CN210212012U - Locking mechanism in battery pack quick-change structure - Google Patents
Locking mechanism in battery pack quick-change structure Download PDFInfo
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- CN210212012U CN210212012U CN201920888414.0U CN201920888414U CN210212012U CN 210212012 U CN210212012 U CN 210212012U CN 201920888414 U CN201920888414 U CN 201920888414U CN 210212012 U CN210212012 U CN 210212012U
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- transmission shaft
- base
- locking
- quick
- battery pack
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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Abstract
The utility model relates to a quick change structure field of battery package specifically is a locking mechanism in battery package quick change structure. The clamp comprises a clamp, a camshaft mechanism, a torsion spring and a base, wherein the clamp comprises a base and a lock tongue extending along the base; the camshaft mechanism comprises a locking cam and a transmission shaft, and the locking cam is fixedly sleeved on the transmission shaft; the first end part of the torsion spring is connected with the base, the second end part of the torsion spring is connected with the base, and the base is rotatably arranged on the base; the locking cam can move between a locking state and an unlocking state along with the transmission shaft, and the locking cam is in contact fit with the lock tongue when the locking state and the unlocking state are realized. Through the utility model discloses a cooperation can realize the reliable locking of car at complicated operating mode travel in-process battery package and the quick unblock of car to the battery package when need to be changed the battery package.
Description
Technical Field
The utility model relates to a quick change structure field of battery package specifically is a locking mechanism in battery package quick change structure.
Background
At present, battery packs of vehicle types sold by pure electric vehicles in the market are all basically fixed, a quick-change structure of the battery packs is not provided, the driving range of single charging is short, the charging time is too long each time, and the use and popularization of the electric vehicles are limited.
The electric automobile is developed rapidly by the advantages of energy conservation and environmental protection, but the energy density of a power battery is not ideal enough, the driving range of single charging of the electric automobile is short, the charging time of each charging is too long, the use and popularization of the electric automobile are limited, in order to solve the problems of long charging time and short driving range of one charging of the electric automobile, the quick-change mode of the battery pack becomes a selected way, the quick-change of the battery pack firstly needs to consider the reliable locking of the battery pack and the quick unlocking of the battery pack when the battery pack needs to be replaced in the driving process of the automobile under a complex working condition, and a mechanism capable of quickly switching between locking and unlocking is needed to realize the quick change of the battery pack so as to shorten the replacing time of the battery pack; meanwhile, the mechanism needs to realize universality and interchangeability, and lays a foundation for popularization of a 'battery replacement mode' standard system of the electric automobile.
In order to solve the problems of long charging time and short driving range of the electric automobile in one-time charging, an installation structure of a locking mechanism in a battery pack quick-change structure needs to be designed urgently so as to realize reliable locking of a battery pack in the running process of the automobile under complex working conditions and quick unlocking of the battery pack when the battery pack needs to be replaced.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a satisfy reliable locking and the car of car at complicated operating mode travel in-process battery package to the quick unblock of battery package when needing to be changed the battery package, provide a locking mechanism in battery package quick change structure.
The utility model discloses a realize through following technical scheme: a locking mechanism in a quick-change structure of a battery pack comprises calipers, a camshaft mechanism, a torsion spring and a base,
the caliper comprises a base, a latch extending along the base;
the camshaft mechanism comprises a locking cam and a transmission shaft, and the locking cam is fixedly sleeved on the transmission shaft;
the first end part of the torsion spring is connected with the base, the second end part of the torsion spring is connected with the base, and the base is rotatably arranged on the base;
the locking cam can move between a locking state and an unlocking state along with the transmission shaft, and the locking cam is in contact fit with the lock tongue when the locking state and the unlocking state are realized.
As the utility model discloses technical scheme's further improvement, camshaft mechanism still includes the stopper, wherein one side of stopper be with locking cam cylinder face running friction complex spacing cambered surface, the stopper that is located spacing cambered surface edge ends a cooperation with the convex part of locking cam.
As a further improvement of the technical scheme of the utility model, the both ends of transmission shaft are rotated respectively and are installed transmission shaft support.
As the utility model discloses technical scheme's further improvement, be connected with the supporting part jointly with two transmission shaft support one sides of stopper homonymy, stopper fixed mounting is on the supporting part.
As a further improvement of the technical scheme of the utility model, the base is including the cardboard that is the U type, basal portion and torsion spring are located the cardboard.
As the utility model discloses technical scheme's further improvement, the cardboard junction one end extension of keeping away from camshaft mechanism is equipped with the connecting plate, connecting plate and cardboard are connected with the automobile body jointly.
As the utility model discloses technical scheme's further improvement, the transmission shaft includes transmission hollow shaft, transmission shaft coupling and axle sleeve, the one end and the transmission hollow shaft fixed connection of transmission shaft coupling, the other one end rotation of transmission shaft coupling is installed in the axle sleeve.
As a further improvement of the technical scheme of the utility model, the transmission shaft support includes square piece body and the linking arm that extends by square piece body, the supporting part is installed on the linking arm.
The locking mechanism in the quick-change structure of the battery pack enables the cam to stir the calipers to rotate clockwise to achieve the locking state of the mechanism by controlling the counterclockwise rotation of the cam shaft mechanism through external drive, and the beak-shaped structure part of the calipers can limit the transverse movement of the battery pack in the locking state; the cam shaft is controlled to rotate clockwise through external drive, the limitation of the cam shaft to the calipers is removed, a torsion spring in the calipers mechanism reacts, the calipers are driven to rotate anticlockwise to achieve the unlocking state of the mechanism, and the reliable locking of the battery pack in the running process of the automobile under the complex working condition and the quick unlocking of the battery pack when the battery pack needs to be replaced can be achieved through the cooperation of the mechanism.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is an exploded view of the caliper, the torsion spring and the base of the present invention.
Figure 2 is a schematic view of the installation of the caliper.
Fig. 3 is an exploded view of the camshaft mechanism.
Fig. 4 is a schematic view of the installation of the camshaft mechanism.
FIG. 5 is a schematic view of the caliper.
FIG. 6 is a schematic view of a drive shaft coupling.
Fig. 7 is a schematic view of the locked state of the lock mechanism.
Fig. 8 is a schematic view of the unlocked state of the locking mechanism.
In the figure: 100-caliper, 101-base, 102-bolt, 103-protrusion, 200-camshaft mechanism, 201-locking cam, 202-transmission shaft, 203-limiting block, 204-limiting cambered surface, 205-transmission shaft bracket, 206-supporting part, 207-transmission shaft, 208-transmission shaft joint, 209-shaft sleeve, 210-square block body, 211-connecting arm, 300-torsion spring, 400-base, 401-clamping plate, 402-connecting plate and 403-shaft.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be described in detail below. It is to be understood that the embodiments described are only some embodiments of the invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
The technical solution of the present invention will be described in detail with reference to the accompanying drawings.
A locking mechanism in a quick-change structure of a battery pack comprises a caliper 100, a camshaft mechanism 200, a torsion spring 300 and a base 400,
the caliper 100 includes a base 101, a latch 102 extending along the base 101;
the camshaft mechanism 200 comprises a locking cam 201 and a transmission shaft 202, wherein the locking cam 201 is fixedly sleeved on the transmission shaft 202;
a first end of the torsion spring 300 is connected with the base 400, a second end of the torsion spring 300 is connected with the base 101, and the base 101 is rotatably mounted on the base 400;
the locking cam 201 can move along with the transmission shaft 202 between a locking state and an unlocking state, and in the locking state and the unlocking state, the locking cam 201 is in contact fit with the lock tongue 102.
As shown in fig. 7, the transmission shaft 202 rotates counterclockwise under the action of the external driving force, so as to drive the locking cam 201 to rotate counterclockwise, the locking cam 201 overcomes the torque of the torsion spring 300, the end surface of the convex portion thereof is pressed on the latch tongue 102, the latch tongue 102 rotates clockwise, and the reliable locking of the caliper 100 is completed. On the contrary, as shown in fig. 8, the transmission shaft 202 rotates clockwise under the action of the external driving force, so as to drive the locking cam 201 to rotate clockwise, the torsion spring 300 releases a part of the torsion (a part of the torsion) and gradually approaches the initial state (a natural state), and since the torsion spring 300 still retains a part of the torsion, the locking cam 201 is in close and reliable contact with the latch tongue 102, and the quick opening of the caliper 100 is completed. The external driving force can be provided by a driving component such as a motor. Specifically, the latch tongue 102 is in a beak-shaped structure at the base 101. Each camshaft mechanism 200 may be provided with one or two calipers 100 as shown in fig. 7 and 8, and the two calipers 100 can lock the battery pack more effectively. Also, each caliper 100 may be configured with a respective seat 400, or may cooperate with a seat 400.
Preferably, as shown in fig. 5, the middle of the locking tongue 102 engaged with the locking cam 201 has a protrusion 103, and the end surface of the convex part of the locking cam 201 in the locked state is press-fitted with the transition surface formed by the protrusion 103 and the locking tongue 102, and the transition surface can play a positioning role at the same time, and when the end surface of the convex part of the locking cam 201 is located at this position, the rotation of the transmission shaft 202 is stopped. A transition arc surface is formed between the lock tongue 102 and the base 101, and the convex end surface of the locking cam 201 in the unlocking state is in contact fit with the transition arc surface.
Specifically, the camshaft mechanism 200 further includes a limiting block 203, one side of the limiting block 203 is a limiting arc surface 204 in friction fit with the cylindrical surface of the locking cam 201, and the limiting block 203 located at the edge of the limiting arc surface 204 is in stop fit with the convex portion of the locking cam 201. In order to avoid the excessive rotation of the clockwise rotating transmission shaft 202, a corresponding limit block 203 is designed for the locking cam 201, and the limit block 203 can control the rotation angle of the transmission shaft 202 at a fixed point.
Further, two ends of the transmission shaft 202 are respectively rotatably provided with a transmission shaft bracket 205.
The utility model discloses a stopper 203's mounting means is further provided, two drive shaft support 205 one sides with stopper 203 homonymy are connected with supporting part 206 jointly promptly, stopper 203 fixed mounting is on supporting part 206.
As shown in fig. 5, the base 400 includes a catch plate 401 having a U shape, and the base 101 and the torsion spring 300 are located in the catch plate 401. When the clamp plate is installed, two side walls of the clamp plate 401 are respectively provided with coaxial holes with the diameter of 8.5mm and the diameter of 4mm, the tail portion (far away from the bolt 102) of the base portion 101 is provided with a through hole with the diameter of 8.5mm, and the middle position of the base portion 101 is provided with a through hole with the diameter of 4 mm. A shaft 403 with the diameter of 8.0mm is arranged in a through hole with the diameter of 8.5mm of the base 101, one end of the shaft is provided with a hexagon head flange nut structure, the other end of the shaft is provided with a threaded shaft with the diameter of 5.0mm, a shaft hole of the torsion spring 300 penetrates through the shaft 403, a first end of the torsion spring 300 is matched with a hole with the diameter of 4mm of the clamping plate 401, a second end of the torsion spring 300 is matched with a hole with the diameter of 4mm of the base 101, and the shaft 403 of the base 101 sequentially penetrates through the hole with the diameter of 8.5mm of one side wall of the clamping plate 401, the shaft hole of the torsion spring 300, the through hole of the base 101 and the hole with the diameter of 8.5mm of the other side wall of the clamping plate 401, and then is assembled on.
Preferably, a connecting plate 402 extends from one end of the connecting position of the clamping plate 401 far away from the camshaft mechanism 200, and the connecting plate 402 and the clamping plate 401 are connected with the vehicle body together. During specific connection, holes with the diameter of 10mm can be formed in the connection positions of the connecting plate 402 and the clamping plate 401 respectively, so that the connecting plate can be reliably connected with other structures of a vehicle body through bolts. Specifically, the connecting plate 402 may be adaptively designed according to the shape of the structure at the vehicle body connection.
The utility model discloses a further provide a concrete implementation of transmission shaft 202: the transmission shaft 202 comprises a transmission shaft 207, a transmission shaft joint 208 and a shaft sleeve 209, wherein one end of the transmission shaft joint 208 is fixedly connected with the transmission shaft 207, and the other end of the transmission shaft joint 208 is rotatably arranged in the shaft sleeve 209. The fixed connection of the transmission shaft joint 208 and the transmission shaft 207 can be a welded or bolted connection. When the universal joint is applied specifically, the outer diameter phi of the transmission pipe shaft 207 is 20mm, the inner diameter phi of the transmission pipe shaft is 14mm, and two holes phi of 5.5mm are respectively arranged at two ends of the transmission pipe shaft so as to be screwed down and prevent the transmission pipe shaft from rotating through a cross-slot pan head screw when the universal joint is matched with the transmission pipe joint 208; the sleeve 209 has an inner diameter of 14mm to fit the drive tube adapter 208 and an outer diameter of 18mm to fit the drive tube shaft support 205, and has a shoulder at one end with an outer diameter of 20 mm. The transmission tubular shaft 207 is fixedly connected with the locking cam 201 in a welding mode, the transmission tubular shaft 207 is in transition fit with one end of the transmission tubular joint 208 and is prevented from rotating through two cross-recessed pan head screws, the other end of the transmission tubular joint 208 is in clearance fit with the shaft sleeve 209, and the shaft sleeve 209 is in interference fit with the transmission tubular shaft support 205. The locking cam 201 is provided with a through hole of 20mm phi to mate with the drive tube shaft 207.
As shown in fig. 3, the shaft holder 205 includes a square block body 210 and a connecting arm 211 extended from the square block body 210, and the supporting portion 206 is mounted on the connecting arm 211. Specifically, the square block body 210 has a size of 35mm x 32mm x 14mm, a central hole phi 18mm (for sleeving the bushing 209), and the connecting arm 211 has a length of 20mm and a thickness of 6 mm. In order to cooperate with the drive shaft support 205 of this structure, the present invention further provides an embodiment of the support portion 206: the supporting part 206 is a square tube structure, two ends of the supporting part are arranged to be wedge-shaped gap structures (one corner part above the supporting part is cut), two side walls corresponding to the wedge-shaped gap structures are respectively provided with a phi 5.5mm hole so as to be fixedly connected with the square block body 210 and the connecting arm 211, one long side surface of the square tube is provided with two rectangular windows of 12mm plus 30mm, and the other long side surface corresponding to the rectangular windows is respectively provided with two phi 5.5mm holes so as to be connected with the limiting block 203; the limiting block 203 is arranged to be of a similar L-shaped structure, and one surface of the L-shaped structure is provided with two threaded holes with the diameter of 5mm, so that the limiting block can be fixedly connected with the square pipe through a cross-shaped groove pan head screw. The transmission tube shaft support 205 and the square tube are fixedly connected by two hexagon socket head bolts to assemble the whole cam mechanism, as shown in fig. 4.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A locking mechanism in a quick-change structure of a battery pack is characterized by comprising a caliper (100), a camshaft mechanism (200), a torsion spring (300) and a base (400),
the caliper (100) comprises a base (101), a latch tongue (102) extending along the base (101);
the camshaft mechanism (200) comprises a locking cam (201) and a transmission shaft (202), wherein the locking cam (201) is fixedly sleeved on the transmission shaft (202);
the first end of the torsion spring (300) is connected with the base (400), the second end of the torsion spring (300) is connected with the base (101), and the base (101) is rotatably installed on the base (400);
the locking cam (201) can move along with the transmission shaft (202) between a locking state and an unlocking state, and in the locking state and the unlocking state, the locking cam (201) is in contact fit with the lock tongue (102).
2. The locking mechanism in the quick-change structure of the battery pack according to claim 1, wherein the camshaft mechanism (200) further comprises a limiting block (203), one side of the limiting block (203) is a limiting arc surface (204) in rotational friction fit with the cylindrical surface of the locking cam (201), and the limiting block (203) located at the edge of the limiting arc surface (204) is in stop fit with the convex part of the locking cam (201).
3. The locking mechanism in a quick-change structure of a battery pack according to claim 2, wherein the two ends of the transmission shaft (202) are respectively rotatably provided with a transmission shaft bracket (205).
4. The locking mechanism in the quick-change structure of the battery pack according to claim 3, wherein a support portion (206) is connected to one side of the two transmission shaft brackets (205) on the same side as the limiting block (203), and the limiting block (203) is fixedly mounted on the support portion (206).
5. The locking mechanism of a quick-change structure for battery packs as claimed in claim 1, 2, 3 or 4, wherein the base (400) comprises a U-shaped catch plate (401), and the base (101) and the torsion spring (300) are located in the catch plate (401).
6. The locking mechanism in a quick-change structure of a battery pack according to claim 5, wherein a connecting plate (402) extends from the end of the connecting position of the clamping plate (401) far away from the camshaft mechanism (200), and the connecting plate (402) and the clamping plate (401) are jointly connected with the vehicle body.
7. The locking mechanism in the quick-change structure of the battery pack according to claim 1, 2, 3 or 4, wherein the transmission shaft (202) comprises a transmission shaft (207), a transmission shaft connector (208) and a bushing (209), one end of the transmission shaft connector (208) is fixedly connected with the transmission shaft (207), and the other end of the transmission shaft connector (208) is rotatably installed in the bushing (209).
8. The locking mechanism of a quick-change structure of a battery pack according to claim 4, wherein the transmission shaft support (205) comprises a square block body (210) and a connecting arm (211) extending from the square block body (210), and the supporting portion (206) is mounted on the connecting arm (211).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920888414.0U CN210212012U (en) | 2019-06-13 | 2019-06-13 | Locking mechanism in battery pack quick-change structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920888414.0U CN210212012U (en) | 2019-06-13 | 2019-06-13 | Locking mechanism in battery pack quick-change structure |
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| Publication Number | Publication Date |
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| CN210212012U true CN210212012U (en) | 2020-03-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920888414.0U Active CN210212012U (en) | 2019-06-13 | 2019-06-13 | Locking mechanism in battery pack quick-change structure |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111823945A (en) * | 2020-06-23 | 2020-10-27 | 常州皓瑞能源科技有限公司 | Quick locking mechanism of battery box |
| CN112389179A (en) * | 2020-10-10 | 2021-02-23 | 东风汽车集团有限公司 | Vehicle battery package locking and unlocking device and assembly |
| CN113199930A (en) * | 2021-05-25 | 2021-08-03 | 东风柳州汽车有限公司 | Locking mechanism and electric automobile |
| WO2021228205A1 (en) * | 2020-05-15 | 2021-11-18 | 奥动新能源汽车科技有限公司 | Unlocking device, battery replacing apparatus, and unlocking method |
| WO2022252255A1 (en) * | 2021-05-31 | 2022-12-08 | 浙江康迪智能换电科技有限公司 | Rechargeable battery locking mechanism |
-
2019
- 2019-06-13 CN CN201920888414.0U patent/CN210212012U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2021228205A1 (en) * | 2020-05-15 | 2021-11-18 | 奥动新能源汽车科技有限公司 | Unlocking device, battery replacing apparatus, and unlocking method |
| CN111823945A (en) * | 2020-06-23 | 2020-10-27 | 常州皓瑞能源科技有限公司 | Quick locking mechanism of battery box |
| CN112389179A (en) * | 2020-10-10 | 2021-02-23 | 东风汽车集团有限公司 | Vehicle battery package locking and unlocking device and assembly |
| CN112389179B (en) * | 2020-10-10 | 2022-04-26 | 东风汽车集团有限公司 | Vehicle battery package locking and unlocking device and assembly |
| CN113199930A (en) * | 2021-05-25 | 2021-08-03 | 东风柳州汽车有限公司 | Locking mechanism and electric automobile |
| CN113199930B (en) * | 2021-05-25 | 2022-07-22 | 东风柳州汽车有限公司 | Locking mechanism and electric automobile |
| WO2022252255A1 (en) * | 2021-05-31 | 2022-12-08 | 浙江康迪智能换电科技有限公司 | Rechargeable battery locking mechanism |
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