Deicing device

Abstract

The utility model discloses a deicing device, which belongs to the technical field of new energy vehicles and is used for deicing a battery replacement vehicle, a battery pack of the battery replacement vehicle is mounted at the bottom of a vehicle body through a locking mechanism so as to realize quick replacement of the battery pack, and the deicing device comprises a movable machine body, an air outlet unit and a positioning piece, the machine body can move to the bottom of the vehicle body and drive the air outlet unit to move to a deicing position which is aligned with the locking mechanism so as to blow hot air to the locking mechanism, and the positioning piece is movably connected with the machine body and can avoid the vehicle body when the machine body enters the bottom of the vehicle body. And the air outlet unit can be matched with the side part of the vehicle body after the machine body reaches the deicing position, so that the air outlet unit is positioned at the deicing position. In the deicing process, the machine body is moved to drive the air outlet unit to move to the position below the locking mechanism, the positioning piece can be matched with the side portion of the vehicle body when the machine body reaches the deicing position, the air outlet unit is positioned at the deicing position, and accurate air supply of the air outlet unit to the locking mechanism is achieved.

Description

Technical Field

[0001] The present application belongs to the field of new energy vehicle technology, and specifically relates to a deicing device. Background Art

[0002] As electric vehicles enter the market, range has become a significant factor hindering their development. Drawing on the traditional car's approach of refueling to extend range, for electric vehicles, recharging depleted battery packs, or simply removing depleted packs and replacing them with fully charged ones, has become a key research and development direction for increasing electric vehicle range.

[0003] Due to limitations in battery material and charging technology, new energy vehicles (NEVs) require tens of minutes to fully charge after running out of power. For some new energy trucks with larger battery packs, this time is even longer, significantly impacting the user experience. For commercial vehicle owners in particular, waiting for charging means reduced working time. The time required to replace a battery pack is significantly shorter than the charging time required for a battery pack. Consequently, a growing number of NEVs are adopting removable battery packs for energy supply, addressing the long charging times and inconvenience of fixed battery packs. Specifically, multiple locking mechanisms are installed on the vehicle's underbody, which are locked or unlocked by mating components on the battery pack to facilitate installation and removal. Furthermore, due to the heavy weight and volume of the battery packs in these NEVs, dedicated battery replacement equipment is required for both removal and installation. However, in cold weather in northern China, especially after heavy snow or rain, the undercarriage can become covered with a thick layer of ice. This ice can also wrap around the locking mechanisms, preventing them from unlocking. Consequently, the battery packs can become frozen to the underbody, making removal difficult or even impossible. This will greatly increase the vehicle battery replacement time and cause congestion at battery replacement stations.

[0004] Therefore, before replacing the battery pack, a de-icing device is required to melt the ice layer on the locking mechanism. When performing the de-icing operation, the de-icing device needs to be pushed to the bottom of the vehicle body and the air outlet unit needs to be aligned with the locking mechanism. Then, the hot air ejected from the air outlet unit is used to melt the ice layer on the locking mechanism. However, due to the limitation of the observation space, it is often inconvenient for the operator to observe the alignment of the air outlet unit and the locking mechanism. Therefore, a lot of time needs to be spent on aligning the air outlet unit and the locking mechanism before performing the de-icing operation, which greatly affects the de-icing efficiency. In addition, the alignment deviation between the air outlet unit and the locking mechanism is prone to occur, thereby affecting the de-icing effect. Utility Model Content

[0005] The present application provides a de-icing device to solve the technical problems of difficulty in aligning the de-icing device and poor heating accuracy when de-icing the bottom locking mechanism of a battery swap vehicle in cold weather.

[0006] The technical solutions adopted in this application are:

[0007] A de-icing device for de-icing a battery-swapping vehicle, wherein the battery pack of the battery-swapping vehicle is mounted on the bottom of the vehicle body through a locking mechanism to facilitate quick replacement of the battery pack. The de-icing device is characterized in that the de-icing device includes a movable fuselage, an air outlet unit mounted on the fuselage, and a positioning member. The fuselage can be moved to the de-icing device at the bottom of the vehicle body so that the air outlet unit is located below the locking mechanism to blow hot air to the locking mechanism. The positioning member is movably connected to the fuselage and can avoid the body of the battery-swapping vehicle when the fuselage enters the bottom of the vehicle body, and can cooperate with the side of the body of the battery-swapping vehicle after the fuselage reaches the de-icing position so that the position of the air outlet unit corresponds to that of the locking mechanism.

[0008] By adopting the above technical solution, when de-icing the locking mechanism, the air outlet unit is first driven to move to the bottom of the locking mechanism by moving the fuselage. When the air outlet unit is aligned with the locking mechanism, the air outlet unit sprays hot air to the locking mechanism, thereby achieving thermal melting of the ice layer at the locking mechanism. The positioning part can cooperate with the side of the vehicle body after the fuselage reaches the de-icing position. When the positioning part cooperates with the vehicle body, the fuselage reaches the de-icing position where the air outlet unit is aligned with the locking mechanism, thereby realizing precise air supply from the air outlet unit to the locking mechanism. Therefore, the operator can obtain the alignment of the air outlet unit by observing the cooperation status of the positioning part and the vehicle body, so that there is no need to observe the relative position of the air outlet unit and the locking mechanism from the bottom of the vehicle body upward, which greatly reduces the difficulty of the operator in adjusting the position of the de-icing device during the de-icing operation. On the one hand, it shortens the preparation time required for position calibration of the air outlet unit before de-icing, thereby improving the de-icing efficiency; on the other hand, when the positioning part cooperates with the side of the vehicle body, the air outlet unit is in a position opposite to the locking mechanism, thereby avoiding the possibility of position deviation between the air outlet unit and the locking mechanism caused by manual alignment, thereby further improving the de-icing efficiency of the de-icing device.

[0009] The positioning member is rotatably connected to the fuselage and can be switched between a first position and a second position so as to be in a corresponding horizontal state or vertical state relative to the fuselage. The de-icing device also includes a control mechanism connected to the positioning member. When the fuselage enters the bottom of the vehicle body, the control mechanism controls the positioning member to switch to the first position to avoid interference with the vehicle body; when the fuselage reaches the de-icing position, the control mechanism controls the positioning member to switch to the second position to abut against the side of the vehicle body.

[0010] By adopting the above technical solution, when the fuselage is moved, the control mechanism controls the positioning member to switch to the first position so that the fuselage can freely enter and exit the bottom of the battery-swap vehicle, thereby preventing the positioning member from touching the chassis or other components of the vehicle body to affect the movement of the fuselage. When the fuselage reaches the de-icing position, the control mechanism controls the positioning member to switch from the first position to the second position so as to achieve positioning with the side of the vehicle body. In this way, the operator can adapt to the movement needs of the fuselage and the positioning needs of the air outlet unit by operating the control mechanism to control the positioning member to switch between the first position and the second position, thereby ensuring that the positioning member realizes the positioning function of the air outlet unit and avoids the positioning member from affecting the movement of the fuselage.

[0011] When the positioning member is in a vertical state, the highest point of the positioning member is not lower than the lowest point of the side portion of the vehicle body.

[0012] By adopting the above technical solution, the positioning member can achieve positioning of the air outlet unit by abutting against the side of the vehicle body. When the fuselage is fully pushed into the bottom of the vehicle body, the operator switches the positioning member from a horizontal position to a vertical position through the control mechanism. When the positioning member abuts against the side of the vehicle body, the operator will receive kinetic energy feedback or sound feedback due to the abutment between the positioning member and the side of the vehicle body, indicating that the positioning member has been engaged with the side of the vehicle body. Alternatively, the operator can drive the fuselage to reverse movement away from the bottom of the vehicle body. If the fuselage and the vehicle body cannot move in the opposite direction due to the stop of the positioning member, it proves that the positioning member has been engaged with the side of the vehicle body. In other words, the operator can determine the engagement status of the positioning member and the vehicle body without observing the engagement status of the positioning member and the vehicle body, thereby knowing the positioning status of the air outlet unit, which reduces the difficulty of de-icing. In addition, because the highest point of the positioning member is not lower than the lowest point of the side of the vehicle body, the positioning member can also serve as a stop for airflow from the side of the vehicle body, reducing the possibility of interference with the air supply of the air outlet unit by airflow from the side of the vehicle body or other factors, thereby helping to improve the de-icing efficiency of the de-icing device.

[0013] The control mechanism includes a first link, a second link and a control member, the first end of the first link is rotatably connected to the positioning member, the second end of the first link is rotatably connected to the third end of the second link, and the fourth end of the second link is rotatably connected to the fuselage, the control member is connected to the second end and the third end and can drive the position of the rotation point between the second end and the third end to change, so that the first link and the second link are rotated, thereby realizing that the positioning member can be switched between the first position and the second position.

[0014] By adopting the above technical solution, the control member can simultaneously act on the second end of the first link and the third end of the second link, and drive the first link and the second link to rotate synchronously to realize the switching of the positioning member between the first position and the second position. During this process, the first link and the positioning member, the second link and the positioning member, and the first link and the second link are all rotationally connected, thereby reducing the friction resistance that needs to be overcome by the control member in the process of driving the first link and the second link to move, thereby making the switching of the positioning member between the first position and the second position smoother; in addition, since the first link and the second link rotate synchronously and approach each other under the drive of the control member, the rotation speed of the positioning member, that is, the switching speed from the first position to the second position, is accelerated, thereby reducing the working stroke of the control member when driving the positioning member to switch positions, which helps to optimize the structural design of the control mechanism.

[0015] The control mechanism also includes an elastic return member arranged between the positioning member and the fuselage, and the elastic return member enables the positioning member to remain in the second position. When the control member applies a force, it can overcome the force of the elastic return member and drive the positioning member to switch from the second position to the first position; when the control member does not apply a force or removes the force, the force of the elastic return member enables the positioning member to remain in the second position or switch from the first position to the second position.

[0016] By adopting the above technical solution, when the fuselage is completely pushed into the bottom of the vehicle body, the operator only needs to cancel the force applied to the control member, and the positioning member will switch from the first position to the second position under the elastic action of the elastic return member, eliminating the need for the operator to switch the positioning member from the first position to the second position; in addition, the elastic force of the elastic return member can also maintain the positioning member in the second position. During the de-icing process of the de-icing device, the operator does not need to apply additional force to maintain the vertical state of the positioning member, thereby optimizing the user experience of the de-icing device.

[0017] The elastic return member is a spring hinge, which includes a first page, a second page and a spring connected between the first page and the second page. The positioning member is fixedly connected to the first page, and the fuselage is fixedly connected to the second page. The force of the spring causes the first page to drive the positioning member to remain in the second position.

[0018] By adopting the above technical solution, the elastic return part is set as a spring hinge, and is fixedly connected to the positioning part and the fuselage through the first page and the second page respectively, thereby increasing the contact area between the elastic return part and the positioning part and the fuselage, so that the elastic return part can provide more stable support for the positioning part. The spring applies elastic force to the first page and the second page to maintain the angle between the first page and the second page, thereby maintaining the angle between the positioning part and the fuselage.

[0019] Along the length direction of the fuselage, the fuselage has an active end and a driven end relatively arranged. The active end is exerted with a force to drive the driven end from one side of the vehicle body into the bottom of the vehicle body. The positioning part is arranged at the driven end, and the active end is provided with a vertically extending bearing part. When the fuselage moves to the bottom of the vehicle body of the battery-swap vehicle, the positioning part and the bearing part respectively abut against both sides of the vehicle body of the battery-swap vehicle.

[0020] By adopting the above technical solution, the active end and the driven end are respectively arranged on the front and rear sides of the fuselage, and the bearing part and the positioning part are respectively arranged at the active end and the driven end. On the one hand, it provides a force application position for the operator to drive the fuselage. The operator applies the driving force to the bearing part to realize the movement of the fuselage, which reduces the difficulty of moving the fuselage; in addition, the positioning part and the bearing part are respectively against the two sides of the body of the battery-swap vehicle, so that the positioning part and the bearing part can respectively stop the airflow from the side of the body to the bottom of the body, reduce the impact of the airflow on the hot air ejected by the air outlet unit, improve the heat supply stability of the air outlet unit to the locking mechanism, and at the same time help to reduce the diffusion of heat from the bottom of the body to the side of the body, which helps to further improve the de-icing speed of the de-icing device.

[0021] The air outlet unit extends along the width direction of the fuselage, and both ends of the air outlet unit in the width direction of the fuselage do not exceed the positioning member and / or the supporting portion.

[0022] By adopting the above technical solution, the bearing part and the positioning part can provide maximum shielding for the side space of the air outlet unit, thereby improving the shielding effect of the bearing part and the positioning part on the airflow, debris, etc. from the side of the vehicle body, and greatly improving the stability of the hot air output of the air outlet unit.

[0023] There are two of each of the first linking member, the second linking member and the control member, which are symmetrically arranged at both ends of the positioning member along the length direction of the fuselage. The control mechanism also includes a synchronization shaft, which is connected to one end of the two control members away from the rotation point of the first linking member and the second linking member.

[0024] By adopting the above technical solution, the number of the first linking member, the second linking member and the control member is set to two, and they are respectively arranged at both ends of the positioning member, so that the rotational force applied to the positioning member is more uniform, and the force pressure of a single control member to drive the positioning member to rotate is reduced; in addition, since a synchronization shaft is provided and the two control members are connected to the synchronization shaft, the operator only needs to apply a force to the synchronization shaft, and the synchronization shaft drives the two control members to move at the same time by rotating to respectively drive the first linking member and the second linking member located on both sides of the positioning member, eliminating the operation of driving the two control members to work at the same time, reducing the difficulty of the operator's work, and optimizing the structural design of the de-icing device.

[0025] The control mechanism further includes a control rod and two third linkage members. The two third linkage members are arranged at both ends of the synchronization shaft along the width direction of the fuselage and are respectively connected to the control members at the corresponding ends. The control rod is fixed to the synchronization shaft.

[0026] By adopting the above technical solution, in the process of driving the positioning member to switch from the second position to the first position through the control mechanism, the two third connecting members fixedly connected to the synchronization shaft rotate synchronously by rotating the synchronization shaft. Since the end of the third connecting member away from the synchronization shaft is connected to the control member, only a small rotation angle of the synchronization shaft is required to drive the third connecting member to move away from the synchronization shaft end to have a larger stroke, thereby achieving a larger stroke change of the control member connected to the third connecting member, and then driving the positioning member to move through the first connecting member and the second connecting member; that is, the positioning member can be driven to switch from the second position to the first position through a small rotation of the synchronization shaft, which reduces the working space required for the control mechanism to drive the positioning member to move, and is conducive to de-icing. The device is miniaturized, and the operator only needs a small force stroke to drive the positioning member to the first position, which optimizes the structural design of the de-icing device; furthermore, since the rotation trajectory of the synchronization shaft is fixed, the synchronous rotation trajectory of the third linking member as the synchronization shaft rotates is also fixed, thereby ensuring that the movement trajectory of the control member connected to the third linking member is constant. Therefore, by rotating the synchronization shaft, the two control members can be moved along the fixed trajectory to drive the positioning member to switch from the second position to the first position, avoiding the occurrence of the control member's force deviation on the first and second linking members due to the operator's force deviation or other factors, and providing a guarantee for the stability of the positioning member in the switching process from the second position to the first position.

[0027] The control member is a rope, a fixed pulley is provided on the fuselage corresponding to the active end, and a limit shaft is provided on the fuselage corresponding to the driven end. The rope is led out from the third connecting member, wrapped around the fixed pulley and extended to the driven end, passing through the through hole on the limit shaft and connected to the second end and the third end; preferably, the fuselage is also provided with a plurality of threading pipes located between the fixed pulley and the limit shaft and arranged at intervals, and the threading pipes are hollow inside to form a threading channel for the rope to pass through.

[0028] By adopting the above technical solution, the control member is set as a rope, so that the control member can adjust its extension direction according to the structural layout of the de-icing device, thereby greatly improving the adaptability of the control member to the de-icing device structure. By arranging a fixed pulley at the active end, the control member is led out from the third link and the extension direction of the control member is smoothly turned toward the driven end. When the control member is driven by the third link and moves, there is rolling friction between the control member and the fixed pulley, and the friction force on the control member is small, which reduces the wear on the control member and also reduces the force required to drive the control member to move through the third link, so that the operator can move more easily. It is easy to drive the first linking member and the second linking member to move through the control member; in addition, by setting a limit shaft at the driven end, the extension direction of the control member toward the first linking member and the second linking member can be adjusted according to the extension direction of the limit shaft, thereby adjusting the force angle of the control member on the second end and the third end, and further optimizing the driving effect of the control member on the positioning member; furthermore, a plurality of threading pipes are set on the side of the fuselage, and a threading channel formed by the plurality of threading pipes, which plays a fixed guiding role for the extension of the control member at the active end and the driven end, so that the control member can be stretched and retracted along the extension direction of the threading channel under the drive of the third link to avoid the control member from moving.

[0029] A rotating seat is provided on one side of the supporting portion along the width direction of the fuselage, and an opening is provided on the side of the rotating seat away from the driven end. When the control lever rotates from its original position disengaged from the rotating seat to a mating position mating with the rotating seat in the opening, the positioning member switches from the second position to the first position.

[0030] By adopting the above technical solution, before driving the fuselage to move to the bottom of the vehicle body, the control lever is first rotated to a position that cooperates with the rotating seat. At this time, the positioning member switches from the second position to the first position, that is, it is in a horizontal state. At this time, the fuselage can be driven to move to the bottom of the vehicle body. After the fuselage has completely moved to the bottom of the vehicle body, the cooperation between the rotating lever and the rotating seat is released, and the control lever is rotated to the original position. At this time, the positioning member switches from the first position to the second position and cooperates with the side of the vehicle body to achieve positioning of the fuselage, thereby locking the air outlet unit in the de-icing position.

[0031] The control rod includes a first rod and a second rod connected to each other, the first rod is located above the second rod, and the diameter of the first rod is larger than the diameter of the second rod to form a boss surface at the connection between the first rod and the second rod, the diameter of the opening is smaller than the first rod and larger than the second rod, vertically upward blocking pieces are provided on both sides of the opening, and the gap between the two blocking pieces is equal to the diameter of the opening. When the control rod is in the mating position, the boss surface is mated with the bearing surfaces on both sides of the opening and the blocking pieces can limit the first rod to prevent the control rod from disengaging from the rotating seat.

[0032] By adopting the above technical solution, during the transfer of the control rod from the original position to the initial position, the second rod is aligned with the opening and the control rod is rotated through the opening to the matching position, and then the first rod is aligned with the opening. At this time, the first rod is restricted in the rotating seat under the stopping action of the two blocking pieces, thereby temporarily fixing the control rod to the rotating seat, so that the positioning member is in the first position. In this way, when the fuselage is pushed into the bottom of the vehicle body, the control rod locks the positioning member in the first position under the limiting action of the rotating seat. The operator does not need to apply additional control force to the control rod to maintain the horizontal state of the positioning member, so that the operator can focus all attention on pushing the fuselage to move, which helps to improve the stability of the fuselage movement; in addition, when the fuselage has completely moved to the bottom of the vehicle body, the control rod is adjusted until the second rod is aligned with the opening, and the control rod is rotated from the matching position to the original position through the opening. At this time, the positioning member switches from the first position to the second position to cooperate with the side of the vehicle body.

[0033] A heat supply unit is provided in the bearing portion, and the heat supply unit provides hot air to the air outlet unit through a transmission pipe.

[0034] By adopting the above technical solution, the heating unit is arranged in the carrying part, so that the carrying part not only cooperates with the side of the vehicle body to achieve multiple positioning of the air outlet unit and the wind blocking function, but also further integrates the function of providing an installation position for the heating unit. The functions are further integrated and the structural design of the de-icing device is optimized. In addition, the heating unit is arranged in the carrying part, which realizes the implicit layout of the heating unit, reduces the area of ​​the heating unit exposed to the outside of the de-icing device, and reduces the probability of ice water sliding from the locking mechanism affecting the heating unit.

[0035] The positioning member is provided with a flexible anti-collision pad on a side facing the side of the vehicle body; and / or the bearing portion is provided with a flexible anti-collision pad on a side facing the side of the vehicle body.

[0036] By adopting the above technical solution, a flexible anti-collision pad is provided on the side of the positioning member facing the side of the vehicle body. When the positioning member switches from the first position to the second position, the flexible anti-collision pad can absorb the impact force of the positioning member on the side of the vehicle body caused by the rotation, reduce the kinetic energy impact on the side of the vehicle body and the positioning member, provide protection for the structural strength of the positioning member, and avoid scratches caused by the abutment between the positioning member and the side of the vehicle body; similarly, a flexible anti-collision pad is provided on the side of the load-bearing part facing the side of the vehicle body. When the load-bearing part abuts against the side of the vehicle body, the flexible anti-collision pad can absorb the impact force brought by the mutual installation of the two, and can avoid scratches caused by the abutment between the load-bearing part and the side of the vehicle body.

[0037] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows:

[0038] When de-icing the locking mechanism, the air outlet unit is first moved to the bottom of the locking mechanism by moving the fuselage. When the air outlet unit is aligned with the locking mechanism, the heating unit transports hot air to the air outlet unit, and the hot air is sprayed to the locking mechanism through the air outlet unit, thereby achieving thermal melting of the ice layer at the locking mechanism. The positioning part can cooperate with the side of the vehicle body after the fuselage reaches the de-icing position. When the positioning part cooperates with the vehicle body, the air outlet unit reaches the de-icing position opposite to the locking mechanism, thereby realizing the precise air supply of the air outlet unit to the locking mechanism. Therefore, the operator can obtain the position status of the air outlet unit by observing the cooperation status of the positioning part and the vehicle body, so that there is no need to observe the relative position of the air outlet unit and the locking mechanism from the bottom of the vehicle body upward, which greatly reduces the difficulty of the operator in adjusting the position of the de-icing device during the de-icing operation. On the one hand, it shortens the preparation time required for position calibration of the air outlet unit before de-icing, thereby improving the de-icing efficiency; on the other hand, when the positioning part cooperates with the side of the vehicle body, the air outlet unit is in the de-icing position opposite to the locking mechanism, thereby avoiding the possibility of position deviation between the air outlet unit and the locking mechanism caused by manual alignment, thereby further improving the de-icing efficiency of the de-icing device. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0040] Figure 1 This is a schematic diagram of the structure of the deicing device in one embodiment of the present application. Figure 1 , at this time the positioning member is in the second position;

[0041] Figure 2 for Figure 1 A magnified view of part A;

[0042] Figure 3 for Figure 1A magnified view of part B;

[0043] Figure 4 This is a schematic diagram of the structure of the deicing device in one embodiment of the present application. Figure 2 , at this time the positioning member is in the first position;

[0044] Figure 5 for Figure 4 Magnified view of part C;

[0045] Figure 6 This is a top view of a deicing device according to one embodiment of the present application;

[0046] Figure 7 This is a schematic diagram of the structure of the deicing device under one embodiment of the present application. Figure 1 ;

[0047] Figure 8 for Figure 7 Magnified view of the D part;

[0048] Figure 9 This is a schematic diagram of the structure of the deicing device under one embodiment of the present application. Figure 2 , at this time the control lever is in the original position;

[0049] Figure 10 This is a schematic diagram of the structure of the deicing device under one embodiment of the present application. Figure 3 , at this time the control lever is in the mating position;

[0050] Figure 11 for Figure 10 A magnified view of part E;

[0051] Figure 12 This is a schematic structural diagram of a rotating seat in one embodiment of the present application;

[0052] Figure 13 This is a top view of a de-icing device and a battery-swapping vehicle according to one embodiment of the present application.

[0053] in:

[0054] 1 body, 11 driving end, 12 driven end, 13 bearing portion, 14 fixed pulley, 15 limiting shaft, 151 through hole, 16 threading pipe, 161 threading channel, 17 rotating seat, 171 opening, 172 blocking piece, 18 rotating platform, 181 rotating groove, 19 handrail;

[0055] 2 air outlet units;

[0056] 3 positioning parts;

[0057] 4 first linking member, 41 first end, 42 second end;

[0058] 5 second linking member, 51 third end, 52 fourth end;

[0059] 6 control parts;

[0060] 7 spring hinge, 71 first leaf, 72 second leaf;

[0061] 8 synchronized axes;

[0062] 9 control rod, 91 first rod, 92 second rod;

[0063] 10 third linking member, 101 connecting through hole;

[0064] 110 heating unit;

[0065] 120 flexible anti-collision pad;

[0066] 130 battery-swap vehicles. DETAILED DESCRIPTION

[0067] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0068] The following description sets forth many specific details to facilitate a thorough understanding of the present application. However, the present application may also be implemented in other ways than those described herein, and therefore, the scope of protection of the present application is not limited by the specific embodiments disclosed below. It should be noted that the embodiments of the present application and the features of each embodiment may be combined with each other unless there is a conflict.

[0069] In addition, in the description of the present application, it should be understood that the terms "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present application.

[0070] In this application, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0071] In this application, unless otherwise expressly specified and limited, a first feature "above" or "below" a second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0072] like Figure 1 、 Figure 4 、 Figure 13 As shown, a de-icing device is used to de-ice a battery-swapping vehicle. The battery pack of the battery-swapping vehicle is installed at the bottom of the vehicle body through a locking mechanism to facilitate quick replacement of the battery pack. The de-icing device includes a movable fuselage 1, an air outlet unit 2 installed on the fuselage 1, and a positioning member 3. The fuselage 1 can be moved to the de-icing device at the bottom of the vehicle body so that the air outlet unit 2 is located below the locking mechanism to blow hot air to the locking mechanism. The positioning member 3 is movably connected to the fuselage 1 and can avoid the body of the battery-swapping vehicle when the fuselage 1 enters the bottom of the vehicle body, and can cooperate with the side of the body of the battery-swapping vehicle after the fuselage 1 reaches the de-icing position so that the position of the air outlet unit 2 corresponds to that of the locking mechanism.

[0073] Figure 13The middle arrow Y indicates the length direction of the battery-swap vehicle 130, and the arrow X indicates the movement direction of the de-icing device entering the bottom of the battery-swap vehicle 130. The fuselage 1 enters the bottom of the battery-swap vehicle 130 along the side of the body. When de-icing the locking mechanism, the air outlet unit 2 is first moved to the bottom of the locking mechanism by moving the fuselage 1. When the air outlet unit 2 is aligned with the locking mechanism, the air outlet unit 2 sprays hot air to the locking mechanism, thereby achieving thermal melting of the ice layer at the locking mechanism. The positioning member 3 can cooperate with the side of the vehicle body after the fuselage 1 reaches the de-icing position. When the positioning member 3 cooperates with the vehicle body, the air outlet unit 2 reaches the de-icing position opposite to the locking mechanism, thereby realizing the precise air supply of the air outlet unit 2 to the locking mechanism. Therefore, the operator can obtain the position status of the air outlet unit 2 by observing the cooperation status of the positioning member 3 and the vehicle body, so that there is no need to observe the alignment of the air outlet unit 2 and the locking mechanism from the bottom of the vehicle body upward, which greatly reduces the difficulty of the operator in adjusting the position of the de-icing device during the de-icing operation. On the one hand, it shortens the preparation time required for the position calibration of the air outlet unit 2 before de-icing, thereby improving the de-icing efficiency; on the other hand, when the positioning member 3 cooperates with the side of the vehicle body, the air outlet unit 2 is in the de-icing position opposite to the locking mechanism, thereby avoiding the possibility of position deviation between the air outlet unit 2 and the locking mechanism caused by manual alignment, thereby further improving the de-icing efficiency of the de-icing device.

[0074] Preferably, the air outlet unit 2 has an air outlet located at its top, and the air outlet unit 2 outputs hot air to the locking mechanism through the air outlet. The air outlet opening faces upward and is directly below the locking mechanism when the air outlet unit 2 is in the de-icing position.

[0075] The present application does not limit the connection method between the positioning member 3 and the body 1, and any of the following embodiments may be adopted:

[0076] Implementation method 1: Figures 1 to 5 As shown, the positioning member 3 is rotatably connected to the fuselage 1 and can be switched between a first position and a second position so as to be in a corresponding horizontal state or vertical state relative to the fuselage 1. The de-icing device also includes a control mechanism connected to the positioning member 3. When the fuselage 1 enters the bottom of the vehicle body, the control mechanism controls the positioning member 3 to switch to the first position to avoid interference with the vehicle body; when the fuselage 1 reaches the de-icing position, the control mechanism controls the positioning member 3 to switch to the second position to abut against the side of the vehicle body.

[0077] Figure 1 The middle positioning member 3 is in the second position and is in a vertical state relative to the fuselage 1. Figure 4The middle positioning member 3 is in the first position and is in a horizontal state relative to the fuselage 1. When the fuselage 1 is moved, the positioning member 3 is controlled by the control mechanism to switch to the first position so that the fuselage 1 can freely enter and exit the bottom of the battery-swap vehicle, thereby preventing the positioning member 3 from touching the vehicle chassis or other components to affect the movement of the fuselage 1. When the fuselage 1 reaches the de-icing position, the positioning member 3 is controlled by the control mechanism to switch from the first position to the second position to achieve positioning with the side of the vehicle body; in this way, the operator can adapt to the movement needs of the fuselage 1 and the positioning needs of the air outlet unit 2 by manipulating the control mechanism to control the positioning member 3 to switch between the first position and the second position, thereby ensuring that the positioning member 3 realizes the positioning function of the air outlet unit 2 and avoids the positioning member 3 from affecting the movement of the fuselage 1.

[0078] Embodiment 2: The positioning member 3 is plugged into and matched with the fuselage 1, and the fuselage 1 is provided with a plug-in slot adapted for the positioning member 3. The positioning member 3 includes a third position in which the entirety is located in the plug-in slot to correspond to a avoiding state for avoiding the vehicle body, and a fourth position exposed in the plug-in slot to correspond to a positioning state for cooperating with the side of the vehicle body. The positioning member 3 can switch between the third position and the fourth position.

[0079] As a preferred embodiment of the second embodiment, when the positioning member 3 is in a vertical state, the highest point of the positioning member 3 is not lower than the lowest point of the side of the vehicle body.

[0080] The positioning member 3 can realize the positioning of the air outlet unit 2 by abutting against the side of the vehicle body. When the fuselage 1 is fully pushed into the bottom of the vehicle body, the operator switches the positioning member 3 from the horizontal state to the vertical state through the control mechanism. When the positioning member 3 abuts against the side of the vehicle body, the operator will receive kinetic energy feedback or sound feedback due to the abutment of the positioning member 3 against the side of the vehicle body, and then know that the positioning member 3 has been matched with the side of the vehicle body, or the operator can drive the fuselage 1 to do the reverse movement away from the bottom of the vehicle body. If the fuselage 1 and the vehicle body cannot move in the reverse direction due to the stop of the positioning member 3, If the positioning member 3 moves, it proves that the positioning member 3 has been matched with the side of the vehicle body, that is, the operator can know the matching status of the positioning member 3 and the vehicle body without observing the matching status of the positioning member 3 and the vehicle body, thereby knowing the positioning status of the air outlet unit 2, which reduces the difficulty of de-icing. In addition, since the highest point of the positioning member 3 is not lower than the lowest point of the side of the vehicle body, the positioning member 3 can also play a role in blocking the airflow on the side of the vehicle body, reducing the possibility of interference with the air supply of the air outlet unit 2 by the airflow on the side of the vehicle body or other factors, which helps to improve the de-icing efficiency of the de-icing device.

[0081] Preferably, the positioning member 3 is a rectangular plate-shaped structure and extends along the width direction of the fuselage 1. When the positioning member 3 is in a vertical state, its upper surface is higher than the lowest point of the side of the vehicle body.

[0082] As a preferred example under this embodiment, Figure 1 、 Figure 2 、 Figure 4 、 Figure 5 As shown, the control mechanism includes a first linking member 4, a second linking member 5 and a control member 6. The first end 41 of the first linking member 4 is rotatably connected to the positioning member 3, the second end 42 of the first linking member 4 is rotatably connected to the third end 51 of the second linking member 5, and the fourth end 52 of the second linking member 5 is rotatably connected to the fuselage 1. The control member 6 is connected to the second end 42 and the third end 51 and can drive the position of the rotation point between the second end 42 and the third end 51 to change, so that the first linking member 4 and the second linking member 5 rotate, thereby realizing that the positioning member 3 can be switched between the first position and the second position.

[0083] The control member 6 can act on the second end 42 of the first link 4 and the third end 51 of the second link 5 at the same time, and drive the first link 4 and the second link 5 to rotate synchronously, so as to realize the switching of the positioning member 3 between the first position and the second position. During this process, the first link 4 and the positioning member 3, the second link 5 and the positioning member 3, and the first link 4 and the second link 5 are all rotationally connected, thereby reducing the friction resistance that needs to be overcome by the control member 6 in the process of driving the first link 4 and the second link 5 to move, thereby making the switching of the positioning member 3 between the first position and the second position smoother; in addition, since the first link 4 and the second link 5 rotate synchronously and approach each other under the drive of the control member 6, the rotation speed of the positioning member 3, that is, the switching speed from the first position to the second position, is accelerated, thereby reducing the working stroke of the control member 6 when driving the positioning member 3 to switch positions, which helps to optimize the structural design of the control mechanism.

[0084] Preferably, the positioning member 3 is provided with a first rotating seat, the fuselage 1 is provided with a second rotating seat, the first end 41 of the first linking member 4 and the first rotating seat are respectively provided with a first rotating through hole in a relative position, the second end 42 of the first linking member 4 and the third end 51 of the second linking member 5 are respectively provided with a second rotating through hole in a relative position, and the fourth end 52 of the second linking member 5 and the second rotating seat are respectively provided with a third rotating through hole in a relative position, the two first rotating through holes are penetrated by a first rotating shaft to enable the first linking member 4 to be rotatably connected to the first rotating seat, the two second rotating through holes are penetrated by a second rotating shaft to enable the first linking member 4 to be rotatably connected to the second linking member 5, and the two third rotating through holes are penetrated by a third rotating shaft to enable the second linking member 5 to be rotatably connected to the second rotating seat; preferably, the control member is connected to the second rotating shaft, and the linkage line pulls the second rotating shaft to drive the first linking member 4 and the second linking member 5 to rotate simultaneously in the direction close to each other.

[0085] As a preferred method in this example, Figure 2As shown, the control mechanism also includes an elastic return member provided between the positioning member 3 and the body 1, the elastic return member keeps the positioning member 3 in the second position, and when the control member 6 applies a force, it can overcome the force of the elastic return member and drive the positioning member 3 to switch from the second position to the first position; when the control member 6 does not apply a force or removes the force, the force of the elastic return member keeps the positioning member 3 in the second position or switches from the first position to the second position.

[0086] When the fuselage 1 is completely pushed into the bottom of the vehicle body, the operator only needs to cancel the force applied to the control member 6, and the positioning member 3 will switch from the first position to the second position under the elastic action of the elastic return member, eliminating the operator's need to switch the positioning member 3 from the first position to the second position; in addition, the elastic force of the elastic return member can also maintain the positioning member 3 in the second position. During the de-icing process of the de-icing device, the operator does not need to apply additional force to keep the positioning member 3 in a vertical state, thereby optimizing the user experience of the de-icing device.

[0087] Preferably, if Figure 2 As shown, the elastic return member is a spring hinge 7, which includes a first page 71, a second page 72 and a spring connected between the first page 71 and the second page 72. The positioning member 3 is fixedly connected to the first page 71, and the fuselage 1 is fixedly connected to the second page 72. The force of the spring causes the first page 71 to drive the positioning member 3 to remain in the second position.

[0088] The elastic return member is set as a spring hinge 7, and is fixedly connected to the positioning member 3 and the fuselage 1 through the first leaf piece 71 and the second leaf piece 72 respectively, thereby increasing the contact area between the elastic return member and the positioning member 3 and the fuselage 1, so that the elastic return member can provide more stable support for the positioning member 3. The spring applies elastic force to the first leaf piece 71 and the second leaf piece 72 to maintain the angle between the first leaf piece 71 and the second leaf piece 72, thereby maintaining the angle between the positioning member 3 and the fuselage 1.

[0089] Preferably, if Figure 1 As shown, the positioning member 3 extends along the width direction of the fuselage 1 , and there are multiple spring hinges 7 , which are arranged at intervals along the extending direction of the positioning member 3 .

[0090] As another preferred method in this example, Figure 1 、 Figure 4 As shown, along the length direction of the fuselage 1, the fuselage 1 has an active end 11 and a driven end 12 that are relatively arranged. The active end 11 is exerted with force to drive the driven end 12 from one side of the vehicle body into the bottom of the vehicle body. The positioning member 3 is arranged at the driven end 12, and the active end 11 is provided with a vertically extending bearing part 13. When the fuselage 1 moves to the bottom of the vehicle body of the battery-swap vehicle, the positioning member 3 and the bearing part 13 respectively abut against both sides of the vehicle body of the battery-swap vehicle.

[0091] The active end 11 and the driven end 12 are respectively arranged at the front and rear sides of the fuselage 1, and the bearing part 13 and the positioning part 3 are respectively arranged at the active end 11 and the driven end 12. On the one hand, it provides a force application position for the operator to drive the fuselage 1. The operator applies the driving force to the bearing part 13 to realize the movement of the fuselage 1, which reduces the difficulty of moving the fuselage 1; in addition, the positioning part 3 and the bearing part 13 are respectively against the two sides of the body of the battery swap vehicle, so that the positioning part 3 and the bearing part 13 can respectively stop the airflow from the side of the body to the bottom of the body, reduce the impact of the airflow on the hot air ejected by the air outlet unit 2, improve the heat supply stability of the air outlet unit 2 to the locking mechanism, and at the same time help to reduce the diffusion of heat from the bottom of the body to the side of the body, which helps to further improve the de-icing speed of the de-icing device.

[0092] Preferably, if Figure 1 As shown, the carrying portion 13 is further provided with an armrest 19 for the operator to apply force, and the bottom of the fuselage 1 is provided with a rolling wheel. The operator pushes and pulls the fuselage 1 in and out of the bottom of the vehicle body through the armrest 19.

[0093] As a preferred embodiment of the present application, Figure 6 As shown, the air outlet unit 2 extends along the width direction of the fuselage 1 and both ends of the air outlet unit 2 in the width direction of the fuselage 1 do not exceed the positioning member 3. Figure 6 L1 indicates the width of the air outlet unit 2, and L2 indicates the width of the positioning member 3. L1≤L2. The positioning member 3 can provide maximum shielding for the side space of the air outlet unit 2, thereby improving the shielding effect of the positioning member 3 on the airflow, debris, etc. from the side of the vehicle body, and improving the stability of the hot air output of the air outlet unit 2 to a greater extent.

[0094] As another preferred embodiment of the present application, Figure 6 As shown, the air outlet unit 2 extends along the width direction of the fuselage 1 and both ends of the air outlet unit 2 in the width direction of the fuselage 1 do not exceed the supporting portion 13 . Figure 6 In the figure, L1 indicates the width of the air outlet unit 2, and L3 indicates the width of the supporting portion 13, where L1 ≤ L3. The supporting portion 13 provides maximum shielding to the side of the air outlet unit 2, effectively shielding the airflow and debris from the side of the vehicle body, and significantly improving the stability of the hot air output from the air outlet unit 2.

[0095] In another preferred embodiment, the air outlet unit 2 extends along the width direction of the fuselage 1 and its two ends in the width direction of the fuselage 1 do not exceed the positioning member 3 and the supporting portion 13. As a result, the two sides of the air outlet unit 2 are respectively shielded by the positioning member 3 and the supporting portion 13, effectively improving the stability of the hot air output of the air outlet unit 2.

[0096] Preferably, if Figure 1 、 Figure 4 、 Figures 7 to 10 As shown, there are two first linking members 4, two second linking members 5 and two control members 6, which are symmetrically arranged at both ends of the positioning member 3 along the length direction of the fuselage 1. The control mechanism also includes a synchronization shaft 8, which is connected to one end of the two control members 6 away from the rotation point of the first linking member 4 and the second linking member 5.

[0097] The number of the first linking member 4, the second linking member 5 and the control member 6 is set to two, and they are respectively arranged at the two ends of the positioning member 3, so that the rotational force applied to the positioning member 3 is more uniform, and the force pressure of the single control member 6 to drive the positioning member 3 to rotate is reduced; in addition, since a synchronization shaft 8 is provided and the two control members 6 are connected to the synchronization shaft 8, the operator only needs to apply a force to the synchronization shaft 8, and the synchronization shaft 8 drives the two control members 6 to move at the same time by rotating to respectively drive the first linking member 4 and the second linking member 5 located on both sides of the positioning member 3, eliminating the operation of driving the two control members 6 to work at the same time, reducing the difficulty of the operator's work, and optimizing the structural design of the de-icing device.

[0098] Furthermore, if Figure 9 As shown, two rotating platforms 18 are symmetrically arranged inside the fuselage 1 along the width direction of the fuselage 1, and a rotating groove 181 is provided on the top of the rotating platform 18. The synchronization shaft 8 is respectively placed in the two rotating grooves 181 to support the synchronization shaft 8 and also limit the synchronization shaft 8.

[0099] Preferably, if Figure 9 、 Figure 10 As shown, the control mechanism also includes a control rod 9 and two third connecting members 10. The two third connecting members 10 are arranged at both ends of the synchronization shaft 8 along the width direction of the fuselage 1 and are respectively connected to the control members 6 at the corresponding ends. The control rod 9 is fixed to the synchronization shaft 8.

[0100] In the process of driving the positioning member 3 to switch from the second position to the first position through the control mechanism, the two third connecting members 10 fixedly connected to the synchronization shaft 8 rotate synchronously by rotating the synchronization shaft 8. Since the end of the third connecting member 10 away from the synchronization shaft 8 is connected to the control member 6, only a small rotation angle of the synchronization shaft 8 is required to drive the third connecting member 10 away from the end of the synchronization shaft 8 to have a large stroke, thereby achieving a large stroke change of the control member 6 connected to the third connecting member 10, and then driving the positioning member 3 to move through the first connecting member 4 and the second connecting member 5; that is, the positioning member 3 can be driven to switch from the second position to the first position by a small rotation of the synchronization shaft 8, which reduces the working space required for the control mechanism to drive the positioning member 3 to move, and is helpful for the de-icing device The miniaturization of the synchronizing shaft 8 is achieved, and the operator only needs a small force stroke to drive the positioning member 3 to move to the first position, thereby optimizing the structural design of the de-icing device. Furthermore, since the rotation trajectory of the synchronizing shaft 8 is fixed, the synchronous rotation trajectory of the third linking member 10 as the synchronizing shaft 8 rotates is also fixed, thereby ensuring that the movement trajectory of the control member 6 connected to the third linking member 10 is constant. Therefore, by rotating the synchronizing shaft 8, the two control members 6 can be moved along the fixed trajectory to drive the positioning member 3 to switch from the second position to the first position, thereby avoiding the occurrence of the force deviation of the control member 6 on the first linking member 4 and the second linking member 5 caused by the operator's force deviation or other factors, thereby providing a guarantee for the stability of the switching process of the positioning member 3 from the second position to the first position.

[0101] Furthermore, if Figure 9 As shown, a connecting through hole 101 is provided at one end of the third linking member 10 away from the synchronizing shaft 8 , and the control member 6 is connected to the third linking member 10 via the connecting through hole 101 .

[0102] Preferably, if Figure 7 、 Figure 9 、 Figure 12 As shown, the control member 6 is a rope, a fixed pulley 14 is provided at the corresponding active end 11 on the fuselage 1, and a limit shaft 15 is provided at the corresponding driven end 12. The rope is led out from the third connecting member 10, wound around the fixed pulley 14 and extended to the driven end 12, passing through the through hole 151 on the limit shaft 15 and connected to the second end 42 and the third end 51; preferably, the fuselage 1 is also provided with a plurality of threading pipes 16 located between the fixed pulley 14 and the limit shaft 15 and arranged at intervals, and the threading pipes 16 are hollow inside to form a threading channel 161 for the rope to pass through.

[0103] The control member 6 is set as a rope, so that the control member 6 can adjust its extension direction according to the structural layout of the de-icing device, thereby greatly improving the adaptability of the control member 6 to the structure of the de-icing device. By setting a fixed pulley 14 at the active end 11, the control member 6 is led out from the third link 10 and the extension direction of the control member 6 is smoothly turned to the driven end 12. When the control member 6 is driven by the third link 10 and moves, there is rolling friction between the control member 6 and the fixed pulley 14. The friction force on the control member 6 is small, which reduces the wear on the control member 6 and also reduces the force required to drive the control member 6 to move through the third link 10, so that the operator can more easily drive the first link 4 through the control member 6 to and the second connecting member 5 moves; in addition, by arranging a limit shaft 15 at the driven end 12, the extension direction of the control member 6 toward the first connecting member 4 and the second connecting member 5 can be adjusted by the extension direction of the through hole 151 in the limit shaft 15, thereby adjusting the force application angle of the control member 6 on the second end 42 and the third end 51, and further optimizing the driving effect of the control member 6 on the positioning member 3; furthermore, a plurality of threading pipes 16 are arranged on the side of the fuselage 1, and a threading channel 161 formed by the plurality of threading pipes 16, which plays a fixed guiding role for the extension of the control member 6 at the active end 11 and the driven end 12, so that the control member 6 can be stretched and retracted along the extension direction of the threading channel 161 under the drive of the third connecting member 10 to avoid the control member 6 from moving.

[0104] Furthermore, the control member 6 can be made of steel wire rope, nylon rope or other materials.

[0105] Preferably, if Figure 10 、 Figure 11 As shown, a rotating seat 17 is provided on one side of the supporting portion 13 along the width direction of the fuselage 1, and an opening 171 is provided on the side of the rotating seat 17 facing away from the driven end 12. When the control lever 9 rotates from the original position disengaged from the rotating seat 17 to the mating position mating with the rotating seat 17 in the opening 171, the positioning member 3 switches from the second position to the first position.

[0106] Before driving the fuselage 1 to move to the bottom of the vehicle body, first rotate the control lever 9 to a position that cooperates with the rotating seat 17. At this time, the positioning member 3 switches from the second position to the first position, that is, it is in a horizontal state. At this time, the fuselage 1 can be driven to move to the bottom of the vehicle body. After the fuselage 1 has completely moved to the bottom of the vehicle body, the cooperation between the rotating lever and the rotating seat 17 is released, and the control lever 9 is rotated to its original position. At this time, the positioning member 3 switches from the first position to the second position and cooperates with the side of the vehicle body to achieve positioning of the fuselage 1, thereby locking the air outlet unit 2 in the de-icing position.

[0107] Preferably, if Figure 10 、 Figure 11As shown, the control rod 9 includes a first rod 91 and a second rod 92 connected to each other. The first rod 91 is located above the second rod 92, and the diameter of the first rod 91 is larger than the diameter of the second rod 92 to form a boss surface at the connection between the first rod 91 and the second rod 92. The diameter of the opening 171 is smaller than the first rod 91 and larger than the second rod 92. Vertically upward blocking pieces 172 are provided on both sides of the opening 171. The gap between the two blocking pieces 172 is equal to the diameter of the opening 171. When the control rod 9 is in the mating position, the boss surface is matched with the bearing surfaces on both sides of the opening 171 and the blocking pieces 172 can limit the first rod 91 to prevent the control rod 9 from disengaging from the rotating seat 17.

[0108] During the transfer of the control rod 9 from the original position to the initial position, the second rod 92 is aligned with the opening 171 and the control rod 9 is rotated through the opening 171 to the mating position. Then, the first rod 91 is aligned with the opening 171. At this time, the first rod 91 is restricted in the rotating seat 17 by the stopping action of the two blocking pieces 172, thereby temporarily fixing the control rod 9 by the rotating seat 17, so that the positioning member 3 is in the first position. In this way, when the fuselage 1 is pushed into the bottom of the vehicle body, the control rod 9 locks the positioning member 3 in the first position under the limiting action of the rotating seat 17. The operator does not need to apply additional control force to the control rod 9 to maintain the horizontal state of the positioning member 3, so that the operator can focus all attention on pushing the fuselage 1 to move, which helps to improve the stability of the movement of the fuselage 1. In addition, when the fuselage 1 has completely moved to the bottom of the vehicle body, the control rod 9 is adjusted until the second rod 92 is aligned with the opening 171, and the control rod 9 is rotated from the mating position to the original position through the opening 171. At this time, the positioning member 3 switches from the first position to the second position to cooperate with the side of the vehicle body.

[0109] Specifically, the working process of the de-icing device is as follows: after the battery-swapping vehicle is in place, the de-icing device is located on one side of the battery-swapping vehicle. At this time, the positioning member 3 is in the second position under the maintenance of the elastic reset member, and the control rod 9 is in the original position. The operator pulls the control rod 9 to rotate toward the rotating seat 17. Driven by the control rod 9, the synchronization shaft 8 rotates in the rotating groove 181 and synchronously drives the two third connecting members 10 to rotate. The control member 6 is tightened as the third connecting member 10 rotates, and by pulling the second end 42 and the third end 51, the rotating point is driven to move toward the direction of the control rod 9 (or, toward the active end 11 of the fuselage 1), so that the first connecting member 4 and the second connecting member 5 rotate in the direction close to each other, thereby realizing the switching of the positioning member 3 from the second position to the first position. When the control rod 9 is rotated After moving to the rotating seat 17, the baffle 172 fixes the control rod 9 in the rotating seat 17 by stopping the first rod 91 to maintain the positioning member 3 in the first position; the operator pushes the fuselage 1, and the driven end 12 enters the bottom of the vehicle body from the side of the vehicle body until the fuselage 1 reaches the deicing position. At this time, the bearing part 13 abuts against the side of the vehicle body. The operator pulls the control rod 9 upward until the second rod 92 is opposite to the opening 171, and then rotates the control rod 9 in the opposite direction. The control rod 9 rotates in the opposite direction to drive the third connecting member 10 to rotate with the synchronization shaft 8, and then cancels the pulling force applied to the control member 6. The positioning member 3 moves to the second position under the action of the elastic reset member. The operator adjusts the fuselage 1 by pulling back or other means until the positioning member 3 is matched with the side of the vehicle body, and the air outlet unit 2 is positioned in the deicing position.

[0110] As a preferred embodiment of the present application, Figure 1 As shown, a heating unit 110 is provided in the carrying portion 13 , and the heating unit 110 provides hot air to the air outlet unit 2 through a transmission pipe.

[0111] The heating unit 110 is arranged in the supporting portion 13, so that the supporting portion 13 not only cooperates with the side of the vehicle body to realize multiple positioning of the air outlet unit 2 and the wind blocking function, but also further integrates the function of providing an installation position for the heating unit 110. The functions are further integrated and the structural design of the de-icing device is optimized. In addition, the heating unit 110 is arranged in the supporting portion 13, which realizes the implicit layout of the heating unit 110, reduces the area of ​​the heating unit 110 exposed to the outside of the de-icing device, and reduces the probability of ice water sliding down from the locking mechanism affecting the heating unit 110.

[0112] Preferably, the heating unit 110 can be a diesel heater.

[0113] As a preferred embodiment of the present application, Figure 2 、 Figure 5As shown, the positioning member 3 is provided with a flexible anti-collision pad 120 on the side facing the side of the vehicle body. The flexible anti-collision pad 120 is provided on the side of the positioning member 3 facing the side of the vehicle body. When the positioning member 3 switches from the first position to the second position, the flexible anti-collision pad 120 can absorb the impact force caused by the rotation of the positioning member 3 with the side of the vehicle body, reducing the kinetic energy impact on the side of the vehicle body and the positioning member 3, providing protection for the structural strength of the positioning member 3, and at the same time preventing scratches caused by the positioning member 3 abutting against the side of the vehicle body.

[0114] As another preferred embodiment of the present application, Figure 2 、 Figure 5 As shown, a flexible anti-collision pad 120 is provided on the side of the load-bearing portion 13 facing the side of the vehicle body. The flexible anti-collision pad 120 is provided on the side of the load-bearing portion 13 facing the side of the vehicle body. When the load-bearing portion 13 abuts the side of the vehicle body, the flexible anti-collision pad 120 can absorb the impact caused by the mutual installation of the two parts and can prevent scratches caused by the abutment between the load-bearing portion 13 and the side of the vehicle body.

[0115] In other preferred embodiments, the positioning member 3 and the supporting portion 13 are both provided with flexible anti-collision pads 120 on one side facing the side of the vehicle body, so that both sides of the vehicle body of the battery-swap vehicle are protected.

[0116] Preferably, the flexible anti-collision pad can be made of sponge, rubber or other materials.

[0117] Anything not described in this application can be achieved by adopting or drawing on existing technologies.

[0118] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

[0119] The above are merely embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A deicing device for deicing a battery swap vehicle, wherein the battery pack of the battery swap vehicle is mounted on the bottom of the vehicle body through a locking mechanism to facilitate quick replacement of the battery pack, characterized in that: The de-icing device includes a movable fuselage, an air outlet unit installed on the fuselage, and a positioning member. The fuselage can be moved to the de-icing device at the bottom of the vehicle body so that the air outlet unit is located under the locking mechanism to blow hot air to the locking mechanism. The positioning member is movably connected to the fuselage and can avoid the body of the battery-swap vehicle when the fuselage enters the bottom of the vehicle body, and can cooperate with the side of the body of the battery-swap vehicle after the fuselage reaches the de-icing position so that the air outlet unit corresponds to the position of the locking mechanism.

2. The deicing device according to claim 1, characterized in that: The positioning member is rotatably connected to the fuselage and can be switched between a first position and a second position so as to be in a corresponding horizontal state or vertical state relative to the fuselage. The de-icing device also includes a control mechanism connected to the positioning member. When the fuselage enters the bottom of the vehicle body, the control mechanism controls the positioning member to switch to the first position to avoid interference with the vehicle body; when the fuselage reaches the de-icing position, the control mechanism controls the positioning member to switch to the second position to abut against the side of the vehicle body.

3. The deicing device according to claim 2, characterized in that: When the positioning member is in a vertical state, the highest point of the positioning member is not lower than the lowest point of the side portion of the vehicle body.

4. The deicing device according to claim 2, characterized in that: The control mechanism includes a first link, a second link and a control member, the first end of the first link is rotatably connected to the positioning member, the second end of the first link is rotatably connected to the third end of the second link, and the fourth end of the second link is rotatably connected to the fuselage, the control member is connected to the second end and the third end and can drive the position of the rotation point between the second end and the third end to change, so that the first link and the second link are rotated, thereby realizing that the positioning member can be switched between the first position and the second position.

5. The deicing device according to claim 4, characterized in that: The control mechanism also includes an elastic return member arranged between the positioning member and the fuselage, and the elastic return member enables the positioning member to remain in the second position. When the control member applies a force, it can overcome the force of the elastic return member and drive the positioning member to switch from the second position to the first position; when the control member does not apply a force or removes the force, the force of the elastic return member enables the positioning member to remain in the second position or switch from the first position to the second position.

6. The deicing device according to claim 5, characterized in that: The elastic return member is a spring hinge, which includes a first page, a second page and a spring connected between the first page and the second page. The positioning member is fixedly connected to the first page, and the fuselage is fixedly connected to the second page. The force of the spring causes the first page to drive the positioning member to remain in the second position.

7. The deicing device according to claim 4, characterized in that: Along the length direction of the fuselage, the fuselage has an active end and a driven end relatively arranged. The active end is exerted with a force to drive the driven end from one side of the vehicle body into the bottom of the vehicle body. The positioning part is arranged at the driven end, and the active end is provided with a vertically extending bearing part. When the fuselage moves to the bottom of the vehicle body of the battery-swap vehicle, the positioning part and the bearing part respectively abut against both sides of the vehicle body of the battery-swap vehicle.

8. The deicing device according to claim 7, characterized in that: The air outlet unit extends along the width direction of the fuselage, and both ends of the air outlet unit in the width direction of the fuselage do not exceed the positioning member and / or the supporting portion.

9. The deicing device according to claim 7, characterized in that: There are two of each of the first linking member, the second linking member and the control member, which are symmetrically arranged at both ends of the positioning member along the length direction of the fuselage. The control mechanism also includes a synchronization shaft, which is connected to one end of the two control members away from the rotation point of the first linking member and the second linking member.

10. The deicing device according to claim 9, characterized in that: The control mechanism further includes a control rod and two third linkage members. The two third linkage members are arranged at both ends of the synchronization shaft along the width direction of the fuselage and are respectively connected to the control members at the corresponding ends. The control rod is fixed to the synchronization shaft.

11. The deicing device according to claim 10, characterized in that: The control member is a rope, a fixed pulley is provided on the fuselage corresponding to the active end, and a limit shaft is provided at the driven end. The rope is led out from the third linking member, wound around the fixed pulley and extended to the driven end, passing through the through hole on the limit shaft and connected to the second end and the third end.

12. The deicing device according to claim 11, wherein: The body is further provided with a plurality of threading pipes which are located between the fixed pulley and the limiting shaft and are arranged at intervals. The threading pipes are hollow inside to form threading channels for the ropes to pass through.

13. The deicing device according to claim 12, wherein: A rotating seat is provided on one side of the supporting portion along the width direction of the fuselage, and an opening is provided on the side of the rotating seat away from the driven end. When the control lever rotates from its original position disengaged from the rotating seat to a mating position mating with the rotating seat in the opening, the positioning member switches from the second position to the first position.

14. The deicing device according to claim 13, wherein: The control rod includes a first rod and a second rod connected to each other, the first rod is located above the second rod, and the diameter of the first rod is larger than the diameter of the second rod to form a boss surface at the connection between the first rod and the second rod, the diameter of the opening is smaller than the first rod and larger than the second rod, vertically upward blocking pieces are provided on both sides of the opening, and the gap between the two blocking pieces is equal to the diameter of the opening. When the control rod is in the mating position, the boss surface is mated with the bearing surfaces on both sides of the opening and the blocking pieces can limit the first rod to prevent the control rod from disengaging from the rotating seat.

15. The deicing device according to claim 7, wherein: A heat supply unit is provided in the bearing portion, and the heat supply unit provides hot air to the air outlet unit through a transmission pipe.

16. The deicing device according to claim 7, characterized in that: The positioning member is provided with a flexible anti-collision pad on a side facing the side of the vehicle body; and / or the bearing portion is provided with a flexible anti-collision pad on a side facing the side of the vehicle body.

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