locking member. The primary lock 307 includes a locking link 311 and three primary locking members. The locking link 311 is connected to the three primary locking members and simultaneously drives the three primary locking members to lock and unlock.

[0155] The primary locking component includes a locking groove 313 extending along the length L of the electric vehicle 100 and an opening 315 communicating with the locking groove 313. The locking member 407 on the battery box 400 (see below) enters and exits the locking groove 313 through the opening 315 to be locked and unlocked. The primary locking component also includes a locking tongue 314, which is rotatably connected to a locking link 311. The locking link 311 has a connecting portion 312 for engaging with an unlocking mechanism, such as an unlocking rod, on the battery swapping equipment. When the unlocking mechanism, such as the unlocking rod, presses against the connecting portion 312 and continues to push it upwards, the locking link 311 overcomes the spring force of the spring 310 at one end of the locking link 311 and is pushed upwards, thereby driving each primary locking component. The locking tongue 314 rotates, thereby disengaging from the locking groove 313 and rotating upwards, so that the locking groove 313 is unobstructed and communicates with the opening 315. Thus, the locking member 407 on the battery box 400 can enter the locking groove 313 through the opening 315 to lock the battery box 400 relative to the quick-change bracket 300, or the locking member 407 on the battery box 400 can leave the locking groove 313 through the opening 315 to unlock the battery box 400 relative to the quick-change bracket 300.

[0156] By providing a lock groove 313 extending along the length direction L of the electric vehicle 100 and an opening 315 connecting the lock groove 313 in the locking mechanism 305, locking and unlocking are achieved in the length direction L of the electric vehicle 100.

[0157] The inner locking mechanism assembly also includes a second locking member 317, which is distributed on both sides of the primary lock 307, making the force on the quick-change bracket 300 more even and improving the stability of the connection between the battery box 400 and the quick-change bracket 300. The structure of the second locking member 317 is roughly the same as that of the first locking member 305, except that the second locking member 317 does not have a locking tongue 314.

[0158] In each bracket body 303, the row of locking mechanisms furthest from the vehicle frame 200 is the outer locking mechanism assembly. The outer locking mechanism assembly includes a secondary lock 309, a first locking member 305 including a secondary locking member, and a secondary lock 309 including a locking link 311 and two secondary locking members. The locking link 311 connects to the two secondary locking members and simultaneously locks and unlocks them. By including the secondary lock 309 in a relatively small number of outer locking mechanism assemblies, the connection between the battery box 400 and the quick-change bracket 300 is improved, thus enhancing the connection strength between the battery box 400 and the quick-change bracket 300. The outer locking mechanism assembly also includes a second locking member 317, distributed on both sides of the secondary lock 309 and positioned at both ends along the length L of the bracket body 303, providing good strength and more stable attachment.

[0159] The locking and unlocking principle of the secondary lock 309 is the same as that of the primary lock 307, and will not be repeated here. In this embodiment, the difference between the primary lock 307 and the secondary lock 309 is that the primary lock 307 uses the locking link 311 to simultaneously drive three primary locking components for locking and unlocking, while the secondary lock 309 uses the locking link 311 to simultaneously drive two secondary locking components for locking and unlocking. In the locked state, the bolt 314 of the primary lock 307 extends into the lock groove 313 of the primary lock and is used to prevent the locking member 407 from disengaging from the lock groove 313 of the primary lock 307, and the bolt 314 of the primary lock 307 abuts against the locking member 407. The bolt of the secondary lock 309 extends into the lock groove of the secondary lock 309 and is used to prevent the locking member 407 from disengaging from the lock groove of the secondary lock 309, and there is a gap between the bolt of the secondary lock 309 and the locking member 407. After the primary lock 307 fails, the secondary lock 309 can prevent the locking element 407 from disengaging, thus providing good protection for the battery box 400, preventing it from falling and improving safety. At the same time, the gap between the bolt of the secondary lock 309 and the locking element 407 prevents multiple locking mechanisms from abutting against the locking element 407, avoiding over-positioning and over-constraint, and improving the safety and stability of the electric vehicle.

[0160] like Figure 11 As shown, the battery box 400 includes a battery frame 405 and a battery pack 403 disposed within the battery frame 405. The battery box 400 is connected to the quick-change bracket 300 via the battery frame 405. This facilitates the connection between the battery box 400 and the quick-change bracket 300 via the battery frame 405.

[0161] The battery box 400 includes multiple battery packs 403, which are stacked in the height direction H of the electric vehicle 100. At least some of the battery packs 403 are housed in the receiving area 319 of the quick-change bracket 300. By stacking multiple battery packs 403, the battery box 400 makes full use of the space in the height direction H of the electric vehicle 100, increasing the number of battery packs it can hold. This avoids the battery packs from being too large in the width direction W of the electric vehicle 100, which would not meet the vehicle's operating specifications. In this embodiment, a battery bracket (not shown in the figure) is provided inside the battery box 400 in the height direction H to support the upper battery packs 403 and prevent the upper battery packs 403 from pressing on the lower battery packs 403, thus preventing damage to the battery packs 403.

[0162] The battery box 400 includes multiple rows of battery packs 403 arranged along the width direction W of the electric vehicle 100, and each row of battery boxes 400 includes at least one battery pack 403 extending along the length direction L of the electric vehicle 100. By arranging multiple rows of battery packs 403 in the width direction W of the electric vehicle 100, the weight of the battery packs 403 can be evenly supported by the vehicle frame 200, and the battery capacity of the battery box can be increased, thereby increasing the driving range of the electric vehicle 100.

[0163] At least one row of battery packs 403 is provided between the two main body beams 200, and / or at least one row of battery packs 403 is provided on each of the two main body beams 200 opposite to each other. The battery packs 403 are arranged in the middle and on both sides of the main body beams 200, which facilitates the main body beams 200 in evenly bearing the weight of the battery packs 403.

[0164] Figure 1-2 The diagram only shows the case where three rows of battery packs 403 are arranged along the width W of the electric vehicle 100 in the battery box 400. When the battery box 400 has four or more rows of battery packs 403, preferably, the same number of rows of battery packs 403 are arranged on both sides of the body beam 200 to balance the weight on both sides of the body beam 200. Preferably, the battery packs 403 are arranged such that the number of battery packs 403 on both sides of the body beam 200 is the same.

[0165] The battery frame 405 includes a plurality of longitudinal beams 406 extending along the length direction L of the electric vehicle and spaced apart along the width direction W of the electric vehicle. The locking member 407 is disposed on the longitudinal beams 406 and does not occupy the internal space of the battery frame 405. It has high space utilization, increases the storage space and number of battery packs, and improves the driving range of the electric vehicle.

[0166] The width of the locking member 407 does not exceed the width of the longitudinal beam 406. The locking member 407 does not occupy the space in the width direction W of the battery frame 405, and will not occupy the space inside the battery frame 405 that accommodates the battery pack, thereby ensuring the accommodating space and quantity of the battery pack 403.

[0167] In this embodiment, the locking member 407 is in the form of a locking shaft. The locking shaft enters the locking groove 313 through the opening 315 of the first locking member 305 and is confined in the locking groove 313 by the locking tongue 314. Similarly, the locking shaft enters the locking groove 313 through the opening 315 of the second locking member 317.

[0168] like Figure 13A and 13B As shown, the locking component 407 includes a fixed base 421 and a locking shaft 422. The fixed base 421 has a locking cavity 423 with an upper opening. Openings communicating with the locking cavity 423 are provided on both sides of the locking cavity 423. The locking shaft 422 passes through the openings and connects to the two outer end faces of the fixed base 421. The locking shaft 422 is fixed to the fixed base 421 at both ends, achieving double-sided suspension and ensuring stable locking of the locking component 407 with the locking mechanism. This effectively prevents the locking component 407 from shaking within the locking mechanism, improving locking stability. The fixed base 421 allows each locking component 407 to be independently installed on the battery frame 405, increasing the support strength when the battery box 400 is locked to the electric vehicle 100. It also facilitates position adjustment of individual locking components 407 and provides high installation accuracy. Specifically, the fixed base 421 is cast, shortening the processing cycle, improving production efficiency, facilitating adjustment, and increasing the yield rate of the fixed base 421. Furthermore, the strength of cast materials is superior to that of sheet metal materials, which helps ensure the structural strength of the fixing base 421, thereby improving the strength of the locking member 407. In other embodiments, the fixing base 421 may be formed by welding sheet metal.

[0169] like Figure 13B As shown, one end of the locking shaft 422 has a protrusion 424, the diameter of which is larger than the diameter of the locking shaft 422. The other end of the locking shaft 422 has a limiting member 425, which is threadedly connected to the locking shaft 422. The protrusion 424 and the limiting member 425 are respectively connected to the two outer end faces of the fixing base 421. When the locking member 407 is subjected to axial impact force, the protrusion 424 can offset at least part of the axial impact force. The threaded connection between the limiting member 425 and the locking shaft 422 can improve the axial limiting capability of the locking shaft 422. The locking member 407 is less likely to fail when subjected to axial impact force, resulting in higher overall reliability.

[0170] In this embodiment, the locking member 407 further includes an anti-loosening member 427. The end of the limiting member 425 furthest from the fixed base 421 is provided with a matching portion 426. The anti-loosening member 427 passes radially through the locking shaft 422 and connects with the matching portion 426 to prevent the limiting member 425 from moving. By adding the anti-loosening member 427, the limiting member 425 can be prevented from loosening. The limiting member 425 can improve the locking member 407's ability to withstand axial impacts. The anti-loosening member 427, being radially arranged along the locking shaft 422, can improve its axial limiting ability. When subjected to axial impact forces, the radially arranged anti-loosening member 427 is less likely to fail, which is beneficial to further improving the reliability of the locking member. Specifically, the limiting member 425 is a slotted nut, and the anti-loosening member 427 is a limiting pin. The limiting pin passes through the locking shaft 422 and connects with the slot (matching portion) of the slotted nut.

[0171] In other embodiments, limiting members 425 and anti-loosening members 427 can be provided at both ends of the locking shaft 422 to achieve the connection between the locking shaft 422 and the fixed base 421.

[0172] The protrusions 424 of the two adjacent rows of locking members 407 face each other, making the force on the locking member 407 more balanced, which can improve the service life of the locking member 407 and further enhance the stability of the locking member 407 when it is engaged with the locking mechanism of the electric vehicle.

[0173] A drain outlet 429 is provided at the bottom of the locking cavity 423. By adding the drain outlet 429, it is easier for liquid to drain from the locking cavity 423, preventing corrosion, improving the ease of maintenance of the locking cavity 423, and extending the service life of the locking component. In other embodiments, the drain outlet 429 can also be provided on the side of the locking cavity 423. Of course, drain outlets 429 can also be provided at both the bottom and side of the locking cavity 423.

[0174] The locking component 407 also includes a protective sleeve 428 sleeved on the locking shaft 422, the protective sleeve 428 being located within the locking cavity 423. By adding the protective sleeve 428, collisions can be prevented from occurring during the locking shaft 422's unlocking and locking processes, thereby improving the service life of the locking shaft 422.

[0175] In this embodiment, as Figure 13A As shown, a connecting plate 418 is provided on the longitudinal beam 406, and the fixing seat 421 is connected to the upper end face of the longitudinal beam 406 through the connecting plate 418. The fixing seat 421 is connected to the longitudinal beam 406 by the connecting plate 418, which improves the stability of the connection between the fixing seat 421 and the longitudinal beam 406 and solves the problem that the fixing seat 421 cannot be directly supported due to the thinness of the longitudinal beam 406.

[0176] like Figure 1 and 14As shown, the electric vehicle 100 also includes a vehicle-end electrical connector 515, which is mounted on the body frame 200 or the quick-change bracket 300 via an electrical connector mounting part 500. The electrical connector on the body frame 200 facilitates electrical connection to the battery box 400.

[0177] The electrical connector mounting part 500 is connected to a crossbeam 205 between two body beams 200, with both ends of the crossbeam 205 connected to the inner sides of the two body beams 200 respectively. This configuration allows for direct mounting of the electrical connector mounting part 500 using the crossbeam 205 of the body body, eliminating the need for additional mounting structures and simplifying the design. The crossbeam 205 is constructed as a U-shaped strip member with three mounting surfaces, facilitating the fixing of the electrical connector in various directions. Both ends of the crossbeam 205 are connected to L-shaped plates, thereby mounting the crossbeam 205 to the inner side of the body beam 200.

[0178] The electrical connector mounting section 500 includes multiple bridging members 503 and a mounting plate 509. The mounting plate 509 is used to mount the vehicle-end electrical connector 515. The multiple bridging members 503 connect the crossbeam 205 and the mounting plate 509 and are arranged in the height direction H of the electric vehicle 100. By providing multiple bridging members 503 in the height direction H, the mounting strength of the mounting plate 509 in the height direction H can be increased, preventing deformation of the mounting plate 509 that would cause the electrical connection section 409 and liquid cooling connection section 411 of the battery box 400 to align with the vehicle-end electrical connector 515 and liquid cooling connector 517 on the mounting plate 509.

[0179] The bridging component 503 includes a first plate 505 and a second plate 507 that are perpendicular to each other. The first plate 505 is attached to the mounting plate 509, and the second plate 507 is attached to the crossbeam 205. The use of an L-shaped plate bridging component 503 can further enhance the installation strength of the mounting plate 509 in the height direction H, and prevent deformation of the mounting plate 509 from causing the electrical connection part 409 and the liquid cooling connection part 411 of the battery box 400 to be misaligned with the vehicle-end electrical connector 515 and the liquid cooling connector 517 on the mounting plate 509.

[0180] Mounting plate 509 includes a panel 511 and extension plates 513 extending from both sides of the panel 511 toward the crossbeam 205. The extension plates 513 extend to and are fixed to the crossbeam 205. The panel 511 is used to mount the vehicle-end electrical connector 515. Mounting plate 509 is also provided with extension plates 513 fixed to the crossbeam 205 from both sides, which can further enhance the mounting strength of mounting plate 509 in the height direction H and prevent deformation of mounting plate 509 from causing the electrical connection portion 409 and liquid cooling connection portion 411 of battery box 400 to fail to align with the vehicle-end electrical connector 515 and liquid cooling connector 517 on mounting plate 509.

[0181] The extension plates 513 on both sides create a gap between the panel 511 and the crossbeam 205, and the extension plates 513 on both sides have a certain length in the height direction H of the electric vehicle 100, thereby avoiding the torsion of the mounting plate 509 in the height direction H of the electric vehicle 100 to a certain extent.

[0182] In this embodiment, there are two bridging members 503. The second plate 507 of the upper bridging member 503 is mounted on the upper surface of the crossbeam 205, while the first plate 505 is mounted on the front surface of the panel 511 of the mounting plate 509 away from the battery box 400 (based on the "front", "rear", "left", and "right" orientation of the electric vehicle 100). The second plate 507 of the lower bridging member 503 is mounted on the lower surface of the crossbeam 205, while the first plate 505 is mounted on the front surface of the panel 511 of the mounting plate 509 away from the battery box 400. There is a gap between the first plate 505 of both bridging members 503 and the rear surface of the crossbeam 205 near the battery box 400. In this way, the bridging members 503 connected to the upper and lower surfaces of the crossbeam 205 further restrict the torsion of the mounting plate 509 in the height direction H of the electric vehicle 100.

[0183] A liquid-cooled connector 517 is also provided on the electrical connector mounting part 500, and the liquid-cooled connector 517 is located below the vehicle-end electrical connector 515. Positioning the liquid-cooled connector 517 below the vehicle-end electrical connector 515 prevents liquid flowing out of the liquid-cooled connector 517 from flowing into the vehicle-end electrical connector 515, thus avoiding a short circuit. It also ensures that the electrical connection part of the battery box 400 coincides with the central axis of the battery box, preventing an angle between the electrical connection part of the battery box and the vehicle-end electrical connector 515. This improves the reliability of the connection between the electrical connection part of the battery box 400 and the vehicle-end electrical connector 515, as well as between the liquid-cooled connection part of the battery box 400 and the liquid-cooled connector 517, and avoids arcing.

[0184] The vehicle-side electrical connector 515 protrudes further towards the battery box 400 than the liquid-cooled connector 517. This design prevents the electrical connection part 409 from contacting the liquid-cooled connector 517 during the raising or lowering of the battery box 400 when it is being installed or removed, thus avoiding a short circuit in the battery box 400 and potential safety hazards.

[0185] The following is a brief description of the installation and removal process of the battery box 400.

[0186] When the battery box 400 is installed onto the quick-change bracket 300, the battery swapping device transports the battery box 400 to the swapping position below the electric vehicle 100 and lifts the battery box 400 upwards until the unlocking mechanism (taking the unlocking rod as an example in this embodiment) on the battery swapping device contacts the joint 312 of the locking link 311 in the primary lock 307 and the secondary lock 309, and pushes the locking link 311 upwards. This causes the locking link 311 to rotate the locking tongue 314 in the first locking member 305, opening the locking groove 313 in the first locking member 305. Then, the battery box 400 is further lifted upwards by the battery swapping device. At this point, the upper battery pack 403 in the battery box 400 has entered the receiving area 319 of the quick-change bracket 300, and the locking member 407 (locking shaft 422) on the side of the battery box 400 passes through the first locking member 309. 5. The opening 315 of the second locking member 317 enters the lock groove 313. Then, the battery swapping device moves the battery box 400 along the length direction L of the electric vehicle 100. Since the opening 315 is located at the rear of the lock groove 313 in this embodiment, the battery swapping device supports the battery box 400 and moves it forward along the length direction L of the electric vehicle 100, so that the locking shaft 422 enters the lock groove 313. Then, the tray of the battery swapping device used to support the battery box 400 moves downward, and the locking shaft 422 of the battery box 400 abuts against the lower surface of the lock groove 313. At the same time, since the unlocking rod no longer presses against the joint 312 of the locking link 311, the locking link 311 returns to its original position under the action of the spring 310, so that the locking tongue 314 returns to its original position, closing the lock groove 313 of the first locking member 305, thereby limiting the locking shaft 422 in the front-rear direction. In this way, the battery box 400 is installed on the quick-change bracket 300. When the opening 315 is located at the front of the lock groove 313, the battery swapping device supports the battery box 400 and causes the battery box 400 to move backward along the length direction L of the electric vehicle 100, thereby allowing the lock shaft 422 to enter the lock groove 313.

[0187] When the battery box 400 is removed from the quick-change bracket 300, the tray of the battery swapping device moves upward until it supports the battery pack 403. At the same time, the unlocking lever presses against the joint 312 of the locking rod 311 and pushes the locking rod 311 upward. The locking rod 311 drives the locking tongue 314 in the first locking member 305 to rotate, so that the locking groove 313 in the first locking member 305 opens. Then, the tray drives the battery box 400 to move backward along the length direction L of the electric vehicle 100, so that the locking shaft 422 moves to the rear of the locking groove 313, directly opposite the opening 315. At this time, the tray moves downward, and the locking shaft 422 leaves the first locking member 305 and the second locking member 317 from the opening 315, thereby unlocking the battery box 400 and the quick-change bracket 300. At this time, the battery box 400 is removed from the quick-change bracket 300.

[0188] In the description of this invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the electric vehicle and are the orientation or position during normal use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation at any time, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention in this respect.

[0189] 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, It includes: Two main body beams; A quick-change bracket is installed on the vehicle body beam, and the quick-change bracket is provided with at least three rows of locking mechanisms at intervals along the width direction of the electric vehicle. as well as A battery box, which is connected to the quick-change bracket by at least three rows of the locking mechanism; Each row of the locking mechanism extends along the length of the electric vehicle, and the battery box moves along the length of the electric vehicle to lock or unlock to the quick-change bracket. The battery box includes a battery frame and a battery pack disposed within the battery frame, and the battery box is connected to the quick-change bracket through the battery frame; The battery box includes a locking member that cooperates with the locking mechanism. The locking mechanism is disposed on the lower surface of the quick-change bracket, and the locking member is disposed on the upper surface of the battery frame. The locking mechanism has a locking groove extending along the length of the electric vehicle and an opening communicating with the locking groove. The locking member on the battery box is locked and unlocked by entering and exiting the locking groove through the opening of the locking groove. The locking component includes a fixed base and a locking shaft. The fixed base has a locking cavity with an opening at the top. The locking cavity has openings on both sides that communicate with the locking cavity. The locking shaft passes through the openings that communicate with the locking cavity and is connected to the two outer end faces of the fixed base.

2. The electric vehicle as described in claim 1, characterized in that, The quick-change bracket includes two bracket bodies, which are respectively connected to the outer sides of the two vehicle body beams.

3. The electric vehicle as described in claim 2, characterized in that, Each of the bracket bodies is provided with at least two rows of the locking mechanism.

4. The electric vehicle as described in claim 2, characterized in that, In each of the bracket bodies, the number of locking members in the single row of the locking mechanism gradually increases in the direction toward the vehicle body beam.

5. The electric vehicle as described in claim 2, characterized in that, In each of the bracket bodies, the row of locking mechanisms closest to the vehicle body beam is the inner locking mechanism assembly. The inner locking mechanism assembly includes a primary lock, which includes a primary lock link and three primary locking components. The primary lock link is connected to the three primary locking components and simultaneously drives the three primary locking components to lock and unlock.

6. The electric vehicle as described in claim 5, characterized in that, In each of the bracket bodies, the row of locking mechanisms furthest from the vehicle body beam is the outer locking mechanism assembly. The outer locking mechanism assembly includes a secondary lock, which includes a secondary lock link and two secondary locking members. The secondary lock link is connected to the two secondary locking members and simultaneously drives the two secondary locking members to lock and unlock.

7. The electric vehicle as described in claim 1, characterized in that, At least two sets of the locking mechanisms are provided on the same side of the vehicle body beam.

8. The electric vehicle as described in claim 1, characterized in that, At least one set of the locking mechanisms is disposed near the vehicle body beam; and / or, at least one set of the locking mechanisms is located at the edge of the quick-change bracket away from or near the edge of the vehicle body beam.

9. The electric vehicle as described in claim 1, characterized in that, The quick-change bracket has receiving areas on both opposite sides of the vehicle body beam, and the receiving areas are used to accommodate at least part of the battery box.

10. The electric vehicle as described in claim 9, characterized in that, The battery box includes multiple battery packs stacked in the height direction of the electric vehicle, with at least a portion of the battery packs housed in the receiving area of ​​the quick-change bracket.

11. The electric vehicle as described in claim 2, characterized in that, The quick-change bracket includes a connecting beam connecting the two bracket bodies, the connecting beam being located above or below the vehicle body beam.

12. The electric vehicle as claimed in claim 1, characterized in that, The battery box is higher than the lower surface of the vehicle body beam in the height direction of the electric vehicle.

13. The electric vehicle as described in claim 1, characterized in that, The battery box includes multiple rows of battery packs arranged along the width direction of the electric vehicle, and each row of battery packs contains at least one battery pack extending along the length direction of the electric vehicle.

14. The electric vehicle as described in claim 13, characterized in that, At least one row of battery packs is provided between the two vehicle body beams, and / or at least one row of battery packs is provided on each of the two vehicle body beams on opposite sides.

15. The electric vehicle as described in claim 1, characterized in that, The electric vehicle also includes a vehicle-end electrical connector, which is mounted on the vehicle body beam or quick-change bracket via an electrical connector mounting part.

16. The electric vehicle as described in claim 15, characterized in that, The electrical connector mounting part is connected to the crossbeam between the two body beams, and the two ends of the crossbeam are respectively connected to the inner sides of the two body beams.

17. The electric vehicle as described in claim 16, characterized in that, The electrical connector mounting section includes multiple bridging components and a mounting plate, the mounting plate being used to mount the vehicle-end electrical connector; Multiple bridging members connect the crossbeam and the mounting plate and are arranged in the height direction of the electric vehicle.

18. The electric vehicle as claimed in claim 17, characterized in that, The bridging component includes a first plate and a second plate that are perpendicular to each other. The first plate is attached to the mounting plate, and the second plate is attached to the crossbeam.

19. The electric vehicle as claimed in claim 17, characterized in that, The mounting plate includes a panel and extension plates extending from both sides of the panel toward the crossbeam, the extension plates extending to and being fixed to the crossbeam, wherein the panel is used to mount the vehicle-end electrical connector.

20. The electric vehicle as described in claim 15, characterized in that, The electrical connector mounting section is also provided with a liquid-cooled connector, which is located below the vehicle-end electrical connector.

21. The electric vehicle as described in claim 20, characterized in that, The vehicle-side electrical connector protrudes further toward the battery box than the liquid-cooled connector.

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