Quick-change support and electric vehicle

Abstract

A quick-change support (1). The quick-change support (1) is used for being mounted on a vehicle beam of an electric vehicle, so as to fix battery packs (2). The quick-change support (1) comprises a cantilever beam, locking mechanisms (13), and a fixing mechanism (14). The cantilever beam comprises a front cantilever beam (11) and a rear cantilever beam (12) which are arranged on the vehicle beam spaced apart in the length direction of the electric vehicle. The fixing mechanism (14) is arranged between the front cantilever beam (11) and the rear cantilever beam (12) and is separately connected to the front cantilever beam (11) and the rear cantilever beam (12). The locking mechanisms (13) are arranged on the front cantilever beam (11) and the rear cantilever beam (14). When the battery packs (2) move in the direction towards the vehicle beam in the width direction of the electric vehicle, locking members (21) on each battery pack (2) can be locked with and fixed to the locking mechanisms (13) on the front cantilever beam and the rear cantilever beam, thereby preventing the battery pack from interfering with elements such as a transmission shaft at a middle position of the vehicle beam. According to the integral quick-change support, the mounting stability between the quick-change support and the vehicle beam can be improved, and when situations such as vehicle beam twisting occur, the consistency of the overall structure of the quick-change support can still be maintained. An electric vehicle is further comprised.

Description

Quick-change brackets and electric vehicles

[0001] This application claims the benefit of Chinese patent application No. 2024102310491, filed on February 29, 2024. This application incorporates the entirety of the aforementioned Chinese patent application. Technical Field

[0002] The present invention relates to the field of battery replacement for electric vehicles, and in particular to a quick-change bracket and an electric vehicle. Background Art

[0003] At present, the battery pack in an electric vehicle is generally installed on the quick-change bracket of the electric vehicle. Specifically, the quick-change bracket and the battery pack are locked or unlocked by cooperating with the locking member on the battery pack and the locking mechanism installed on the quick-change bracket. For heavy vehicles, such as trucks, the capacity of the battery pack required is very large. By connecting the quick-change bracket to the beams arranged in pairs on the electric vehicle, the entire battery pack is arranged under the beam to meet the range requirements of the heavy vehicle as much as possible. However, with the continuous upgrading of electric vehicles, electric vehicles are currently usually equipped with components such as drive shafts in the middle position of the paired beams, so that the entire battery pack can no longer be arranged under the beam. In order to adapt to this change in electric vehicles, it is necessary to provide a new quick-change bracket and battery pack arrangement method.

[0004] In the prior art, the quick-change bracket is independently installed on both sides of the vehicle beam of the electric vehicle, resulting in poor connection strength between the quick-change bracket and the vehicle beam. Since the beam is prone to twisting, the brackets on both sides of the beam are inconsistent, which easily leads to poor installation stability and consistency of the quick-change bracket. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defect in the prior art that the quick-change bracket is independently installed on both sides of the electric vehicle beam, which easily leads to poor installation stability and consistency of the quick-change bracket, and provide a quick-change bracket and an electric vehicle.

[0006] The present invention solves the above technical problems through the following technical solutions:

[0007] A quick-change bracket is used to be installed on the beam of an electric vehicle to fix a battery pack. The quick-change bracket is characterized in that the quick-change bracket includes a cantilever beam, a locking mechanism and a fixing mechanism. The cantilever beam includes a front cantilever beam and a rear cantilever beam spaced apart on the beam along the length direction of the electric vehicle, wherein:

[0008] The fixing mechanism is arranged between the front cantilever beam and the rear cantilever beam, and the fixing mechanism is connected to the front cantilever beam and the rear cantilever beam respectively;

[0009] The locking mechanism is provided on the front cantilever beam and the rear cantilever beam, and is used for locking connection with the locking member on the battery pack.

[0010] In this solution, a front cantilever beam and a rear cantilever beam are arranged at intervals on the beam of the electric vehicle along the length direction of the electric vehicle, and a fixing mechanism is connected between the front cantilever beam and the rear cantilever beam, thereby forming an integral quick-change bracket, and a locking mechanism is arranged on the front cantilever beam and the rear cantilever beam. When the battery pack moves toward the beam along the width direction of the electric vehicle, the locking member on the battery pack can be locked with the locking mechanism on the front cantilever beam and the rear cantilever beam to fix the battery pack relative to the quick-change bracket, thereby avoiding interference between the battery pack and components such as the transmission shaft in the middle position of the beam; at the same time, compared with the quick-change bracket being independently installed on both sides of the beam of the electric vehicle, the integral quick-change bracket can increase the installation stability between it and the beam, and when the beam twists, the quick-change bracket can still maintain the consistency of its overall structure, ultimately meeting the installation stability and consistency requirements of the battery pack.

[0011] Furthermore, the fixing mechanism includes a connecting portion, which is connected between the front cantilever beam and the rear cantilever beam and is used to define the relative position between the front cantilever beam and the rear cantilever beam;

[0012] Preferably, the fixing mechanism further includes a reinforcing portion, which is connected between the connecting portion and the vehicle beam and is used to reinforce the frame structure formed by the connecting portion, the front cantilever beam and the rear cantilever beam.

[0013] In this solution, the connecting part in the fixing mechanism is used to limit the relative position between the front cantilever beam and the rear cantilever beam. The installation position of the front cantilever beam and the rear cantilever beam is restrained by the connecting part, ensuring that the positional relationship between the front cantilever beam and the rear cantilever beam can remain stable, while also ensuring the stability of the locking mechanism, so that during the installation of the battery pack, its locking part can be accurately locked with the locking mechanism; further, the reinforcement part of the fixing mechanism is used to connect between the connecting part and the vehicle beam to further enhance the structural stability of the integral quick-change bracket, while also enhancing the overall support strength of the quick-change bracket, which is beneficial to improving the safety of the battery pack installation.

[0014] Furthermore, the length of the connecting portion between the front cantilever beam and the rear cantilever beam is adjustable;

[0015] And / or, the connecting portion includes at least two connecting beams, the at least two connecting beams are spaced apart in the extension direction of the front cantilever beam or the rear cantilever beam, and two ends of any one of the connecting beams are respectively connected to the front cantilever beam and the rear cantilever beam;

[0016] Preferably, the reinforcement portion includes at least one reinforcement beam, an extension direction of the reinforcement beam forms an angle with an extension direction of any one of the connecting beams, and at least one end of the reinforcement beam is connected to one of the connecting beams.

[0017] In the present solution, by setting the length of the connecting part between the front cantilever beam and the rear cantilever beam to be adjustable, the length of the connecting part can be adjusted according to the size of the battery pack during installation, thereby adaptively adjusting the relative position between the front cantilever beam and the rear cantilever beam, and alleviating the installation error of the front cantilever beam and the rear cantilever beam when assembling the battery pack; further, the connecting part specifically includes at least two connecting beams, and multiple connecting beams are used to form multiple restraints between the front cantilever beam and the rear cantilever beam, further reducing the possibility of relative displacement between the front cantilever beam and the rear cantilever beam, and can improve the structural strength of the integral quick-change bracket; further, the reinforcement part is used to reinforce the frame structure formed by the connecting part and the front cantilever beam and the rear cantilever beam, wherein the reinforcement beam has an angle with the extension direction of the connecting beam and at least one end is connected to a connecting beam, providing force support for the connecting beam in a direction non-parallel to the connecting beam, thereby improving the overall strength of the fixing mechanism and making the fixing mechanism less prone to deformation.

[0018] Furthermore, the at least two connecting beams include two first connecting beams, the two first connecting beams are respectively arranged on both sides of the vehicle beam, and the first connecting beams are connected to corresponding edge positions of the front cantilever beam and the rear cantilever beam in the extension direction;

[0019] Preferably, both ends of the reinforcement beam are respectively connected to the middle positions of the two first connection beams.

[0020] In this solution, the two first connecting beams are respectively connected to the corresponding edge positions in the extension direction of the front cantilever beam and the rear cantilever beam, so that the installation position between the ends of the front cantilever beam and the rear cantilever beam is restricted by the first connecting beam, thereby avoiding the front cantilever beam or the rear cantilever beam from being unable to fix the installation position between the ends due to torsion. Moreover, through the above-mentioned structural form, the connecting beam and the front cantilever beam and the rear cantilever beam are connected to form a frame structure, which improves the structural stability of the quick-change bracket; further, the two ends of the reinforcement beam are respectively connected to the middle position of the two first connecting beams, so that the reinforcement beam also supports the two first connecting beams, reduces the risk of breakage of the first connecting beam, and increases the structural strength of the fixing mechanism.

[0021] Furthermore, the front cantilever beam and the rear cantilever beam are arranged on the vehicle beam along the width direction of the electric vehicle; the locking mechanisms on the front cantilever beam and the rear cantilever beam are used to lock or unlock the battery pack arranged on the side of the vehicle beam along the width direction of the electric vehicle;

[0022] And / or, at least ends of the front cantilever beam and the rear cantilever beam on the same side extend out of the vehicle beam, and the locking mechanism is provided at the ends of the front cantilever beam and the rear cantilever beam that extend out of the vehicle beam;

[0023] And / or, the quick-change bracket further comprises an electrical connector, the electrical connector being disposed below the vehicle beam along a height direction of the electric vehicle, the electrical connector being configured to be electrically connected to the battery pack;

[0024] And / or, a positioning mark is provided on at least one side surface of the cantilever beam in the width direction of the electric vehicle.

[0025] In this solution, the locking mechanism is provided on the front cantilever beam and the rear cantilever beam, and the locking part of the battery pack is locked or unlocked along the width direction of the electric vehicle, so that the battery pack can be installed on the side of the vehicle beam to avoid interference with components such as the drive shaft in the middle of the vehicle beam, and the installation path and locking path of the battery pack are both along the width direction of the vehicle, which is conducive to improving the efficiency of lateral battery replacement of the battery pack; further, the locking mechanism is provided on the end of the front cantilever beam and the rear cantilever beam extending out of the vehicle beam, which adapts to the battery pack being installed on the vehicle beam from the side of the vehicle beam, and is locked and connected with the locking mechanism on the quick-change bracket. At the same time, locking mechanisms are provided at the end of the front cantilever beam and the rear cantilever beam extending out of the vehicle, so that the entire quick-change bracket is in the length direction of the electric vehicle. The forces at both ends are balanced, which is beneficial to improving the stability of the quick-change bracket in carrying the battery pack; further, an electrical connector is provided on the quick-change bracket, and the electrical connector is used to electrically connect to the battery pack to realize power transmission. At the same time, the electrical connector is located below the vehicle beam, so that the battery pack is electrically connected to the electrical connector below the vehicle beam, so as to make full use of the space under the vehicle beam, and at the same time reduce the longitudinal height of the battery pack as much as possible to avoid interference between the battery pack and the components on the upper part of the vehicle; further, by providing positioning marks in the width direction of the electric vehicle, it is used to identify the position of the vehicle body in various directions. When the electric vehicle needs to replace the battery pack, it helps the battery exchange equipment to identify the location where the battery pack is to be installed, and realize accurate positioning and precise installation of the battery pack.

[0026] Furthermore, the cantilever beam includes a locking beam provided on at least one side of the vehicle beam, the locking beam being used to arrange the locking mechanism and being connected to the battery pack through the locking mechanism; the quick-change bracket further includes a reinforcement connection mechanism, the locking beam being connected to the side of the vehicle beam through the reinforcement connection mechanism;

[0027] Preferably, the reinforcement connection mechanism is a stacked structure; and / or an angle is formed between an extension direction of the reinforcement connection mechanism and an extension direction of the locking beam.

[0028] In this solution, the locking beam in the cantilever beam is connected to the side of the vehicle beam through a reinforcement connection mechanism, and a locking mechanism connected to the battery pack is arranged on the locking beam. This segmented connection method ensures the connection stability between the cantilever beam and the vehicle beam. When the battery pack approaches the vehicle beam along the width direction of the electric vehicle, it can be directly connected to the locking mechanism on the locking beam, thereby ensuring the stability of the battery pack installation; further, the reinforcement connection mechanism is a stacked structure, so as to further improve the installation stability of the locking beam relative to the vehicle beam by utilizing the stacked connection and fixation method; further, the extension direction of the reinforcement connection mechanism itself has an angle with the extension direction of the locking beam, so as to increase the connection area between the reinforcement connection mechanism and the vehicle beam in a direction non-parallel to the locking beam, thereby further ensuring the connection stability between the reinforcement connection mechanism and the vehicle beam.

[0029] Furthermore, along the width direction of the electric vehicle, both ends of the reinforcement connection mechanism are connected to the vehicle beam and the locking beam respectively;

[0030] And / or, the reinforcement connection mechanism extends along the length direction of the electric vehicle, and the locking beam extends along the width direction of the electric vehicle;

[0031] And / or, the reinforcement connection mechanism includes a stacked support portion and a reinforcement portion, and the locking beam is connected to at least one side of the vehicle beam via the stacked support portion and the reinforcement portion;

[0032] Preferably, the support portion and the reinforcement portion are stacked in a width direction of the electric vehicle.

[0033] In this solution, the reinforcement connection mechanism is respectively connected to the vehicle beam and the locking beam at both ends in the width direction of the electric vehicle, and the reinforcement connection mechanism is used as an intermediate connection transition piece, so that the vehicle beam and the locking beam can be doubly connected and fixed in the width direction of the electric vehicle, so as to further improve the connection stability between the vehicle beam and the locking beam; further, the extension directions of the reinforcement connection mechanism and the locking beam extend along the length direction and width direction of the electric vehicle respectively, so that the reinforcement connection mechanism can be directly fixed on the vehicle beam, and the connection and fixing area between the two can be increased. At the same time, when the battery pack is close to and installed on the vehicle beam along the width direction of the electric vehicle, it can directly connect with the locking mechanism on the locking beam. The structure is connected, and the overall structure is more reasonable; further, the reinforced connecting mechanism is arranged to include a stacked support portion and a reinforcement portion to improve the torsional resistance and structural strength of the reinforced connecting mechanism, improve the stability of the connection between the locking beam and the vehicle beam, and improve the service life of the entire quick-change bracket, and the support portion and the reinforcement portion are designed as two independent structures. While ensuring the structural strength, the processing difficulty of a single component is reduced, and processing and assembly are facilitated; further, the support portion and the reinforcement portion of the reinforced connecting mechanism are stacked along the width direction of the electric vehicle to increase the thickness of the reinforced connecting mechanism in the width direction of the electric vehicle, thereby further increasing the torsional resistance and structural strength of the reinforced connecting mechanism.

[0034] Furthermore, the locking beam is a hollow structure, and the locking mechanism is provided on the locking beam;

[0035] Preferably, the locking beam is provided with at least one inspection opening on one end surface facing the outside of the quick-change bracket in the longitudinal direction of the electric vehicle;

[0036] And / or, the locking beam is provided with at least one weight-reducing hole on one end surface facing the interior of the quick-change bracket in the longitudinal direction of the electric vehicle;

[0037] Wherein, the inspection port and the weight-reducing hole are respectively arranged on two opposite end surfaces of the locking beam along the length direction of the electric vehicle.

[0038] In this solution, the locking mechanism is arranged on the locking beam located on the side of the vehicle to minimize the space occupied by the locking mechanism in the length direction of the electric vehicle, so that more space can be reserved for the installation of the battery pack, and then the volume of the battery pack adapted to the electric vehicle can be increased, and the power of the battery pack can be improved; further, by providing at least one inspection port on one end face of the locking beam, it helps technicians to maintain the locking mechanism and other components arranged inside the locking beam, and facilitates later maintenance; further, by providing at least one weight-reducing hole on one end face of the locking beam, it helps to reduce the structural weight of the locking beam itself, and at the same time save more costs; at the same time, in the length direction of the electric vehicle, inspection ports and weight-reducing holes are respectively provided on the two opposite end faces of the locking beam, so that the overall structure of the locking beam is more balanced, avoiding uneven force when the battery pack is locked on the locking beam.

[0039] Furthermore, the inspection port communicates with the interior and exterior of the locking beam, and the inspection port is provided corresponding to the locking mechanism;

[0040] And / or, at least one end surface of the locking beam opposite to each other along the length direction of the electric vehicle is detachably connected to at least one sealing plate, and the sealing plate is used to connect to the inspection port or the weight-reducing hole.

[0041] In this solution, the inspection port is connected to the inside and outside of the locking beam, which is more helpful for maintenance personnel to repair the locking mechanism and other components inside the locking beam from the outside, and the inspection port is set corresponding to the locking mechanism, which further facilitates maintenance personnel to repair the locking mechanism; further, a sealing plate is set on the inspection port or the weight-reducing hole to protect the locking beam under normal circumstances, so as to prevent the components inside the locking beam from being interfered with by external components under normal circumstances, affecting their normal use.

[0042] Furthermore, the quick-change bracket further includes a connecting piece, the connecting piece is fixed to one end surface of the reinforcing connecting mechanism in the width direction of the electric vehicle, the locking beam is sleeved on the connecting piece and connected to the reinforcing connecting mechanism;

[0043] And / or, the quick-change bracket further includes a first reinforcement member, the first reinforcement member is provided on the outside of the locking beam, the first reinforcement member is connected to the reinforcement connection mechanism and the locking beam respectively, and is used to reinforce the connection between the reinforcement connection mechanism and the locking beam;

[0044] And / or, the quick-change bracket also includes a avoidance piece, which is connected to the reinforcement connection mechanism. Along the width direction of the electric vehicle, the avoidance piece protrudes from the end connected to the reinforcement connection mechanism in the direction close to the locking beam, and the avoidance piece forms a hollow avoidance space at the end away from the locking beam.

[0045] In the present solution, since the locking beam and the reinforcement connection mechanism have different extension directions, in the extension direction of the locking beam, a connecting piece is provided on one end face of the reinforcement connection mechanism, and the locking beam is indirectly connected to the reinforcement connection mechanism through the connecting piece, so as to increase the connection area between the two, reduce the connection difficulty, and at the same time increase the connection stability; further, a first reinforcement member is respectively connected to the reinforcement connection mechanism and the locking beam, so as to further strengthen the connection stability between the two and improve the structural strength; further, an avoidance member is connected to the reinforcement connection mechanism, and the raised side of the avoidance member is tightly connected to the locking beam, while the side of the avoidance member having an avoidance space avoids other components on the electric vehicle, so as to further improve the connection strength and scope of application of the reinforcement connection mechanism.

[0046] Furthermore, the cantilever beam includes two locking beams symmetrically arranged relative to the vehicle beam, the two locking beams are respectively arranged on both sides of the vehicle beam, and each locking beam corresponds to one reinforcement connection mechanism, and the locking beam is connected to the vehicle beam through the reinforcement connection mechanism on the same side;

[0047] Preferably, the cantilever beam also includes a center beam, and the two locking beams are respectively arranged on both sides of the center beam in the width direction of the electric vehicle, and the two ends of the center beam in the width direction of the electric vehicle are respectively connected to the reinforcement connection mechanism on the corresponding side.

[0048] In this solution, locking beams are symmetrically arranged on both sides of the vehicle beam, and each locking beam corresponds to a reinforcement connection mechanism, and is connected to the vehicle beam through the corresponding reinforcement connection mechanism. The locking beams on both sides of the vehicle beam can be used to lock the battery pack, so that the structure of the electric vehicle at the vehicle beam position is more symmetrical, and the number of battery packs can be increased, thereby increasing the capacity; further, the two locking beams are respectively arranged on both sides of the center beam in the width direction of the electric vehicle, so that the two locking beams and the center beam together form a complete cantilever beam, further ensuring the positional relationship between the two locking beams in each cantilever beam, and the stability of the connection with the vehicle beam.

[0049] Furthermore, the quick-change bracket also includes a second reinforcement member, which is arranged on the outside of the center beam. The second reinforcement member is respectively connected to the reinforcement connection mechanism and the center beam, and is used to reinforce the connection between the reinforcement connection mechanism and the center beam.

[0050] In this solution, a second reinforcement member is used to connect to the reinforced connection mechanism and the center beam respectively, so as to further strengthen the connection stability between the two, further improve the structural strength of the cantilever beam and the connection stability between the cantilever beam and the vehicle beam.

[0051] Furthermore, the quick-change bracket further includes a locking determination mechanism, which extends from a side surface of the cantilever beam and is used to determine whether the battery pack is locked on the quick-change bracket;

[0052] Preferably, the cantilever beam is extended along the width direction of the electric vehicle, and the lock determination mechanism is provided on an end surface of the cantilever beam along the length direction of the electric vehicle.

[0053] In this solution, a locking determination mechanism is provided on the quick-change bracket and is used to detect and determine whether the battery pack is successfully locked on the quick-change bracket, thereby avoiding ending the battery replacement process when the quick-change bracket and the battery pack are not locked, thereby improving the reliability and safety of the battery replacement operation; further, when the cantilever beam extends along the width direction of the electric vehicle, it has a larger installation space on the end face along the length direction of the electric vehicle. When the locking determination mechanism is provided on this end face, it also has sufficient space to move to complete the detection, and the structure is more reasonable.

[0054] Furthermore, the locking mechanism includes a lock base and a locking linkage, wherein the lock base is fixed on the cantilever beam, and the locking linkage is rotatably connected to the lock base to lock or unlock the battery pack;

[0055] The locking determination mechanism includes a moving part and a fixed part, the moving part is connected to the locking linkage part and moves synchronously with the locking linkage part, the fixed part is fixed on the cantilever beam, and the locking determination mechanism determines whether the battery pack is locked on the quick-change bracket by detecting the relative position between the moving part and the fixed part.

[0056] In this solution, the locking linkage rotates relative to the lock base (i.e., relative to the cantilever beam) to achieve locking and unlocking of the battery pack, and the movable part moves synchronously with the locking linkage, thereby changing the relative position between the movable part and the fixed part. Therefore, by judging the relative position of the movable part and the fixed part, it is determined whether the locking linkage has rotated into place, and then whether the battery pack is locked on the quick-change bracket. Since the movable part is fixed on the locking linkage to achieve synchronous movement with the locking linkage, there will be no delay or misalignment in the movement of the movable part, thereby improving the detection accuracy and improving the reliability and safety of the battery replacement operation.

[0057] Furthermore, when the distance between the movable part and the fixed part is within a preset distance range, the battery pack can be locked on the quick-change bracket;

[0058] And / or, the cantilever beam is a hollow structure, and the moving member extends from an opening formed on a side surface of the cantilever beam;

[0059] And / or, the fixing member is fixed to the side surface of the cantilever beam from which the moving member extends;

[0060] And / or, the locking mechanism includes a primary locking mechanism and a secondary locking mechanism, the movable member includes a first movable member and a second movable member, the first movable member is connected to the locking linkage member of the primary locking mechanism, the second movable member is connected to the locking linkage member of the secondary locking mechanism, and the first movable member and the second movable member cooperate with the same fixed member;

[0061] And / or, the cantilever beam is a hollow structure, and a first sensor is further provided in the cantilever beam for detecting the position of the locking linkage to determine whether the battery pack is locked on the quick-change bracket.

[0062] In the present solution, a preset distance is set in advance, and the distance between the moving part and the fixed part is compared with the preset range to determine whether the battery pack is locked on the quick-change bracket, which makes the operation more convenient and quick; further, the moving part extends from an opening opened on one side of the cantilever beam, which makes it more convenient for the moving part to move following the locking linkage part, thereby avoiding interference with the movement of the moving part by other components; further, the fixed part is also set on the side of the cantilever beam where the moving part is set, so that the fixed part and the moving part are on the same side of the cantilever beam, which makes it easier to detect the relative position between the two; further, by sharing a fixed part for the first moving part and the second moving part, the structure of the locking judgment mechanism can be simplified, thereby reducing costs; further, by setting a first sensor in the cantilever beam, the first sensor can be used to send a locking or unlocking signal to the electric vehicle to detect whether the battery pack is locked on the quick-change bracket, thereby further improving the reliability and safety of the battery pack locking.

[0063] An electric vehicle is characterized in that it comprises the quick-change bracket described above.

[0064] In this solution, the quick-change bracket is fixed on the electric vehicle to install the battery pack at the vehicle beam position of the electric vehicle, and the battery pack is used to power the electric vehicle.

[0065] The positive progress effect of the present invention is:

[0066] By arranging front cantilever beams and rear cantilever beams at intervals along the length direction of the electric vehicle on the beam of the electric vehicle, and connecting the front cantilever beams and the rear cantilever beams with a fixing mechanism, an integral quick-change bracket is formed, and the locking mechanism is arranged on the front cantilever beam and the rear cantilever beam. When the battery pack moves toward the beam along the width direction of the electric vehicle, the locking members on the battery pack can be locked with the locking mechanisms on the front cantilever beam and the rear cantilever beam to fix the battery pack relative to the quick-change bracket, thereby avoiding interference between the battery pack and components such as the transmission shaft in the middle position of the beam. At the same time, the integral quick-change bracket can avoid changes in the relative positions of the front and rear cantilever beams, facilitate battery replacement, and also reduce the installation accuracy requirements of the battery pack and the quick-change bracket. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] FIG1 is a schematic diagram of the overall structure of an electric vehicle at the vehicle beam position according to an embodiment of the present invention;

[0068] FIG2 is a schematic diagram of the assembly structure of the quick-change bracket and the vehicle beam in one embodiment of the present invention (I);

[0069] FIG3 is a schematic diagram of the assembly structure of the quick-change bracket and the vehicle beam in one embodiment of the present invention (II);

[0070] FIG4 is a schematic diagram of the overall external structure of a battery pack according to an embodiment of the present invention;

[0071] FIG5 is a schematic diagram of the overall structure of a quick-change bracket according to an embodiment of the present invention;

[0072] FIG6 is a schematic diagram of the overall structure of a fixing mechanism according to an embodiment of the present invention;

[0073] FIG6 a is a schematic structural diagram of a first stabilizing member in one embodiment of the present invention;

[0074] FIG6 b is a schematic structural diagram of the fixing mechanism at the position of the second stabilizing member according to an embodiment of the present invention;

[0075] FIG6c is a schematic structural diagram of a third stabilizing member in one embodiment of the present invention;

[0076] FIG7 is a schematic structural diagram of a connector bracket according to an embodiment of the present invention;

[0077] FIG8 is a schematic structural diagram of an electrical connector according to an embodiment of the present invention;

[0078] FIG9 is a schematic diagram of the overall structure of a front cantilever beam according to an embodiment of the present invention;

[0079] FIG10 is a schematic structural diagram of a front cantilever beam at a locking beam according to an embodiment of the present invention;

[0080] FIG11 is a schematic diagram of the assembly structure of the center beam and the reinforcement portion of the front cantilever beam in one embodiment of the present invention;

[0081] FIG12 is a schematic diagram of the assembly structure of the support portion and the avoidance member of the front cantilever beam in one embodiment of the present invention;

[0082] FIG13 is a schematic diagram of the assembly structure of the support portion, the connecting member and the avoiding member of the front cantilever beam in one embodiment of the present invention;

[0083] FIG14 is a schematic diagram of the overall structure of the rear cantilever beam according to one embodiment of the present invention;

[0084] FIG15 is a schematic diagram of the overall structure of the reinforcement connection mechanism of the rear cantilever beam in one embodiment of the present invention;

[0085] FIG16 is another side view of the structure of the cooperation between the beam and the quick-change bracket according to one embodiment of the present invention;

[0086] FIG17 is a schematic diagram of the overall structure of a locking beam according to an embodiment of the present invention;

[0087] FIG18 is a schematic diagram of the internal structure of a locking beam according to an embodiment of the present invention;

[0088] FIG19 is a schematic diagram of another internal structure of a locking beam according to an embodiment of the present invention;

[0089] FIG20 is a schematic diagram of the overall structure of a locking mechanism according to an embodiment of the present invention;

[0090] FIG. 21 is a schematic top view of the locking mechanism in one embodiment of the present invention.

[0091] Explanation of the accompanying drawings: Quick-change bracket 1, front cantilever beam 11, rear cantilever beam 12, locking beam 111, center beam 112, positioning mark 113, sealing plate 1111, locking mechanism 13, fixing mechanism 14, connecting beam 141, connecting beam body 1412, reinforcing beam 142, base 1421, first stabilizing member 143, bearing plate 144, clamping portion 1441, clamping groove 1442, reversing member 145, first flat plate 1451, second flat plate 1452, second stabilizing member 146, first connecting surface 147, second connecting surface 148, hollow portion 1481, bevel 1482, third stabilizing member 149, adjustment portion 1491, adjustment hole 1492, fitting Part 1493, reinforcement connection mechanism 15, support part 151, support part body 1511, first bending part 1512, reinforcement part 152, reinforcement part body 1521, second bending part 1522, third bending part 1523, second avoidance member 1524, connector frame 16, mounting port 161, electrical connector 162, first reinforcement member 171, second reinforcement member 172, first fastener 173, second fastener 174, connector 181, top plate 1811, bottom plate 1812, first Side plate 1813, second side plate 1814, avoidance member 182, avoidance space 1821, battery pack 2, locking member 21, battery pack housing 22, fixed frame 23, accommodating space 24, vehicle beam 3, lock base 31, locking channel 32, locking linkage member 33, lock tongue 34, primary locking mechanism 35, primary lock base 351, primary lock tongue 352, lock link 353, primary elastic member 354, primary elastic member fixing seat 355, secondary locking mechanism 36, secondary lock base 361, secondary lock Tongue 362, secondary locking rod 363, secondary elastic member 364, movable member 41, first connecting part 411, first detecting part 412, first bending section 413, second bending section 414, third bending section 415, first movable member 416, second movable member 417, fixed member 42, fourth bending section 421, fifth bending section 422, second connecting part 423, second detecting part 424, sensor 5, length direction L of the electric vehicle, width direction W of the electric vehicle, and height direction H of the electric vehicle. DETAILED DESCRIPTION

[0092] The following describes in detail embodiments of the present invention, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0093] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "circumferential", "radial", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0095] This embodiment provides an electric vehicle, as shown in Figures 1, 2 and 3. The electric vehicle includes two beams 3 arranged parallel to each other. The beam 3 is one of the main load-bearing structures of the electric vehicle. The extension direction of the beam 3 is the length direction L of the electric vehicle, that is, the driving direction of the electric vehicle. The two beams 3 are arranged on the same horizontal plane in the height direction H of the electric vehicle, and the two beams 3 are spaced apart in the width direction W of the electric vehicle. The area between the two beams 3 is provided with components such as a transmission shaft (not shown in the figure). At the same time, a quick-change bracket 1 is mounted above the two beams 3. In the width direction W of the electric vehicle, a battery pack 2 is fixed to the side of each beam 3. The battery pack 2 is fixed to the beam 3 through the quick-change bracket 1.

[0096] Specifically, as shown in FIG4 , the quick-change bracket 1 includes a cantilever beam, a locking mechanism 13, and a fixing mechanism 14. The cantilever beam includes a front cantilever beam 11 and a rear cantilever beam 12, spaced apart along the length L of the electric vehicle on two vehicle beams 3. The fixing mechanism 14 is disposed between the front cantilever beam 11 and the rear cantilever beam 12, and the fixing mechanism 14 is connected to the front cantilever beam 11 and the rear cantilever beam 12, respectively. The locking mechanism 13 is disposed on the front cantilever beam 11 and the rear cantilever beam 12, and is used to lock with the locking member 21 on the battery pack 2. Through this structural setting, the fixing mechanism 14 between the front cantilever beam 11 and the rear cantilever beam 12 can be used to form an integral quick-change bracket 1, and the locking mechanism 13 can be set on the front cantilever beam 11 and the rear cantilever beam 12. When the battery pack 2 moves along the width direction W of the electric vehicle toward the vehicle beam 3, the locking member 21 on the battery pack 2 can be used to lock with the locking mechanism 13 on the front cantilever beam 11 and the rear cantilever beam 12 to achieve the fixation of the battery pack 2 relative to the quick-change bracket 1, avoiding interference between the battery pack 2 and components such as the transmission shaft in the middle position of the vehicle beam 3; at the same time, compared with the quick-change bracket 1 being independently installed on both sides of the vehicle beam 3 of the electric vehicle, the integral quick-change bracket 1 can increase the installation stability between it and the vehicle beam 3, and when the vehicle beam 3 twists, the quick-change bracket 1 can still maintain the consistency of its overall structure, and ultimately meet the installation stability and consistency requirements of the battery pack 2.

[0097] As shown in Figures 5 and 6, the fixing mechanism 14 specifically includes a connecting portion and a reinforcing portion. As mentioned above, the connecting portion is composed of a connecting beam 141, and the reinforcing portion is composed of a reinforcing beam 142. The connecting beam 141 is connected between the front cantilever beam 11 and the rear cantilever beam 12, and is used to specifically define the relative position between the front cantilever beam 11 and the rear cantilever beam 12. The reinforcing beam 142 is connected between the connecting beam 141 and the vehicle beam 3, and is used to reinforce the frame structure formed by the connecting beam 141 and the front cantilever beam 11 and the rear cantilever beam 12. Among them, the connecting beam 141 extends along the longitudinal direction L of the electric vehicle, and the connecting beam 141 is connected to the front cantilever beam 11 and the rear cantilever beam 12 at both ends of the longitudinal direction L of the electric vehicle. The reinforcing beam 142 is connected between the connecting beam 141 and the vehicle beam 3 in a direction non-parallel to the connecting beam 141. In this embodiment, by connecting the connecting beam 141 between the front cantilever beam 11 and the rear cantilever beam 12, the position between the front cantilever beam 11 and the rear cantilever beam 12 can be limited in the simplest way. The setting of the reinforcement beam 142 makes the fixing mechanism 14 less likely to deform.

[0098] Furthermore, the connecting portion formed by the connecting beams 141 includes at least two connecting beams 141, which are spaced apart in the extension direction of the front cantilever beam 11 or the rear cantilever beam 12, and the two ends of each connecting beam 141 are respectively connected to the front cantilever beam 11 and the rear cantilever beam 12. By providing at least two connecting beams 141 between the front cantilever beam 11 and the rear cantilever beam 12, the front cantilever beam 11 and the rear cantilever beam 12 are restrained at multiple locations in the extension direction, further reducing the possibility of relative displacement between the front cantilever beam 11 and the rear cantilever beam 12, and improving the overall structural strength of the quick-change bracket 1.

[0099] Specifically, as shown in Figures 5 and 6 , the at least two connecting beams 141 include two first connecting beams, which are respectively disposed on either side of the vehicle beam 3 , and are connected to the edges of the front cantilever beam 11 and the rear cantilever beam 12 in their extension directions. Thus, the connecting beams 141, the front cantilever beam 11, and the rear cantilever beam 12 are connected to form a frame structure, thereby improving the structural stability of the quick-change bracket 1 . Furthermore, the first connecting beams are connected to the edges of the front cantilever beam 11 and the rear cantilever beam 12 in their extension directions, so that the mounting position between the ends of the front cantilever beam 11 and the rear cantilever beam 12 is restricted by the first connecting beam, preventing the front cantilever beam 11 or the rear cantilever beam 12 from twisting and causing the mounting position between the ends to become unstable.

[0100] Furthermore, the reinforcement portion composed of the reinforcement beam 142 includes at least one reinforcement beam 142, the extension direction of the reinforcement beam 142 forms an angle with the extension direction of any connecting beam 141, and at least one end of the reinforcement beam 142 is connected to a connecting beam 141. Thus, the reinforcement beam 142 provides force support for the connecting beam 141 in a direction non-parallel to the connecting beam 141, further improving the overall strength of the fixing mechanism 14. Furthermore, the two ends of the reinforcement beam 142 are respectively connected to the middle position of the two connecting beams 141, so that both ends of the reinforcement beam 142 are connected to a connecting beam 141 and support the two connecting beams 141, reducing the risk of the connecting beam 141 breaking and increasing the structural strength of the fixing mechanism 14. In other optional embodiments, the two ends of the reinforcement beam 142 can also be connected to other positions between the two connecting beams 141.

[0101] As shown in Figure 6, the fixing mechanism 14 includes at least one first stabilizing member 143, through which the reinforcement beam 142 is connected to the vehicle beam 3. Furthermore, when there is only one reinforcement beam 142, the fixing mechanism 14 includes two first stabilizing members 143, through which the reinforcement beam 142 is respectively connected to two vehicle beams 3. The connection between the reinforcement beam 142 and the vehicle beam 3 is achieved through the first stabilizing members 143, allowing the quick-change bracket 1 to be connected to the vehicle beam 3 not only through the front cantilever beam 11 and the rear cantilever beam 12, but also through the reinforcement beam 142. This increases the number of connection points between the quick-change bracket 1 and the vehicle beam 3, making the connection between the quick-change bracket 1 and the vehicle beam 3 more secure and improving the structural stability of the quick-change bracket 1 itself.

[0102] As shown in Figures 2, 6, and 6a, the first stabilizing member 143 includes a supporting plate 144 and a diverter 145. The diverter 145 comprises a first flat plate 1451 and a second flat plate 1452, which form a corner. The supporting plate 144 is in close contact with the first flat plate 1451 on a side facing away from the corner, while the second flat plate 1452 is used to connect to the vehicle beam 3. A clamping portion 1441 is provided on the side of the supporting plate 144 facing away from the first flat plate 1451. The clamping portion 1441 is provided with a slot 1442, which is used to engage the reinforcement beam 142. In this embodiment, by providing a clamping portion 1441 with a clamping groove 1442 on the supporting plate 144, the first stabilizing member 143 can be clamped with the reinforcing beam 142; since the clamping portion 1441 is located on the supporting plate 144, the supporting plate 144 is in contact with the first flat plate 1451, and the first flat plate 1451 has a corner with the second flat plate 1452, that is, the first flat plate 1451 and the second flat plate 1452 have different extension directions, and thus the supporting plate 144 and the second flat plate 1452 have different extension directions. Therefore, the reinforcing beam 142 located on the supporting plate 144 can be conveniently connected to the vehicle beam 3 of the electric vehicle through the second flat plate 1452 in the reversing member 145.

[0103] As shown in Figures 2, 6 and 6b, the fixing mechanism 14 also includes at least one second stabilizing member 146, and the reinforcement beam 142 is connected to the connecting beam 141 through the second stabilizing member 146; further, since the two connecting beams 141 are respectively arranged on both sides of the vehicle beam 3 in this embodiment, the reinforcement beam 142 is connected to at least two connecting beams 141 arranged on both sides of the vehicle beam 3 through the second stabilizing member 146, so that the reinforcement beam 142 supports the connecting beams 141 on both sides of the vehicle beam 3.

[0104] The reinforcement beam 142 includes a base 1421, and a second stabilizing member 146 is fixedly connected to the end surface of the base 1421 facing the connecting beam 141. The second stabilizing member 146 includes a first connecting surface 147 facing the connecting beam 141, and the area of ​​the first connecting surface 147 is larger than the surface area of ​​the end surface of the base 1421 facing the connecting beam 141. The reinforcement beam 142 is connected to the connecting beam 141 via the first connecting surface 147. Because the area of ​​the first connecting surface 147 of the second stabilizing member 146 is larger than the surface area of ​​the end surface of the base 1421, the connection area between the reinforcement beam 142 and the connecting beam 141 is increased compared to a direct connection between the end surface of the base 1421 of the reinforcement beam 142 and the connecting beam 141, making the connection between the reinforcement beam 142 and the connecting beam 141 more secure and stable, and less prone to breakage.

[0105] Furthermore, the second stabilizing member 146 includes a second connecting surface 148 perpendicular to the first connecting surface 147. The end surface of the base 1421 facing the connecting beam 141 is connected to the first connecting surface 147, and the sidewall of the base 1421 is connected to the second connecting surface 148. A hollow portion 1481 is defined in the second connecting surface 148. In this embodiment, by configuring the base 1421 to be connected to the first connecting surface 147 and the second connecting surface 148 of the second stabilizing member 146, the connection between the second stabilizing member 146 and the base 1421 is further strengthened. The hollow portion 1481 in the second connecting surface 148 minimizes the weight of the second stabilizing member 146 while ensuring a secure connection between the second stabilizing member 146 and the base 1421, thereby reducing the weight of the entire quick-change bracket 1.

[0106] Furthermore, the second connecting surface 148 includes at least one oblique edge 1482. One end of the oblique edge 1482 is connected to the end of the first connecting surface 147, and the other end of the oblique edge 1482 is connected to the base 1421. The location where the oblique edge 1482 connects to the base 1421 is spaced a predetermined distance from the end of the base 1421 facing the connecting beam 141. In this embodiment, by connecting one end of the oblique edge 1482 of the second connecting surface 148 to the first connecting surface 147 and the other end to the base 1421, a triangular structure is formed between the base 1421, the first connecting surface 147, and the oblique edge 1482, thereby enhancing the structural stability of the second stabilizing member 146. Furthermore, when the second connecting surface 148 is provided with an oblique edge 1482 on each side of the base 1421, the second connecting surface 148 forms a trapezoidal structure, which more evenly distributes force and improves the structural stability of the second stabilizing member 146.

[0107] As shown in Figures 2, 6, and 6c, the fixing mechanism 14 further includes at least one third stabilizing member 149. The connecting beam 141 includes a connecting beam body 1412. The third stabilizing member 149 includes an adjusting portion 1491. The connecting beam body 1412 is slidably mounted within the adjusting portion 1491 along the length of the connecting beam 141. The adjusting portion 1491 and the connecting beam body 1412 each have a set of adjusting holes 1492 extending along the length of the connecting beam 141. The adjusting holes 1492 on the adjusting portion 1491 and the adjusting holes 1492 on the connecting beam body 1412 are connected by bolts 613. Thus, the length of the connecting beam 141 can be adjusted by changing the position of the connecting beam body 1412 within the adjusting portion 1491 and installing the bolts 613 in the corresponding adjusting holes 1492 on the adjusting portion 1491 and the connecting beam body 1412. This structure is simple and easy to operate.

[0108] Furthermore, the connecting beam 141 is connected to the front cantilever beam 11 or the rear cantilever beam 12 via a third stabilizing member 149. The third stabilizing member 149 also includes a fitting portion 1493 connected to the side of the adjustment portion 1491 away from the connecting beam body 1412. The fitting portion 1493 includes two fitting plates at an angle, which are used to connect to two adjacent side walls of the front cantilever beam 11 or the rear cantilever beam 12. Thus, the third stabilizing member 149 not only cooperates with the connecting beam body 1412 to adjust the length of the connecting beam 141, but also connects the connecting beam 141 to the front cantilever beam 11 or the rear cantilever beam 12. Furthermore, because the fitting portion 1493 includes two fitting plates at an angle, the connecting beam 141 can connect to both side walls of the front cantilever beam 11 or the rear cantilever beam 12, increasing the connection area and further strengthening the connection between the connecting beam 141 and the front cantilever beam 11 or the rear cantilever beam 12.

[0109] As shown in Figures 1 to 4, the front cantilever beam 11 and the rear cantilever beam 12 are mounted on the two vehicle beams 3 along the width direction W of the electric vehicle and are spaced apart along the length direction L of the electric vehicle. The locking mechanisms 13 located on the front cantilever beam 11 and the rear cantilever beam 12 are arranged along the width direction W of the electric vehicle to lock or unlock the battery pack 2 disposed on the side of the vehicle beam 3 along the width direction W of the electric vehicle. Specifically, the front cantilever beam 11 and the rear cantilever beam 12 are parallel to each other and spaced apart on the vehicle beam 3, and both the front cantilever beam 11 and the rear cantilever beam 12 extend along the width direction W of the electric vehicle. The locking mechanisms 13 are respectively disposed at the lower ends of the front cantilever beam 11 and the rear cantilever beam 12 to facilitate installation or removal of the battery pack 2 from the bottom of the electric vehicle. The quick-change bracket 1 provided in this embodiment reduces the space occupied by the quick-change bracket 1 in the length direction L of the electric vehicle by arranging the locking mechanism 13 on the front cantilever beam 11 and the rear cantilever beam 12, and locking or unlocking the locking mechanism 13 along the width direction W of the electric vehicle, and can reserve sufficient lateral space to facilitate lateral battery replacement of the electric vehicle, thereby improving the battery replacement efficiency of lateral battery replacement; in addition, locking or unlocking the locking mechanism 13 along the width direction W of the electric vehicle can avoid occupying the path for the battery replacement equipment to take and place the battery pack 2, thereby further improving the battery replacement efficiency of lateral battery replacement; in addition, the taking and placing path of the battery pack 2 is consistent with the locking path, that is, both are in the width direction W of the electric vehicle, which is conducive to improving the battery replacement efficiency of lateral battery replacement.

[0110] In other optional embodiments, the number of beams 3 can be adjusted accordingly according to the type and specific structure of the vehicle, and the number of locking mechanisms 13 can also be adjusted accordingly according to the specific layout structure of the quick-change bracket 1 in the vehicle and the number of mounted battery packs 2.

[0111] Furthermore, as shown in Figures 1-3, along the width direction W of the electric vehicle, at least the ends of the front cantilever beam 11 and the rear cantilever beam 12 on the same side extend out of the vehicle beam 3, and the locking mechanism 13 is provided on the ends of the front cantilever beam 11 and the rear cantilever beam 12 that extend outward from the vehicle beam 3. It should be noted that the relative position between the two vehicle beams 3 represents the "inside" of the vehicle beam 3, while the position of one vehicle beam 3 facing away from the other vehicle beam 3 represents the "outside" of the vehicle beam 3. The middle portion of the front cantilever beam 11 or the rear cantilever beam 12 is mounted on the vehicle beam 3 and is located in the "inside position" between the two vehicle beams 3, while the ends of the front cantilever beam 11 or the rear cantilever beam 12 are located in the "outside position" of the two vehicle beams 3. "Ends on the same side" refers to ends located on the same side of the two vehicle beams 3. In this embodiment, the locking mechanism 13 is provided on the ends on both sides of the two vehicle beams 3. The quick-change bracket 1 provided in this embodiment incorporates locking mechanisms 13 at the ends of the front and rear cantilever beams 11 and 12 that extend beyond the vehicle beam 3. This allows the battery pack 2 to enter the quick-change bracket 1 from the side of the vehicle beam 3 and be locked with the locking mechanisms 13. Furthermore, the installation of locking mechanisms 13 on both the front and rear cantilever beams of the quick-change bracket 1 balances the forces applied to the front and rear ends of the quick-change bracket 1, thereby improving the stability of the quick-change bracket 1 while supporting the battery pack 2.

[0112] As shown in Figures 7 and 8 , the quick-change bracket 1 is also provided with a connector frame 16 and an electrical connector 162. The connector frame 16 is positioned below the vehicle beam 3 along the height direction H of the electric vehicle. A mounting opening 161 is provided on the connector frame 16. The electrical connector 162 is mounted and fixed to the connector frame 16, with the plug interface of the electrical connector 162 exposed through the mounting opening 161. The electrical connector 162 is electrically connected to the battery pack 2 through its plug interface to achieve power transmission. This arrangement allows the electrical connector 162 to be located below the vehicle beam 3 and electrically connected to the battery pack 2 from below the vehicle beam 3, fully utilizing the space below the vehicle beam 3 while minimizing the longitudinal height of the battery pack 2 to prevent interference between the battery pack 2 and components on the upper portion of the vehicle.

[0113] Specifically, the structure of the battery pack 2 is shown in FIG4 . The battery pack 2 primarily includes a plurality of battery cells (not shown) and a battery pack housing 22 . The plurality of battery cells are interconnected within the battery pack housing 22 . The overall structure of the battery pack housing 22 is a double-layer cubic structure, wherein the edge dimensions of the upper structure are slightly smaller than the edge dimensions of the lower structure, so that the upper and lower structures form a surrounding step at the edge. Locking members 21 are provided at relative positions of the surrounding step. Furthermore, the battery pack housing 22 is further connected to a fixed frame 23 on one side thereof. The fixed frame 23 protrudes from the side surface and has a hollow interior. Specifically, the fixed frame 23 has a housing space 24 within it. The housing space 24 is used to accommodate a battery terminal connector (not shown). The plug connector of the battery terminal connector is exposed through a hollow area on the fixed frame 23 . After the plurality of battery cells are interconnected within the battery pack housing 22 , they are then uniformly connected to the battery terminal connector, which is used to uniformly transmit the electrical energy of the plurality of battery cells to the outside. When the side surface of the fixed frame 23 of the battery pack 2 gradually approaches the vehicle beam 3 along the width direction W of the electric vehicle, the connector of the battery pack 2 can be plugged into the electrical connector 162 on the quick-change bracket 1, thereby realizing power transmission.

[0114] As shown in Figures 9 and 10, in the width direction W of the electric vehicle, positioning marks 113 are provided on the side surfaces of the front cantilever beam 11 and the rear cantilever beam 12. The positioning marks 113 are used to identify the position of the vehicle body in various directions. When the electric vehicle needs to replace the battery pack 2, it helps the battery replacement equipment to identify the position where the battery pack 2 is to be installed, and achieves precise positioning and precise installation of the battery pack 2. It should be noted that the positioning mark 113 can adopt components with sensing functions existing in the prior art, so that it can sense the direction and provide feedback signals to the operator. At the same time, in this embodiment, positioning marks 113 are provided on the side surfaces of both ends of the front cantilever beam 11 and the rear cantilever beam 12 to maximize the role of the positioning mark 113 on the electric vehicle. However, in other embodiments, adjustments can also be made as needed, for example, only setting the positioning mark 113 on the side surface of one end.

[0115] As shown in Figures 2, 5, 9 and 10, the front cantilever beam 11 and the rear cantilever beam 12 are composed of sections. The front cantilever beam 11 and the rear cantilever beam 12 both include a locking beam 111 provided on at least one side of the vehicle beam 3, that is, the locking beam 111 is located at the end of the front cantilever beam 11 and the rear cantilever beam 12. The locking beam 111 is used to accommodate the locking mechanism 13 and is connected to the battery pack 2 through the locking mechanism 13. In the structure of the quick-change bracket 1, by arranging the locking mechanism 13 on the side of the vehicle beam 3, it is convenient to lock or unlock the battery pack 2 on the side of the vehicle beam 3, thereby facilitating the lateral battery replacement of the electric vehicle and improving the battery replacement efficiency of the lateral battery replacement. In this embodiment, each cantilever beam includes two locking beams 111, and the two locking beams 111 are symmetrically arranged relative to the vehicle beam 3. Each locking beam 111 is connected to the corresponding vehicle beam 3 at one end close to the vehicle beam 3 along the width direction W of the electric vehicle.

[0116] Furthermore, the locking beam 111 is connected to the side of the vehicle beam 3 through the reinforcement connection mechanism 15. The reinforcement connection mechanism 15 includes a stacked support portion 151 and a reinforcement portion 152, that is, the locking beam 111 is connected to at least one side of the vehicle beam 3 through the stacked support portion 151 and the reinforcement portion 152, and then the connection between the locking beam 111 and the vehicle beam 3 is realized through the reinforcement connection mechanism 15, thereby increasing the connection area between the reinforcement connection mechanism 15 and the vehicle beam 3. The reinforcement connection mechanism 15 also increases the connection area between the reinforcement connection mechanism 15 and the locking beam 111, thereby improving the structural strength of the quick-change bracket 1 itself while ensuring the connection strength between the quick-change bracket 1 and the vehicle beam 3.

[0117] In this embodiment, the locking beam 111 extends along the width direction W of the electric vehicle, and an angle is formed between the extension direction of the reinforcement connection mechanism 15 and the extension direction of the locking beam 111. Specifically, the reinforcement connection mechanism 15 extends along the length direction L of the electric vehicle, and the extension direction of the reinforcement connection mechanism 15 is perpendicular to the extension direction of the locking beam 111. This facilitates the connection between the locking beam 111 and the reinforcement connection mechanism 15, increases the connection area between the two, and improves the connection strength between the two.

[0118] As shown in Figures 5 and 9 , along the width direction W of the electric vehicle, the two ends of the reinforcement connection mechanism 15 are respectively connected to the vehicle beam 3 and the locking beam 111. Specifically, the vehicle beam 3 and the locking beam 111 are respectively connected to the two ends of the reinforcement connection mechanism 15 in the width direction W of the electric vehicle to prevent interference between the vehicle beam 3 and the locking beam 111, ensure that both have sufficient space to connect with the reinforcement connection mechanism 15, and ensure the structural strength of the quick-change bracket 1 itself and the strength of the connection between the quick-change bracket 1 and the vehicle beam 3. In other alternative embodiments, the vehicle beam 3 and the locking beam 111 can also be connected to the same end of the reinforcement connection mechanism 15.

[0119] Furthermore, as shown in Figures 5 and 9, the reinforced connection mechanism 15 includes a support portion 151 and a reinforcement portion 152 that are stacked. The support portion 151 and the reinforcement portion 152 both extend along the length direction L of the electric vehicle to increase the connection area between the reinforced connection mechanism 15 and the vehicle beam 3, thereby ensuring the connection strength between the two. The support portion 151 and the reinforcement portion 152 extending in the same direction can further increase the connection area between the two and ensure the connection strength between the two. In addition, the support portion 151 and the reinforcement portion 152 are stacked along the width direction W of the electric vehicle to improve the torsional resistance and structural strength of the quick-change bracket 1, thereby increasing the service life of the quick-change bracket 1.

[0120] In other alternative embodiments, the reinforcement connection mechanism 15 may not extend entirely along the longitudinal direction L of the electric vehicle, and the extension direction of the reinforcement connection mechanism 15 may form a certain angle with the longitudinal direction L of the electric vehicle. In this embodiment, the reinforcement connection mechanism 15 is designed to extend along the longitudinal direction L of the electric vehicle because the vehicle beam 3 also extends along the longitudinal direction L of the electric vehicle. Therefore, extending the reinforcement connection mechanism 15 along the longitudinal direction L of the electric vehicle can increase the connection area between the reinforcement connection mechanism 15 and the vehicle beam 3, thereby improving the connection strength between the two.

[0121] In other alternative embodiments, the reinforcement connection mechanism 15 may not be a stacked structure, but may adopt an integrated structure. This embodiment adopts a stacked structure, that is, the reinforcement connection mechanism 15 is designed to be formed by splicing multiple independent structures. While ensuring the structural strength, it can reduce the processing difficulty of a single structure, making it easy to process and convenient to assemble.

[0122] In other alternative embodiments, the support portion 151 and the reinforcement portion 152 may not extend completely along the longitudinal direction L of the electric vehicle, and the extension direction of the support portion 151 and the reinforcement portion 152 may form a certain angle with the longitudinal direction L of the electric vehicle. The extension directions of the support portion 151 and the reinforcement portion 152 may be completely identical or different, that is, the extension directions of the two may form a certain angle.

[0123] In other alternative embodiments, the support portion 151 and the reinforcement portion 152 may not be completely stacked along the width direction W of the electric vehicle, and the stacking direction of the two may have a certain angle with the width direction W of the electric vehicle. As shown in Figures 9, 11, 12 and 13, the support portion 151 is stacked on the reinforcement portion 152, and the upper portion of the support portion 151 is fitted and connected to the upper portion of the reinforcement portion 152. The side portion of the reinforcement portion 152 extends downward along the height direction H of the electric vehicle and is connected to the upper end surface of the vehicle beam 3. The side portion of the support portion 151 extends downward along the height direction H of the electric vehicle and is fitted and connected to the side portion of the reinforcement portion 152 and the side of the vehicle beam 3 in sequence in the height direction H of the electric vehicle.

[0124] As shown in Figure 5 , the reinforced connecting mechanism 15 comprises a support portion 151 stacked on a reinforcement portion 152. Specifically, the upper portion of the support portion 151 is in close contact with the upper portion of the reinforcement portion 152. The side portions of the reinforcement portion 152 extend downwardly along the height direction H of the electric vehicle and are connected to the upper end surface of the beam 3. The side portions of the support portion 151 extend downwardly along the height direction H of the electric vehicle and are in close contact with the side portions of the reinforcement portion 152 and the side surfaces of the beam 3, respectively.

[0125] Alternatively, as shown in FIG14 , the side of the reinforcement connection mechanism 15 has a reinforcement portion 152 extending downwardly along the height direction H of the electric vehicle and connected to the upper end surface of the beam 3. The side of the support portion 151 extends downwardly along the height direction of the electric vehicle and is sequentially connected to the side of the reinforcement portion 152 and the side of the beam 3.

[0126] In this embodiment, FIG5 illustrates a reinforced connection mechanism 15 for the front end of an electric vehicle, in which the upper portion of the support portion 151 bends and extends to the upper portion of the reinforcement portion 152, and the upper portion of the support portion 151 is in close contact with the upper portion of the reinforcement portion 152. In contrast, FIG14 illustrates a reinforced connection mechanism 15 for the rear end of an electric vehicle, in which the upper portion of the support portion 151 does not bend and extend to the upper portion of the reinforcement portion 152.

[0127] In other embodiments, according to specific application requirements, in the reinforced connection structure 15 at the rear end of the electric vehicle, the upper part of the support part 151 is not bent and extended to the upper part of the reinforcement part 152, and the upper part of the support part 151 is fit-connected to the upper part of the reinforcement part 152 to increase the connection area between the support part 151 and the reinforcement part 152, thereby enhancing the connection strength between the support part 151 and the reinforcement part 152.

[0128] As shown in Figures 9 and 11, the reinforcement portion 152 is entirely disposed above the vehicle beam 3. In this embodiment, the reinforcement portion 152 is a U-shaped beam and includes a reinforcement portion body 1521, a second bent portion 1522, and a third bent portion 1523. The upper end of the reinforcement portion body 1521 is bent away from the support portion 151 to form the second bent portion 1522, which is connected to the support portion 151. The lower end of the reinforcement portion body 1521 extends downward along the height direction H of the electric vehicle and bends away from the support portion 151 to form the third bent portion 1523. The third bent portion 1523 abuts against the upper end surface of the vehicle beam 3 to connect the reinforcement portion body 1521 to the vehicle beam 3, enabling the vehicle beam 3 to provide support for the reinforcement portion 152, thereby improving the connection between the quick-change bracket 1 and the vehicle beam 3. The reinforcing portion main body 1521 refers to the side portion of the reinforcing portion 152 , the second bent portion 1522 refers to the upper portion of the reinforcing portion 152 , and the third bent portion 1523 refers to the lower portion of the reinforcing portion 152 .

[0129] As shown in Figures 9 and 12, the support portion 151 includes a support body 1511 and a first bent portion 1512. The upper end of the support body 1511 bends toward the reinforcement portion 152 to form the first bent portion 1512. The first bent portion 1512 covers and connects to the second bent portion 1522. The first bent portion 1512 and the second bent portion 1522 increase the connection area between the support portion 151 and the reinforcement portion 152, thereby improving the connection strength between the two. The lower end of the support body 1511 extends downward along the height direction H of the electric vehicle to extend beyond the reinforcement body 1521. The portion of the support body 1511 that does not extend beyond the reinforcement body 1521 is in affixed connection with the reinforcement body 1521. The portion of the support body 1511 that extends beyond the reinforcement body 1521 is in affixed connection with the side of the beam 3, preventing interference between the reinforcement 152 and the beam 3 when the support portion 151 is connected to the beam 3. The supporting portion main body 1511 refers to the side portion of the supporting portion 151 , and the first bending portion 1512 refers to the upper portion of the supporting portion 151 .

[0130] Among them, the specific structure of the locking beam 111 of the rear cantilever beam 12 is basically the same as the specific structure of the locking beam 111 in the above-mentioned front cantilever beam 11, the difference being that the locking beam 111 of the rear cantilever beam 12 is not provided with the avoidance member 182 in the above-mentioned cantilever beam.

[0131] Furthermore, as shown in Figures 14, 15 and 16, the lower end of the locking beam 111 of the rear cantilever beam 12 is flush with the lower end of the locking beam 111 of the front cantilever beam 11, so as to ensure that after the battery pack 2 is fixed to the electric vehicle through the locking beam 111, the battery pack 2 can maintain a horizontal state to ensure that the battery pack can stably supply power to the electric vehicle.

[0132] Among them, the specific structure of the reinforcement connection mechanism 15 of the rear cantilever beam 12 is basically the same as the specific structure of the reinforcement connection mechanism 15 of the cantilever beam in the above-mentioned embodiment, and the difference is that: the support part 151 in the reinforcement connection mechanism 15 of the rear cantilever beam 12 is a flat plate structure, and does not include the first bending part 1522 in the support part 151 of the above-mentioned cantilever beam. The support part 151 is only connected to the reinforcement part 152 in the reinforcement connection mechanism 15 of the rear cantilever beam 12 through the side surface in the width direction W of the electric vehicle, that is, the second bending part 1522 of the reinforcement part 152 of the rear cantilever beam 12 is no longer covered by the first bending part 1522 of the support part 151.

[0133] Furthermore, a second avoidance member 1524 is provided on the support portion 151 of the rear cantilever beam 12. The second avoidance member 1524 extends through both ends of the second avoidance member 1524 in the width direction W of the electric vehicle to avoid other components of the electric vehicle. In this embodiment, the second avoidance member 1524 is formed by being recessed toward the front cantilever beam 11 from one end of the support portion 151 of the rear cantilever beam 12 in the length direction L of the electric vehicle, away from the front cantilever beam 11. In other alternative embodiments, the specific position of the second avoidance member 1524 can be designed based on actual conditions, and the second avoidance member 1524 may be omitted if avoidance is not required.

[0134] Furthermore, since the front cantilever beam 11 and the rear cantilever beam 12 need to avoid other structures of the electric vehicle differently, as shown in FIG16 , the height of the front cantilever beam 11 in the height direction H of the electric vehicle in this embodiment is higher than the height of the rear cantilever beam 12 in the height direction H of the electric vehicle. Specifically, the height of the reinforcement portion 152 of the front cantilever beam 11 in the height direction H of the electric vehicle is higher than the height of the reinforcement portion 152 of the rear cantilever beam 12 in the height direction H of the electric vehicle, thereby making the height of the center beam 112 of the front cantilever beam 11 in the height direction H of the electric vehicle higher than the height of the center beam 112 of the rear cantilever beam 12 in the height direction H of the electric vehicle.

[0135] Furthermore, since the height of the front cantilever beam 11 in the height direction H of the electric vehicle is greater than the height of the rear cantilever beam 12 in the height direction H of the electric vehicle, the area of ​​the side surface of the front cantilever beam 11 in the width direction W of the electric vehicle is increased, thereby increasing the area that can be used for connection with the locking beam 111. Therefore, as shown in Figure 16, the height of the locking beam 111 of the front cantilever beam 11 in the height direction H of the electric vehicle is greater than the height of the locking beam 111 of the rear cantilever beam 12 in the height direction H of the electric vehicle, so as to increase the connection area between the locking beam 111 of the front cantilever beam 11 and the reinforcement connection mechanism 15 of the front cantilever beam 11, thereby increasing the connection strength between the two.

[0136] In this embodiment, by increasing the height of the reinforcement connection mechanism 15 of the front cantilever beam 11, on the one hand, it is ensured that the upper area of ​​the reinforcement portion 152 of the front cantilever beam 11 has sufficient space to be connected to the center beam 112, and the height of the front cantilever beam 11 can be raised, so that there is sufficient space between the center beam 112 at the front end of the electric vehicle and the two vehicle beams 3 to accommodate other structural components arranged on the two vehicle beams 3. On the other hand, it can also ensure the strength of the reinforcement connection mechanism 15 of the front cantilever beam 11, thereby ensuring the strength of the reinforcement connection mechanism 15 of the front cantilever beam 22, and ensuring the strength of the front cantilever beam 11.

[0137] As shown in Figures 2, 9, and 10, in the width direction W of the electric vehicle, the locking beam 111 of the cantilever beam is located on the side of the corresponding vehicle beam 3. The locking beam 111 has a hollow structure. The locking mechanism 13 is located at the bottom of the locking beam 111 in the height direction H of the electric vehicle. This minimizes the space occupied by the locking mechanism 13 in the length direction L of the electric vehicle, thereby reserving more space for the installation of the battery pack 2, thereby increasing the volume of the battery pack 2 suitable for the electric vehicle and improving the power of the battery pack 2. Because the cantilever beam has a hollow structure and contains some components of the locking mechanism 13 and other sensors, three inspection ports are provided on one end surface of each locking beam 111 facing the exterior of the quick-change bracket 1 in the length direction L of the electric vehicle, i.e., in a direction perpendicular to the length of the locking beam 111. These inspection ports help technicians maintain the locking mechanism 13 and other components located within the locking beam 111, facilitating subsequent maintenance. Similarly, the locking beam 111 is provided with three weight-reducing holes on one end face facing the interior of the quick-change bracket 1 in the length direction L of the electric vehicle. These weight-reducing holes are used to help reduce the structural weight of the locking beam 111 itself, while saving costs. Among them, the inspection port and the weight-reducing holes are respectively provided on the two opposite end faces of the locking beam 111 along the length of the electric vehicle, so that the overall structure of the locking beam 111 is more balanced, avoiding uneven force when the battery pack 2 is locked on the locking beam 111.

[0138] It should be noted that, as shown in Figures 9 and 10, the inspection port and the weight-reducing hole on the locking beam 111 are covered by the cover plate 1111. It is understandable that the position of the cover plate 1111 in the figure is the position of the inspection port and the weight-reducing hole. The cover plate 1111 is connected to the inspection port and the weight-reducing hole to protect the locking beam 111 under normal circumstances, so as to prevent the components inside the locking beam 111 from being interfered with by external components under normal circumstances, thereby affecting their normal use. At the same time, when the cover plate 1111 is removed, the inspection port on the locking beam 111 is connected to the inside and outside of the locking beam 111, which is more helpful for maintenance personnel to repair components such as the locking mechanism 13 inside the locking beam 111 from the outside, and the inspection port is set corresponding to the locking mechanism 13, which further facilitates maintenance personnel to repair the locking mechanism 13.

[0139] As shown in Figures 9, 12, and 13, the quick-change bracket 1 also includes a relief member 182 connected to the support portion 151. Along the width direction W of the electric vehicle, the relief member 182 protrudes from the end of the support portion 151 away from the locking beam 111 toward the locking beam 111. The end of the relief member 182 away from the locking beam 111 forms a hollow relief space 1821. Specifically, the support portion 151 is provided with a through slot extending along the width direction W of the electric vehicle. The end of the relief member 182, located near the beam 3 in the width direction W of the electric vehicle, is disposed within the through slot. This allows the relief space 1821 to communicate with the side of the support portion 151 near the beam 3 in the width direction W of the electric vehicle. The relief space 1821 is used to avoid other components on the electric vehicle, thereby increasing the applicability of the quick-change bracket 1. In this embodiment, the relief member 182 and the support portion 151 are connected by a fixed connection method such as welding or by integral molding.

[0140] In other alternative embodiments, if there is no structure on the electric vehicle that needs to be avoided, the avoidance member 182 may not be provided.

[0141] As shown in Figures 9 and 13, the quick-change bracket 1 also includes a connector 181, through which the locking beam 111 is connected to the reinforcement connection mechanism 15. The connector 181 is fixed to one end face of the support portion 151 in the width direction W of the electric vehicle. The locking beam 111 is mounted on the connector 181 and connected to the reinforcement connection mechanism 15. Specifically, the connector 181 is fixed to one end face of the support portion 151 in the width direction W of the electric vehicle, away from the reinforcement portion 152. The locking beam 111 has a hollow structure and is open at one end facing the support portion 151 in the width direction W of the electric vehicle. The locking beam 111 is mounted on the outside of the connector 181 and is detachably connected to the connector 181. Because the locking beam 111 and the support portion 151 extend in different directions, the indirect connection of the locking beam 111 to the support portion 151 via the connector 181 can reduce the difficulty of connecting the two.

[0142] Specifically, the connector 181 includes a top plate 1811, a bottom plate 1812, a first side plate 1813, and a second side plate 1814. The top plate 1811 and the bottom plate 1812 are spaced apart along the height direction H of the electric vehicle. The first side plate 1813 and the second side plate 1814 are spaced apart along the length direction L of the electric vehicle. The first side plate 1813 and the second side plate 1814 are connected to the top plate 1811 and the bottom plate 1812 at their ends in the height direction H of the electric vehicle. The four walls of the locking beam 111 are respectively connected to the top plate 1811, the bottom plate 1812, the first side plate 1813, and the second side plate 1814 of the connector 181, thereby increasing the connection area and improving the connection effect.

[0143] As shown in Figures 9 to 11, the cantilever beam specifically includes two locking beams 111 symmetrically arranged relative to the vehicle beam 3. The two locking beams 111 are respectively arranged on either side of the corresponding vehicle beam 3, and each locking beam 111 corresponds to a reinforcement connection mechanism 15. The locking beams 111 are connected to the vehicle beam 3 via the corresponding reinforcement connection mechanism 15. This arrangement allows the locking beams 111 on both sides of the vehicle beam 3 to lock the battery pack 2, making the structure of the electric vehicle at the vehicle beam 3 more symmetrical, and allowing the number of battery packs 2 to be installed to increase the capacity.

[0144] In addition, the cantilever beam also includes a center beam 112, and two locking beams 111 are respectively arranged on both sides of the center beam 112 in the width direction W of the electric vehicle. The two ends of the center beam 112 in the width direction W of the electric vehicle are respectively connected to the reinforcement connection mechanism 15 on the corresponding side.

[0145] Specifically, the center beam 112 is provided between the two reinforcement connection mechanisms 15. The two ends of the center beam 112 in the width direction W of the electric vehicle are respectively connected to the reinforcement parts 152 on the corresponding sides, and then connected to the locking beam 111 through the reinforcement connection mechanism 15. The center beam 112 is used to connect the two reinforcement connection mechanisms 15 and the two locking beams 111 into a whole, ensuring the relative position accuracy of the two reinforcement connection mechanisms 15 and the two locking beams 111, and improving the success rate of battery replacement.

[0146] On this basis, as shown in Figure 9, the quick-change bracket 1 also includes a first reinforcement 171 and a second reinforcement 172. As shown in Figures 9 and 11, the first reinforcement 171 and the second reinforcement 172 are both arranged on the outside of the locking beam 111. The first reinforcement 171 is respectively connected to the support portion 151 of the reinforcement connection mechanism 15 and the locking beam 111, and is used to reinforce the connection between the reinforcement connection mechanism 15 and the locking beam 111, so as to further strengthen the connection stability between the two and improve the structural strength; the second reinforcement 172 is respectively connected to the reinforcement portion 152 of the reinforcement connection mechanism 15 and the center beam 112, and is used to reinforce the connection between the reinforcement connection mechanism 15 and the center beam 112, so as to further strengthen the connection stability between the two and further improve the structural strength of the cantilever beam and the connection stability between the vehicle beam 3.

[0147] As shown in Figures 5 and 9, the quick-change bracket 1 also includes a first fastener 173. The first reinforcement 171 is disposed on the exterior of the locking beam 111. The first reinforcement 171 is connected to the locking beam 111 and the support portion 151 of the reinforced connection mechanism 15 via the first fastener 173, respectively. This serves to reinforce the connection between the reinforced connection mechanism 15 and the locking beam 111, enhance the connection strength between the support portion 151 and the locking beam 111, and improve the structural strength. Specifically, the first reinforcement 171, the locking beam 111, the first side plate 1813, and the second side plate 1814 are connected via the first fastener 173. This embodiment uses the same first fastener 173 to interconnect multiple structures, reducing the number of fasteners and connection holes on each structure, making the structure more compact.

[0148] As shown in Figures 5, 9, and 11, the quick-change bracket 1 also includes a second fastener 174. The second reinforcement member 172 is connected to the center beam 112 and the reinforcement portion 152 of the reinforcement connection mechanism 15 via the second fastener 174. The second reinforcement member 172 is used to reinforce the connection between the reinforcement connection mechanism 15 and the center beam 112, thereby increasing the connection strength between the reinforcement portion 152 and the center beam 112 and improving the structural strength. The support portion 151, the reinforcement portion 152, and the second reinforcement member 172 are connected via the second fastener 174. In this embodiment, the interconnection between multiple structures is achieved through the use of the same second fastener 174, which can reduce the number of fasteners and connection holes in each structure, making the structure more compact.

[0149] As shown in Figures 9 and 10, the quick-change bracket 1 also includes a lock determination mechanism, which is arranged on the cantilever beam and extends from the side of the cantilever beam. The lock determination mechanism specifically includes a movable member 41 and a fixed member 42. The lock determination mechanism is used to determine whether the battery pack 2 is locked on the quick-change bracket 1, so as to avoid ending the battery replacement process when the quick-change bracket 1 and the battery pack 2 are not locked, thereby improving the reliability and safety of the battery replacement operation, preventing the battery pack 2 from falling off the electric vehicle, and ensuring the safety of the electric vehicle. The cantilever beam extends along the width direction W of the electric vehicle, and the lock determination mechanism is arranged on an end face of the cantilever beam along the length direction L of the electric vehicle. This is because when the cantilever beam extends along the width direction W of the electric vehicle, it has a larger installation space on the end face along the length direction L of the electric vehicle. When the lock determination mechanism is arranged on this end face, it also has sufficient space to move to complete the detection, which is more structurally reasonable.

[0150] Furthermore, as shown in Figures 17 and 18 , the locking mechanism 13 includes a lock base 31 and a locking linkage 33. The lock base 31 is fixed to the locking beam 111 of the cantilever beam. The locking linkage 33 is rotatably connected to the lock base 31 to lock or unlock the battery pack 2. Specifically, the upper end of the lock base 31 is located within and connected to the locking beam 111, while the lower end of the lock base 31 is located outside the locking beam 111 and is configured to engage with the locking member 21 on the battery pack 2. The partial placement of the lock base 31 within the locking beam 111 reduces the space occupied by the lock base 31 in the height direction H of the electric vehicle, thereby allowing the battery pack 2 to be secured higher in the electric vehicle, reducing the risk of the bottom of the battery pack 2 contacting the ground. It also allows the height dimension of the battery pack 2 to be designed to be larger, increasing its volume and power capacity.

[0151] In this embodiment, the lock base 31 is detachably connected to the locking beam 111 by bolts. In other alternative embodiments, other detachable or non-detachable connection methods may be used to achieve the connection between the lock base 31 and the locking beam 111. This embodiment adopts a detachable connection method because it is easy to connect and because it allows only the damaged component to be replaced when one of the lock base 31 and the locking beam 111 needs to be replaced, rather than replacing both components, thereby reducing costs.

[0152] As shown in Figures 19 and 20, the lower end of the lock base 31 is provided with a locking channel 32 for the locking member of the battery pack 2 to enter. The locking mechanism 13 also includes a lock tongue 34, which is movably connected to the lock base 31. The lower end of the lock tongue 34 is located in the locking channel 32 to open or close the entrance to the locking channel 32. The upper end of the lock tongue 34 extends out of the locking channel 32 to connect to the locking linkage 33. The locking linkage 33 can drive the lock tongue 34 to rotate under the action of the unlocking mechanism of the battery swapping device to open or close the entrance to the locking channel 32.

[0153] Furthermore, as shown in Figures 17-21, the locking mechanism 13 in this embodiment includes a primary locking mechanism 35 and a secondary locking mechanism 36. As shown in Figures 19 and 20, the primary locking mechanism 35 includes at least one primary lock base 351 and at least one primary lock tongue 352. The locking linkage 33 of the primary locking mechanism 35 includes a locking link 353, which is disposed outside the primary lock base 351 and connected to at least one primary lock tongue 352. Specifically, the primary locking mechanism 35 in this embodiment includes multiple primary lock bases 351 and multiple primary lock tongues 352. The number of primary lock bases 351 and primary lock tongues 352 is the same and is arranged in a one-to-one correspondence. The locking link 353 is disposed at the upper end of the primary lock base 351 and is simultaneously connected to the upper ends of the multiple primary lock tongues 352 to achieve synchronous movement of the multiple primary lock tongues 352.

[0154] As shown in Figures 19 and 20, the primary locking mechanism 35 further includes a primary elastic member 354, the two ends of which are respectively connected to the lock link 353 and the locking beam 111. Specifically, the primary locking mechanism 35 further includes a primary elastic member fixing seat 355, which is fixed to the locking beam 111 and located between the two primary lock bases 351. The two ends of the primary elastic member 354 are respectively connected to the lock link 353 and the primary elastic member fixing seat 355, thereby connecting the primary elastic member 354 and the locking beam 111 to reset the lock link 353. At the same time, the locking beam 111 applies a traction force to the lock link 353 through the primary elastic member fixing seat 355 and the primary elastic member 354, preventing the lock link 353 from remaining unlocked due to vehicle bumps during driving.

[0155] Further, as shown in Figure 21, this embodiment includes two first-level elastic members 354 and two first-level elastic member fixing seats 355. The two first-level elastic members 354 are respectively arranged on both sides of the lock link 353 in the length direction of the electric vehicle, and the two first-level elastic member fixing seats 355 are respectively arranged on both sides of the lock link 353 in the length direction of the electric vehicle. The two first-level elastic members 354 and the two first-level elastic member fixing seats 355 are connected one-to-one to improve the reset ability of the lock link 353.

[0156] In other alternative embodiments, the primary elastic member fixing seat 355 may not be directly fixed on the locking beam 111 , but may be directly fixed on the primary lock base 351 .

[0157] In other alternative embodiments, the primary elastic member fixing seat 355 may not be provided, and the primary elastic member 354 may be provided on at least one primary lock base 351. In this state, one end of the primary elastic member 354 is connected to the lock link 353, and the other end of the primary elastic member 354 is directly connected to the primary lock base 351, so that the primary lock base 351 exerts a pulling force on the lock link 353 through the primary elastic member 354, thereby preventing the lock link 353 from remaining unlocked due to vehicle bumps during driving. For example, as shown in Figure 9, the primary elastic member 354 may be connected to one of the two primary lock bases 351 driven by the lock link 353.

[0158] During the battery swapping process, the unlocking mechanism on the battery swapping device abuts against the lock link 353, causing the lock link 353 to move in the width direction W and the height direction H of the electric vehicle. During the movement, the lock link 353 drives the multiple first-level lock tongues 352 to rotate synchronously to open the entrances of the locking channels 32 of the multiple first-level lock bases 351, so that the locking member 21 of the battery pack 2 can move into or out of the locking channel 32 through the entrance of the locking channel 32, thereby locking or unlocking the battery pack 2. After the battery swapping is completed, the unlocking mechanism on the battery swapping device disengages from the lock link 353, and the lock link 353 is reset under the action of the first-level elastic member 354, thereby driving the multiple first-level lock tongues 352 to rotate in the opposite direction to close the entrance of the locking channel 32, thereby locking the locking member 21 of the battery pack 2 in the locking channel 32.

[0159] As shown in Figures 19 and 20, the secondary locking mechanism 36 includes a secondary lock base 361 and a secondary lock tongue 362. The locking linkage 33 of the secondary locking mechanism 36 includes a secondary lock rod 363, which is disposed outside the secondary lock base 361 and connected to the secondary lock tongue 362. The primary locking mechanism 35 and the secondary locking mechanism 36 in this embodiment are two independent locking mechanisms. In this embodiment, the primary locking mechanism 35 and the secondary locking mechanism 36 jointly lock the battery pack 2 to improve the locking effect of the battery pack 2, prevent the battery pack 2 from falling off due to failure of one of the locking mechanisms, and improve the safety of the electric vehicle.

[0160] Furthermore, the secondary locking mechanism 36 also includes a secondary elastic member 364, through which the secondary locking rod 363 of the secondary locking mechanism 36 is connected to the primary lock base 351 of the primary locking mechanism 35. Specifically, the secondary elastic member 364 is used to reset the secondary locking rod 363. One end of the secondary elastic member 364 is connected to the secondary locking rod 363, and the other end of the secondary locking rod 363 is connected to the primary lock base 351. This shortens the distance between the primary locking mechanism 35 and the secondary locking mechanism 36, improves the space utilization of the locking mechanism 13, and is suitable for situations where the space at the connection between the electric vehicle and the battery pack 2 is limited.

[0161] In other alternative embodiments, the secondary elastic member 364 may not be directly connected to the primary lock base 351. A secondary elastic member fixing seat may be designed to fix the secondary elastic member 364. The secondary elastic member fixing seat may be directly fixed to the locking beam 111, or directly fixed to the primary lock base 351 or the secondary lock base 361. The specific structure of the secondary elastic member fixing seat may be designed with reference to the structure of the primary elastic member fixing seat 355.

[0162] During the battery swapping process, the unlocking mechanism on the battery swapping device abuts against the secondary locking rod 363, causing the secondary locking rod 363 to move in the width direction W and the height direction H of the electric vehicle. During the movement, the secondary locking rod 363 drives the secondary locking tongue 362 to rotate synchronously to open the entrance of the locking channel 32 of the secondary lock base 361, so that the locking member 21 of the battery pack 2 can move into or out of the locking channel 32 through the entrance of the locking channel 32, thereby locking or unlocking the battery pack 2. After the battery swapping is completed, the unlocking mechanism on the battery swapping device disengages from the secondary locking rod 363, and the secondary locking rod 363 is reset under the action of the secondary elastic member 364, thereby driving the secondary locking tongue 362 to rotate in the opposite direction to close the entrance of the locking channel 32, thereby locking the locking member 21 of the battery pack 2 within the locking channel 32.

[0163] As shown in Figure 10, the locking determination mechanism includes a moving part 41 and a fixed part 42. The moving part 41 is connected to the locking linkage part 33 and rotates synchronously with the locking linkage part 33. The fixed part 42 is fixed on the locking beam 111. The locking determination mechanism determines whether the battery pack 2 is locked on the quick-change bracket 1 by detecting the relative position between the moving part 41 and the fixed part 42.

[0164] Specifically, during the battery replacement process, since the locking linkage 33 rotates within the first plane (the first plane is a plane formed by the height direction H of the electric vehicle and the width direction W of the electric vehicle), the locking linkage 33 will generate displacement in the width direction W of the electric vehicle and the height direction H of the electric vehicle relative to the locking beam 111, thereby causing the movable member 41 fixed to the locking linkage 33 to also generate displacement in the width direction W of the electric vehicle and the height direction H of the electric vehicle relative to the locking beam 111. Furthermore, since the fixed member 42 is fixed to the locking beam 111, the movable member 41 can generate displacement in the width direction W of the electric vehicle and the height direction H of the electric vehicle relative to the fixed member 42. This embodiment determines whether the locking linkage 33 has driven the lock tongue 34 to rotate into place by identifying the relative positions of the movable member 41 and the fixed member 42, that is, whether the lock tongue 34 has completely closed the entrance of the locking channel 32, and thus determines whether the battery pack 2 is locked on the quick-change bracket 1.

[0165] Among them, when the distance between the moving part 41 and the fixed part 42 is within the preset distance range, it is judged that the battery pack 2 can be locked on the quick-change bracket 1. Specifically, the battery exchange equipment is provided with an identification device (specifically, it can be a camera or other structure) for identifying the distance between the moving part 41 and the fixed part 42 in the width direction W of the electric vehicle. When the distance between the moving part 41 and the fixed part 42 in the width direction W of the electric vehicle is within the preset distance range, it is judged that the battery pack 2 can be locked on the quick-change bracket 1. Compared with a fixed preset distance, the preset distance range can reduce the installation accuracy requirements for the moving part 41 and the fixed part 42, and improve the feasibility of the locking judgment operation.

[0166] In other alternative embodiments, the identification device may determine whether the battery pack 2 is successfully locked instead of identifying the distance between the moving member 41 and the fixing member 42 in the width direction W of the electric vehicle. Instead, the identification device may determine whether the battery pack 2 is successfully locked by identifying the distance between the moving member 41 and the fixing member 42 in the height direction H of the electric vehicle, or by simultaneously identifying the distance between the moving member 41 and the fixing member 42 in the width direction W of the electric vehicle and the distance between the moving member 41 and the fixing member 42 in the height direction H of the electric vehicle to jointly determine whether the battery pack 2 is successfully locked. The identification device of this embodiment only identifies the distance between the movable part 41 and the fixed part 42 in the width direction W of the electric vehicle because the identification device is fixed on the battery-exchanging device, and the battery-exchanging device is located below the quick-change bracket 1 (that is, the battery-exchanging device is located below the movable part 41 and the fixed part 42). Therefore, it is inconvenient to identify the distance between the movable part 41 and the fixed part 42 in the height direction H of the electric vehicle. Therefore, when changing the battery at the bottom of the electric vehicle, the distance between the movable part 41 and the fixed part 42 in the width direction W of the electric vehicle can be directly identified without having to fix the identification device separately, thereby simplifying the structure and reducing costs.

[0167] In addition, since the movable part 41 is fixed on the locking linkage part 33 to achieve synchronous rotation with the locking linkage part 33, there will be no delay or incomplete rotation of the movable part 41, which improves the accuracy of detection and improves the reliability and safety of the battery replacement operation.

[0168] As shown in Figures 17 and 18, the moving part 41 extends from the side of the locking beam 111. Specifically, the moving part 41 extends from the locking beam 111 along the length direction L of the electric vehicle toward the side of the quick-change bracket 1 to prevent the moving part 41 from interfering with the battery pack 2, thereby improving the reliability of the battery replacement operation.

[0169] In other alternative embodiments, without interfering with the battery pack 2, the movable member 41 may extend from a side of the locking beam 111 in the length direction L of the electric vehicle toward the inside of the quick-change bracket 1, or the movable member 41 may extend from a side of the locking beam 111 in the width direction W of the electric vehicle.

[0170] Furthermore, the locking beam 111 has an opening on one side of the locking beam 111 facing the outside of the quick-change bracket 1 in the longitudinal direction L of the electric vehicle, through which the movable member 41 passes. The movable member 41 extends from the opening to the outside of the locking beam 111, so that the portion of the movable member 41 located inside the locking beam 111 can connect with the locking linkage 33, while the portion of the movable member 41 located outside the locking beam 111 can cooperate with the fixed member 42 for identification, thereby determining whether the battery pack 2 is locked to the quick-change bracket 1. The hollow locking beam 111 provides space for the movable member 41 to move, facilitating the synchronous movement of the movable member 41 following the locking linkage 33.

[0171] As shown in Figures 17-21, the moving member 41 includes a first connecting portion 411 and a first detecting portion 412, which are interconnected. The first connecting portion 411 is disposed within the locking beam 111 and is connected to the locking linkage 33 to achieve synchronous movement of the moving member 41 and the locking linkage 33. The first detecting portion 412 is disposed outside the locking beam 111 and is used to cooperate with the fixing member 42 to determine whether the battery pack 2 is locked to the quick-change bracket 1.

[0172] Specifically, the movable member 41 in this embodiment is Z-shaped, and includes a first bending section 413, a second bending section 414, and a third bending section 415 connected in sequence. The second bending section 414 is bent upward relative to the first bending section 413. The first bending section 413 forms the first connecting portion 411 of the movable member 41 to connect with the locking linkage 33. The third bending section 415 forms the first detecting portion 412 of the movable member 41 to cooperate with the fixing member 42. The second bending section 414 raises the position of the first detecting portion 412 to prevent the first detecting portion 412 from interfering with other parts of the locking beam 111 and the battery swapping equipment, thereby improving the reliability of the battery swapping operation.

[0173] As shown in Figures 17 and 18, the fixing member 42 is fixed to the side of the locking beam 111 from which the movable member 41 extends. That is, the fixing member 42 and the movable member 41 are located on the same side of the locking beam 111. This allows the movable member 41 and the fixing member 42 to jointly utilize the space on the same side of the locking beam 111, thereby improving space utilization and reducing the possibility of interference with the battery pack 2. Specifically, the fixing member 42 is fixed to a side surface of the locking beam 111 that faces the outside of the quick-change bracket 1 in the longitudinal direction L of the electric vehicle to prevent interference between the movable member 41 and the battery pack 2, thereby improving the reliability of the battery replacement operation.

[0174] In other alternative embodiments, the fixing member 42 may not be fixed to the side of the locking beam 111 from which the movable member 41 extends. For example, the fixing member 42 may be fixed to a side of the locking beam 111 away from the extending end of the movable member 41 in the length direction L of the electric vehicle, or may be fixed to the side of the locking beam 111 in the width direction W of the electric vehicle.

[0175] As shown in Figure 9, the fixing member 42 in this embodiment is an inverted L-shaped structure, and the fixing member 42 includes a fourth bending section 421 and a fifth bending section 422 that are connected to each other. The fourth bending section 421 forms a second connecting portion 423, and the second connecting portion 423 is connected to the locking beam 111 to achieve the fixation of the fixing member 42 on the locking beam 111. The fifth bending section 422 forms a second detection portion 424, and the second detection portion 424 cooperates with the first detection portion 412 to determine whether the battery pack 2 is locked on the electric vehicle. The inverted L-shaped fixing member 42, on the one hand, ensures the connection area between the fixing member 42 and the locking beam 111, and ensures the connection strength between the two. On the other hand, it also ensures the area of ​​the second detection portion 424, which facilitates the identification of the relative positions of the first detection portion 412 and the second detection portion 424.

[0176] 19 and 20, the movable member 41 in the present embodiment comprises a first movable member 416 and a second movable member 417, wherein the first movable member 416 is connected to the locking linkage 33 of the primary locking mechanism 35, and the second movable member 417 is connected to the locking linkage 33 of the secondary locking mechanism 36. Specifically, the first movable member 416 corresponding to the primary locking mechanism 35 is arranged on the locking link 353 to move synchronously with the locking link 353 following the primary locking mechanism 35, and the second movable member 417 corresponding to the secondary locking mechanism 36 is arranged on the secondary locking rod 363 to move synchronously with the second locking rod of the secondary locking mechanism 36. The first movable member 416 is connected to the primary lock tongue 352 by the locking link 353 outside the primary lock base 351, and the second movable member 417 is connected to the secondary lock tongue 362 by the secondary locking rod 363 outside the secondary lock base 361, so that the connection difficulty is lower and easy to install.

[0177] In this embodiment, since the first-level locking mechanism 35 includes multiple first-level lock bases 351 and multiple first-level lock tongues 352, the first movable member 416 is directly fixed on the lock link 353. On the one hand, it is convenient to connect the first movable member 416 and the first-level locking mechanism 35. On the other hand, there is no need for each first-level lock tongue 352 to be connected to the corresponding first movable member 416, which simplifies the first-level locking mechanism 35 and reduces costs.

[0178] Furthermore, as shown in FIG17 , the fixed member 42 is disposed between the first movable member 416 and the second movable member 417, and the first movable member 416 and the second movable member 417 cooperate with the same fixed member 42. Specifically, the fixed member 42 is disposed between the first movable member 416 and the second movable member 417 along the width direction W of the electric vehicle. The identification device on the battery swapping device determines whether the primary locking mechanism 35 has completely locked the battery pack 2 by identifying whether the distance between the first movable member 416 and the fixed member 42 in the width direction W of the electric vehicle is within a first preset distance range. The identification device on the battery swapping device determines whether the secondary locking mechanism 36 has completely locked the battery pack 2 by identifying whether the distance between the second movable member 417 and the fixed member 42 in the width direction W of the electric vehicle is within a second preset distance range. The first movable member 416 and the second movable member 417 share a fixed member 42, which can simplify the structure of the locking determination mechanism, reduce costs, and make the layout of the locking detection mechanism more compact, thereby reducing the recognition range of the recognition device for identifying the relative position between the movable member 41 and the fixed member 42, and the overall design of the recognition device does not need to be large.

[0179] The specific values ​​of the first preset distance range and the second preset distance range can be designed according to actual conditions, and the two can be the same or different.

[0180] In other alternative embodiments, the fixing member 42 may be provided at other locations, such as at a side of the first movable member 416 away from the second movable member 417 in the width direction of the electric vehicle, etc., and the specific design may be based on actual conditions.

[0181] In this embodiment, the locking mechanisms 13 and locking determination mechanisms on the two locking beams 111 on the same cantilever beam have the same structure, and the front cantilever beam 11 and the rear cantilever beam 12 also use the same locking mechanism 13 and locking determination structure.

[0182] The locking determination mechanism is used by the battery swap station to determine whether the battery pack 2 is locked on the quick-change bracket 1. This embodiment further discloses a structure for the electric vehicle to determine whether the battery pack 2 is locked on the quick-change bracket 1.

[0183] As shown in Figure 18, a sensor 5 is also provided inside the locking beam 111 for detecting the position of the locking linkage 33 to determine whether the battery pack 2 is locked on the quick-change bracket 1. Specifically, the sensor 5 is disposed inside the locking beam 111 and fixed to the locking beam 111. The sensor 5 detects the position of the locking linkage 33 relative to the locking beam 111 to enable the electric vehicle to determine whether the battery pack 2 is locked on the quick-change bracket 1. This facilitates the driver to determine the locking mechanism 13, avoids ending the battery swap process when the quick-change bracket 1 and the battery pack 2 are not locked, improves the reliability and safety of the battery swap operation, prevents the battery pack 2 from falling off the electric vehicle, and ensures the safety of the electric vehicle.

[0184] The sensor 5 may be any existing distance measuring sensor 5 in the prior art, such as a Hall sensor. The position of the locking linkage 33 relative to the locking beam 111 detected by the sensor 5 may be the position of the locking linkage 33 relative to the locking beam 111 in the width direction W of the electric vehicle or the position of the locking linkage 33 relative to the locking beam 111 in the height direction H of the electric vehicle. The specific position can be designed based on actual conditions.

[0185] Although specific embodiments of the present invention have been described above, those skilled in the art will appreciate that these are merely illustrative and that the scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and such changes and modifications are intended to fall within the scope of the present invention.

Claims

1. A quick-change bracket for mounting on a beam of an electric vehicle to secure a battery pack, characterized in that: The quick-change bracket includes a cantilever beam, a locking mechanism, and a fixing mechanism. The cantilever beam includes a front cantilever beam and a rear cantilever beam spaced apart on the vehicle beam along the length direction of the electric vehicle, wherein: The fixing mechanism is arranged between the front cantilever beam and the rear cantilever beam, and the fixing mechanism is connected to the front cantilever beam and the rear cantilever beam respectively; The locking mechanism is provided on the front cantilever beam and the rear cantilever beam, and is used for locking connection with the locking member on the battery pack.

2. The quick-change bracket according to claim 1, wherein: The fixing mechanism includes a connecting portion connected between the front cantilever beam and the rear cantilever beam, and is used to define the relative position between the front cantilever beam and the rear cantilever beam; Preferably, the fixing mechanism further includes a reinforcing portion, which is connected between the connecting portion and the vehicle beam and is used to reinforce the frame structure formed by the connecting portion, the front cantilever beam and the rear cantilever beam.

3. The quick-change bracket according to claim 1 or 2, characterized in that: The front cantilever beam and the rear cantilever beam are arranged on the vehicle beam along the width direction of the electric vehicle; the locking mechanism on the front cantilever beam and the rear cantilever beam is used to lock or unlock the battery pack arranged on the side of the vehicle beam along the width direction of the electric vehicle.

4. The quick-change bracket according to any one of claims 1 to 3, characterized in that: The cantilever beam includes a locking beam provided on at least one side of the vehicle beam, the locking beam being used to arrange the locking mechanism and being connected to the battery pack via the locking mechanism; the quick-change bracket further includes a reinforcement connection mechanism, the locking beam being connected to the side of the vehicle beam via the reinforcement connection mechanism; Preferably, the reinforcement connection mechanism is a stacked structure; and / or an angle is formed between an extension direction of the reinforcement connection mechanism and an extension direction of the locking beam.

5. The quick-change bracket according to claim 4, wherein: The quick-change bracket further includes a connecting piece, the connecting piece is fixed to one end surface of the reinforcing connecting mechanism in the width direction of the electric vehicle, the locking beam is sleeved on the connecting piece and connected to the reinforcing connecting mechanism; The quick-change bracket further includes a first reinforcement member, which is disposed outside the locking beam and is connected to the reinforcement connection mechanism and the locking beam, respectively, for reinforcing the connection between the reinforcement connection mechanism and the locking beam; The quick-change bracket also includes an avoidance piece, which is connected to the reinforcement connection mechanism. Along the width direction of the electric vehicle, the avoidance piece protrudes from the end connected to the reinforcement connection mechanism in the direction close to the locking beam, and the avoidance piece forms a hollow avoidance space at the end away from the locking beam.

6. The quick-change bracket according to claim 4 or 5, characterized in that: The cantilever beam includes two locking beams symmetrically arranged relative to the vehicle beam, the two locking beams are respectively arranged on both sides of the vehicle beam, and each locking beam corresponds to one of the reinforcement connection mechanisms, and the locking beam is connected to the vehicle beam through the reinforcement connection mechanism on the same side; Preferably, the cantilever beam also includes a center beam, and the two locking beams are respectively arranged on both sides of the center beam in the width direction of the electric vehicle, and the two ends of the center beam in the width direction of the electric vehicle are respectively connected to the reinforcement connection mechanism on the corresponding side.

7. The quick-change bracket according to claim 6, wherein: The quick-change bracket also includes a second reinforcement member, which is arranged outside the center beam and is connected to the reinforcement connection mechanism and the center beam respectively, for reinforcing the connection between the reinforcement connection mechanism and the center beam.

8. The quick-change bracket according to any one of claims 1 to 7, wherein: The quick-change bracket further includes a locking determination mechanism, which extends from a side surface of the cantilever beam and is used to determine whether the battery pack is locked on the quick-change bracket; Preferably, the cantilever beam is extended along the width direction of the electric vehicle, and the lock determination mechanism is provided on an end surface of the cantilever beam along the length direction of the electric vehicle.

9. The quick-change bracket according to claim 8, wherein: The locking mechanism includes a lock base and a locking linkage, wherein the lock base is fixed to the cantilever beam, and the locking linkage is rotatably connected to the lock base to lock or unlock the battery pack; The locking determination mechanism includes a moving part and a fixed part, the moving part is connected to the locking linkage part and moves synchronously with the locking linkage part, the fixed part is fixed on the cantilever beam, and the locking determination mechanism determines whether the battery pack is locked on the quick-change bracket by detecting the relative position between the moving part and the fixed part.

10. An electric vehicle, characterized in that: The electric vehicle comprises the quick-change bracket according to any one of claims 1 to 9.

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