WO2020143596A1 - 一种新能源汽车快换型通用动力电池 - Google Patents

一种新能源汽车快换型通用动力电池 Download PDF

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Publication number
WO2020143596A1
WO2020143596A1 PCT/CN2020/070615 CN2020070615W WO2020143596A1 WO 2020143596 A1 WO2020143596 A1 WO 2020143596A1 CN 2020070615 W CN2020070615 W CN 2020070615W WO 2020143596 A1 WO2020143596 A1 WO 2020143596A1
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Prior art keywords
battery
power
power battery
quick
change
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PCT/CN2020/070615
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English (en)
French (fr)
Inventor
王宁豪
Original Assignee
王宁豪
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Application filed by 王宁豪 filed Critical 王宁豪
Priority to JP2021600109U priority Critical patent/JP3236379U/ja
Priority to EP20738824.0A priority patent/EP3896756A4/en
Priority to DE212020000508.7U priority patent/DE212020000508U1/de
Publication of WO2020143596A1 publication Critical patent/WO2020143596A1/zh
Priority to US17/373,630 priority patent/US11752850B2/en

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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4278—Systems for data transfer from batteries, e.g. transfer of battery parameters to a controller, data transferred between battery controller and main controller
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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

Definitions

  • the invention relates to the field of power batteries for new energy vehicles, and in particular to a quick-change universal power electricity for new energy vehicles.
  • power replacement uses charging or direct replacement of power batteries (hereinafter referred to as power replacement).
  • Charging is now the main external way of supplementing electrical energy, and has many advantages, such as: there are many occasions where charging facilities can be configured. But there are also shortcomings: slow charging takes a long time, and therefore the public charging position is easy to be occupied and needs to wait; fast charging (using a high-power charging pile, but the current charging speed is still significantly slower than the fuel car refueling speed) due to the high power on the grid
  • fast charging using a high-power charging pile, but the current charging speed is still significantly slower than the fuel car refueling speed
  • the configuration requirements are high, and it is easy to cause the imbalance of the peak and valley of the power grid, so the number of configurations is limited. New energy vehicle users often have "mileage worries" due to inconvenience in charging. Fast charging will also cause obvious damage to the commonly used power batteries.
  • the replacement method can be arranged for charging as a whole, reducing the power distribution requirements for the replacement station, and can be arranged to charge during the valley of electricity consumption (use Electric troughs and vehicle troughs have a long synchronization period), which directly plays the role of energy storage in power grid troughs.
  • charging and power exchange can combine the advantages of the two: there are many configurable charging occasions, and the power can be quickly added to the power, which can basically achieve the convenience of supplementing the power outside the new energy vehicle.
  • each power replacement point has the type of power battery that can be quickly replaced by each model (hereinafter referred to as the quick-change power battery). If there are too many models It will result in too many varieties of backup batteries, power replacement equipment, and charging equipment at each power exchange point, which will lead to excessive resource consumption and high cost, which cannot be promoted. Therefore, quick-change power batteries must have fewer models and can be used by a large number of vehicle models. That is, it is versatile. If a series of a small number of models can provide power replacement services for most new energy vehicles, the goal of popularizing power replacement methods can be achieved. Universal power exchange is also conducive to the unified management of power batteries, and more reasonable identification, detection, maintenance and recycling.
  • a quick-change type power battery corresponds to a car model, or subsequent models with common design (such as the same platform models) are also commonly used, and the power exchange is implemented in the same car model or a small number of corresponding car models; b.
  • a power battery (battery pack, also known as a battery pack or battery module) is separately installed in the car, and is combined into a total battery through the circuit in the car. Usually the same power battery (battery pack) is used. Battery realization. This kind of power battery can be used by other models to form a quick-change power battery corresponding to several models, which can be used to change the power of several models. The former design method can only be shared by a small number of models.
  • the latter design method is also weak in applicability, mainly for the following reasons (one of the reasons or multiple reasons at the same time): a. There is no universal structure, and it cannot meet the reasonable layout requirements of various models; b. its characteristics It can only meet the needs of some models and cannot be widely adopted. For example, due to the weak temperature control capability of the power battery, it is mainly used for models with relatively low speeds; c. The layout space of the quick-change power battery for new energy vehicles is insufficient. The resulting total battery storage capacity is relatively small, which cannot generally meet the overall cruising range requirements of various models. Therefore, it cannot be universally adopted.
  • the technical problem to be solved by the present invention is to provide a quick-change general-purpose power battery that greatly expands the application occasions.
  • the system is composed of a small number of quick-change general-purpose power batteries to meet the needs of various new energy vehicle models, thereby popularizing the replacement Electric application.
  • the same type of quick-change general-purpose power battery allows the appropriate change of the individual.
  • the relevant information is communicated between the car and the power battery management system to achieve the correct Reasonable use of power batteries.
  • multiple power battery packs are installed on the vehicle as required, by switching between multi-set power supply and single-set power supply, it meets the power supply needs and meets the charging and replacement plan in the itinerary.
  • the new energy vehicles referred to in the present invention include all vehicles equipped with power batteries.
  • the invention is also applicable to other vehicles that can be installed with quick-change universal power batteries.
  • a quick-change general-purpose power battery for new energy vehicles including a battery body, and the battery body is provided with a quick-change interface for quick disassembly and assembly, and the quick-change
  • the interface includes a main electrical interface, and the battery body is connected to a new energy vehicle when in use.
  • the battery body is also provided with one or more of an interface depression structure for extended application occasions, an independent liquid temperature control circuit, and multiple sets of interface structures.
  • the interface recess structure includes a recessed area provided on the battery body, wherein when the battery body is installed laterally on the automobile, a recessed area is provided on the side of the battery body, and the quick-change interface is located in the recessed area Inside, when the battery body is installed downward on the car, the lower end of the battery body is provided with a recessed area, the quick-change interface is located in the recessed area, when the battery body is installed upward on the car, then The upper end of the battery body is provided with a recessed area, and the quick-change interface is located in the recessed area.
  • the independent liquid temperature control circuit includes a direct cooling circuit or/and a liquid cooling circuit, and the direct cooling circuit or/and The liquid-cooled circuits are all provided on the battery body.
  • the multiple sets of interface structures include quick-change interfaces provided on the battery body, and at least two surfaces of the battery body are provided with quick-change interfaces.
  • the battery body is provided with a recessed area, and the connection part in the battery compartment (or other components used to connect and install the battery body) of the vehicle can be provided as a protrusion, and the protrusion can enter the corresponding recess of the battery body when the battery body is installed In the area, there is no additional space behind the battery compartment, that is, the space behind the battery compartment is little or not occupied.
  • the car does not need to occupy space due to the connection part structure.
  • the battery compartment cannot be set or the battery compartment setting is limited to the characteristic location, so the battery
  • the flexible layout of the cabin makes the application of the battery body greatly expanded and versatile.
  • the power battery has multiple sets of interfaces, which can have multiple connection positions or multiple installation directions, and is suitable for various installation conditions, so it is suitable for many occasions and has strong versatility. If there are multiple connection positions, it is helpful for new energy vehicles to avoid unsuitable positions when setting the interface position. If there are multiple installation directions, different directions can be used for different conditions. In the case of reducing the variety of quick-change general-purpose power batteries, the installation space on the car can be fully utilized. Therefore, the quick-change universal power battery with multiple sets of interfaces can greatly expand the applicable occasions and has strong versatility.
  • the power battery of the present invention is provided with a liquid temperature control.
  • the temperature control circuit uses a liquid medium (refrigerant, coolant, etc.) to transfer heat, including various direct cooling circuits and/or liquid cooling circuits and combinations thereof, etc.
  • the external heat exchanger (condenser, evaporator, radiator, etc.) is placed on the surface of the power battery, which can make the liquid temperature control circuit independent of the car's temperature control system, and set all the components on the circuit on the battery body.
  • the liquid temperature control circuit on the battery is completely independent, which can meet the needs of various models that have different requirements for the temperature control capability of the power battery due to different usage conditions.
  • the quick-change power battery body is provided with one or more of a recessed interface structure, an independent liquid temperature control circuit and multiple sets of interface structures, which can greatly expand the application occasions and become a quick-change general-purpose power battery with strong versatility.
  • the voltage of the system used by new energy vehicles is different, so the rated voltage of the power battery is also different. If the battery body outputs different voltages through internal changes, the same power battery has multiple voltages to choose from, and the applicability is further expanded.
  • the battery body can output different voltages through internal changes.
  • the voltage of the battery body is changed by switching the series-parallel connection between the internal equivalent battery packs.
  • a battery pack consisting of or composed of a plurality of battery cells connected in series and connected in parallel is suitable for parallel use and has basically the same electrical performance.
  • the largest surface area or the largest projected area of the battery body is less than 0.06 square meters, the thickness is not more than 140mm, and the weight is less than 10Kg. It is mainly suitable for the case of a small amount of power exchange at a time, and its layout and combination are flexible , Also suitable for manual power replacement, easy to change power points.
  • Another object of the present invention is to provide a communication protocol between a quick-change power battery and a vehicle, the communication protocol adapts to changes of different individuals of the quick-change power battery.
  • the communication protocol can also be applied to the communication between other power batteries and vehicles.
  • the battery body adopts a communication protocol between a power battery management system and a new energy vehicle, through which the type and type of internal battery cells of the power battery or/and power battery parameter information can be transmitted to the energy management of the new energy vehicle
  • the system is used to control the charging process, and the power battery parameter information includes parameter information for different charging requirements for different types and types of power battery cells.
  • the battery body adopts a communication protocol between the power battery management system and the new energy vehicle, through which the parameter information of the load capacity of the power battery can be transmitted to the energy management system of the new energy.
  • the control system of the vehicle can be based on The parameter information of the power battery load capacity obtained by the energy management system selects the power supply mode.
  • the main purpose of the present invention is to form a quick-change general-purpose power battery system and popularize the power exchange application.
  • the structure of the above-mentioned extended application occasion is adopted, and several types of the quick-change general-purpose power battery are formed into a system.
  • the main installation dimensions of the battery body are the same and can be installed in the same battery compartment or other components used to connect and install the battery. They are the same main model and are used for the selection and replacement of various new energy vehicles. There are no more than 8 main models.
  • Different types and types of batteries can be used in different individuals of the same main type power battery for interchange use to accommodate the application of multiple types and types of power batteries, and can also continue the development of each main type in the development of power battery technology. use.
  • Another object of the present invention is to provide a vehicle that is compatible with a quick-change universal power battery.
  • the vehicle using the power battery includes a vehicle body, and the vehicle body is provided with a quick-change interface corresponding to the battery body.
  • the vehicle includes a driving main vehicle and a non-driving subordinate vehicle.
  • the vehicle body is a master car with a driving mechanism, can be connected to the slave car, and the slave car can be replaced, the slave car is installed with the power battery, the power battery is the master car Power supply, the master car drives the slave car.
  • Another object of the present invention is to provide a control system for a quick-change power battery.
  • a power distribution control unit that can control the joint power supply of two or more independent power battery packs, and can switch between the joint power supply and the single power supply or different joint power supplies.
  • the switching between the combinations controls the change of the power consumption sequence of each cluster, and the power battery cluster is composed of several power batteries.
  • the power distribution control unit includes a multi-input DC-DC converter or DC-AC converter, and the multi-input DC-DC converter or DC-AC converter is connected with two or more power battery packs, The two or more power battery packs can be jointly powered by the multi-input DC-DC converter or DC-AC converter.
  • the power distribution control unit may implement joint power supply by switching two or more power battery packs into a series state.
  • the power distribution control unit may output the combined power supply of the first power battery pack or a plurality of set power batteries through a DC-DC converter and implement the joint power supply in parallel with the second power battery pack.
  • a power distribution control unit which can control the combined power supply of different sets of power batteries or/and multi-set power batteries to separately supply power to components or component combinations through different power supply paths, the components Or a combination of components is a drive axle or a drive motor of different wheels, and the power battery pack is composed of a number of power batteries.
  • the charging source can jointly charge two or more independent power battery packs, which are composed of several power batteries. Multiple battery packs can be jointly charged or partly charged as needed to improve charging efficiency.
  • the charging control unit can control the charging source to charge the power batteries of different sets through the multi-channel charger.
  • the charging control unit may temporarily switch two or more power battery packs to a serial state and perform joint charging by a charging source.
  • the power battery parameter information contains parameter information for different charging requirements for different types and types of power battery cells.
  • the on-board charger on the new energy vehicle charges the power battery, or the off-board charger charges the power battery and the car is still charged by the vehicle. If the energy management system manages charging, the energy management system determines whether the power battery can be charged. If it is rechargeable, the on-board charger or off-board charger passes the car's charging control unit for different types and types of internal batteries. The power battery is charged according to the corresponding charging requirements.
  • the energy management system of the new energy vehicle and the power battery management system use the above communication protocol to communicate and control the charging process. If the off-board charger is charging, the off-board charger communicates with the car Jointly control the charging process.
  • it also includes an energy management system that uses a communication protocol between the power battery management system and the new energy vehicle, through which the parameter information of the load capacity of the power battery can be obtained.
  • the control system of the vehicle can be based on the The parameter information of the power battery load capacity obtained by the energy management system selects the power supply mode.
  • the power battery exchange station is equipped with no more than 8 main models of new energy vehicle quick-change universal power batteries, and the power exchange equipment equipped with the above main model quick-change universal power batteries is a variety of new energy sources. Cars provide fast power replacement services.
  • the advantages of the present invention are: by adopting the structure of the present invention to expand the application occasions, the adaptability of the quick-change power battery is greatly enhanced, and it becomes a universal power battery.
  • the application of a small number of main models is fast
  • the type-changing general-purpose power battery constitutes a system for various new energy vehicles to choose and exchange power, which can meet the needs of most new energy vehicles, so the application of power exchange can be popularized.
  • New energy vehicles can be equipped with multiple sets of power batteries on demand, and rationally manage power supply and charging, which can be more suitable for the application of quick-change general-purpose power batteries.
  • Figure 1 is one of the schematic structural diagrams of the battery body of the present invention.
  • FIG. 3 is a schematic structural view of the battery compartment of the present invention.
  • FIG. 4 is the third schematic structural diagram of the battery body of the present invention.
  • FIG. 5 is the fourth schematic structural diagram of the battery body of the present invention.
  • FIG. 6 is a schematic diagram of the location of the quick-change interface of the present invention.
  • FIG. 8 is an enlarged view of part A in FIG. 7;
  • FIG. 9 is a schematic diagram of the structure of multiple sets of interfaces of the power battery of the present invention.
  • FIG. 10 is a second schematic diagram of the structure of multiple sets of interfaces of the power battery of the present invention.
  • FIG. 11 is a third schematic diagram of the structure of multiple sets of interfaces of the power battery of the present invention.
  • FIG. 12 is a fourth schematic diagram of a multi-group interface structure of the power battery of the present invention.
  • FIG. 13 is a fifth schematic diagram of a multi-group interface structure of the power battery of the present invention.
  • FIG. 14 is a sixth schematic diagram of a multi-group interface structure of the power battery of the present invention.
  • 15 is a seventh schematic diagram of a multi-group interface structure of the power battery of the present invention.
  • 16 is a schematic structural diagram of a direct cooling circuit of the power battery of the present invention.
  • FIG. 17 is a schematic structural view of the liquid cooling circuit of the power battery of the present invention.
  • 21 is the third schematic diagram of the internal connection state of the power battery of the present invention.
  • 22 is the fourth schematic diagram of the internal connection state of the power battery of the present invention.
  • 24 is the sixth schematic diagram of the internal connection state of the power battery of the present invention.
  • 25 is one of the structural schematic diagrams of different types of power batteries in the power battery system of the present invention.
  • 26 is a schematic structural view of the H-type small quick-change universal power battery of the present invention installed in a passenger car;
  • FIG. 27 is a schematic view of the structure of the present invention H-type small quick-change universal power battery and B-type mechanical quick-change bottom-mounted universal power battery installed in a passenger car;
  • 29 is a schematic structural view of the container truck of the present invention.
  • FIG. 30 is a schematic diagram of the structure of a vehicle control system of a pure electric vehicle
  • 31 is a schematic diagram of a partial structure of a vehicle control system of a pure electric vehicle
  • 33 is a second schematic diagram of joint power supply of multiple power batteries of the present invention.
  • Figure 34 is the third schematic diagram of the combined power supply of multiple power batteries of the present invention.
  • 35 is the fourth schematic diagram of the combined power supply of multiple power batteries of the present invention.
  • 36 is a fifth schematic diagram of joint power supply of multiple power batteries of the present invention.
  • 39 is a schematic diagram of power management of a power battery pack in the present invention.
  • 40 is a second schematic diagram of power management of the power battery pack in the present invention.
  • FIG. 41 is the third schematic diagram of power management of the power battery pack in the present invention.
  • FIG. 42 is the fourth schematic diagram of power management of the power battery pack in the present invention.
  • 46 is the fourth schematic diagram of the joint charging of the power battery pack of the present invention.
  • 49 is a schematic diagram of a mechanical quick-change bottom-mounted universal power battery of different sizes according to the present invention.
  • 50 is a schematic top view of four sizes of new energy passenger cars of the present invention.
  • FIG. 51 is a schematic diagram of models and numbers of four types of new energy passenger cars of the present invention that can be arranged with mechanical quick-change bottom-mounted universal power batteries;
  • Figure 52 is another arrangement of 1 and 2 in Figure 51;
  • Fig. 53 is a schematic diagram of a mechanical quick-change bottom-mounted general-purpose power battery for passenger cars and pickups with non-load-bearing structural bodies arranged in the above manner b;
  • 54 is a schematic diagram of a non-load-bearing structure body passenger car and pickup truck arranged in the above c-mode mechanical quick-change bottom-mounted universal power battery;
  • 55 is a schematic diagram of the application of a mechanical quick-change type universal power battery in a passenger car
  • Figure 56 is a schematic diagram of a power battery structure of a thick new energy vehicle used in a larger vehicle model
  • Figure 57 is the second schematic diagram of the quick-change universal power battery of different models in the power battery system
  • Figure 58 is a schematic diagram of the installation of power batteries in different passenger cars.
  • a quick-change general-purpose power battery for a new energy vehicle includes a battery body 1 provided with a quick-change interface for quick disassembly and assembly.
  • the quick-change interface includes a main electrical interface.
  • the battery body 1 is also provided with one or more of a recessed interface structure, an independent liquid temperature control loop, and multiple sets of interface structures.
  • Plane A in FIG. 1 is the left end of the present invention, and the direction away from Plane A is the right end.
  • Plane B in FIG. 1 is the upper end of the present invention, and the direction away from Plane B is the lower end.
  • the C plane is the front end of the invention, and the direction away from the C plane is the rear end.
  • the concave structure of the interface includes a concave area 2 provided on the battery body 1.
  • the concave area 2 is located above the battery body 1 and is installed upward on the automobile during installation.
  • the connection part in the battery compartment 4 (or other components used to connect and install the battery body) on the car battery rack 3 can be provided as a protrusion 5, see FIG. 3, because many cars are compact There are many space restrictions.
  • the advantage of the protrusion is that the protrusion 5 can enter the recessed area 2 corresponding to the battery body 1 when the battery body 1 is installed, so no extra space is needed behind the battery compartment 4, that is, the space behind the battery compartment 4 is occupied There is little or no occupancy, and the battery compartment 4 or battery compartment 4 is not limited to the characteristic position due to the space occupied by the connection part structure. Therefore, the layout of the battery compartment 4 is flexible, and the application of the above battery body is greatly expanded. Increased versatility.
  • the recessed area 2 is located on the side of the battery body 1 and is installed laterally on the automobile during installation.
  • the recessed area 2 is located at the lower end of the battery body 1 and is installed downward on the automobile during installation.
  • connection part structure occupies little or no space behind the battery compartment 4, so the space of each vehicle model is not affected or affected by the configuration of the connection part when arranging the battery compartment. Very small, the application of each battery body has been expanded, increasing versatility.
  • the concave structure of the interface, the concave area may be within the end surface or at the edge of the end surface.
  • the structural schematic diagram shows an embodiment of the recessed area of the recessed structure of the quick-change type universal power battery interface and the arrangement of the quick-change interface.
  • the internal insulation fixing member 7 and the electrical connector 6 include a main electrical connector and an auxiliary electrical connector that may be simultaneously provided on the battery body.
  • the electrical connector 6 and the internal insulation fixing member 7 are components for realizing electrical connection, which are the prior art, and the specific connection mode is not elaborated in the present invention.
  • An insulating base surface 8 is provided in the recessed area 2, and the electrical connector 6 and the internal insulating fixing member 7 are located below the insulating base surface 8.
  • any two separate electrical connectors of the interface cannot be connected by any straight-sided conductive object (such as two electrical connectors at the same time It may be short-circuited if touched by a conductor.)
  • the main electrical connector can be designed to be disconnected from the internal battery body, and this design can further enhance its safety (personal safety and safety against damage to the power battery itself) , It can also better prevent it from being damaged during the transportation process, which is convenient for use in a general state.
  • the large-size power battery has a relatively large lateral gap. If the connection direction between the automobile and the power battery is the same as the direction in which the power battery is installed, the side of the recessed area and the side of the protrusion on the car are designed to have a small clearance fit, and the fit clearance is smaller than that between the battery compartment and the shape of the power battery
  • the lateral gap of the machine is provided with a guide chamfer 9 that enters.
  • connection parts can be further aligned using their own introduction structure
  • the connecting pieces may be provided with a lateral floating structure, that is, a small amount of free lateral movement, and the recessed area or protrusion may also be provided with a lateral floating structure).
  • the recessed area of the interface recessed structure is located within the end surface, that is, the recessed area has four sides, and the two opposite directions can be aligned. In FIG.
  • the side one 81 and the side two 82 are opposite sides, and the side three 83 also has a pair To the side ( Figure 8 is an anatomical view that cannot be shown, see Figures 6 to 7), the protrusions corresponding to the battery compartment also have corresponding two sets of facing surfaces, so both facing directions can be aligned.
  • the recessed area of the interface recessed structure is located at the edge of the end face, but there are two side faces that form an opposing face.
  • the opposing face can also be aligned with the opposing face corresponding to the protrusion of the battery compartment in a corresponding direction.
  • the multi-group interface structure includes a quick-change interface provided on the battery body, and the quick-change interface is provided on at least two sides of the battery body.
  • Two faces refer to faces in different directions, but multiple sets of interfaces can also be set on the same face or different faces at the same end.
  • the E-type power battery includes a battery body, and a quick-change interface is provided on the battery body.
  • the quick-change interface includes an interface group one 91 and an interface group two 92, among which the interface group one 91 It is arranged at the front end of the left side of the battery body, and the interface group two 92 is arranged at the left end of the front side of the battery body.
  • the power battery is generally used to be installed on a truck or a large passenger car (when installed, it can be installed on the car to the left or forward), so one power battery can be adapted to a variety of models and installation methods.
  • the E-type battery is used on a variety of trucks.
  • the battery compartment is installed on both sides of the beams of various trucks.
  • the power battery When the power battery is installed, it is installed in the battery compartment from the side of the vehicle ,
  • the light truck girders in Figure c in Figure 48 have smaller dimensions on both sides, and the power batteries are loaded from the width direction.
  • the heavy truck in Figure d in Figure 48 and the semi-trailer truck in Figure 48 in Figure 48 have larger sizes on both sides, and the power batteries Loaded in the length direction, the E-type battery has two sets of interfaces and is adapted to a variety of models through different installation methods. The application occasions are greatly expanded and versatility is increased.
  • Embodiment 2 of the multi-group interface structure of the power battery As shown in FIG. 10, the difference between this power battery and Embodiment 1 is that the positions of the interface group 101 and the interface group 102 are different.
  • the interface group 101 is provided on the left side of the battery body. In the middle position, the interface group two 102 is disposed at the left end of the front side of the battery body, and has a certain distance from the left end wall.
  • the power battery is also generally used for installation on trucks or large passenger cars (when installed, it can be installed left or forward on the car), so one power battery can be adapted to a variety of models and installation methods, and the application occasions are greatly expanded. Increased versatility.
  • the third embodiment of the structure of the multi-group interface of the power battery see FIG. 11, including the battery body, a convex column is provided at the connection between the front side and the right side of the battery body, and a quick-change interface is provided on the convex column.
  • the quick-change interface includes the interface group 111 And the interface group two, wherein the interface group one is arranged at the left end of the convex column, and the interface group two is arranged at the rear end of the convex column (not shown in the figure).
  • the power battery is also generally used for installation in trucks or large passenger cars (when installed, it can be installed on the car to the left or backward).
  • FIG. 12 is a schematic structural view of Embodiment 3 at another angle (it can be installed on the car forward or right during installation), so Embodiment 3 can be installed on the car in a variety of ways, which greatly expands the application occasions and adds universal Sex.
  • the fourth embodiment of the multi-group interface structure of the power battery See FIG. 13, compared with the first embodiment, the difference between the battery is that the position of the interface group one 131 and the interface group two 132 are different, wherein the interface group one 131 is provided on the left side of the bottom end of the battery body , Interface group two 132 is set at the bottom of the left side of the battery body.
  • the power battery is generally used for installation on small vehicles (it can be installed to the left or down on the car during installation), and the power battery quick-change interface can also be inverted, see Figure 14, so that it can be vertically downward and left installation. Therefore, a power battery can be adapted to a variety of models and installation methods, and the applicable occasions are greatly expanded and versatility is increased.
  • Multiple sets of power battery interfaces can also be set on the same surface, see Figure 15, including the battery body, the battery body is provided with a quick-change interface, the quick-change interface includes interface group one 151 and interface group two 152, wherein interface group one 151 is provided at The rear side of the top end of the battery body is close to the right side, and the interface group two 152 is disposed on the front side of the top end of the battery body and close to the right side.
  • the battery can be used to install on a variety of passenger cars, trucks, and passenger cars (when installed, it can be installed upward on the car).
  • the power battery has multiple sets of interfaces, which can have multiple connection positions or multiple installation directions, and is suitable for various installation conditions, so it is suitable for many occasions and has strong versatility. If there are multiple connection positions, it is helpful for new energy vehicles to avoid unsuitable positions when setting the interface position. If there are multiple installation directions, different directions can be used for different conditions. In the case of reducing the variety of quick-change general-purpose power batteries, the installation space on the car can be fully utilized. Therefore, the quick-change universal power battery with multiple sets of interfaces can greatly expand the applicable occasions and increase versatility.
  • the circuit has a reversing valve such as a four-way valve that can be reversed
  • the circuit flow direction, the original evaporator and the condenser are interchanged, and it is used to heat the power battery.
  • the circuit can also be unidirectionally heated for the power battery, and the direct cooling circuit heating is generally called heat pump heating) or a combination thereof. It is also useful for semiconductors.
  • Cooling and other methods Liquid temperature control includes liquid cooling, direct cooling and various combinations thereof. Other innovative liquid temperature control methods can also be used.
  • the liquid temperature control has strong temperature control capabilities, and the temperature control effect is generally better than other methods such as air cooling and semiconductor refrigeration. .
  • the quick-change power battery is equipped with liquid temperature control, and the liquid temperature control circuit is independent, and all the components on the circuit are set on the battery body, which can meet the requirements of different power battery temperature control capabilities due to different use conditions.
  • the use of the vehicle model and the selection of the vehicle model do not need to consider whether there is a condition to form a joint liquid temperature control system with the quick-change power battery (the existing quick-change power battery uses the liquid temperature control method), replace the power battery
  • the battery body does not need to be provided with a liquid line quick-change interface connected to the vehicle, and the refrigerant or/and coolant in the temperature control circuit in the battery body does not need to be changed when power is changed Therefore, it is easy to solve the temperature control of the battery when using the quick-change power battery for each vehicle model, the application of the battery is greatly expanded, and the versatility is strong.
  • the independent liquid temperature control circuit includes a direct cooling circuit or/and a liquid cooling circuit.
  • the direct cooling circuit or/and liquid cooling circuit are both arranged on the battery body, and are arranged on the surface of the power battery as a component of the external heat exchanger.
  • the circuit is not limited to a single circuit, but can have branch circuits, multi-circuit coupling, etc.
  • FIG. 16 is a schematic structural diagram of a direct cooling circuit used in this embodiment.
  • the direct cooling circuit includes a compressor 10, and the compressor 10 is connected with a four-way valve 11 and a condenser 12 through a pipeline.
  • Throttling device 13, evaporator 14, refrigerant is used in the circuit
  • compressor 10, four-way valve 11, condenser 12, throttling device 13, evaporator 14 and pipeline are all set on the battery body.
  • Traditional liquid temperature control circuit setting some components are installed on the battery body, and some components are installed on the car.
  • Disassembling the power battery requires disconnecting the circuit, so it is difficult to implement on the quick-change power battery, and it is easy to affect the stability of the circuit When the car is equipped with multiple quick-change power batteries, the circuit is more complicated and difficult to implement. All the components on the direct cooling circuit of the present invention are on the battery body, and the liquid temperature control can be used independently. It is not necessary to disassemble and connect the temperature control circuit when replacing the power battery, and it is not necessary for all models using the power battery to use the same A refrigerant (which will restrict the development of the power battery temperature control technology), so it is easy to solve the temperature control of the battery when using the power battery in various models, and the application of the power battery is greatly expanded and the versatility is increased.
  • FIG. 17 is a schematic structural diagram of a liquid cooling circuit used in this embodiment.
  • the liquid cooling circuit includes a pump 15, a radiator 16, a heater 17, and a liquid cooling pipeline 18. Water or other cooling liquid, pump 15, radiator 16, heater 17, and liquid cooling pipeline 18 are all provided on the battery body.
  • the traditional liquid temperature control circuit is set, some components are installed on the battery body, and some components are installed on the car. Disassembly and assembly of the power battery requires disconnection of the circuit. Therefore, when the quick-change power battery uses a liquid-cooled circuit, it is difficult to operate in the traditional way , When the car is installed with multiple quick-change power batteries, it is more difficult.
  • All the components on the liquid cooling circuit of the present invention are on the battery body, and the liquid temperature control can be used independently. There is no need to disassemble and connect the temperature control circuit when replacing the power battery, and it is not necessary for all models using the power battery to use the same This kind of coolant (which will restrict the development of battery temperature control technology), so it is easy to solve the temperature control of the battery when using this battery in each car model, and the application of the battery is greatly expanded and the versatility is increased.
  • the battery body is provided with an independent liquid temperature control circuit.
  • Embodiment 3 In this embodiment, the direct cooling circuit and the liquid cooling circuit are coupled and used.
  • FIG. 18 is a schematic diagram of the structure.
  • the coupling structure of the direct cooling circuit and the liquid cooling circuit includes a compressor 10 and a direct cooling tube. Circuit, condenser 12, throttling device 13, evaporator 14, cooler 19, pump 15, radiator 16, heater 17, liquid cooling line 18.
  • the cooler 19 is coupled with the evaporator 14 of the direct cooling circuit and the radiator 16 of the liquid cooling circuit, and the two circuits exchange heat therein (the two circuits are not connected).
  • Compressor 10 direct cooling line, condenser 12, throttling device 13, evaporator 14, cooler 19, pump 15, radiator 16, heater 17, liquid cooling line 18 are provided on the battery body, so The liquid temperature control of the battery body is independent, the application occasions are greatly expanded, and the versatility is increased.
  • This coupling circuit can cool the power battery. If the direct cooling circuit is for internal heating, or if the four-way valve 11 in the first embodiment is added to the direct cooling circuit to reverse the flow of the circuit to the internal heating, the coupling circuit may not be used.
  • the heater 17 raises the temperature of the battery or cooperates with the heater 17 to raise the temperature of the battery.
  • a power battery with an independent liquid temperature control circuit is installed as a component of the external heat exchanger at a surface location in an air circulation environment or easy to create an air flow environment (some circuits, such as liquid cooling circuits that only heat the battery may not need to be Radiator of external heat exchanger).
  • the power battery mainly installed upward from the bottom of the vehicle can be arranged at the lower end of the power battery.
  • Cars using this type of power battery can also be equipped with devices at the bottom to promote air circulation, and accelerate the heat exchange between the external heat exchanger and the air when the car is running at low speed and high power or when parking and charging. As shown in Figures c, d, and e of Fig.
  • the external heat exchanger may be provided at the upper end of the battery, and there is space at the upper end of the battery and the upper side of the battery compartment. It can communicate with the outside world and create an air flow environment by installing fans.
  • the power battery itself can also be installed with fans to speed up the heat exchange between the external heat exchanger and the air.
  • the external heat exchanger can also be set at the lower end of the power battery.
  • the bottom surface of the battery compartment is made of heat dissipation material.
  • the inner surface (upper) of the bottom surface of the battery compartment is in contact with the external heat exchanger of the power battery, and the outer surface (lower surface) is exposed to the air, or the middle of the bottom surface of the battery compartment
  • the large area has downward holes, and the power battery is directly exposed to the external heat exchanger.
  • the external heat exchanger is divided into the upper and lower positions of the battery to increase the external heat exchange surface.
  • the coolant or refrigerant should be flame retardant to facilitate safety.
  • the corresponding part of the power battery can be designed to maintain communication with the outside.
  • the quick-change power battery body is provided with one or more of a recessed interface structure, an independent liquid temperature control circuit and multiple sets of interface structures, which can greatly expand the applicable occasions and become a quick-change general-purpose power battery with strong versatility.
  • the setting of shape and size can be used to set several models of quick-change power batteries to achieve the purpose that most new energy vehicles can choose, so as to popularize the rapid replacement of new energy vehicles. For specific embodiments, see the subsequent description of the present invention.
  • the power battery body can output different voltages through internal changes.
  • One of the changing methods is to change the battery body voltage by switching the series-parallel connection between the internal equivalent battery packs.
  • FIG. 19 and FIG. 20 The first embodiment of the internal battery connection mode switching between the equivalent battery packs is shown in FIG. 19 and FIG. 20.
  • Figure 19 shows a state of the internal battery pack of the power battery.
  • the terminal A1 and the terminal B1 are turned on, and the terminal A1 and the terminal C1 are disconnected. End point A2 and end point B2 are on, and end point B2 and end point C2 are off.
  • the first battery pack 20 and the second battery pack 40 are connected in parallel, and the voltage of the battery body at this time is the voltage of a single battery pack.
  • Fig. 20 shows another state of the internal battery pack of the power battery.
  • the terminal A1 and the terminal C1 are turned on, and the terminal A1 and the terminal B1 are disconnected.
  • End point B2 and end point C2 are on, and end point B2 and end point A2 are off.
  • the first battery pack 20 and the second battery pack 40 are connected in series, and the voltage of the battery body at this time is the sum of the voltages of the two battery packs.
  • the above-mentioned endpoints can be turned on or off directly by a switch, or automatically under control, such as control relays, contactors and other switching. Due to the switching method, there is basically no additional power loss when outputting after voltage conversion.
  • FIG. 21 The second embodiment of the internal battery connection mode switching between the equivalent battery packs in the power battery is shown in FIG. 21, which is different from the first embodiment in that it has two sets of first battery packs and second battery packs, 4 in the figure
  • the battery pack 21, which is the equivalent battery pack, is connected in parallel, and the voltage of the power battery is X at this time.
  • FIG. 22 is another state of the internal connection of the power battery of the second embodiment, a new circuit is formed by the turning on and off of the end point, 4 equal battery packs are the first type battery pack 2 series 2 parallel, at this time the power battery Compared to Figure 21, the voltage is increased to 2X.
  • Fig. 23 is another state of the internal connection of the power battery in the second embodiment, a new circuit is formed by the turning on and off of the end point, 4 equal battery packs, that is, the first type battery pack 2 parallel 2 series, at this time the power battery Compared to Figure 21, the voltage is increased to 2X.
  • FIG. 24 is another state of the internal connection of the power battery of the second embodiment, a new circuit is formed by the turning on and off of the terminal, 4 equivalent battery packs, that is, 4 strings of the first battery pack, the voltage of the power battery at this time Compared to Figure 21, it increases to 4X.
  • the above embodiment may have other states: in the first embodiment, all endpoints are selected to be disconnected, that is, endpoint A1 is disconnected from endpoints B1 and C1, and endpoint B2 is disconnected from endpoints A2 and C2. Connected, the battery body has no output voltage; there are also two states where the battery body has no output voltage: a. End point A1 is disconnected from end point B1, end points A1 and C1 are on, and end point B2 is disconnected from end points A2 and C2; b Endpoint A1 is disconnected from endpoints B1 and C1, endpoint B2 is disconnected from endpoint A2, and endpoints B2 and C2 are turned on.
  • the battery body has no output voltage; there may be other states: some terminals are connected, but the battery body still cannot form an output, and there is no output voltage.
  • One of the above states can be used as the initial state of the battery body to increase safety and switch to the required voltage before or after installation on the vehicle.
  • the above embodiment shows that there can be multiple equivalent battery packs inside the battery body.
  • the equivalent battery pack is composed of a single cell suitable for parallel use and has basically the same electrical performance or is composed of multiple battery strings and parallels and is suitable for parallel use.
  • the battery pack has basically the same electrical performance.
  • the voltage of the battery body is changed by switching the series-parallel connection between the internal equivalent battery packs. The number of series connected between each equivalent battery pack increases, the voltage of the battery body increases, and the number of series connected between each equivalent battery pack If it decreases, the voltage of the battery body decreases.
  • the above-mentioned power battery voltage switching, discharge current and other parameters are also changed accordingly, and the corresponding control management method can also be changed, for example, the fuse protection method of the battery can be changed.
  • the power battery If the power battery is used due to differences in the performance of the battery cells, it may form an imbalance between the internal equivalent battery pack voltage and stored power, etc., and an internal balance line can be set up for the balance between the battery packs. Check the equilibrium state before switching from other states to parallel states between equivalent battery packs, and switch only if they meet the requirements, so as to avoid large current discharge between equivalent battery packs and damage the batteries after parallel connection. Or use other methods to control the circulation.
  • the voltage can be selected before the battery is installed in the vehicle, or after the battery is installed in the vehicle.
  • control methods available, such as direct push switch switching, or switching through relays and contactors, there is a battery management system (BMS) power battery, the vehicle's energy management system can communicate with BMS and jointly manage and control, through the assistance of the battery Circuits drive implementation.
  • BMS battery management system
  • Control can be implemented with existing technology or with innovative methods, which will not be elaborated here.
  • the voltage of the system used by new energy vehicles is different, so the rated voltage of the power battery is also different.
  • the larger new energy vehicles use multiple power batteries to connect and combine on the vehicle. Because the methods of series and parallel are different, the The voltage of the upper system is different, and power batteries with multiple voltages are also required.
  • the same power battery has multiple voltage options, which greatly expands the applicable occasions and also increases versatility.
  • Example of a small quick-change type universal power battery see figure f in FIG. 25, the power battery is provided with two sets of quick-change interfaces, the interface area adopts a concave structure, and the length, width and height (thickness) of the power battery are 218mm and 166mm respectively , 108mm, the largest surface area is 0.036 square meters, the volume is about 3.82L, and the weight is about 6.88Kg.
  • the small quick-change general-purpose power battery is a miniaturized quick-change general-purpose power battery.
  • the unit is relatively small in size and has a small storage capacity.
  • multiple power batteries are connected through an on-board cable to form an independent power supply battery (see figure 26. Twelve small quick-change general-purpose power batteries on a car are combined into an independent power supply battery).
  • the small quick-change general-purpose power battery can be concentrated and dispersedly installed on the car. Due to its small size and thin thickness, it can be used in a variety of occasions and installation locations. Various models can be laid out and used, and it has strong versatility.
  • the small quick-change general-purpose power battery is light in weight, suitable for most people to put it in a single hand, and replace multiple power batteries at one time, which can realize manual replacement of new energy vehicles.
  • the replacement can be replaced with a special handheld tool.
  • Mechanical equipment is easy to lay out and easy to use.
  • the quick-change general-purpose power battery system is composed of the quick-change general-purpose power battery.
  • the main shape and installation dimensions of the quick-change general-purpose power battery body include the interface position and the same main size. They can be installed in the same battery compartment (or other).
  • the components connected to and installed with the power battery are the same main model, and there are no more than 8 main models of the general-purpose power battery for selection and replacement of various new energy vehicles.
  • the shape and size of batteries of the same main model can be changed accordingly on the premise of meeting the requirements of interchangeable installation.
  • the main type of power battery added to the newly introduced power battery interface is still included in the original main model.
  • the main model of the power battery in GM refers to: the newly launched or the original main model of the quick-change type general power battery, which has a reasonable design and a wide range of applications (new energy vehicles), and is still indeed provided to various new energy vehicles Adopted, not in any way notified to suspend the selection of new energy vehicle models. No model is adopted or adopted, and it has not been widely distributed at the corresponding power exchange point for a long time. It is not counted if it is not really popularized. After the main shape and installation dimensions of the original main model have been changed, the original main model name can be used, and the original main model is no longer universal.
  • quick-change general-purpose power batteries and systems are selected in suitable forms and can have several types; determine the applicable size; adopt the interface depression structure for expanding the application occasion, independent liquid temperature control circuit and multiple groups One or more settings of the interface structure to increase the application of the quick-change power battery, set the setting of the liquid temperature control circuit to the position of the external heat exchanger; the battery internal voltage setting can also be used to make the battery voltage optional; Quick-change general-purpose power batteries for the selection and replacement of a variety of new energy vehicles under various conditions. Due to the use of settings for extended applications, quick-change general-purpose power batteries are highly versatile and can be used by several quick-change types.
  • the power battery forms a quick-change universal power battery system. The main type of the system is small but it can be selected and replaced by most new energy vehicles.
  • Battery type refers to different battery types, such as: lead-acid batteries, nickel-metal hydride batteries, lithium-ion batteries.
  • Battery type refers to different types in the same category, such as: lithium manganate battery, lithium cobalt oxide battery, lithium iron phosphate battery, lithium titanate battery, nickel cobalt manganese ternary lithium ion battery, nickel cobalt aluminum Ternary lithium-ion batteries, etc.
  • Different types and types of batteries can be used in different individuals of the same main model power battery for interchange use. After the main model is implemented, it can continue to be used to maintain the stability of the quick-change general power battery system.
  • connection and combination of cells in different individuals of the same main model power battery can also be different.
  • subdivision models can be used.
  • the new quick-change general-purpose power battery system can be implemented
  • the new quick-change universal power battery system can be gradually replaced by the new quick-change universal power battery system.
  • Example of a quick-change universal power battery system See Figure 25.
  • the system uses 6 main types of quick-change universal power batteries.
  • the schematic structural diagram shows a power battery with a main model of A: the power battery does not include the size, length, width and height of the mounting side of 900mm, 600mm and 120mm, and the volume is about 63.5L.
  • a single-group quick-change interface is set, the interface area adopts a concave structure, an independent liquid temperature control circuit is provided, the external heat exchanger is located at the lower end (bottom surface) of the power battery, and the rated voltage of the power battery is only set to 192V (due to the same main model power)
  • Different types and types of batteries can be used in different individuals of the battery.
  • the rated voltage of the same file of the same main model is not exactly the same, there is a range, and the rated voltage value of the specific subdivision model is one of the same, the same below).
  • the schematic structural diagram shows a power battery with a main model of B: the size, length, width, and height of the power battery are 1000mm, 820mm, and 120mm, respectively, excluding the size of the mounting side, and the volume is about 96L.
  • the interface area adopts a concave structure, with an independent liquid temperature control loop, the external heat exchanger is located at the lower end (bottom surface) of the power battery, and two rated voltages are available: 192V, 384V.
  • the schematic structural diagram shows a power battery with a main model of C: the power battery does not include the dimensions of the mounting side.
  • the length, width and height are 1200mm, 1000mm and 120mm, and the volume is about 141L.
  • Single-group quick-change interface the interface area adopts a concave structure, with an independent liquid temperature control loop, the external heat exchanger is located at the lower end (bottom surface) of the power battery, and two rated voltages are available: 192V, 384V.
  • the schematic structural diagram shows a power battery with a main model of D: the power battery does not include the dimensions of the mounting side of the length, width and height of 1480mm, 1180mm, 120mm, the volume is about 205L, set Single-group quick-change interface.
  • the interface area adopts a recessed structure and is equipped with an independent liquid temperature control circuit.
  • the external heat exchanger is located at the lower end (bottom surface) of the power battery.
  • the rated voltage is only set to 384V.
  • the schematic structural diagram shows a power battery with a main model of E: the size of the power battery is 560mm, 400mm and 350mm in length, width is about 76.9L, two sets of fast The interface is changed.
  • the interface area adopts a recessed structure, with an independent liquid temperature control loop.
  • the external heat exchanger is located at the upper end of the power battery (above).
  • the rated voltage is available in two gears: 96V and 192V.
  • the structural diagram shows a power battery with a main model of H: the size of the power battery is 218mm, 166mm, 108mm in length, the maximum area is 0.036 square meters, and the volume It is about 3.82L and weighs about 6.88Kg. It is a small quick-change general-purpose power battery. There are two sets of quick-change interfaces. The interface area adopts a concave structure. Temperature control method: the internal heat conduction sheet is combined with the heat conduction glue to conduct heat to the lower end (bottom surface) of the power battery, and the bottom surface of the battery is provided with semiconductor cooling (reverse heating). The rated voltage of the battery is only set to one level, which is 48V.
  • the battery storage capacity is: 25.4kwh, 38.4kwh, 56.4kwh, 82.0kwh, 30.7kwh, 1.53kwh. If the actual system energy density is less than or greater than 400w/L, the storage capacity of the corresponding single cell changes in proportion.
  • the above main models A, B, C, and D are mechanical quick-change bottom-mounted general-purpose power batteries.
  • the main body is flat and rectangular. It is mainly used for installation from the bottom of the car. The size ranges from small to large. Different models can be selected or combined to make better use of the car.
  • Space; the main model E is a mechanical quick-change side-mounted general-purpose power battery.
  • the main body is rectangular. It is mainly used for installation from the side of the car. There are two installation directions. The size is suitable for most available models.
  • the main model H is a small quick-change general-purpose power.
  • the battery is mainly used for small cars or new energy vehicles that require a small battery storage capacity, and can also be used for low-speed electric vehicles, two-wheeled and three-wheeled electric vehicles.
  • the embodiment of the quick-change universal power battery system can be selected and replaced by various new energy vehicles.
  • the following is a detailed description of its universal application, and the description is carried out according to the classification of automobiles: passenger cars and commercial vehicles (passenger cars and trucks).
  • Passenger cars mainly use small quick-change universal power batteries (main model H) and mechanical quick-change bottom-mounted universal power batteries (main models: A, B, C) , D).
  • Figure 26 is a schematic diagram of the structure of the H-type small quick-change general-purpose power battery installed in the passenger car.
  • the new energy passenger vehicle axle in the figure The distance is 2820mm, the length, width and height are: 4980mm, 1845mm, 1525mm, and the outer diameter of the tire: 660mm.
  • a total of twelve H-type small quick-change universal power batteries 22 and a non-universal power battery 23 are provided.
  • the structure of the non-universal power battery is integrated with the battery holder.
  • the battery compartment 24 of the H-type battery is provided in the non-universal power battery On 23, the position is divided into three places: under the front foot position of the right seat in the front row, under the left foot position and under the right foot position in front of the rear seat, each of the four battery compartments 24 is concentrated, and the four battery compartments 24 are combined into one Battery compartment cover 25.
  • the battery compartment cover 25 is installed on the floor and frame 27 of the car.
  • the battery compartment cover 25 is a double folding door that can be opened in the car around the shaft (there is also a shaft between the two doors that can be turned relatively) , A total of 3 battery compartment covers 25.
  • the front seat rail 26 and the front and rear seats (not shown in the figure) are installed above the floor.
  • the battery compartment can be set on the battery rack under the floor of the car, the H-type battery interface has a concave structure, and the connection part structure in the battery compartment can protrude upward at the bottom of the battery compartment , There is no need to protrude downwards at the bottom of the car (unreasonable, easy to be bumped).
  • a cooling plate is provided at the bottom of the battery compartment, and a liquid temperature control pipeline is provided in the liquid temperature control circuit on the non-general power battery or a liquid temperature control system shared by the vehicles.
  • Power battery pack refers to a group of power batteries that can independently supply new energy vehicles (referring to the main power supply for vehicle driving).
  • the battery packs of the battery pack are no longer divided into different types after they are normally installed on the vehicle.
  • Part of the power supply for the car is a whole power supply unit (if there are batteries connected in parallel in the cluster, the battery can be powered if it is not fully installed, this is a different state of the same cluster).
  • This application example has two independent power battery packs.
  • the rated voltage of the non-universal power battery pack is the same voltage as the small quick-change general power battery pack. It can also be used with the small quick-change general power battery pack. Set of different voltages.
  • the non-general power battery pack is the main power battery pack
  • the small quick-change general power battery pack provides power for this model and can provide a cruising range of nearly 100 kilometers (with a volume energy density of 400w/L) ), but the load capacity of the individual power supply may be small, which is not suitable for fast driving.
  • the car is equipped with a charging function and a mutual charging function.
  • the small quick-change general-purpose power battery pack recharges the non-universal power battery pack, and the small quick-change general-purpose power battery pack
  • the group replenishes electrical energy through quick-change batteries.
  • the application example of the quick-change type general power battery system embodiment in passenger cars See Figure 27, which is the H-type small quick-change general-purpose power battery and the B-type mechanical quick-change bottom-mounted general-purpose power battery installed in the passenger car Schematic diagram of the structure, two general power batteries are installed on the non-universal power battery 23 (the structure is integrated with the battery rack), and three types of power batteries are installed on the car.
  • the size of the passenger car is the same as that in the application example 1.
  • the difference between the first embodiment is that the space under the feet in front of the front seats is occupied by the B-type battery installed from the bottom of the vehicle, so this position does not install the H-type small quick-change universal power battery, but in the trunk
  • the battery compartment is located under the trunk, and the battery upright interface is installed downward, and the battery compartment cover can be installed on the upper side.
  • the battery compartment cover can be opened in the trunk (the battery compartment structure is not shown in the figure).
  • there are battery compartments for four H-type batteries under the left and right feet of the rear seats (each H-type battery 22 in the figure is placed in the battery compartment).
  • the interface group 1 is used in the battery compartment installed horizontally under the front foot position of the rear seat, and the interface group 2 is adopted in the battery compartment installed vertically under the trunk.
  • the H-type battery temperature control adopts the same method as the application example 1, except that the liquid temperature control pipeline also needs to be led to the battery compartment under the trunk, and the corresponding cooling plate is provided in the direction of the rear of each battery compartment Side.
  • the B-type mechanical quick-change bottom-mounted universal power battery has a recessed structure, so the structure of the connection part on the battery compartment protrudes less toward the rear (upward) of the battery compartment, and the protrusion height is combined with the non-general power in this case Together) within the normal distance from the floor of the car. Therefore, the layout of this type of battery (mechanical quick-change bottom-mounted general-purpose power battery) is flexible on the bottom of passenger cars, and can be laid out in different parts according to needs.
  • the B-type battery is equipped with an independent liquid temperature control circuit. This type of car does not need to consider its combination when designing temperature control, which reduces the design difficulty, and does not require disassembly and assembly of liquid pipelines for power replacement. Because the liquid temperature control can achieve a strong temperature control capability, the car using this battery is suitable for use in various environments.
  • H-type batteries are also connected in series by a cable on the vehicle, and the rated voltage of the set is 576V; the B-type battery is a set and the rated voltage is 384V; the non-general power battery is also a set , The rated voltage is 384V.
  • the car is equipped with a charging function and a mutual charging function.
  • the H-type battery pack or the B-type battery pack is used to charge the non-general power battery pack to supplement electrical energy.
  • FIG. 28 is a schematic diagram of the structure of the D-type mechanical quick-change bottom-mounted universal power battery installed in the passenger car.
  • the size of the passenger car is also As in the first application example, a non-universal power battery 23 is also provided in this example.
  • the structure of the non-universal power battery 23 is integrated with the battery rack, and the battery compartment of the D-type battery is provided on the non-universal power battery 23.
  • the D-type battery and the non-universal power battery 23 are each a set, and the rated voltage is 384V.
  • the D-type battery is the main power battery group, and an independent liquid temperature control circuit is provided.
  • the storage capacity of the non-universal power battery is small, and the load capacity of the individual power supply may be small, which is not suitable for fast driving.
  • the vehicle can still be driven by the non-universal power battery before power replacement.
  • the two sets can be jointly powered or can separately supply power to the motors of different drive bridges.
  • the car is equipped with a charging function and a mutual charging function. When it is not convenient to charge, the D-type battery charges the non-universal power battery to supplement electrical energy.
  • the battery compartment or battery rack structure can be separated from the non-universal power battery.
  • Application Example 4 (not shown) of a quick-change universal power battery system embodiment in a passenger car: The difference from Application Example 1 is that a non-universal power battery is not provided on the battery rack of a passenger car, 12 The H-type small quick-change universal power battery is installed on the battery rack. The car only uses one type of power battery: H-type small quick-change universal power battery.
  • Application Example 5 (not shown) of a quick-change universal power battery system embodiment in a passenger car: The difference from Application Example 2 is that a non-universal power battery is not installed on the battery rack of a passenger car, and is still installed There are 8 H-type small manual quick-change universal power batteries and B-type mechanical quick-change bottom-mounted universal power batteries, and the other 4 H-type batteries are still installed under the trunk.
  • the car uses two quick-change universal power batteries: H-type small quick-change universal power battery and B-type mechanical quick-change bottom-mounted universal power battery.
  • Application Example 6 (not shown) of a quick-change universal power battery system embodiment in a passenger car: The difference from Application Example 3 is that a non-universal power battery is not provided on the battery rack of a passenger car, type D The mechanical quick-change bottom-mounted universal power battery is installed on the battery rack of the passenger car. The car only uses one type of power battery: D-type mechanical quick-change bottom-mounted universal power battery.
  • the above shows various embodiments of the battery in the embodiment of the quick-change universal power battery system for passenger car applications.
  • the overall status of the battery in the embodiment of the quick-change universal power battery system in passenger cars is as follows:
  • the battery compartment of the H-type battery in the passenger car can be replaced with a position setting, or more battery compartments can be installed on the car: Example 1 and Example 4 under the car floor under the front seats (reasonably designed to open the battery compartment cover Structure).
  • the battery compartment can be installed under the seat of the rear seat.
  • the front compartment of the car can be installed with a battery compartment (set in a safer space), and can be installed in other places according to the characteristics of the body. Location, innovative ideas can be applied.
  • the small quick-change universal power battery Due to the small size and thin thickness of the small quick-change universal power battery, there are many positions that can be laid out, and there are multiple sets of interfaces that can be installed from different directions. Different models have different available space sizes at the same location, the number of centralized battery compartments can be different, and the flexibility is large. Each model can be set according to its own characteristics and the requirements of using power battery storage capacity. Small passenger cars consume relatively little power (such as mini cars). The use of small quick-change general-purpose power batteries can provide a long cruising range and good applicability. Other new energy vehicles that require smaller storage capacity of power batteries are also suitable for use, such as All kinds of hybrid vehicles, fuel cell vehicles, etc., use small quick-change general-purpose power batteries to facilitate maintenance and upgrades.
  • suspension take up less longitudinal space; a small number of passenger cars use leaf spring suspensions, such as some minibuses and light passenger cars (not more than 9 seats are passenger cars), the rear axle uses leaf spring suspensions, occupying wheels
  • the longitudinal dimension of the side position is slightly longer; there are some types of suspensions with less application that occupy a longer longitudinal space, such as torsion bar spring suspensions, but when they are designed as new energy vehicles and need to install mechanical quick-change bottom-mounted general-purpose power If the storage capacity of the battery is large, this type of structure can be used instead of other types of suspension. If the layout requires a mechanical quick-change bottom-mounted universal power battery with a small number that does not affect the layout, it can still be used.
  • the central concentrated part can be used as the layout space for the mechanical quick-change bottom-mounted universal power battery.
  • body structure typically adopt load-bearing or semi-bearing body structures. Because of the greater flexibility in the design of body structure parts, a larger lateral space can be designed.
  • the non-bearing structure is still used in passenger cars.
  • the non-bearing structure generally has two longitudinal beams connecting the front and rear of the car, and the lateral size of the concentrated space is relatively small.
  • the bottom space between the front and rear axles may be occupied by some related components.
  • the layout of the battery compartment is mainly installed between the main longitudinal beams in the middle of the body. Due to the strength of the body and the installation of other components, there are generally cross beams with small cross-sections connected between the main longitudinal beams. The beams are located above the battery compartment and have a certain Distance (the necessary components such as cables and pipes can be passed in the middle).
  • the wheelbase of the car is the most important parameter to determine the longitudinal space (also the main difference between the size of each model), and the horizontal layout space under the same wheelbase is most related to the width of the car body.
  • Other influencing factors are: the outer diameter of the tire (including its active space) ), suspension structure size, etc.
  • the centralized installation space can be arranged from a plane perspective.
  • the mechanical quick-change bottom-mounted general-purpose power batteries can be arranged. Because the A, B, C, and D batteries are flat, the thickness is small, and the interface depression structure is set, except for a small number of special Outside the car, it can be installed after a reasonable design of the battery compartment.
  • Figure 49 is a plan view of the main body after removing the installation edges of the four types of batteries of A, B, C and D.
  • Figure 50 is a top view of the four sizes of new energy passenger cars, in which the middle solid line is the new
  • the concentrated area of the main body of the mechanical quick-change bottom-mounted universal power battery can be installed on the structure of the energy passenger car.
  • the wheelbase of the car and the vertical and horizontal dimensions of the most important areas in the concentrated area are marked in the figure.
  • the portion of the solid frame that exceeds the main area in the longitudinal direction is different due to the different structural dimensions of the selected suspension, motor, transmission and other components. There is a big difference, and each specific vehicle model can be used according to its own characteristics.
  • the corresponding main dimensions of the four sizes of new energy passenger cars are (under the same wheelbase, if a steel plate suspension is used, the longitudinal dimension of the most important area in the concentrated area may be slightly smaller than the following data):
  • Figure 51 shows the models and numbers of mechanical quick-change bottom-mounted universal power batteries that can be arranged in four sizes of new energy passenger vehicles. If multiple mechanical quick-change bottom-mounted universal power batteries are arranged, batteries are left between the batteries The space required for the cabin structure. There are many ways to actually arrange the location and direction of the battery installation under acceptable conditions.
  • Figure 52 shows the different arrangements of the above 1 and 2 cars, and there are many variations. 3 and 4 The layout of cars can be changed by analogy.
  • the larger the size of the model the more models and combinations of mechanical quick-change bottom-mounted universal power batteries can be selected. Due to the large number of models, the main relevant sizes are different. The example selects the four typical gears from small to large in all passenger cars. One or two of the longitudinal and lateral dimensions of the main installation area of other models are larger than the corresponding ones in the example. In terms of size, there is a possibility to select more or larger mechanical quick-change bottom-mounted universal power batteries, depending on the actual size and the size of each type of mechanical quick-change bottom-mounted universal power batteries.
  • non-bearing structures are still used in passenger cars, such as some off-road vehicles, SUVs, minibuses, and light buses (not more than 9 seats) For passenger cars).
  • the non-load-bearing structure generally has two longitudinal beams connecting the front and rear of the vehicle, and the beams are also connected by beams (the cross-sectional height of some beams is less than the height of the longitudinal beams). Therefore, the body of the non-load-bearing structure has not been specially treated, and the concentrated space where the mechanical quick-change bottom-mounted general-purpose power battery can be generally arranged is relatively narrow.
  • the following methods can be used to deal with: a.
  • the middle part of the beam moves outwards on both sides with a bent structure, and expand the space where the mechanical quick-change bottom-mounted universal power battery is arranged in the middle. After this change, the beam can be concentrated.
  • the row area is similar to the new energy passenger car with the above-mentioned load-bearing or semi-load-bearing structure;
  • the centralized layout area after the battery rack is installed is also similar to the above-mentioned new-energy passenger car with a load-bearing or semi-bearing structure body.
  • FIG. 53 is a schematic diagram of a passenger vehicle and a pickup with a non-load-bearing structure body arranged in the above-mentioned b-mode mechanical quick-change bottom-mounted universal power battery.
  • b-mode mechanical quick-change bottom-mounted universal power battery There are also many options for the type and number of mechanical quick-change bottom-mounted universal power batteries.
  • Fig. 54 is a schematic diagram of a mechanical quick-change bottom-mounted general-purpose power battery for passenger cars and pickups with non-load-bearing structural bodies arranged in the above-mentioned manner c.
  • the layout according to this method is similar to the layout on the above-mentioned load-bearing or semi-bearing structure body, and there are generally many options for the type and number of mechanical quick-change bottom-mounted universal power batteries.
  • Two mechanical quick-change bottom-mounted general-purpose power batteries can be used as a set, or they can be used as a set.
  • the power can be rotated when they are used in a group. This configuration is suitable for use regardless of the energy density of the power battery, and the timing of power exchange is sufficient. In the case of pure electric vehicles and solar electric vehicles (solar power generation cannot support long-distance continuous driving) ) And other types of new energy passenger cars can be better applied.
  • the four main types of mechanical quick-change bottom-mounted universal power batteries in the embodiment of the quick-change universal power battery system can correspond to the majority of new energy passenger cars. Needed (except for some special vehicles, such as some racing cars that require a particularly low body, and the height of the space under the floor is too small to accommodate the mechanical quick-change bottom-mounted universal power battery), and are configured as needed to meet mileage needs.
  • Mini electric vehicles especially the type of 1 in the above figure (the type of 1 is generally a single-row two-seat type)
  • the optional mechanical quick-change bottom-mounted general-purpose power battery configuration method is few, but the power battery of the micro electric vehicle
  • the small number of configurations is more suitable for the configuration of small quick-change universal power batteries, so it still has the flexibility of configuration.
  • the embodiment of the quick-change universal power battery system can be universally applied in new energy passenger vehicles.
  • Trucks in commercial vehicles trucks mainly use the mechanical quick-change bottom-mounted universal power battery (main models: A, B, C, D) and mechanical quick-change side-mounted universal power battery in the embodiment of the quick-change general power battery system ( Main model E), small quick-change universal power battery (main model H) can also be used.
  • H-type small quick-change general-purpose power battery is used in trucks: H-type small quick-change general-purpose power battery has a small size and a small storage capacity.
  • the application opportunities in trucks are relatively small, and can be used in small trucks such as minivans. Or, it can be used in new energy trucks with a small number of power batteries. Due to its small size, it is easy to arrange in a suitable position in the car, and the corresponding battery compartment, battery compartment cover, etc. are designed and installed to provide a suitable environment (temperature control may be required in the vicinity).
  • New energy trucks generally need to avoid the installation of mechanical quick-change universal power batteries: axles, drive motors, transmission mechanisms, suspensions, tires, etc. Similar to the above-mentioned new energy passenger cars, the type of suspension that occupies a long longitudinal space can not be selected when it is designed as a new energy vehicle, but if the layout requires a small number of mechanical quick-change general-purpose power batteries, it does not affect the layout. Available. Steel plate suspensions that are still commonly used in trucks are under consideration.
  • the vertical space occupied by the drive motor and the shifting mechanism on the new energy truck may be relatively large (related to the power level, generally it takes up more in one direction of the axle, and it is also related to the use of the structure, such as the use of wheel motor drive for longitudinal Space has no direct effect), but generally does not affect the space outside the beam.
  • the layout of mechanical quick-change general-purpose power batteries and re-plan the structure or installation location it is possible to make room for the layout of mechanical quick-change general-purpose power batteries and re-plan the structure or installation location.
  • New energy trucks mainly use non-load-bearing structural bodies, and there are also load-bearing or semi-bearing (such as some mini-vans) structural bodies, but the layout space conditions in similar vehicles are basically similar.
  • the following examples are mainly based on non-load-bearing structural bodies, and no other explanations are made for other body structures.
  • Fig. 48 shows an application example of a mechanical quick-change type universal power battery (main models: A, B, C, D, E) in a truck, in which:
  • Figure a in Figure 48 is a mini truck, equipped with a C-type mechanical quick-change bottom-mounted universal power battery.
  • the voltage can be 192V or 384V.
  • the length, width and height of the mini truck are 4850mm, 1600mm and 2100mm respectively, and the wheelbase is 2600mm.
  • Figure b in Figure 48 is a light truck equipped with two B-type mechanical quick-change bottom-mounted universal power batteries.
  • the B-type battery voltage is 192V or 384V.
  • Two B-type batteries are connected in series and the voltage is 384V or 768V.
  • the length, width and height of the light truck body are 5980mm, 2050mm and 2360mm, and the wheelbase is 3360mm.
  • Figure c in Figure 48 is also a light truck (van), equipped with four E-type mechanical quick-change side-mounted general-purpose power batteries.
  • the voltage of the E-type battery is 96V, or 192V, and four E-type batteries are connected in series. Group, voltage 384V or 768V.
  • the length, width and height of the light truck body are 5980mm, 2050mm and 2900mm respectively, and the wheelbase is 3360mm, which is the same as the figure b in FIG. 48, except that the carriage is a van.
  • Figure d in Figure 48 is a semi-trailer tractor (heavy truck) equipped with six E-type mechanical quick-change side-mounted general-purpose power batteries.
  • the E-type battery voltage is 192V
  • six E-type batteries are connected in series to form a set with a voltage of 1152V.
  • the body length, width and height of the tractor are 6920mm, 2500mm and 3000mm, and the wheelbase is 3300+1350mm.
  • Figure e in Figure 48 is a semi-trailer, equipped with 12 E-type mechanical quick-change side-mounted general-purpose power batteries.
  • the E-type battery voltage is 96V
  • 12 E-type batteries are connected in series to form a set with a voltage of 1152V.
  • the body length, width and height of the semi-trailer are 12200mm, 2480mm and 1580mm respectively.
  • Trucks various trailers in special vehicles, dump trucks, concrete mixers, etc.
  • Trailers include: full trailers, semi-trailers and semi-trailer tractors (heavy trucks), center axle trailers, etc.
  • truck types account for a relatively small amount, such as road sweepers, fire trucks, truck cranes, mining trucks, engineering vehicles, etc. in special vehicles.
  • special vehicles There are also various special vehicles. In general, there are many varieties, but the proportion is small.
  • the body of the mini-truck is lower, and the non-load-bearing body structure and the load-bearing and semi-bearing body structure are suitable for mechanical quick-change bottom-mounted general-purpose power batteries, similar to new energy passenger cars.
  • Both types of mechanical quick-change general-purpose power batteries can be configured in the layout. From the legend, in general, models of the same size are arranged under the main beam respectively.
  • the mechanical quick-change side-mounted general-purpose power batteries on the outer side of the main beam generally obtain a larger battery storage capacity. See Figure 48 in Figure 48 and Figure 48 in Figure 48.
  • Two light trucks The body size is the same, the former layout two B-type mechanical quick-change bottom-mounted universal power batteries, the latter layout four E-type mechanical quick-change side-mounted universal power batteries.
  • the former total battery storage capacity is 76.8kwh
  • the latter total battery storage capacity is 122.8kwh.
  • this feature may not be necessary.
  • the former layout is suitable for models with a low body height, the latter requires a higher body but can obtain a larger battery storage capacity.
  • the space above the mechanical quick-change bottom-mounted universal power battery and the space inside the mechanical quick-change side-mounted universal power battery battery compartment can also be arranged with non-universal power batteries.
  • new energy trucks use a type of mechanical quick-change general power battery or a type of mechanical quick-change general power battery and a combination of non-general power battery design.
  • two types of mechanical quick-change universal power batteries can be configured at the same time, or they can be combined with non-universal power batteries.
  • the installation of E-type mechanical quick-change side-mounted general-purpose power battery may cause the ground clearance to be too small. If it is necessary to install, it can be adjusted through appropriate design, such as appropriately increasing the height of the cargo bed bottom.
  • the body of the semi-trailer tractor is relatively short, and the amount of mechanical quick-change general-purpose power batteries corresponding to the tonnage can be arranged relatively small, but its driving alone is light load, and the cruising range is still large.
  • the mechanical quick-change universal power battery configured on the corresponding semi-trailer can be used, so the cruising range brought by one power exchange mainly depends on the status of the semi-trailer equipped with the mechanical quick-change universal power battery.
  • the body characteristics of dump trucks and concrete mixers are relatively similar to the above semi-trailer tractors (heavy-duty).
  • the tonnage is large but the body is relatively short.
  • the corresponding tonnage can be arranged.
  • the amount of mechanical quick-change general-purpose power batteries is relatively small.
  • the cruising range is relatively small, and can be used in conjunction with non-general power batteries, suitable for regional transportation. If you need to drive long distances continuously, you can also complete the trip by changing the power multiple times. If the battery energy density is greatly improved in the future, the cruising range brought by one power exchange can be improved.
  • the above-mentioned special trucks can be equipped with non-universal power batteries at the same time.
  • two types of mechanical quick-change universal power batteries can also be configured at the same time, or they can be combined with non-universal power batteries.
  • the electronic control is related to the technical performance of the motor)
  • Data calculations, the above models, if equipped with a mechanical quick-change universal power battery (according to the configuration of a mechanical quick-change universal power battery), the comprehensive cruising range brought by a power exchange is basically Up to: 200-350 kilometers for ordinary transport vehicles; most semi-trailers are 200-350 kilometers or longer after being combined with tractors, of which relatively small ones are more than 150 kilometers such as sedan trucks; heavy trucks such as dump trucks and concrete mixers Over 100 kilometers. If two types of mechanical quick-change universal power batteries are configured at the same time, the comprehensive cruising range brought by one power exchange can also be improved. If the volumetric energy density of the system is actually greater than or less than 400w/L, the comprehensive cruising range that can be brought by a single power change increases or decreases accordingly based on the above-mentioned calculation data.
  • Some of the above-mentioned special trucks that are not suitable for arranging mechanical quick-change general-purpose power batteries can normally use mechanical quick-change general-purpose power batteries after appropriate adjustments when they switch from fuel-based models to new energy models, such as road washing vehicles.
  • the adjustment methods of other various car models should be designed according to the characteristics of the car models.
  • the batteries in the embodiment of the quick-change general power battery system are generally equipped with relatively few power batteries.
  • the situation is similar to the previous new energy passenger cars, and they can also be better matched, such as :
  • the combination of fuel cells and mechanical quick-change universal power batteries can also be used in flexible and practical applications in new energy trucks.
  • the embodiment of the quick-change universal power battery system can be universally applied in new energy trucks.
  • E-type mechanical quick-change side-mounted general-purpose power batteries account for a large proportion of new energy truck applications. Due to the use of two sets of interface structures, in large trucks such as heavy trucks, the length of the battery is loaded into the battery compartment from the side of the vehicle. In small cars, the width of the battery can be loaded into the battery compartment from the side of the car, and the space on the car can be used reasonably.
  • One main type of battery can be used to solve the needs of the side-mounted batteries of all models (in two installations, the battery is inserted and After fixing, the battery compartment door can be closed, and there is a gap between the battery outside and the battery compartment door. If the vehicle is not easy to hit the battery when it is accidentally impacted, it can increase safety), the number of main models of the quick-change universal power battery system is effective Control, so the system is versatile.
  • passenger cars in commercial vehicles mainly use the quick-change universal power battery system in the embodiment of the mechanical quick-change bottom-mounted universal power battery (main models: A, B, C, D), and larger buses can also use machinery Quick-change side-mounted universal power battery (main model E). Small quick-change universal power batteries (main model H) can also be used.
  • Mini-buses are passenger cars, which have been assigned instructions. The relative size and weight of other passenger cars are large. Due to the small size and small storage capacity of the H-type small quick-change general-purpose power battery, the application opportunities in other passenger cars are also small. It can be used if necessary. There are many positions in passenger cars. Please refer to the instructions in passenger cars and trucks.
  • New energy buses generally need to avoid the installation of mechanical quick-change universal power batteries: axles, drive motors, transmission mechanisms, suspensions, tires, etc. Similar to the above-mentioned new energy passenger cars, the type of suspension that occupies a long longitudinal space can not be selected when it is designed as a new energy vehicle, but if the layout requires a small number of mechanical quick-change general-purpose power batteries, it does not affect the layout. Available. Steel plate suspensions that are still commonly used in passenger cars are under consideration.
  • the vertical space occupied by the drive motor and the shifting mechanism on the new energy bus may be relatively large (related to the size of the power, generally it takes up more in one direction of the axle, and it is also related to the use of the structure, such as the use of wheel motor drive for longitudinal Space has no direct effect).
  • the vertical space occupied by the drive motor and the shifting mechanism on the new energy bus may be relatively large (related to the size of the power, generally it takes up more in one direction of the axle, and it is also related to the use of the structure, such as the use of wheel motor drive for longitudinal Space has no direct effect).
  • Non-load-bearing, semi-bearing, and load-bearing structural bodies are all used in passenger cars (more medium and large passenger car models use full-bearing integral skeleton structures). Due to the relatively high chassis of new energy buses, in addition to avoiding the above-mentioned components, various car bodies can be designed and configured on the bottom of the car with a mechanical quick-change bottom-mounted universal power battery battery rack (battery compartment). For models with a high or partially high floor in the car, the battery compartment of the mechanical quick-change side-mounted general-purpose power battery can be reasonably configured in the corresponding location except for avoiding the necessary parts.
  • Fig. 55 shows an application example of a mechanical quick-change universal power battery (main models: A, B, C, D, E) in a passenger car (using a simplified diagram, not showing the body structure), in which:
  • Picture a of Figure 55 is a light passenger car with two C-type mechanical quick-change bottom-mounted general-purpose power batteries installed.
  • the voltage of the C-type battery is 192V or 384V.
  • Two C-type batteries are connected in series and the voltage is 384V or 768V .
  • the length, width and height of the light bus are 6000mm, 2080mm and 2520mm, and the wheelbase is 3800mm.
  • Figure b of Figure 55 is a medium-sized bus equipped with four B-type mechanical quick-change bottom-mounted universal power batteries.
  • the B-type battery voltage is 192V
  • four B-type batteries are connected in series to form a set with a voltage of 768V.
  • the length, width and height of this medium-sized bus are 8720mm, 2380mm and 3340mm respectively, and the wheelbase is 4000mm.
  • Figure c, Figure 55 is a large passenger car with three D-type mechanical quick-change bottom-mounted general-purpose power batteries and eight E-type mechanical quick-change side-mounted general-purpose power batteries.
  • the D-type battery has a voltage of 384V and three B-type batteries are connected in series. Group, voltage 1152V, E-type battery voltage is 96V, 8 E-type batteries are connected in series to form group, voltage 768V.
  • the body length, width and height of the large passenger car are 12060mm, 2560mm and 3380mm respectively, and the wheelbase is 5800mm.
  • Some medium-sized buses and large buses have a higher floor position in the car or a higher floor position in some areas of the car (for example, the floor position at the rear of the car is gradually increased), and the E-type mechanical quick-change side-mounted general-purpose power battery can be placed under the floor ( If there are other necessary parts, the position should be set aside), the mechanical quick-change bottom-mounted universal power battery can still be arranged corresponding to the position of the bottom of the car, and the passenger car with a lower floor position in the car is mainly based on the layout of the mechanical quick-change bottom-mounted universal power battery.
  • the layout can be determined in combination with the body structure.
  • New energy buses that use mechanical quick-change universal power batteries can still deploy non-universal power batteries at the same time.
  • the comprehensive cruising range can reach 350 to 500 kilometers. If the volumetric energy density of the system is actually greater than or less than 400w/L, the comprehensive cruising range that can be brought by a single power change increases or decreases accordingly based on the above-mentioned calculation data.
  • the embodiment of the quick-change universal power battery system can be universally applied in new energy buses.
  • the embodiment of the quick-change universal power battery system can be universally applied in passenger cars, trucks, and passenger cars.
  • Low-speed electric vehicles are generally small cars, suitable for the use of H-type small quick-change universal power batteries, or A-type mechanical quick-change bottom-mounted universal power batteries.
  • Electric vehicles two-wheel, three-wheel, etc. can use H-type small quick-change universal power batteries.
  • the battery of the embodiment of the quick-change general-purpose power battery system is used in a vehicle.
  • a series-connected group is mainly used, and a large number of batteries can be divided into multiple groups.
  • parallel connection to prevent the occurrence of large current circulation after loading in different states, the corresponding configuration must be added, such as: setting up an equalization line, which needs to be balanced before the parallel connection is detected; or Install anti-circulation components such as diodes at the output of the cluster.
  • the main model in the system embodiment can be adjusted.
  • the following adjustment scheme is a backup plan. Before or at the beginning of the implementation, it is indeed necessary to adjust. After it has been implemented and implemented, it should not be easily removed. Model.
  • the main model T see Figure 56, for new energy vehicles of larger models, it can be installed under the main beam of the non-load-bearing body, and can also be installed At the bottom of the load-bearing and semi-bearing body, the size, length, width and height of the T-type battery excluding the installation side are 800mm, 700mm and 350mm, the volume is about 195.5L, and the system volume energy density is 400w/L.
  • the storage capacity is 78.2kwh, a single group quick-change interface is set, the interface area adopts a concave structure, an independent liquid temperature control circuit is provided, the external heat exchanger is located at the lower end of the battery (bottom surface), and the rated voltage can be switched between two levels: 288V and 576V.
  • the use of a T-type battery can increase the overall storage capacity of a large-vehicle layout mechanical quick-change general-purpose power battery, and improve the overall cruising range brought by a power exchange.
  • T-type batteries are added under the middle main beam, and the cruising range brought by the power exchange can be further increased.
  • the main model S is shown in figure b of Figure 57.
  • the size, width, and height of the S-type battery excluding the installation side are 520mm, 420mm, 120mm, the volume is about 25.5L, when the system volume energy density is 400w/L, the battery storage capacity is 10.2kwh.
  • a single-group quick-change interface is set, and the interface area adopts a concave structure.
  • Temperature control method the internal heat conduction sheet is combined with the heat conduction glue to conduct heat to the lower end (bottom surface) of the battery, and a semiconductor refrigeration (heating in the reverse direction) is provided on the bottom surface of the battery.
  • the rated voltage of the battery is 96V.
  • the mini-car adopts the flexible layout of the S-type battery. See figure 1 in Figure 58 (1 to 3 layouts).
  • the S-type battery is also more suitable for low-speed electric vehicles, and can also be used for wide-body two-wheel and three-wheel electric vehicles.
  • the quick-change type universal power battery system embodiment adopts the S-type battery in two ways: adding to the system, or replacing the A-type battery.
  • the above S-type battery can replace many original mechanical quick-change bottom-mounted general-purpose power batteries: a.
  • the components of the independent liquid temperature control circuit are compact and mature, suitable for use on S-type batteries, or due to technological development.
  • the type battery does not need to use liquid temperature control and can be suitable for use under various conditions; b.
  • the technology of the power exchange equipment is improved, and the efficiency of the replacement is high (for example: a set of power replacement equipment with multiple power replacement parts can be removed simultaneously If you change multiple batteries, each power exchange part can automatically adjust the position and rotation orientation, and the speed of removing and taking out the battery is fast); c.
  • the energy density of the power battery cell continues to increase, due to the small size of the battery, the structure and other The proportion of components occupying car space will increase, lowering the system energy density.
  • Models that were originally suitable for the layout of various types of mechanical quick-change bottom-mounted universal power batteries can be replaced by layout S-type batteries, but the number of installed batteries has increased. After the replacement, the new model no longer uses other types of mechanical quick-change bottom-mounted universal power batteries, and the system is changed. See Figure 58 for an example of the layout of S-type batteries in the four passenger cars 1, 2, 3, and 4.
  • the modified embodiment of the quick-change general-purpose power battery system is shown in FIG. 57 and has three main models, as shown in the graph c in FIG. 57 and the graph a in FIG. 57 for the E type and the H type, respectively. If the aforementioned T-type battery is used, there are 4 main models. The main models in the system are reduced and the versatility is stronger.
  • the main appearance and installation dimensions of the battery body of the quick-change general-purpose power battery system including the interface position and the main dimensions are the same and can be installed in the same battery compartment or other uses
  • the components that are connected to the battery are the same main model, and the main models of the general-purpose power battery for selection and replacement of various new energy vehicles are not more than 8 types.
  • Quick-change type universal power battery system, different types and types of batteries can be used in different individuals of the same main type power battery used for interchange.
  • the quick-change general-purpose power battery system can form a single-digit main type power battery to meet the needs of most models, thereby popularizing the situation of power exchange applications. Based on this, the power exchange points can be widely distributed to realize the universal power exchange of new energy vehicles.
  • the quick-change general-purpose power battery system when the battery technology or the quick-change general-purpose power battery design has made significant progress, a new system can be designed to gradually replace the original system.
  • a vehicle adopting a quick-change general-purpose power battery has a quick-change interface corresponding to the battery body.
  • Vehicles include those with driving force and those without driving force, such as trailers and semi-trailers.
  • the powered cars other cars can be towed as the driving master car, and the towed car (which can be powered or unpowered) can be used as the slave car.
  • One way to drive the main vehicle with a quick-change universal power battery is to use a quick-change universal power battery installed on the vehicle to power the main drive vehicle.
  • the driving main vehicle is powered by a quick-change universal power battery installed from the vehicle.
  • the first implementation is shown in FIG. 29, which shows the structural diagram of a container truck.
  • the vehicle consists of a semi-trailer tractor 28, a semi-trailer 29,
  • the container 30 is composed of a semi-trailer tractor 28 for driving the main vehicle, which is the same as the figure d in FIG. 48, and a semi-trailer 29 for the slave vehicle, which is the same as the figure e of FIG. 48.
  • the driving main vehicle and the slave vehicle are provided with quick-change general Power battery pack. Because the driving main vehicle is equipped with a power battery, the driving main vehicle can be used independently.
  • the secondary vehicle is equipped with a power battery, which is connected to the quick change interface on the driving main vehicle through a cable and a connection connector to supply power to the driving main vehicle, which can greatly increase the cruising range of the vehicle.
  • the driving main vehicle can be connected to different slave vehicles (semi-trailers) with quick-change universal power batteries.
  • slave vehicles semi-trailers
  • quick-change universal power batteries For practical applications, the relevant standards can be unified throughout the industry, so that various semi-trailer tractors can be matched with various semi-trailers.
  • the driving main vehicle is powered by a quick-change universal power battery installed from the vehicle.
  • the second implementation (not shown): the driving main vehicle drives the power battery trailer.
  • the power battery trailer has no power.
  • the main body is composed of a power battery and is equipped with a frame ( It can be combined with battery rack or battery shell), wheels, as the slave car is connected to the quick-change interface on the drive main car through the cable and the connection joint, and is specially used to supply power to the drive main car and increase the cruising range.
  • the power battery trailer is equipped with an independent liquid temperature control circuit, and it can also have a variety of optional voltages.
  • the battery trailer itself is also a special quick-change universal power battery (not included in the front quick-change universal power battery system), There can be multiple models.
  • the quick-change universal power battery may be installed on the driving main vehicle, or only a non-universal power battery or no power battery may be installed.
  • the above embodiment shows that the driving vehicle can be connected and replaced by the driving vehicle.
  • the quick-change universal power battery used by the driving vehicle can supply power to the driving vehicle, and the driving vehicle drives the driving vehicle.
  • the cruising range of the trailer-type new energy vehicle can be greatly increased, and the battery trailer can also provide electric energy for the new energy vehicle to increase the cruising range of the vehicle.
  • the vehicle control system controls the power output (power supply) of the power battery, vehicle driving, power battery charging, etc., and jointly manages the power battery with the power battery management system.
  • the vehicle control system includes a central control unit.
  • the central control unit receives signals from an accelerator pedal, a brake pedal, and a gear lever.
  • the central control unit also communicates with
  • the cab display console, energy management system and drive control unit have bidirectional control signal flow, the cab display console, energy management system also have bidirectional control signal flow, and the energy control system also has bidirectional control signal flow with the power battery and charging control unit
  • the power battery and the drive control unit have bidirectional energy transfer, the charging control unit controls the charging of the power battery, the drive control unit is connected to the drive motor, and the drive motor is connected to the mechanical transmission device, and the mechanical transmission device is provided with wheels on both sides.
  • the power battery is also connected with an auxiliary power source, the auxiliary power source is connected with a power steering system, the power steering system is connected with a steering wheel, and the auxiliary power source is also connected with an air conditioner and a lighting auxiliary device.
  • FIG. 31 is the second embodiment: a schematic diagram of the partial structure of the vehicle control system of a pure electric vehicle.
  • the vehicle control system mainly differs in that the power battery is replaced by a plurality of independent power battery sets (in FIG. 30 The power battery is a set).
  • Embodiment 1 and Embodiment 2 are vehicle control systems for pure electric vehicles. Other types of new energy vehicles have similar principles in power battery power supply, drive control, and charging control.
  • the layout of new energy vehicles has quick-change universal power batteries, other power batteries, including non-universal power batteries, can be deployed in other locations to improve the overall cruising range. Therefore, there are multiple power battery packs on the vehicle. It is difficult to match the power consumption of the quick-change general-purpose power battery during the running of a general vehicle and whether there is a charging and replacement point in the surroundings. , Charge and replace the battery when it reaches the charging and replacement point. Both the driving main vehicle and the secondary vehicle have power battery sets, and the power battery power of the two vehicles can be used when combined. Under the above conditions, the vehicle has multiple power battery packs at the same time. When the number of quick-change general-purpose power batteries installed in a new energy vehicle is large and it is not suitable to be combined into a power battery pack, it can be divided into multiple power battery packs and the vehicle also has multiple power battery packs.
  • the power distribution control unit controls the joint power supply of two or more independent power battery packs.
  • New energy vehicles with multiple power battery packs can be switched to be powered by different power battery packs, but the load capacity of a power battery pack is relatively small, especially when the storage capacity of the battery pack is relatively small. Affect the power performance of the vehicle (and in this case, the battery discharge rate is large, and the discharge rate of the power battery affects the performance of the power battery. Generally, when the discharge rate is large, the effective power that the power battery can output decreases, and often the large rate discharge will affect the power. The battery caused significant damage).
  • the joint power supply of two or more independent power battery clusters Through controlling the joint power supply of two or more independent power battery clusters through the power distribution control unit, the overall load capacity of the joint power supply is greater than that of the single cluster power supply. When the joint power supply is used, the discharge rate of the power supply battery drops, which can effectively solve or reduce the above problem.
  • the vehicle uses low power, such as low-speed driving, it uses a single set of power batteries to supply power, and when the vehicle uses high power, such as high-speed driving or climbing, it uses a multi-set of power batteries to provide power.
  • each set is controlled to provide different proportions of power supply. It can also determine the priority group for electricity consumption according to the vehicle usage. The priority group for electricity consumption first runs out of electricity and arranges for replacement or charging.
  • the switching may also be to switch the number of combined power battery packs, and to switch between the combined power supply with a small number of sets and the combined power supply with a large number of sets.
  • the above-mentioned power battery packs may be installed on the own vehicle, or may be installed on the slave vehicle driven by the driving master vehicle, or separately installed on the driving master vehicle and the slave vehicle.
  • the combined power supply mainly refers to the main power supply for driving the vehicle.
  • the auxiliary power supply on the vehicle can be taken in the combined power supply, or can be taken before the combined power supply (the power can be taken from a single group), which is not distinguished and described in the present invention.
  • a power distribution control unit including a multi-input DC-DC converter or DC-AC converter, two or more power battery packs pass through the multi-input DC-DC converter or DC-AC Inverter combined power supply.
  • the embodiment is shown in Figures a to c in Figure 32, and its structure includes a dual-input DC-DC converter, which connects the power battery pack 2 to one input terminal of the corresponding DC-DC converter, DC-DC The other input terminal of the converter is connected with a single-pole double-throw switch. When the single-pole double-throw switch is in the state one, as shown in figure a of FIG.
  • the power battery assembly 1 is connected to the other input terminal of the DC-DC converter
  • the single-pole double-throw switch is in the second state, as shown in figure b of Figure 32, the other input terminal of the DC-DC converter has no input; when the single-pole double-throw switch is in the third state, as shown in the figure in Figure 32
  • power battery set two is simultaneously connected to the other input end of the DC-DC converter.
  • the single-pole double-throw switch can be a contact of a relay or a contactor under control.
  • the combined power supply of the power battery group one and the power battery group two can be realized.
  • the power is supplied by the power battery pack two single set, where the dual input DC-DC converter is as shown in figure 32
  • Both input terminals are powered by power battery cluster two, as shown in figure b of FIG. 32, one input terminal of the dual-input DC-DC converter is powered by power battery cluster two, and the other input terminal has no input
  • the characteristics of the dual input DC-DC converter only one of them can be used.
  • the power distribution control system includes a multi-input DC-DC converter or DC-AC converter, and the multi-input DC-DC converter or DC-AC converter is connected with two or more power battery sets, Two or more power battery packs can realize joint power supply through the multi-input DC-DC converter or DC-AC converter.
  • the state of disconnection of the power battery pack 2 can also be transformed, and the state of the power battery pack 1 being connected to the input end of the DC-DC converter (connecting one or both input ends at the same time) can realize power.
  • the battery pack is powered by a single pack.
  • the power distribution control unit can control the power supply from the power battery group one or the power battery group two single group, or can control the power supply from the power battery group one and the power battery group two to switch according to need.
  • power battery pack 1 If power battery pack 1 is required to be used with priority, switch between power supply of battery pack 1 to a single set and joint power supply; if power battery pack 2 is required to be used with priority, power is supplied to power battery set 2 to a single set And joint power supply, which can control the change of power consumption order of each cluster.
  • a multi-input DC-AC converter can be used, that is, the inverter used uses a multi-input inverter, so there are fewer parts to add to the joint power supply in the car.
  • the DC-AC converter inverter
  • the input terminal can be connected to multiple power battery sets to achieve joint power supply, or it can be switched to single set power supply through circuit conversion.
  • the method refer to the above multi-input DC-DC converter switching method.
  • the number of input terminals of the multi-input DC-DC converter or DC-AC converter is determined according to the number of power battery packs, which can effectively realize the joint power supply of multiple power battery packs.
  • Joint power supply method 2 A power distribution control unit, which can implement joint power supply by switching two or more power battery packs into a series state.
  • the power distribution control unit includes a power distribution device.
  • power battery cluster 1 and power battery cluster 2 are connected to a power distribution device through a relay in series, and the power distribution device communicates it to the output terminal through an internal connection to realize power battery cluster 1 and power battery cluster 2 Joint power supply.
  • power battery cluster 1 is connected to the power distribution device through a relay, and the power distribution device communicates it to the output terminal through an internal connection, power battery cluster 2 is in a disconnected state, and power battery cluster 1 is powered independently.
  • Fig. 33 power battery cluster 1 and power battery cluster 2 are connected to a power distribution device through a relay in series, and the power distribution device communicates it to the output terminal through an internal connection to realize power battery cluster 1 and power battery cluster 2 Joint power supply.
  • power battery cluster 1 is connected to the power distribution device through a relay, and the power distribution device communicates it to the output terminal through an internal connection, power
  • the power battery cluster 2 is connected to the power distribution device through a relay, and the power distribution device is connected to the output terminal through an internal connection, the power battery cluster 1 is in a disconnected state, and the power battery cluster 2 is separately powered. According to need, it can be switched to be powered by power battery group one, power battery group two, or power battery group one and power battery group two.
  • the power distribution control unit can implement joint power supply by switching two or more power battery packs into a series state. And by switching between the combined power supply and the power supply of a single set, the power consumption order of each set can be controlled to change.
  • the voltage of power battery pack 1 and power battery pack 2 When the voltages of power battery pack 1 and power battery pack 2 are equivalent, the voltage of power battery pack 1 and power battery pack 2 will be doubled in series, that is, the above switching output has two voltages, and the voltage difference is large.
  • the power supply voltage range cannot be a wide voltage, and a DC-DC converter can be installed in the power distribution device. One of the voltages is converted to the equivalent of the other voltage through the DC-DC converter, and then output in the above three cases The voltage is equivalent.
  • the series output of the two groups does not need to pass through the DC-DC converter, because the output power of the single group is relatively Smaller, the power of the DC-DC converter used is also relatively small, and the volume, weight and cost are small, which is conducive to the use of the combined power supply mode of the power battery pack.
  • Joint power supply method 3 A power distribution control unit, which can output the joint power supply of the first power battery pack or multiple power batteries through a DC-DC converter and implement parallel power supply in parallel with the second power battery pack.
  • the power distribution control unit includes a DC-DC converter.
  • the first power battery group is the first power battery group
  • the second power battery group is the second power battery group.
  • the power battery pack 1 is connected to the input terminal of the DC-DC converter through the relay and output through the DC-DC converter
  • the power battery pack 2 is connected to the output terminal of the DC-DC converter through the relay to realize the power battery pack 1 and Combined power supply of power battery group two.
  • FIG. 36 the first power battery group is the first power battery group
  • the second power battery group is the second power battery group.
  • the power battery pack 1 is connected to the input terminal of the DC-DC converter through the relay and output through the DC-DC converter
  • the power battery pack 2 is connected to the output terminal of the DC-DC converter through the relay to realize the power battery pack 1 and Combined power
  • power battery cluster one is connected to the DC-DC converter, the output end of the DC-DC converter is disconnected from power battery cluster two, and power battery cluster one is output separately.
  • the DC-DC converter is disconnected from the power battery cluster one and the power battery cluster two, and the power battery cluster two is output separately.
  • the joint power supply of 3 power battery packs can also be achieved, for example, the joint power supply of two power battery packs is composed of two power battery packs Power supply after series connection.
  • the second power battery pack can also be charged.
  • the power distribution control unit can output the joint power supply of the first power battery pack or a plurality of power batteries through a DC-DC converter and implement parallel power supply in parallel with the second power battery pack. And by switching between the combined power supply and the power supply of a single set, the power consumption order of each set can be controlled to change.
  • the power supply time of the combined power supply of the first power battery pack or a plurality of power batteries can be more accurately predicted. A good realization of the charging and swapping plan.
  • the power distribution control unit can control the combined power supply of different sets of power batteries or/and multi-sets of power batteries to respectively supply power to different drive axles or drive motors of different wheels through different power supply paths.
  • Both the power battery pack 1 and the power battery pack 2 manage the input electric energy through the power distribution control unit, and transmit the electric energy to the front axle drive motor of the car through the drive control unit And rear axle drive motor. As shown in FIG. 39-42.
  • the power battery group one is connected to the first input terminal of the power distribution control unit; the power battery group two is connected to the second input terminal of the power distribution control unit to drive
  • the control unit sends the electrical energy output from the first output connected to the first input of the power distribution control unit to the front axle drive motor, while the drive control unit outputs the second output connected to the second input of the power distribution control unit Power is delivered to the rear axle drive motor; as shown in Figure 40, when the distribution controller is in state two, power battery cluster 1 is connected to the first input of the power distribution control unit; power battery cluster 2 is connected to the power distribution
  • the drive control unit sends the electric energy output from the second output terminal connected to the first input terminal of the power distribution control unit to the rear axle drive motor, and at the same time, the drive control unit sends the second input terminal of the power distribution control unit
  • the electrical energy output from the connected first output is delivered to the front axle drive motor; as shown in Figure 41, when the power distribution control unit is in state
  • the second input terminal of the power distribution control unit is not connected to the first output terminal and the second output terminal;
  • the power battery cluster 1 is connected to the first input terminal of the power distribution control unit;
  • the power battery cluster 2 is connected to the second input terminal of the power distribution control unit,
  • the drive control unit sends the electrical energy output from the first output connected to the first input of the power distribution controller to the front axle drive motor.
  • the second input of the power distribution control unit is not connected to the first output or the second output. ⁇ End connection.
  • power battery set one and power battery set two respectively supply power to the front axle drive motor and the rear axle drive motor; in the case of FIG. 41, power battery set one single set supplies power to the front and rear axle drive motors at the same time (Similar to the traditional method); In the case of Figure 42, only the power battery pack 1 supplies power to the front axle drive motor.
  • the vehicle switches between FIG. 39, FIG. 41, and FIG. 42 according to the load condition, which can ensure that the load driven by the vehicle and protect the battery from discharging quickly when the power supply of the power battery pack is given priority.
  • the method of FIG. 40 is to replace the power supply path of FIG. 39, that is, the power battery set 1 and the power battery set 2 respectively supply power to the rear axle drive motor and the front axle drive motor. If the distribution controller uses the other two Power distribution path: Power battery cluster two single cluster powers the front and rear axle drive motors at the same time, and only power battery cluster two powers the front axle drive motor, then power battery cluster two becomes the priority power supply cluster.
  • the power distribution control unit can control the combined power supply of different sets of power batteries or/and multi-sets of power batteries to separately supply power to components or component combinations through different power supply paths.
  • the components or component combinations are drive bridges or different The drive motor of the wheel,
  • the number of converters can also solve the problems of insufficient load capacity and large battery discharge rate when a single set of power supplies (or a small number of combined power supply sets), and use the switching method to achieve priority power supply.
  • a charging control unit through which the charging source can simultaneously charge two or more independent power battery sets.
  • the charging source can be a single source of electrical energy or a combination of multiple sources of electrical energy.
  • New energy vehicles that use quick-change general-purpose power batteries may be equipped with multiple sets of power batteries, or drive the main and slave vehicles with power battery sets.
  • multiple chargers can be used to charge the power batteries of different clusters or a single power battery.
  • the single cluster is charged. , And then switch to the charging set after completion.
  • the charging control unit controls the charging source to charge two or more independent power battery sets through the same charger at the same time, which can effectively solve the above problems, and can be implemented in different ways.
  • the charging control unit controls the charging source to charge the power batteries of different sets through the multi-channel charger.
  • the embodiment is shown in the schematic structural diagram of FIG. 43: the charging control unit includes a multi-output charger, the first output end of the multi-output charger is connected to the power battery set one, and the second output end is connected to the power battery set two.
  • the multi-output charger includes a sub-charge control unit 1 and a sub-charge control unit 2.
  • the sub-charge control unit 1 controls the output of the first output terminal, that is, controls the charging of the power battery pack 1, and the sub-charge control unit 2 controls the second output
  • the output of the terminal is to control the charging of the power battery cluster two, so that the charging control unit can jointly charge multiple power battery clusters.
  • the above embodiment shows a charging control unit, which can control the charging source to multi-way charge the power batteries of different sets through a multi-output charger.
  • the fast charging stage for multiple power battery packs is completed by methods such as power distribution (or current distribution and simultaneous charging) or time distribution (alternating charging). Charging, this stage mainly does not waste the charging power of the charger within the acceptable range of each power battery set, and therefore does not increase the total charging time. Specifically, the existing technology can be used, which is not described here. In the slow charging stage, multiple sets are charged at the same time, and the charging time is saved due to overlapping time periods.
  • the above-mentioned multi-output charger can also charge only one cluster group according to actual needs, and cut off the charging of other cluster groups.
  • the charging source can be a single power source or multiple power sources (such as a power source with an external power source and a solar power source). Multiple power sources can be combined to charge, for example, it can be converted by multiple input power sources
  • the chargers are integrated together. In this example, it can also be a charger with multiple inputs and multiple outputs.
  • the charging control unit temporarily switches the power batteries of different sets to the series state and performs joint charging by the charging source.
  • the embodiment is shown in the schematic structural diagrams of FIGS. 44-46.
  • the charging control unit includes a charging path matching device, the charging path matching device is connected to the charger, and the charging path matching device is respectively connected to the first power battery set and the second power battery set through the relay.
  • the first power battery set The battery pack and the second battery pack are in series, and the charger simultaneously charges the first battery pack and the second battery pack through the charging path matching device.
  • the second power battery pack is in an off state, and the charger separately charges the first power battery pack through the charging path matching device.
  • the first power battery pack is in an off state, and the charger separately charges the second power battery pack through the charging path matching device.
  • the two power battery packs connected in series can be charged at the same time.
  • the joint charging can be ended. After the series connection is released, the reconfiguration charging is switched to charge another group of single groups.
  • the above embodiment shows a charging control unit, which can temporarily switch two or more power battery packs to a series state and perform joint charging by a charging source.
  • the above method utilizes the advantages of a high-power charger to simultaneously charge multiple battery packs, which can effectively accelerate the overall charging speed of multiple battery packs.
  • the communication protocol between the power battery management system and the new energy vehicle is adopted between the new energy vehicle quick-change general power battery and the new energy vehicle, and the type and type of the internal battery cell of the power battery or/and the power battery parameter information are communicated through the communication protocol
  • the energy management system passed to the new energy vehicle is used to control the charging process.
  • the power battery parameter information contains parameter information for different charging requirements for different types and types of power battery cells.
  • FIG. 47 is a charging flowchart of an embodiment, including the following steps:
  • the energy management system communicates with the battery management system BMS to transmit information and data;
  • the energy management system judges the rechargeability of the battery. If it is not rechargeable, if it is abandoned, it can be recharged, and the charging mode selection and parameter configuration are performed;
  • the car charging control unit controls charging, and the energy management system maintains communication with the BMS and manages the entire charging process;
  • the energy management system judges the end of charging according to the information given by the BMS or/and the information given by the charging control unit, and ends the charging.
  • the information transmitted by communication in the above charging process includes the type and type of the internal battery cell of the power battery or the parameter information of the charging requirements that are different according to the type and type of the power battery cell.
  • Group, three batteries of different types and types are installed at different times under the same main model (the same type of battery is used for the power batteries that make up the group each time they are installed), see Table 1, and apply the above process to charge, When using 3 kinds of batteries, the set cut-off voltage and accuracy are different:
  • the internal battery adopts nickel-cobalt-manganese ternary lithium-ion battery, the nominal voltage of the group is 384.8V, and the charging cut-off voltage is 436.8V ⁇ 0.5%;
  • the internal battery adopts lithium iron phosphate battery, the nominal voltage of the group is 384V, and the charging cut-off voltage is 438V ⁇ 0.5%;
  • the internal battery adopts nickel-metal hydride battery, the nominal voltage of the group is 384V, and the charging voltage is 450 ⁇ 510V.
  • the energy management system communicates with the battery management system of each quick-change universal power battery, and Charge the battery in compliance with the requirements of each quick-change universal power battery.
  • the charging parameters and requirements of the cluster are determined by the charging parameters and requirements of each quick-change universal power battery combined with the structure of the cluster.
  • the charging cut-off voltage is the sum of the charging cut-off voltages of the two quick-change universal power batteries, and the accuracy is the same as that of a single quick-change universal power battery.
  • the charge cut-off voltage and accuracy belong to the parameter information of different charging requirements for different types and types of power battery cells.
  • the energy management system controls the process of charging three batteries.
  • the charge cut-off voltage and accuracy are controlled at Within the corresponding requirements.
  • the vehicle simultaneously communicates with the external off-board charger and jointly manages the charging process. This is the prior art and will not be described in the present invention.
  • the energy management system has the following management and control capabilities:
  • the energy management system uses a communication protocol between the power battery management system and the new energy vehicle. Through this communication protocol, the internal battery cell type and type or/and power battery parameter information can be obtained.
  • the power battery parameter information includes information for the power battery.
  • the parameter information of different charging requirements for different types and types of cores. If the on-board charger on the new energy vehicle charges the power battery, or the off-board charger charges the power battery and is still charged by the car energy management system, energy management The system determines whether the power battery can be charged. If it is rechargeable, the car charger or off-board charger uses the car's charge control unit to charge the power battery according to the corresponding charging requirements for different types and types of internal batteries.
  • the energy management system and power battery management system of the new energy vehicle use the above communication protocol to communicate and control the charging process. If the off-board charger is charging, the off-board charger jointly controls the charging process through communication with the vehicle.
  • the battery cannot be charged to completion, but if the charging requirements of some stages are met, the stage that meets the charging requirements can also be charged, and the charging is completed after the stage is completed.
  • the charging parameters of the charger can also be charged if they meet the requirements, and they can be charged in stages or not charged if they do not fully meet the requirements. Give up charging if it does not fully meet the requirements.
  • the off-board charger When the off-board charger charges a single quick-change universal power battery, the off-board charger can also communicate through the communication protocol between the off-board charger and the battery management system and directly control the charging process, that is, in this case The car's energy management system can charge without charge.
  • the traditional car's energy management system Different from the traditional car's energy management system, it only manages the charging of batteries composed of different types of batteries that use the same type or the same type of charging requirements, because the same main model quick-change general-purpose power battery for interchange use Different types and types of batteries can be used inside different individuals.
  • batteries with different types and types of batteries must be charged according to different requirements.
  • the quick-change universal power battery is directly charged without discrimination. Charging methods and requirements When it does not correspond, the quick-change universal power battery cannot accept charging, or cannot be effectively charged, or the charging may cause damage to the quick-change universal power battery.
  • the present invention can effectively solve the above problems.
  • the quick-change universal power battery and the energy management system of the vehicle adopt a communication protocol between the power battery management system and the new energy vehicle. Through this communication protocol, the parameter information of the load capacity of the power battery is transferred to the new energy energy management system, and the control of the vehicle The system can select the power supply mode according to the parameter information of the load capacity of the power battery obtained by the energy management system.
  • the power supply mode that the control system of the car can choose: power supply mode 1, power supply mode 2, power supply mode 3;
  • the power supply mode that the control system of the car can choose: power supply mode 2, power supply mode 3;
  • the power supply mode that the control system of the car can select is only: power supply mode 3.
  • the communication protocol between the power battery management system and the new energy vehicle can transfer the load capacity parameter information of the power battery to the corresponding new energy energy management system.
  • the vehicle control system can be obtained according to the energy management system
  • the parameter information of the load capacity of the power battery selects the power supply mode.
  • the load capacity of the cluster is determined by the structure of the cluster and the load capacity of the quick-change universal power battery.
  • two quick-change universal power batteries are connected in series, and the load capacity data of the cluster represented by current is the smaller one of the corresponding data in the two quick-change universal power batteries in the cluster.
  • the load capacity data expressed by the current in the group is the same as the load capacity data of the two quick-change universal power batteries (the set voltage is the sum of the two batteries, and the load capacity parameter is the sum of the two batteries if it is expressed in power).
  • the car adopts multiple power batteries to jointly supply power, or different sets of power batteries or/and multi-group power batteries to provide power through different power supply paths for different drive axles or different wheel drive motors, corresponding new energy
  • the car can determine the corresponding mode selection according to the load capacity of each cluster and the joint mode.
  • Different types and types of batteries can be used in different individuals of the same main model for quick-change general-purpose power batteries.
  • the load capacity varies greatly.
  • the load capacity may also be very different. No distinction is made, which may cause damage to the battery or uncoordinated power control.
  • the present invention can effectively solve the above problem, that is, according to the load capacity of the replaced battery, the corresponding available power supply mode is adopted, so that the vehicle model is good for different batteries Adaptability. It will not cause additional damage to the battery.
  • the vehicle model can also preset a high-power power supply mode under the premise that other components have the capacity.
  • the load capacity of the battery is higher than the current available battery under the main model of the quick-change universal power battery used in the vehicle model. With the launch of new batteries in the future, when the load capacity meets the requirements, this power supply mode can be selected to achieve the high power performance preset by the vehicle model.
  • the communication protocol can also be used for communication between other power batteries and cars, and realizes the charging control of power batteries using different types and types of batteries through communication, and selects the power supply mode according to the parameter information of the load capacity of the power battery.
  • the replacement battery is different from the previous one, which has practical significance.
  • a power battery replacement station equipped with no more than 8 main models of new energy vehicle quick-change general-purpose power batteries, and equipped with the above-mentioned main model quick-change general-purpose power batteries (including hand tools) New energy vehicles provide fast power replacement services.
  • Table 1 Part of the parameters of the three quick-change universal power batteries installed in the power battery pack of a certain model
  • Table 2 The requirements of a vehicle model to select the power supply mode according to the load capacity parameters of the quick-change universal power battery installed in the power battery pack

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Abstract

一种新能源汽车快换型通用动力电池，电池本体（1）上设置有快换接口、接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种。电池本体（1）上设置凹陷区（2），快换接口位于凹陷区（2）内，为车上设置对应连接结构留出空间；独立液态温控回路设置在电池本体（1）上，满足动力电池温控需要的同时解决动力电池在互换的情况下不适合与车共建液态温控系统的难题；电池本体（1）至少两个面设置有快换接口，可以不同方向装入汽车，结合电池形态可适用不同安装空间条件的新能源汽车。因此电池通用性强，以不超过8种主型号的快换型通用动力电池组成系统，达到大多数新能源车型可以选用及换电的目的，与充电结合满足新能源汽车对补充电能的方便性需求。

Description

一种新能源汽车快换型通用动力电池 技术领域
本发明涉及新能源汽车动力电池领域具体涉及一种新能源汽车快换型通用动力电。
背景技术
我们原来长期使用以燃油为主的汽车，存在尾气排放的空气污染问题和燃油来源基本不具有资源再生性的问题，随着使用量越来越大，问题日益严重。
各种新能源汽车的应用，可有效改善上述问题。现有的新能源汽车大多通过电力驱动，电能来源于车载其它能源发电或外部充电。车载其它能源仍应用燃油类的因运用新型动力装置减少了其消耗和尾气排放，其它类型则应用绿色能源作为发电来源。采用车载其它能源发电的新能源汽车仍可配置外部充电，而新能源汽车中的纯电动汽车则完全依靠外部充电。外部充电由于绿色发电占比不断提高，有显著的环保性并减少了不可再生资源的消耗。
采用电力驱动的新能源汽车大多应用各种动力电池进行电能的储存和输出。动力电池的电能充电来源除车载其它能源发电外，主要通过外部补充，外部补充采用充电或直接更换动力电池(后面简称换电)两种方式。
充电是现在主要的外部补充电能方式，有很多优势，如：可配置充电设施的场合较多。但也存在不足：慢充充电时间长，并且因此公共充电位易被占用需先等待；快充(采用大功率充电桩，但目前充电速度仍明显慢于燃油车加油速度)因功率大对电网配置要求高，且易造成电网峰谷不平衡，也因此配置数量受限。新能源汽车使用者常会因充电不便而产生“里程忧虑”。快充还会对现在常用的动力电池造成明显损伤。
综上，新能源汽车要达到充电方便，必须同时符合车用动力电池适合快充、大功率充电桩普及(分布广，量足够)的要求。大功率充电桩的普及需解决因多车快速充电对充电站配电功率要求过大和加大电网峰谷不平衡的问题，充电站需要普遍配备低成本或长寿命的大容量储能设备(待开发)才可解决。同时达到以上要求困难还很大。
如果换电方式普及且可快速换电，可以解决充电时间长的问题，换下来的电池可以统筹安排充电，减小了对换电站的配电要求，而且可以安排在用电低谷时段充电(用电低谷和用车低谷有很长的同步时段)，直接起到电网低谷储能的作用。
充电与换电方式共用可结合两者优势：充电可配置场合多、换电可快速补充电能，基本可实现新能源汽车外部补充电能的方便性。
新能源汽车要实现快速换电，必须换电点分布广泛，且每个换电点有各车型所需的可快速换电的动力电池(后面简称快换型动力电池)型号，如果型号过多会导致各换电点配备备用电池、换电装备、充电设备的品种过多导致占用资源过大成本过高而无法推行，因此快换型动力电池必须型号少，且都可被大量的车型应用，即具有通用性，如果少量型号形成的系列能够为大多数新能源汽车提供换电服务，则可达到换电方式普及的目标。通用换电还有利于动力电池的统一管理，更合理的进行识别、检测、维护、回收。
现在新能源汽车已有可换电车型，其动力电池与新能源汽车连接采用快速接口，动力电池与新能源汽车之间的安装固定采用简单的结构便于拆装，可实现快速换电，但现在还难以普及，主要问题是动力电池缺少通用性。现在新能源汽车和快换型动力电池结合的设计方式主要有两种：a.车与快换型动力电池采用联合针对性设计，快换型动力电池为整体式电池(常称为电池包)，但无通用性结构。一款快换型动力电池对应一款车型，或后续推出的有共同设计的车型(如：同平台车型)也共同采用，换电在同一个车型或少量对应车型中实施；b.设计成多个动力电池(电池包，又称为电池组或电池模组)分别装入汽车，通过车内电路组合成一个总电池，通常采用同样的动力电池(电池包)，换电通过快换各个动力电池实现。这种动力电池可被其它车型采用，形成一款快换型动力电池对应几款车型，可供几款车型换电的方式。前一种设计方式只能少量车型共用。后一种设计方式适用性也较弱，主要有以下几种原因(原因之一或同时有多个原因)：a.无通用性结构，不能满足各种车型合理布局所需；b.其特性只能满足部分车型所需，不能被普遍采用，如因动力电池控温能力较弱等原因，主要用于车速相对较低的车型；c.新能源汽车对应快换型动力电池可布局空间不足，形成的总电池储存容量相对较小，不能普遍满足各车型对整体续航里程的要求。因此，也无法被普遍采用。目前未形成由一款快换型动力电池或由多款快换型动力电池组成系列满足各种车型所需，从而普及换电应用的局面。在这种情况下，如广泛分布换电点将缺少实用性和经济性，布点少又不能满足对应车型的换电需求，故现在换电只适合集中布点(换电点)并主要应用在区域性使用的新能源汽车上，如出租车、网约车、公交车等，无法普及应用。
发明内容
本发明所要解决的技术问题是提供一种大大扩展了适用场合的快换型通用动力电池，以少量型号的快换型通用动力电池组成系统，满足各种新能源汽车车型所需，从而普及换电应用。同一型号快换型通用动力电池允许个体的适当变化，车上同一部位不同 时段安装参数有差异的同一型号快换型通用动力电池的，车与动力电池管理系统之间通信传递相关信息以实现对动力电池的合理使用。当车上按需安装多个动力电池集组时，通过对多集组供电与单集组供电的切换，在满足供电需要的同时符合行程中的充换电计划。本发明所指新能源汽车包括所有安装有动力电池的汽车。本发明还应用于其它可安装快换型通用动力电池的车辆。
本发明解决上述技术问题所采用的技术方案为：一种新能源汽车快换型通用动力电池，包括电池本体，所述的电池本体上设置有用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接，所述电池本体还设置有扩展适用场合的接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种，所述接口凹陷结构，包括设置在电池本体上的凹陷区，其中当电池本体侧向安装于汽车上，则所述的电池本体的侧面设置有凹陷区，所述的快换接口位于该凹陷区内，当所述的电池本体向下安装于汽车上，则所述的电池本体的下端设置有凹陷区，所述的快换接口位于该凹陷区内，当电池本体向上安装于汽车上，则所述的电池本体的上端设置有凹陷区，所述的快换接口位于该凹陷区内，所述独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，所述多组接口结构包括设置在电池本体上的快换接口，并且所述电池本体至少两个面设置有快换接口。
电池本体上设置有凹陷区，汽车上电池舱(也可以是其它用于连接安装电池本体的部件)内的连接部分可以设置成突出部，电池本体安装时突出部可以进入到电池本体对应的凹陷区内，电池舱后方无需额外空间，也即占用电池舱后方的空间很少或不占用，汽车不因连接部分结构需占用空间而无法设置电池舱或电池舱设置被限制在特点位置，因此电池舱布局灵活，使得电池本体的适用场合被大大扩展，通用性强。
动力电池具多组接口可有多个连接位置或多种安装方向，适用多种安装条件，因而适用多种场合，通用性强。有多个连接位置的，有利于新能源汽车设定接口位置时避开不适合的位置。有多种安装方向的，可对不同条件采用不同方向安装，在减少快换型通用动力电池品种的情况下合理、充分利用汽车上的可安装空间。因此快换型通用动力电池具多组接口可大大扩展适用场合，通用性强。
本发明的动力电池设置液态温控，温控回路采用液态介质(制冷剂、冷却液等)传递热量，包括各种直冷回路或/和液冷回路及其组合等，将传统置于汽车上的对外热交换器(冷凝器、蒸发器、散热器等)置于动力电池的表面位置，可使液态温控回路独立 于汽车的温控系统，将回路上的所有元件均设置在电池本体上，则电池上的液态温控回路完全独立，可满足因使用状态不同而对动力电池控温能力要求不同的各种车型的使用，车型选用时也不需考虑是否有条件与快换型动力电池组建联合的液态温控系统(现有的快换型动力电池采用液态温控的用这种做法)，更换动力电池时不用拆开和连接温控回路，电池本体上不需设置与车连接的液体管路快换接口，也不需要所有使用该动力电池的车型统一使用同一种制冷剂或/和同一种冷却液(这会对动力电池温控技术的发展带来制约性)，因此各车型采用该动力电池时容易解决电池的温度控制，而动力电池的适用场合大大扩展，通用性强。
快换型动力电池本体设置接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种，可大大扩展适用场合，成为通用性强的快换型通用动力电池。
新能源汽车采用的系统电压高低不同，因而选用动力电池的额定电压也有较大差异，电池本体通过内部变动输出不同的电压，则同一动力电池有多种电压可选，适用性进一步扩展。
进一步，所述电池本体通过内部变动可输出不同的电压。
优选地，通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
优选地，小型化的动力电池，所述电池本体最大面的面积或最大投影面积小于0.06平方米，厚度不超过140mm，重量小于10Kg，主要适用于一次换电量少的情况，其布局、组合灵活，还适合人工换电，易于布换电点。
本发明的另一目的，是提供一种快换型动力电池与车的通讯协议，该通讯协议适应快换型动力电池的不同个体的变化。对于同一主型号动力电池不同个体的差异，车与动力电池管理系统之间通信传递相关信息，可以管理对不同个体动力电池的合理充电，还可根据不同个体动力电池的负载能力合理配置供电，实现车对不同个体动力电池的适应性。该通讯协议也可适用于其它动力电池与车的通讯。
优选地，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池内部电芯类别及种类或/和动力电池参数信息至新能源汽 车的能源管理系统，用于管控充电过程，所述动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。
优选地，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
本发明的主要目的，是形成快换型通用动力电池系统，普及换电应用。
优选地，结合动力电池形态、尺寸的设定，采用上述扩展适用场合的结构，定型几款型号的所述快换型通用动力电池组成系统。所述电池本体的主要安装尺寸相同可安装于同一种电池舱或其它用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。
进一步，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
以少量型号的快换型通用动力电池组成的系统(系统中动力电池的主型号不超过8种)，达到大多数新能源车型可以选用及换电的目的，可普及新能源汽车的快速换电。用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，以包容多种类别及种类动力电池的应用，还可在动力电池技术发展中延续各主型号的使用。
本发明的另一目的，是提供一种与快换型通用动力电池相适配的车。
采用所述的动力电池的车，包括车体，所述车体设置有与电池本体对应的快换接口。
车包括有驱动力的主车和无驱动力的从车。其中适合某些需要的，所述车体为有驱动机构的主车，可连接从车，并且所述从车可更换，所述从车安装有所述动力电池，所述动力电池为主车供电，主车带动从车。
当车上按需安装多个动力电池集组时，通过对多集组联合供电与单集组供电的切换，还可在车的行程中按照充换电条件合理安排各集组的用电计划，同时满足车的供电需要。
本发明的又一目的，是提供一种用于快换型动力电池的控制系统。
进一步，包括配电控制单元，所述配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。
优选地，所述配电控制单元包括多输入DC-DC变换器或DC-AC变换器，多输入DC-DC变换器或DC-AC变换器连接有两个或两个以上动力电池集组，所述的两个或两个以上动力电池集组可以通过该多输入DC-DC变换器或DC-AC变换器联合供电。
优选地，所述配电控制单元可通过将两个或两个以上动力电池集组切换成串联状态并实施联合供电。
优选地，所述配电控制单元可将第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出并与第二动力电池集组并联实施联合供电。
优选地，包括配电控制单元，所述配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，所述部件或部件组合为驱动桥或不同车轮的驱动电机，所述动力电池集组由若干动力电池组成。
优选地，包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电，所述动力电池集组由若干动力电池组成。多个集组动力电池按需实施联合充电或部分充电过程联合充电，可提高充电效率。
优选地，所述充电控制单元，可控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。
优选地，所述充电控制单元，可将两个或两个以上动力电池集组临时切换到串联状态并由充电来源实施联合充电。
优选地，还包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，所述能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
优选地，还包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池负载能力的参数信息，汽车的控 制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
优选地，所述的动力电池的换电站，配备不超过8种主型号的新能源汽车快换型通用动力电池，配置上述主型号快换型通用动力电池的换电装备，为各种新能源汽车提供快速换电服务。
与现有技术相比，本发明的优点是：通过采用本发明中扩展适用场合的结构，快换型动力电池适用性大大增强，成为通用性的动力电池，少量主型号的应用本发明的快换型通用动力电池组成系统，供各种新能源汽车选用和换电，即可满足大多数新能源汽车的需要，因此换电应用可以实现普及。
用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，因此各主型号动力电池在电池技术发展中可延续使用，保持快换型通用动力电池系统的稳定性。
新能源汽车按需配置多集组动力电池，并合理管理供电和充电，可更适应对快换型通用动力电池的应用。
附图说明
图1为本发明的电池本体结构示意图之一；
图2为本发明的电池本体结构示意图之二；
图3为本发明的电池舱的结构示意图；
图4为本发明的电池本体结构示意图之三；
图5为本发明的电池本体结构示意图之四；
图6为本发明的快换接口的位置示意图；
图7为本发明的快换接口部位的剖视图；
图8为图7中A部分的放大图；
图9为本发明动力电池的多组接口结构示意图之一；
图10为本发明动力电池的多组接口结构示意图之二；
图11为本发明动力电池的多组接口结构示意图之三；
图12为本发明动力电池的多组接口结构示意图之四；
图13为本发明动力电池的多组接口结构示意图之五；
图14为本发明动力电池的多组接口结构示意图之六；
图15为本发明动力电池的多组接口结构示意图之七；
图16为本发明动力电池的直冷回路的结构示意图；
图17为本发明动力电池的液冷回路的结构示意图；
图18为本发明动力电池的直冷回路与液冷回路耦合结构示意图；
图19为本发明动力电池的内部连接状态示意图之一；
图20为本发明动力电池的内部连接状态示意图之二；
图21为本发明动力电池的内部连接状态示意图之三；
图22为本发明动力电池的内部连接状态示意图之四；
图23为本发明动力电池的内部连接状态示意图之五；
图24为本发明动力电池的内部连接状态示意图之六；
图25为本发明动力电池系统中不同型号动力电池的结构示意图之一；
图26为本发明H型小型快换型通用动力电池安装于乘用车的结构示意图；
图27为本发明H型小型快换型通用动力电池和B型机械快换底置型通用动力电池安装于乘用车的结构示意图；
图28为本发明D型机械快换底置型通用动力电池安装于乘用车的结构示意图；
图29为本发明集装箱卡车的结构示意图；
图30为一辆纯电动汽车的车辆控制系统的结构示意图；
图31为一辆纯电动汽车的车辆控制系统的局部结构示意图；
图32为本发明多个动力电池联合供电示意图之一；
图33为本发明多个动力电池联合供电示意图之二；
图34为本发明多个动力电池联合供电示意图之三
图35为本发明多个动力电池联合供电示意图之四；
图36为本发明多个动力电池联合供电示意图之五；
图37为本发明多个动力电池联合供电示意图之六；
图38为本发明多个动力电池联合供电示意图之七；
图39为本发明中动力电池集组的电能管理示意图之一；
图40为本发明中动力电池集组的电能管理示意图之二；
图41为本发明中动力电池集组的电能管理示意图之三；
图42为本发明中动力电池集组的电能管理示意图之四；
图43为本发明的动力电池集组联合充电示意图之一；
图44为本发明的动力电池集组联合充电示意图之二；
图45为本发明的动力电池集组联合充电示意图之三；
图46为本发明的动力电池集组联合充电示意图之四；
图47为本发明中车的充电流程图；
图48为本发明的不同货车车型安装动力电池的位置示意图；
图49为本发明不同尺寸的机械快换底置型通用动力电池示意图；
图50为本发明四种尺寸新能源乘用车的俯视示意图；
图51为本发明四种尺寸新能源乘用车可布排机械快换底置型通用动力电池的型号与数量的示意图；
图52为图51中1和2的另一种布排方式；
图53为非承载式结构车身的乘用车、皮卡用上述b方式布排机械快换底置型通用动力电池的示意图；
图54为非承载式结构车身的乘用车、皮卡用上述c方式布排机械快换底置型通用动力电池的示意图；
图55为机械快换型通用动力电池在客车中应用的示意图；
图56为用于较大车型的厚型新能源汽车的动力电池结构示意图；
图57为动力电池系统中不同型号的快换型通用动力电池示意图之二；
图58为动力电池在不同乘用车中的安装示意图。
具体实施方式
以下结合附图实施例对本发明作进一步详细描述。
如附图所示，一种新能源汽车快换型通用动力电池，包括电池本体1，电池本体1上设置有用于快速拆装的快换接口，快换接口包括主电接口，电池本体使用时与新能源汽车连接，电池本体1还设置有接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种。
本发明没有特别说明，图1中的A面为本发明的左端，远离A面的方向为右端，图1中的B面为本发明的上端，远离B面的方向为下端，图1中的C面为本发明的前端，远离C面的方向为后端。
接口凹陷结构，包括设置在电池本体1上的凹陷区2，图2中，凹陷区2位于电池本体1的上方，安装时，向上安装于汽车上。
由于设置有凹陷区2，汽车电池架3上的电池舱4(也可以是其它用于连接安装电池本体的部件)内的连接部分可以设置成突出部5，见图3，由于很多汽车结构紧凑，空间限制多，突出部的优点是，电池本体1安装时突出部5可以进入到电池本体1对应的凹陷区2内，则电池舱4后方无需额外空间，也即占用电池舱4后方的空间很少或不占用，汽车不因连接部分结构需占用空间而无法设置电池舱4或电池舱4设置被限制在特点位置，因此电池舱4布局灵活，而上述电池本体的适用场合被大大扩展，增加了通用性。
图4中，凹陷区2位于电池本体1的侧边，安装时，侧向安装于汽车上。
图5中，凹陷区2位于电池本体1的下端，安装时，向下安装于汽车上。
选用上述设置有接口凹陷结构动力电池的车子，连接部分结构占用电池舱4后方的空间都很少或不占用，因此各车型在安排电池舱时空间上都不受连接部分结构设置的影响或影响很小，各电池本体的适用场合得到扩展，增加了通用性。
接口凹陷结构，凹陷区可以在端面之内也可在端面边缘。
图6～8，该结构示意图示出了快换型通用动力电池接口凹陷结构的凹陷区及快换接口设置的一个实施例，动力电池的凹陷区内设置有快换接口的电连接件6和内部绝缘固定部件7，电连接件6包括主电连接件、电池本体上可能同时具有的辅助电连接件。电连接件6和内部绝缘固定部件7为实现电连接的部件，为现有技术，具体连接方式，本发明不过多阐述。凹陷区2内设置有一绝缘基面8，电连接件6和内部绝缘固定部件7位于绝缘基面8下方。
由于快换接口的电连接件置于对应的绝缘基面8以内，不露出于表面，接口的任何两个单独的电连接件不可被任意的直边导电物体连通(如两个电连接件同时被一个导电体触碰存在短路等可能)。本发明的动力电池在非使用的情况下，主电连接件可设计成与内部电池本体处于断开状态，而本设计可进一步加强其安全性(人身安全和防动力电池本身损伤的安全性)，也可较好的防止其在搬运过程中受损伤，利于通用状态下使用。
汽车上电池舱4或其它安装动力电池的结构与电池本体外形之间具有侧向间隙以利于动力电池装入，大尺寸的动力电池侧向间隙设置相对较大。汽车与动力电池连接件相互插入方向和动力电池装入方向一致的，将凹陷区的侧向与车上突出部的侧向设计为小间隙配合，其配合间隙小于电池舱与动力电池外形之间的侧向间隙，并设有进入的导向倒角9，动力电池装入过程中凹陷区与突出部之间导入时形成对正，接下来连接件之间 可利用自身的导入结构进一步对正(为实现连接件之间最后完全对正，连接件可设置有侧向浮动结构，即可少量自由侧移，凹陷区或突出部也可设置有侧向浮动结构)。接口凹陷结构的凹陷区位于端面之内的，即凹陷区有四周，侧向两个对向方向都可对正，图8中侧面一81与侧面二82为对向面，侧面三83也有对向侧面(图8为解剖视图不能示出，参见图6～7)，对应电池舱的突出部也有相应的两组对向面，故两个对向方向都可对正。接口凹陷结构的凹陷区位于端面边缘，但有两个侧面形成对向面的，该对向面也可与电池舱突出部对应的对向面实施相应方向的对正。
多组接口结构包括设置在电池本体上的快换接口，并且电池本体至少两个面设置有快换接口。两个面指不同方向的面，但同一面或同方向端的不同面也可设置多组接口。
动力电池多组接口结构实施例一：见图9,E型动力电池，包括电池本体，电池本体上设置快换接口，快换接口包括接口组一91和接口组二92，其中接口组一91设置在电池本体左侧的前端，接口组二92设置在电池本体前侧的左端。该动力电池一般用于安装在货车或大型客车上(安装时，可向左或者向前安装于汽车上)，因此一个动力电池可以适应多种车型和多种安装方式。
图48中的图c、图d、图e中，E型电池用于多种货车上，电池舱安装于各种货车的大梁两侧，动力电池安装时，从车的侧面安装于电池舱内，图48中的图c轻型货车大梁两侧尺寸较小，动力电池从宽度方向装入，图48中的图d重型货车和图48中的图e半挂车大梁两侧尺寸较大，动力电池从长度方向装入，E型电池因有两组接口，通过不同安装方式适应了多种车型，适用场合大大扩展，增加了通用性。
动力电池多组接口结构实施例二：见图10,该动力电池与实施例一相比，区别在于接口组一101和接口组二102位置不同，其中接口组一101设置在电池本体左侧的中间位置，接口组二102设置在电池本体前侧的左端，并且与左端端壁有一定的距离。该动力电池一般也用于安装在货车或大型客车上(安装时，可向左或者向前安装于汽车上)，因此一个动力电池可以适应多种车型和多种安装方式，适用场合大大扩展，增加了通用性。
动力电池多组接口结构实施例三：见图11,包括电池本体，电池本体的前侧和右侧的连接处设置有凸柱，凸柱上设置快换接口，快换接口包括接口组一111和接口组二，其中接口组一设置在凸柱的左端，接口组二设置在凸柱的后端(图中未示出)。该动力电池一般也用于安装在货车或大型客车上(安装时，可向左或者向后安装于汽车上).
图12是实施例三换一个角度的结构示意图(安装时，可向前或者向右安装于汽车上)，因此实施例三可以以多种方式安装于汽车上，适用场合大大扩展，增加了通用性。
动力电池多组接口结构实施例四：见图13,该电池与实施例一相比，区别在于接口组一131和接口组二132位置不同，其中接口组一131设置在电池本体底端左侧，接口组二132设置在电池本体左侧底部。该动力电池一般用于安装在小型车上(安装时，可向左或者向下安装于汽车上)，还可以将动力电池快换接口倒置,见图14，从而可以竖直向下和向左安装。因此一个动力电池可以适应多种车型和多种安装方式，适用场合大大扩展，增加了通用性。
动力电池多组接口也可设置在同一面上，见图15，包括电池本体，电池本体上设置快换接口，快换接口包括接口组一151和接口组二152，其中接口组一151设置在电池本体顶端的后侧且靠近右边处，接口组二152设置在电池本体顶端的前侧且靠近右边处。该电池可用于安装在多种乘用车、货车、客车上(安装时，可向上安装于汽车上)。
动力电池具多组接口可有多个连接位置或多种安装方向，适用多种安装条件，因而适用多种场合，通用性强。有多个连接位置的，有利于新能源汽车设定接口位置时避开不适合的位置。有多种安装方向的，可对不同条件采用不同方向安装，在减少快换型通用动力电池品种的情况下合理、充分利用汽车上的可安装空间。因此快换型通用动力电池具多组接口可大大扩展适用场合，增加了通用性。
动力电池的性能大多会受温度影响，需要控制在合适的温度范围内使用。动力电池的温度控制常用方式有风冷、液冷(热量通过液体回路到散热器散热，也可用加热器通过对液体加热为动力电池升温。回路也可是只为动力电池升温的，可不需要散热器)、直冷(经压缩的制冷剂在冷凝器中散热，节流后进入设置于动力电池内部的蒸发器中蒸发吸热为动力电池降温。回路有换向阀如四通阀的可反转回路流向，原蒸发器与冷凝器作用互换，为动力电池加热。回路也可是单向为动力电池加热的，直冷回路加热一般称为热泵制热)等方式或其组合方式，也有用半导体制冷等其它方式。液态温控包括液冷、直冷及其各种组合方式，也可用其它创新的液态温控方式，液态温控的控温能力强，控温效果总体上好于风冷、半导体制冷等其它方式。汽车用电功率大，动力电池发热量也较大的，或汽车常用于环境温度较高较低场合的，需要采用液态温控。快换型动力电池设置液态温控，且液态温控回路独立，并将回路上的所有元件均设置在电池本体上，则可满足因使用状态不同而对动力电池控温能力要求不同的各种车型的使用，车型选用时 也不需考虑是否有条件与快换型动力电池组建联合的液态温控系统(现有的快换型动力电池采用液态温控的用这种做法)，更换动力电池时不用拆开和连接温控回路，电池本体上不需设置与车连接的液体管路快换接口，换电时也不需对电池本体内温控回路中的制冷剂或/和冷却液进行处理，因此各车型采用所述快换型动力电池时容易解决电池的温度控制，电池的适用场合大大扩展，通用性强。
独立液态温控回路包括直冷回路或/和液冷回路，直冷回路或/和液冷回路均设置在电池本体上，作为对外热交换器的部件设置于动力电池的表面位置。回路不限于单一回路，可以有支路、多回路耦合等。
电池本体设置独立液态温控回路实施例一：图16为该实施例采用直冷回路的结构示意图，直冷回路包括压缩机10，压缩机10通过管路连接有四通阀11、冷凝器12、节流装置13、蒸发器14，回路内采用制冷剂，压缩机10、四通阀11、冷凝器12、节流装置13、蒸发器14和管路均设置在电池本体上。传统的液态温控回路设置，部分元件安装在电池本体上，部分元件安装于汽车上，拆装动力电池需要断开回路，因此在快换型动力电池上实施难度大，且易影响回路稳定性，当汽车安装有多个快换型动力电池时则回路更复杂，难以实施。本发明的直冷回路上的所有元件均在电池本体上，液态温控可独立使用，更换动力电池时不需要拆开和连接温控回路，也不需要所有使用该动力电池的车型统一使用同一种制冷剂(这会对动力电池温控技术的发展带来制约性)，因此各车型采用该动力电池时容易解决电池的温度控制，而动力电池的适用场合大大扩展，增加了通用性。
电池本体设置独立液态温控回路实施例二：图17为该实施例采用液冷回路的结构示意图，液冷回路包括泵15、散热器16、加热器17和液冷管路18，回路内采用水或其它冷却液，泵15、散热器16、加热器17和液冷管路18均设置在电池本体上。传统的液态温控回路设置，部分元件安装在电池本体上，部分元件安装于汽车上，拆装动力电池需要断开回路，因此快换型动力电池采用液冷回路时用传统方式的操作难度大，当汽车安装有多个快换型动力电池时则进一步加大难度。本发明的液冷回路上的所有元件均在电池本体上，液态温控可独立使用，更换动力电池时不需要拆开和连接温控回路，也不需要所有使用该动力电池的车型统一使用同一种冷却液(这会对电池温控技术的发展带来制约性)，因此各车型采用该电池时容易解决电池的温度控制，而电池的适用场合大大扩展，增加了通用性。
电池本体设置独立液态温控回路实施例三：该实施例中直冷回路与液冷回路耦合使用，图18为其结构示意图，直冷回路与液冷回路耦合结构包括压缩机10、直冷管路、冷凝器12、节流装置13、蒸发器14、冷却器19、泵15、散热器16、加热器17、液冷管路18。冷却器19中耦合了直冷回路的蒸发器14和液冷回路的散热器16，两个回路在其中交换热量(两个回路不相连通)。压缩机10、直冷管路、冷凝器12、节流装置13、蒸发器14、冷却器19、泵15、散热器16、加热器17、液冷管路18均设置在电池本体上，因此电池本体的液态温控独立，适用场合大大扩展，增加了通用性。此耦合回路可以为动力电池降温，如果直冷回路是对内制热，或直冷回路中加入如实施例一中的四通阀11可以反转回路流向对内制热，则耦合回路可以不用加热器17而为电池升温或与加热器17联合为电池升温。
采用独立液态温控回路的动力电池，作为对外热交换器的部件设置于处于空气流通环境或易于营造空气流动环境的表面位置(某些回路，如只为电池加热的液冷回路可能不需要作为对外热交换器的散热器)。主要从车底位置向上安装的动力电池，可设置在动力电池的下端。采用这种动力电池的汽车也可在底部设置装置促进空气流通，在车低速大功率行驶或停车充电等情况下，加快对外热交换器与空气的热交换。如图48中的图c、图d、图e中安装于车侧面电池舱内的动力电池，对外热交换器可设置在电池的上端，电池的上端与电池舱的上面留有空间，该空间可与外界连通并用安装风扇等方式营造空气流动环境，动力电池本身也可安装风扇加快对外热交换器与空气的热交换。对外热交换器也可设置在动力电池下端，电池舱底面采用散热材料，电池舱底面的内面(上面)与动力电池对外热交换器接触，外面(下面)暴露在空气中，或电池舱底面中间大面积向下通孔，动力电池对外热交换器直接暴露于空气中。还有一种方式：对外热交换器分置于电池的上端、下端位置，以加大对外热交换面。
对外热交换器位于易损伤部位的，如位于汽车底部并暴露在外的，冷却液或制冷剂应采用阻燃型以利于安全。
如液态温控回路的某些元件需放置在非密封处，动力电池相应部位可设计成与外部保持连通。
快换型动力电池本体设置接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种，可大大扩展适用场合，成为通用性强的快换型通用动力电池，再结合动力电池形态、尺寸的设定，可以定型几款型号快换型动力电池而达到大多数新能源车型可以选 用的目的，以普及新能源汽车的快速换电。具体实施例见本发明后续说明。
动力电池本体通过内部变动可输出不同的电压，其中一种变动方法为通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化。电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
动力电池内部等同电池组之间连接方式切换实施例一：内部连接结构见图19和图20，电池本体内设置有两个等同电池组：第一电池组20和第二电池组40，第一电池组20的正极连接端点A1，负极连接端点A2，第二电池组40的正极连接B1端点，负极连接端点B2，端点C1和C2通过导线连接，端点A1可选择的与端点B1导通、C1断开或与端点B1断开、C1导通。端点B2可选择的与端点A2导通、C2断开或与端点A2断开、C2导通。图19显示了动力电池内部电池组一种状态，端点A1和端点B1导通，端点A1和端点C1断开。端点A2和端点B2导通，端点B2和端点C2断开。第一电池组20和第二电池组40之间为并联连接，此时电池本体的电压为单个电池组的电压。
图20显示了动力电池内部电池组另一种状态，此时，端点A1和端点C1导通，端点A1和端点B1断开。端点B2和端点C2导通，端点B2和端点A2断开。第一电池组20和第二电池组40之间为串联连接，此时电池本体的电压为两个电池组的电压之和。上述端点导通或断开可直接用开关推动，或在控制下自动实现，比如控制继电器、接触器等切换。由于通过切换的方式，电压转换后输出时基本不增加额外的电能损耗。
动力电池内部等同电池组之间连接方式切换实施例二：内部连接结构见图21，与实施例一相比区别在于，具有两组第一电池组和第二电池组的集合，图中4个等同电池组即第一种电池组21并联，此时动力电池的电压为X。
图22为实施例二的动力电池内部连接的另一种状态，通过端点的导通和断开形成新的电路，4个等同电池组即第一种电池组2串2并，此时动力电池的电压相比图21增加为2X。
图23为实施例二的动力电池内部连接的另一种状态，通过端点的导通和断开形成新的电路，4个等同电池组即第一种电池组2并2串，此时动力电池的电压相比图21也增加为2X。
图24为实施例二的动力电池内部连接的另一种状态，通过端点的导通和断开形成新的电路，4个等同电池组即第一种电池组4串，此时动力电池的电压相比图21增加为4X。
上述实施例还可有其它状态：实施例一中选择所有端点都不连通，即端点A1与端点B1、C1都断开，端点B2与端点A2、C2都断开，各等同电池组之间无连接，电池本体无输出电压；还有两种状态下电池本体也无输出电压：a.端点A1与端点B1断开、端点A1与C1导通，端点B2与端点A2、C2都断开；b.端点A1与端点B1、C1都断开，端点B2与端点A2断开、端点B2与C2导通。实施例二也可选择所有端点都不连通，电池本体无输出电压；也可有其它状态：部分端点连通但电池本体仍不能形成输出，无输出电压。可以采用上述状态中的一种作为电池本体的初始状态，以增加安全性，待安装到车上前或安装后再切换到所需电压。
上述实施例表明，电池本体内部可以有多种的等同电池组，等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小。
上述动力电池电压切换，放电电流等参数也随之变换，相应的控制管理方式也可设置变更，比如可变更电池的熔断保护方式等。动力电池如因采用的电芯性能差异等原因，经电压切换使用后可能形成内部等同电池组之间电压、储存电量等的不平衡，内部可设置均衡线路用于电池组之间的均衡，在等同电池组之间从其它状态切换到并联状态前检查均衡状态，符合要求的才可转换，以免并联后等同电池组之间大电流放电并损害电池。或用其它方式控制环流。
电压选择可以在电池装车之前，也可以在电池装到车上之后。控制有多种方式可用，如直接推动开关切换，或通过继电器、接触器切换，有电池管理系统(BMS)的动力电池，车的能源管理系统可与BMS通信并共同管控，通过电池上的辅助电路推动实施。控制可用现有技术实现，也可用创新方法，在此不多阐述。
新能源汽车采用的系统电压高低不同，因而选用动力电池的额定电压也有较大差异，较大型的新能源汽车采用多个动力电池在车上连接组合，由于串、并联的方式各不相同，加上系统电压的高低不同，也需要有多种电压的动力电池供选用。同一动力电池 有多种电压可选，适用场合大大扩展，也增加了通用性。
小型快换型通用动力电池实施例：见图25中的图f，该动力电池设置两组快换接口，接口区域采用凹陷结构，动力电池尺寸长、宽、高(厚度)分别为218mm、166mm、108mm，最大面的面积0.036平方米，体积约3.82L，重量约6.88Kg。
小型快换型通用动力电池为小型化的快换型通用动力电池，单体相对汽车尺寸小，储存容量也小，一般需通过车上电缆连接多个动力电池后组合成独立供电电池(见图26，一辆汽车上十二个小型快换型通用动力电池组合成可独立供电电池)。小型快换型通用动力电池在汽车上可集中也可分散安装，因单体尺寸小、厚度薄，适用场合、可安装位置多，各种车型都可布局采用，通用性强。
小型快换型通用动力电池重量轻，适合多数人单人单手提放，并一次更换多个动力电池，可实现新能源汽车人工换电，换电可用专用手持工具更换，设置换电点可不配备机械设备，布点容易，易于通用。
除人工换电外，有相应的机械设备(包括机器人)，小型快换型通用动力电池也可采用机械设备换电。
快换型通用动力电池系统由快换型通用动力电池组成，快换型通用动力电池本体的主要外形和安装尺寸包括接口位置及主要尺寸相同可安装于同一种电池舱(也可以是其它用于连接安装动力电池的部件)内的为同一主型号，供各种新能源汽车选用和更换的通用中的动力电池的主型号不超过8种。需要时，在符合互换安装要求的前提下，同一主型号的电池形状、尺寸都可相应变化。
主型号动力电池在新推出的动力电池中增加接口的仍归入原主型号中。
通用中的动力电池主型号是指：新推出的或原有的快换型通用动力电池主型号，有合理设计和广泛的应用对象(新能源汽车)、仍在确实提供给各种新能源汽车采用、未以任何方式告知中止新的新能源汽车车型选用的。无车型采用或采用车型少，长期未在对应的换电点广泛分布备用，不真正普及使用的不计在内。原有的主型号主要外形和安装尺寸有更改后，可以延用原主型号名，原主型号不再通用。
快换型通用动力电池及系统的形成：快换型动力电池选用合适的形态，可有几种类型；确定适用尺寸；采用用于扩展适用场合的接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种设置，增加快换型动力电池的适用场合，设置液态温控回路的设定对外热交换器的位置；还可采用电池内部变动设置使电池电压可选；形成可供多种在 各种条件下使用的新能源汽车选用和更换的快换型通用动力电池，由于采用了扩展适用场合的设置，快换型通用动力电池通用性强，可由几款快换型通用动力电池组成快换型通用动力电池系统，组成的系统主型号数量少但可供大多数新能源汽车选用和更换。
快换型通用动力电池系统，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
电芯类别：指不同的电池类别，如：铅酸电池、镍氢电池、锂离子电池。
电芯种类：指同一类别下不同种类，如：锂离子电池中的锰酸锂电池、钴酸锂电池、磷酸铁锂电池、钛酸锂电池、镍钴锰三元锂离子电池、镍钴铝三元锂离子电池等。
现存多种可采用的动力电池类别及种类，随电池技术的发展，可能出现新的进入实用的动力电池类别及种类。同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，采用该主型号动力电池的新能源汽车可通用不同性能的动力电池。随电池技术的发展，可采用性能更好的电芯组成动力电池。当新的电芯类别及种类储存容量上升，汽车换用新的同主型号动力电池还可增加续航里程。
用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，主型号推行后可延续使用，保持快换型通用动力电池系统的稳定性。
同一主型号动力电池的不同个体内电芯的连接、组合方式也都可以不同。对于同一主型号动力电池个体的各种不同，需要区分的，可用细分型号区别。
有些车型因安全考虑对安装使用的动力电池有对电芯类别及种类等因素的要求，可选用换装符合要求的快换型动力电池，必要时，根据同一主型号快换型通用动力电池采用的电芯类别及种类等因素，划分电池安全等级，动力电池与汽车共同采用防呆结构，符合汽车需要安全等级的电池可完全装入该车型，低于该车型所需安全等级的电池被防呆结构所阻挡不能完全装入。
确有必要时可对系统中通用中的主型号进行增减，当新的电池技术出现重大变化或快换型通用动力电池设计方式有重大进步，应推行新的快换型通用动力电池系统时，可用新的快换型通用动力电池系统逐步替代原有的快换型通用动力电池系统。
快换型通用动力电池系统实施例：见图25，系统采用6种主型号快换型通用动力电池。
见图25中的图a，该结构示意图示出了一款主型号为A的动力电池：该动力电池不计安装边的尺寸长、宽、高分别为900mm、600mm、120mm，体积约63.5L，设置单组快 换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于动力电池下端(底面)，动力电池额定电压只设一档，为192V(由于同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯等原因，同一主型号的同档额定电压不完全相同，有一个范围，具体细分型号的额定电压值为其中一种，下同)。
见图25中的图b，该结构示意图示出了一款主型号为B的动力电池：该动力电池不计安装边的尺寸长、宽、高分别为1000mm、820mm、120mm，体积约96L，设置单组快换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于动力电池下端(底面)，额定电压两档可选：192V、384V。
见图25中的图c，该结构示意图示出了一款主型号为C的动力电池：该动力电池不计安装边的尺寸长、宽、高分别为1200mm、1000mm、120mm，体积约141L，设置单组快换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于动力电池下端(底面)，额定电压两档可选：192V、384V。
见图25中的图d，该结构示意图示出了一款主型号为D的动力电池：该动力电池不计安装边的尺寸长、宽、高分别为1480mm、1180mm、120mm，体积约205L，设置单组快换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于动力电池下端(底面)，额定电压只设一档，为384V。
见图25中的图e，该结构示意图示出了一款主型号为E的动力电池：该动力电池尺寸长、宽、高分别为560mm、400mm、350mm，体积约76.9L，设置两组快换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于动力电池上端(上面)，额定电压两档可选：96V、192V。
见图25中的图f，该结构示意图示出了一款主型号为H的动力电池：该动力电池尺寸长、宽、高分别为218mm、166mm、108mm，最大面的面积0.036平方米，体积约3.82L，重量约6.88Kg，为小型快换型通用动力电池，设置两组快换接口，接口区域采用凹陷结构。温控方法：内用导热片与导热胶结合将热量传导到动力电池下端(底面)，电池底面设置半导体制冷(可反向制热)。电池额定电压只设一档，为48V。
上述动力电池，系统体积能量密度达到400w/L时，电池储存容量分别是：25.4kwh、38.4kwh、56.4kwh、82.0kwh、30.7kwh、1.53kwh。实际系统能量密度如果小于或大于400w/L，对应的单体电池储存容量按相应比例变化。
上述主型号A、B、C、D为机械快换底置型通用动力电池，主体扁平长方形，主要 用于从车底安装，尺寸从小到大，不同车型可从中选用或组合，较好利用车上空间；主型号E为机械快换侧置型通用动力电池，主体长方形，主要用于从车侧向安装，有两种安装方向，尺寸适合大多数可用车型；主型号H为小型快换型通用动力电池，主要用于小型车或需要电池储存容量较小的新能源汽车，也可用于低速电动汽车、两轮、三轮电动车等。
快换型通用动力电池系统实施例可供各种新能源汽车选用和更换，下面为对其普遍性应用的详细说明，说明按汽车分类进行：乘用车、商用车(客车和货车)。
乘用车：乘用车主要采用快换型通用动力电池系统实施例中的小型快换型通用动力电池(主型号H)和机械快换底置型通用动力电池(主型号：A、B、C、D)。
快换型通用动力电池系统实施例在乘用车上的应用实施例一：见图26，为H型小型快换型通用动力电池安装于乘用车的结构示意图，图中新能源乘用车轴距2820mm，长、宽、高分别是：4980mm、1845mm、1525mm，轮胎外径：660mm。本图例中共设置十二个H型小型快换型通用动力电池22和一个非通用动力电池23，非通用动力电池的结构与电池架合一，H型电池的电池舱24设置在非通用动力电池23上，位置分为三处：前排右座椅前脚位下，后排座椅前的左边脚位下和右边脚位下，每处集中4个电池舱24，4个电池舱24合用一个电池舱盖25，电池舱盖25安装在车内地板及车架27的结构上，电池舱盖25为双折门，可绕转轴在车内打开(两扇门之间也有转轴可相对转折)，共3个电池舱盖25。地板之上安装有前排座椅轨道26和前后排座椅(图中未示出)，换装H型电池前需移动前排座椅(取前排右前座椅前的电池之前将前排座椅后移，取后排座椅前的电池之前将前排座椅前移)。由于小型快换型通用动力电池的厚度小，电池舱可以设置在车内地板之下的电池架上，H型电池的接口有凹陷结构，电池舱内的连接部分结构可以在电池舱底部向上突出，不需在车底位置再向下凸出(不合理，易被碰撞)。
电池舱底部设置制冷板，内有液态温控的管路，管路由非通用动力电池上液态温控回路提供或由汽车共用的液态温控系统提供。
十二个H型小型快换型通用动力电池通过车上电缆串联成一个集组，集组额定电压576V，非通用动力电池作为另一个集组。
动力电池集组是指由若干动力电池组成的可独立为新能源汽车供电(指供车驱动的主供电)的一组动力电池，集组的组成电池正常安装到车上后不再分为不同部分分别为车供电，为一个整体的供电单位(如果集组中有并联的电池，电池不完全装入也能供电， 此为同一集组的不同状态)。
本应用实施例有两套独立的动力电池集组，非通用动力电池集组的额定电压采用与小型快换型通用动力电池集组同样电压576V，也可采用与小型快换型通用动力电池集组不同的电压。
本应用实施例中，非通用动力电池集组为主要动力电池集组，小型快换型通用动力电池集组为此车型供电可提供接近100公里的续航里程(体积能量密度为400w/L情况下)，但单独供电负载能力可能较小，不适合快速行驶。车上设置有充电功能，还可设置互充功能，当不方便充电时，由小型快换型通用动力电池集组为非通用动力电池集组充电补充电能，而小型快换型通用动力电池集组通过快换电池补充电能。另有多集组联合供电或多集组分别为不同驱动桥或驱动轮的电机供电的方法，方法和意义见本发明后续说明。
快换型通用动力电池系统实施例在乘用车上的应用实施例二：见图27，为H型小型快换型通用动力电池和B型机械快换底置型通用动力电池安装于乘用车的结构示意图，非通用动力电池23(结构与电池架合一)上安装有两种通用动力电池，车上共安装有三种动力电池，乘用车的尺寸与应用实施例一中相同，与应用实施例一不同之处在于：前排座椅前的脚位下的空间被从车底向上安装的B型电池占用，因此这个位置不安装H型小型快换型通用动力电池，但在后备箱内靠前两侧各有2个H型电池22(靠近后桥和两侧车身结构的较安全空间)，电池舱设置在后备箱下，电池竖起接口向下安装，上可设电池舱盖，电池舱盖可在后备箱内打开(图中未示出电池舱结构)。与应用实施例一相同，后排座椅前左右两边的脚位下各有4个H型电池的电池舱(图中各4个H型电池22放置在电池舱内)。
由于H型电池设置有两组接口，平放安装于后排座椅前脚位下的电池舱内采用接口组一，竖直安装于后备箱下的电池舱内采用接口组二。H型电池温控采用与应用实施例一相同的方法，不同之处在于液态温控的管路还需引到后备箱下的电池舱，对应的制冷板设置在每个电池舱靠近车尾方向的一面。
B型机械快换底置型通用动力电池的接口有凹陷结构，因此电池舱上连接部分结构向电池舱后(向上)凸出较少，凸出高度在电池架(此例中与非通用动力结合在一起)与车内地板的正常距离范围内。因此此类电池(机械快换底置型通用动力电池)在乘用车车底布局安排灵活，可根据需要布局在不同部位。B型电池设置有独立液态温控回路， 该型车子设计温控时不需再考虑与其结合，减小了设计难度，换电也不需要拆装液体管路。由于液态温控可以达到较强的温控能力，因此采用此种电池的车子适用在各种环境下使用。
本应用实施例中十二个H型电池也通过车上电缆串联成一个集组，集组额定电压576V；B型电池为一个集组，额定电压采用384V；非通用动力电池也为一个集组，额定电压采用384V。车上设置有充电功能，还可设置互充功能，当不方便充电时，由H型电池集组或B型电池集组为非通用动力电池集组充电补充电能。不同电压集组供电和多集组联合供电方法参见本发明后续说明。
快换型通用动力电池系统实施例在乘用车上的应用实施例三：见图28，为D型机械快换底置型通用动力电池安装于乘用车的结构示意图，乘用车的尺寸也与应用实施例一中相同，本例中还设置有非通用动力电池23，非通用动力电池23的结构与电池架合一，D型电池的电池舱设置在非通用动力电池23上。D型电池和非通用动力电池23各为一个集组，额定电压都为384V。
本应用实施例中，D型电池为主要动力电池集组，设置有独立液态温控回路。非通用动力电池的储存容量小，单独供电负载能力可能较小，不适合快速行驶，但当D型电池电能用完，换电之前由非通用动力电池供电，车仍可行驶。两个集组可联合供电或分别为不同驱动桥的电机供电，方法参见本发明后续说明。车上设置有充电功能，还可设置互充功能，当不方便充电时，由D型电池为非通用动力电池充电补充电能。
上述三种应用实施例中，电池舱或电池架结构可与非通用动力电池分开。
快换型通用动力电池系统实施例在乘用车上的应用实施例四(无图示)：与应用实施例一的区别在于，乘用车的电池架上不设置非通用动力电池，12个H型小型快换型通用动力电池安装于电池架上。该车只采用一种动力电池：H型小型快换型通用动力电池。
快换型通用动力电池系统实施例在乘用车上的应用实施例五(无图示)：与应用实施例二的区别在于，乘用车的电池架上不设置非通用动力电池，仍安装有8个H型小型人工快换型通用动力电池和B型机械快换底置型通用动力电池，另4个H型电池仍安装于后备箱下。该车采用两种快换型通用动力电：H型小型快换型通用动力电池和B型机械快换底置型通用动力电池。
快换型通用动力电池系统实施例在乘用车上的应用实施例六(无图示)：与应用实施例三的区别在于，乘用车的电池架上不设置非通用动力电池，D型机械快换底置型通 用动力电池安装于乘用车的电池架上。该车只采用一种动力电池：D型机械快换底置型通用动力电池。
上面示出了乘用车应用快换型通用动力电池系统实施例中电池的多种实施例，快换型通用动力电池系统实施例中电池在乘用车中应用的全面状况如下：
H型小型快换型通用动力电池在乘用车中应用：相对于快换型通用动力电池系统实施例的应用实施例一、例二、例四、例五的状况，如有需要，各种乘用车上的H型电池的电池舱可更换位置设置，或车上设置更多的电池舱：例一、例四中前排座椅之下的车地板下(设计合理的打开电池舱盖结构)、四种例子中后排座椅的座位下均可设置电池舱，车的前舱有空间的可安装设置电池舱(设置于较安全的空间位置)，还可根据车身特点设置于其它位置，可应用创新的思路。由于小型快换型通用动力电池尺寸小、厚度薄，可布局的位置多，有多组接口可从不同方向安装。不同车型在相同的位置可用空间尺寸不同的，集中设置电池舱的数量可不同，灵活性大，各车型可按自身特点和采用动力电池储存容量的要求设置。小型乘用车相对耗电少(如微型车)，采用小型快换型通用动力电池可提供续航里程大，适用性好，其它新能源汽车需用动力电池储存容量较小的也适合采用，如各种混合动力汽车、燃料电池汽车等，采用小型快换型通用动力电池可方便维护和升级。
机械快换底置型通用动力电池(主型号：A、B、C、D)在乘用车中应用：以电力驱动为主的新能源乘用车，前后桥之间一般无传动装置，驱动桥的电机和减速器等结构也较紧凑，占用纵向尺寸较小。下面主要看悬架占用空间的状况：悬架可采用的类型较多，各有优缺点，一般各车型设计中综合考虑后确定采用类型。大多类型悬架占用纵向空间较小；有少量乘用车采用钢板弹簧悬架，如部分微型客车和轻型客车(不超过9座的为乘用车)的后桥采用钢板弹簧悬架，占用轮边位置的纵向尺寸略长；还有应用较少的悬架类型中有占用纵向空间较长的，如扭杆弹簧悬架，但在设计为新能源车型且需安装机械快换底置型通用动力电池储存容量较大的可以不选用这种结构，采用其它类型悬架。如果需要布局机械快换底置型通用动力电池数量较少不影响布局的仍可采用。
从车身横向看，纵梁、门框等车身结构需要空间，电池架(电池舱)结构也需要空间，有的还需为电缆、管路等部件留出必要的空间。纵向、横向留出必要空间后，中间集中部分可作为机械快换底置型通用动力电池的布局空间。现在大部分乘用车采用承载式或半承载式车身结构，因其车身结构件的设计有较大的灵活性，可设计出较大横向空 间。另外，非承载式结构的车身在乘用车中仍有应用，非承载式结构一般有两根连通车前后的纵向大梁，集中空间的横向尺寸相对较小。
以其它能源驱动为主的新能源乘用车，前后桥之间的底部空间可能会被相关部件占用一部分，可根据空间条件和设计需要确定是否采用机械快换底置型通用动力电池，及布局的型号和数量。
下面按两类车身结构类型来说明空间的布局，先看采用承载式或半承载式结构车身的新能源乘用车布局：因其车身结构件的设计有较大的灵活性，可设计出集中的布局空间，电池舱主要安装在车身中部主要纵梁之间，因车身强度和安装其它部件等需要，主要纵梁之间一般也有截面高度较小的横梁连接，横梁位于电池舱上方并有一定距离(中间可通过电缆、管路等必要部件)。
汽车轴距是确定纵向空间的最主要参数(也是各车型尺寸最主要差异点)，而同一轴距下横向可布局空间与车身宽度关联最大，其它影响因素是：轮胎外径(包括其活动空间)、悬架结构尺寸等。
集中安装空间从平面角度看可布排选定机械快换底置型通用动力电池的，由于A、B、C、D型电池为扁平状，厚度较小，又设置有接口凹陷结构，除少量特种车外，一般经合理设计电池舱后都可安装。
图49为A、B、C、D四种型号电池去除安装边后主体的平面图。
选用四种尺寸的新能源乘用车，按尺寸从小到大分别为：①、②、③、④，图50为四种尺寸新能源乘用车的俯视示意图，其中中间实线框内为新能源乘用车结构上可安装机械快换底置型通用动力电池主体的集中区域。图中标注了车的轴距、集中区域中的最主要区域的纵向和横向尺寸，实线框中纵向超出最主要区域的部分因选用的悬架、电机、变速器等部件的结构尺寸不同有较大差异，具体各车型可按自身特点布局时利用。
四种尺寸新能源乘用车的对应主要尺寸分别是(同样轴距下，如采用钢板悬架，集中区域中的最主要区域的纵向尺寸可能略小于下述数据)：
①：轴距1765mm，最主要安装区域的纵向尺寸800mm、横向尺寸950mm；
②：轴距2440mm，最主要安装区域的纵向尺寸1350mm、横向尺寸1040mm；
③：轴距2700mm，最主要安装区域的纵向尺寸1580mm、横向尺寸1140mm；
④：轴距2920mm，最主要安装区域的纵向尺寸1780mm、横向尺寸1200mm；
图51为四种尺寸新能源乘用车可布排机械快换底置型通用动力电池的型号与数量， 布排了多个机械快换底置型通用动力电池的，在电池之间留出了电池舱结构所需的空间。实际布排电池安装的位置、方向在可容下的情况下有多种方式。图52显示了上述①和②车的不同布排方式，另外还可有多种变化。③和④车的布排变化可类推。
从图中可见尺寸越大的车型可选择机械快换底置型通用动力电池的型号及其组合相应越多。由于车型繁多，主要相关尺寸各不相同，例子选择了所有乘用车中尺寸从小到大较典型的四档，其它各车型主要安装区域的纵向、横向尺寸中一个或两个都大于例子中对应尺寸的，存在选用更多或更大的机械快换底置型通用动力电池的可能，具体看实际尺寸和各型号机械快换底置型通用动力电池尺寸的对应。
再看采用非承载式结构车身的新能源乘用车布局：非承载式结构的车身在乘用车中仍有应用，如一部份越野车、SUV、微型客车和轻型客车(不超过9座的为乘用车)。非承载式结构一般有两根连通车前后的纵向大梁，大梁之间也用横梁连接(部分横梁截面高度小于纵向大梁截面高度)。因此非承载式结构车身未经特别处理，一般可布局机械快换底置型通用动力电池的集中空间相对狭窄。可采用下面几种方式应对：a.重新设计大梁，大梁中间部分用弯折结构向两侧外移，扩展中间集中布置机械快换底置型通用动力电池的空间，这种变化后，集中可布排区域类似于上述承载式或半承载式结构车身的新能源乘用车；b.选用相对小型号的机械快换底置型通用动力电池，前后桥上的其它部件在布局时尽量分别偏向前和向后，增加大梁中间可布局电池空间的长度，增加布置机械快换底置型通用动力电池的数量；c.如果大梁下面空间足够(或车身经设计调整后)，可在大梁下装电池架，装电池架后的集中可布排区域也类似于上述承载式或半承载式结构车身的新能源乘用车。
商用车中的皮卡，大多也是非承载式结构的车身，情况与上述非承载式结构车身的乘用车相似，也先在此一起说明。
图53为非承载式结构车身的乘用车、皮卡用上述b方式布排机械快换底置型通用动力电池的示意图。对于布置机械快换底置型通用动力电池的型号和数量一般也有多种选择。
附图54为非承载式结构车身的乘用车、皮卡用上述c方式布排机械快换底置型通用动力电池的示意图。按此方法布局，与上述承载式或半承载式结构车身上布局相似，布置机械快换底置型通用动力电池的型号和数量一般有多种选择。
从上述布排图可见：大多数新能源乘用车车型都有对机械快换底置型通用动力电池 从小到大(或多)的多种选择。选用电池量大的，适用于以机械快换底置型通用动力电池供电为主、设计纯电续航里程长的车型(电池能量密度相对不足状况下更适用这样布局)。选用电池量小的，可用于下述状况：同时安装有其它类型动力电池(小型快换型通用动力电池、非通用动力电池)或同时有其它能源驱动需用动力电池储存容量相对较少的新能源乘用车，设计续航里程小的新能源乘用车也适用。将来如动力电池能量密度大幅提升，同样储存容量电池体积减少，也可减少布局机械快换底置型通用动力电池的尺寸。
选用两块机械快换底置型通用动力电池的可组成一个集组使用，也可各成一个集组。各成一个集组使用时可轮换用电，这种配置无论动力电池能量密度大小都适合采用，且换电时机充分，在纯电动汽车、太阳能电动汽车(太阳能发电不能支持长途连续行驶的情况下)等类型的新能源乘用车上可有较好的应用。
选用大小适中的机械快换底置型通用动力电池，还可与新能源汽车中的燃料电池汽车有较好的搭配：燃料电池汽车可按需任意切换以加注燃料为主或以换电为主的行程。
从上面布排情况可看到，快换型通用动力电池系统实施例中A、B、C、D四个主型号机械快换底置型通用动力电池可对应绝大多数的新能源乘用车的需要(个别特种车除外，如某些赛车要求车身特别低，地板下空间高度过小容不下机械快换底置型通用动力电池)，并按需配置，满足里程需要。略有不足之处：微型电动车特别是上述图中①的类型(①的类型一般是单排双座型)可选用的机械快换底置型通用动力电池配置方式少，但微型电动车动力电池配置数量少，较适合配置小型快换型通用动力电池，因此仍具有配置的灵活性。
按A、B、C、D四个主型号机械快换底置型通用动力电池的储存容量(系统体积能量密度为400w/L时)，结合当前新能源乘用车各型号单位里程电耗(与车子大小、车重等因素有关、还与电控和电机的技术性能有关)数据测算，在设计为纯电动汽车时，安装可布排的最大尺寸的电池，一次换电带来的综合续航里程，双座型微型电动车、非承载式车架越野车等可配置量相对偏少的车型可达到200公里以上，其它车型基本可达到270～400公里。如果系统能量密度实际大于或小于400w/L，可带来的综合续航里程在上述测算数据基础上相应按比例增减。
对于有多个集组动力电池的新能源乘用车，可以按需采用组合供电和分路径供电的方法，也可配置联合充电设置提高充电效率，方法参见本发明后续说明，还可配置互充 功能，但都以适用为主。
总体上快换型通用动力电池系统实施例在新能源乘用车中可普遍性应用。
商用车中的货车：货车主要采用快换型通用动力电池系统实施例中的机械快换底置型通用动力电池(主型号：A、B、C、D)和机械快换侧置型通用动力电池(主型号E)，小型快换型通用动力电池(主型号H)也可采用。
H型小型快换型通用动力电池在货车中应用：H型小型快换型通用动力电池尺寸小，单体储存容量小，在货车中应用机会相对较小，可在小型货车如微型货车中应用，或在需用动力电池数量较少的新能源货车上应用。由于其体积小，易于在车内适当位置布置，设计安装对应的电池舱、电池舱盖等，提供合适环境(周边可能需要控温)就可应用。
机械快换型通用动力电池(主型号：A、B、C、D、E)在货车中应用：
新能源货车安装机械快换型通用动力电池的位置一般需避开：车桥、驱动电机、变速机构、悬架、轮胎等。与上述新能源乘用车中相似，占用纵向空间较长的悬架类型，在设计为新能源车型时可以不选用，但如果需要布局机械快换型通用动力电池数量较少不影响布局的仍可采用。在货车中仍有普遍应用的钢板悬架则在考虑之中。另外，新能源货车上驱动电机和变速机构占用的纵向空间可能相对较多(与功率大小相关，一般为车桥的一个方向占用较多，还与采用结构有关，比如采用轮毂电机驱动则对纵向空间无直接影响)，但一般不影响大梁外侧的空间。对于结构或安装位置有较大灵活性的其它部件，可为机械快换型通用动力电池的布局让开空间，重新规划结构或安装位置。
新能源货车主要采用非承载式结构车身，也有采用承载式或半承载式(如某些微型货车)结构车身的，但其在同类车中可布局空间条件基本相似。下面例子以非承载式结构车身为主，对其它车身结构不另作说明。
图48示出了机械快换型通用动力电池(主型号：A、B、C、D、E)在货车中的应用实施例，其中：
图48中的图a为微型卡车，安装了1个C型机械快换底置型通用动力电池，电压可采用192V,也可采用384V。该微型卡车车身长、宽、高分别是4850mm、1600mm、2100mm，轴距2600mm。
图48中的图b为轻型卡车，安装了2个B型机械快换底置型通用动力电池，B型电池电压采用192V，也可采用384V，2个B型电池串联成集组，电压384V或768V。该轻型卡车车身长、宽、高分别是5980mm、2050mm、2360mm，轴距3360mm。
图48中的图c也为轻型卡车(厢式)，安装了4个E型机械快换侧置型通用动力电池,E型电池电压采用96V,也可采用192V，4个E型电池串联成集组，电压384V或768V。该轻型卡车车身长、宽、高分别是5980mm、2050mm、2900mm，轴距3360mm，与图48中的图b相同，区别在车厢为厢式。
图48中的图d为半挂牵引车(重型卡车)，安装了6个E型机械快换侧置型通用动力电池，E型电池电压采用192V,6个E型电池串联成集组，电压1152V。该牵引车车身长、宽、高分别是6920mm、2500mm、3000mm，轴距3300+1350mm。
图48中的图e为半挂车，安装了12个E型机械快换侧置型通用动力电池，E型电池电压采用96V,12个E型电池串联成集组，电压1152V。该半挂车车身长、宽、高分别是12200mm、2480mm、1580mm。
货车种类繁多，需要全面说明：从货车应用来看，普通运输车占比最大，包括：皮卡、微型卡车、轻型卡车、中型卡车(无图示)、重型卡车中的常规载货车(无图示)。货厢形式有多种，基本不影响动力电池安装。
占比其次的货车类型有：专用车中的各种挂车、自卸车、混凝土搅拌车等。挂车有：全挂车、半挂车及半挂牵引车(重型卡车)、中置轴挂车等。
其它货车类型占比较小，如专用车中的道路洗扫车、消防车、汽车吊、矿用车、工程作业车等。还有多种特殊专用车。总体上品种多，但占比小。
先看普通运输车：皮卡在上面新能源乘用车中已有说明。
微型卡车车身较低，采用非承载式车身结构和采用承载式、半承载式车身结构的都适合采用机械快换底置型通用动力电池，与新能源乘用车类似。
轻型卡车、中型卡车、重型卡车中的常规载货车，总体规律是吨位大则车身尺寸也相应大、长度长，可配置更多或更大的机械快换型通用动力电池以配合续航里程需要。
布局上两类机械快换型通用动力电池都可配置，从图例看，一般情况下，相同尺寸的车型，分别在主梁以下布局机械快换底置型通用动力电池或在主梁外侧布局机械快换侧置型通用动力电池的，主梁外侧布局机械快换侧置型通用动力电池一般可获得更大的电池储存容量，参见附图48中的图b和图48中的图c，两款轻型卡车的车身尺寸相同，前者布局两个B型机械快换底置型通用动力电池，后者布局四个E型机械快换侧置型通用动力电池。在同样电池系统体积能量密度(400w/L)下前者总电池储存容量是76.8kwh，后者的总电池储存容量是122.8kwh。但如果某些侧面空间被其它装置占用，则不 一定有此特点。
也可同时配置两类机械快换型通用动力电池，有两种方式：a.两侧布局E型机械快换侧置型通用动力电池后，主梁以下、机械快换侧置型通用动力电池电池舱内侧，布局机械快换底置型通用动力电池，但可布局空间相对较窄；b.两侧布局E型机械快换侧置型通用动力电池后，在主梁及机械快换侧置型通用动力电池电池舱以下布局机械快换底置型通用动力电池，可布局空间相对较宽。前一种布局适合车身高度不高的车型，后一种需要较高车身但可获得较大的电池储存容量。另外，机械快换底置型通用动力电池上方、机械快换侧置型通用动力电池电池舱内侧空间还可布局非通用动力电池。但为简化设计、制造及换电方便，建议新能源货车采用一种类型机械快换型通用动力电池或采用一种类型机械快换型通用动力电池和非通用动力电池结合的设计，确有必要时，可同时配置两类机械快换型通用动力电池，也可再与非通用动力电池结合。
上述轻型卡车中尺寸较小、车身较低的，装E型机械快换侧置型通用动力电池可能导致离地间隙过小，如需安装可通过适当设计调整，如适当提高货厢底面的高度。
再看专用车中的各种挂车、自卸车、混凝土搅拌车：挂车中有全挂车、半挂车、中置轴挂车，其中半挂车品种较多：集装箱式半挂车、栏板式半挂车、仓栅式半挂车、厢式半挂车、平板式半挂车、罐式半挂车、低平板半挂车、轿运车等。挂车大多有较多可布局机械快换型通用动力电池的空间：全挂车在纵向轮胎之间；半挂车在与牵引车的交叉位置之后、后部轮胎之前；中置轴挂车在中置轮胎前后。可布置在主梁以下和主梁外侧车厢以下位置。布局后可通过换电给牵引车连同挂车的整体行驶带来较大续航里程。其中只有个别类型因车身低不能布局机械快换侧置型通用动力电池，如双层的轿运车(运输轿车)，但可布局机械快换底置型通用动力电池，一次换电带来的续航里程相对较小。
半挂牵引车的车身相对较短，对应吨位可布局机械快换型通用动力电池的量相对较少，但其单独行驶为轻载，续航里程仍较大。当牵引半挂车时可利用对应半挂车上配置的机械快换型通用动力电池，因此一次换电带来的续航里程主要看半挂车配置机械快换型通用动力电池的状况。
自卸车、混凝土搅拌车的车身特征与上述半挂牵引车(重型)比较接近，吨位大但车身相对较短，对应吨位可布局机械快换型通用动力电池的量相对较少，一次换电带来的续航里程也相对较小，可与非通用动力电池结合使用，适用于区域运输。如需连续长 途行驶，也可通过多次换电完成行程。如将来电池能量密度有较大提升，可提高一次换电带来的续航里程。
上述类型的专用货车都可同时配置非通用动力电池，确有必要且可行时，还可同时配置两类机械快换型通用动力电池，也可再与非通用动力电池结合。
其它占比较小的各种专用车中，多数车型专用设备在大梁之上，其纵向轮胎之间的车底和侧面有正常的布局机械快换型通用动力电池的空间。也有不适合布置机械快换型通用动力电池的车型：如部分道路洗扫车，前后轮胎之间的内外侧都安装有洗扫装置；如特大型矿用车，因吨位大，布局常规的机械快换型通用动力电池需要的数量太大，不容易布局或更换；如特重型平板车纵向轮胎多间距小，无法布局机械快换型通用动力电池。可能还有其它类型，但总体占比很小。
综合以上情况，货车类型中，除少数专用车较难配置机械快换型通用动力电池外，其它车型都可配置。按各主型号机械快换型通用动力电池的储存容量(系统体积能量密度为400w/L时)，结合当前新能源货车各型号单位里程电耗(与车子大小、车重等因素有关、还与电控和电机的技术性能有关)数据测算，以上车型如配足机械快换型通用动力电池(按配置一种机械快换型通用动力电池测算)，一次换电带来的综合续航里程基本可达：普通运输车200～350公里；大多数半挂车与牵引车结合后200～350公里或更长，其中相对配置较小的如轿运车150公里以上；自卸车，混凝土搅拌车等重型车在100公里以上。如果同时配置两种类型机械快换型通用动力电池，一次换电带来的综合续航里程还可提升。如果系统体积能量密度实际大于或小于400w/L，一次换电可带来的综合续航里程在上述测算数据基础上相应按比例增减。
上述不适合布置机械快换型通用动力电池的专用货车中部分车型在从燃油类车型转向新能源车型时，通过适当调整后也可正常采用机械快换型通用动力电池，如道路洗扫车可主要采用洗扫设备配置在车前车后(前悬后悬)位置的类型，纵向轮胎之间可正常布局机械快换型通用动力电池。其它各种车型的调整方式应按车型特点针对性设计。
采用其它新能源类型的货车应用快换型通用动力电池系统实施例中电池的，一般会配置相对较少的动力电池，情况与前面新能源乘用车相似，也可有较好的搭配，如：燃料电池与机械快换型通用动力电池的结合，在新能源货车上也可有灵活、实用的应用。
对于有多个集组动力电池的新能源货车，可以按需采用组合供电和分路径供电的方法，也可配置联合充电设置提高充电效率，方法参见本发明后续说明，还可配置互充功 能，但都以适用为主。
总体上快换型通用动力电池系统实施例在新能源货车中可普遍性应用。其中E型机械快换侧置型通用动力电池在新能源货车应用占比大，由于采用两组接口结构，在重型卡车等大型车中用电池长度方向从车侧向装入电池舱，在轻型卡车等小型车中用电池宽度方向从车侧向装入电池舱，都可合理利用车上空间，用一种主型号电池解决所有车型侧向安装电池的需求(两种安装中，电池装入并固定后，可关上电池舱门，电池外侧与电池舱门还留有间距，车辆如受意外撞击时不易撞击到电池，可增加安全性)，快换型通用动力电池系统的主型号数量得到有效控制，因此系统的通用性强。
商用车中的客车：客车主要采用快换型通用动力电池系统实施例中的机械快换底置型通用动力电池(主型号：A、B、C、D)，较大型的客车上也可采用机械快换侧置型通用动力电池(主型号E)。小型快换型通用动力电池(主型号H)也可采用。
H型小型快换型通用动力电池在客车中应用：微型客车属乘用车，已归属说明。其它客车相对尺寸重量较大，由于H型小型快换型通用动力电池尺寸小，单体储存容量小，在其它客车中应用机会也较小。确有需要也可采用，在客车中可布局位置很多，参见乘用车、货车中说明。
机械快换型通用动力电池(主型号：A、B、C、D、E)在客车中应用：
新能源客车安装机械快换型通用动力电池的位置一般需避开：车桥、驱动电机、变速机构、悬架、轮胎等。与上述新能源乘用车中相似，占用纵向空间较长的悬架类型，在设计为新能源车型时可以不选用，但如果需要布局机械快换型通用动力电池数量较少不影响布局的仍可采用。在客车中仍有普遍应用的钢板悬架则在考虑之中。另外，新能源客车上驱动电机和变速机构占用的纵向空间可能相对较多(与功率大小相关，一般为车桥的一个方向占用较多，还与采用结构有关，比如采用轮毂电机驱动则对纵向空间无直接影响)。对于结构或安装位置有较大灵活性的其它部件，可为机械快换型通用动力电池的布局让开空间，重新规划结构或安装位置。
非承载式、半承载式、承载式结构车身在客车中都有应用(有较多中大型客车车型采用全承载整体式骨架结构)。由于新能源客车相对底盘较高，除要避开上述部件外，各种车身都可在车底设计配置机械快换底置型通用动力电池的电池架(电池舱)。车内地板较高或局部较高的车型，相应位置除避开必要部件外可合理配置机械快换侧置型通用动力电池的电池舱。
图55示出了机械快换型通用动力电池(主型号：A、B、C、D、E)在客车中的应用实施例(采用简化图，不表示车身结构)，其中：
图55的图a为轻型客车，安装了2个C型机械快换底置型通用动力电池，C型电池电压采用192V,也可采用384V，2个C型电池串联成集组，电压384V或768V。该轻型客车车身长、宽、高分别是6000mm、2080mm、2520mm，轴距3800mm。
图55的图b为中型客车，安装了4个B型机械快换底置型通用动力电池，B型电池电压采用192V,4个B型电池串联成集组，电压768V。该中型客车车身长、宽、高分别是8720mm、2380mm、3340mm，轴距4000mm。
图55的图c为大型客车，安装了3个D型机械快换底置型通用动力电池和8个E型机械快换侧置型通用动力电池，D型电池电压384V，3个B型电池串联成集组，电压1152V，E型电池电压采用96V,8个E型电池串联成集组，电压768V。该大型客车车身长、宽、高分别是12060mm、2560mm、3380mm，轴距5800mm。该车型电池布局时，如需要两个通用动力电池集组电压相同，有两种调整方法：a.D型电池减为两个，两个集组电压都是768V；b.E型电池减为6个，电压采用192V,两个集组电压都是1152V。
中型客车、大型客车中有些车型车内地板位置较高或车内部分区域地板位置较高(如车后部地板位置逐级提高)，地板以下可布局E型机械快换侧置型通用动力电池(有其它必要部件的应留出位置)，对应车底位置仍可布局机械快换底置型通用动力电池，车内地板位置较低的客车则以布局机械快换底置型通用动力电池为主，具体布局可结合车身结构确定。
采用机械快换型通用动力电池的新能源客车仍可同时布局非通用动力电池。
综合以上客车情况，按各主型号机械快换型通用动力电池的储存容量(系统体积能量密度为400w/L时)，结合当前新能源客车各型号单位里程电耗(与车子大小、车重等因素有关、还与电控和电机的技术性能有关)数据测算，以上车型如配足机械快换型通用动力电池(按配置一种机械快换型通用动力电池测算)，一次换电带来的综合续航里程基本可达200公里以上，如在较易布局两种类型机械快换型通用动力电池的中、大型新能源客车中布局两种类型的机械快换型通用动力电池，一次换电带来的综合续航里程可达到350～500公里。如果系统体积能量密度实际大于或小于400w/L，一次换电可带来的综合续航里程在上述测算数据基础上相应按比例增减。
可能存在某些专用客车，布局机械快换型通用动力电池的空间被其它部件占用或部 分占用。
采用其它新能源类型的客车应用快换型通用动力电池系统实施例中电池的，一般会配置相对较少的动力电池，情况与前面新能源乘用车相似，也可有较好的搭配，如燃料电池与机械快换型通用动力电池的结合，在新能源客车上也可有灵活、实用的应用。
对于有多个集组动力电池的新能源客车，可以按需采用组合供电和分路径供电的方法，也可配置联合充电设置提高充电效率，方法参见本发明后续说明，还可配置互充功能，但都以适用为主。
总体上快换型通用动力电池系统实施例在新能源客车中可普遍性应用。
从上述说明中可见，快换型通用动力电池系统实施例在乘用车、货车、客车中可普遍性应用。
快换型通用动力电池系统实施例在其它新能源车辆中应用：
低速电动汽车(又称低速电动车)一般为小型车，适合采用H型小型快换型通用动力电池，也可采用A型机械快换底置型通用动力电池。
电动车(两轮、三轮等)可采用H型小型快换型通用动力电池。
快换型通用动力电池系统实施例的电池在车辆中应用，当用多个快换型通用动力电池组成集组时，主要采用串联成组方式，电池数量多的可分多个集组。也可有并联，有并联情况下要防止状态不同的情况下装入后出现大电流环流，要加入对应的配置，如：设置均衡线路，在并联接通前经检测需要均衡的实施均衡；或在集组输出端安装防环流的部件如二极管。
快换型通用动力电池系统实施例的增减调整：
确有必要时可对系统实施例中的主型号进行调整，下述调整方案为备用方案，在实施前或实施初期，确有必要可进行调整，已实施并推行之后，不应轻易去除已推行的型号。
(1)去除实施例中D型机械快换底置型通用动力电池，前提是：在机械快换型通用动力电池推出过程中，相应动力电池的能量密度提升较快，各车型原可布局D型电池的空间，可布局其它型号相对小型的机械快换底置型通用动力电池，虽可能降低空间利用率，但因动力电池的能量密度提升消除了影响。减少实施例中电池型号，有利于提高通用性。
(2)增加一款厚型机械快换底置型通用动力电池，主型号T，见图56，用于较大 车型的新能源汽车，可安装于非承载式车身的主梁下，也可安装于承载式、半承载式车身的车底位置，T型电池不计安装边的尺寸长、宽、高分别为800mm、700mm、350mm，体积约195.5L，系统体积能量密度为400w/L时，电池储存容量为78.2kwh，设置单组快换接口，接口区域采用凹陷结构，设置有独立液态温控回路，对外热交换器位于电池下端(底面)，额定电压两档可切换：288V、576V。采用T型电池可增加大型车布局机械快换型通用动力电池的总体储存容量，提高一次换电带来的综合续航里程。上述半挂牵引车、自卸车等重型车，在两侧安装E型电池的基础上，在中间主梁下(两侧E型电池舱之间)安装1～2个T型电池可大幅提高总体储存容量。半挂车等在中间主梁下增加安装T型电池，换电可带来的续航里程也可进一步加大。
(3)推出一款更小型号的机械快换底置型通用动力电池，主型号S，见图57中的图b，S型电池不计安装边的尺寸长、宽、高分别为520mm、420mm、120mm，体积约25.5L，系统体积能量密度为400w/L时，电池储存容量为10.2kwh。设置单组快换接口，接口区域采用凹陷结构。温控方法：内用导热片与导热胶结合将热量传导到电池下端(底面)，电池底面设置半导体制冷(可反向制热)。电池额定电压为96V。微型车采用S型电池布局灵活，见图58中①型车(可布局1～3个)，S型电池也更适用于低速电动汽车、还可用于宽体的两轮、三轮电动车。快换型通用动力电池系统实施例采用S型电池有两种方式：增加到系统中，或取代A型电池.
快换型通用动力电池系统实施例的变更：
具有下述条件时，上述S型电池可取代原多款机械快换底置型通用动力电池：a.独立液态温控回路的元件小型化成熟，适合在S型电池上采用，或因技术发展S型电池不需要采用液态温控也可做到适合在各种条件下使用；b.换电装备的技术提升，换装效率高(如：一套换电装备有多个换电部可同时拆换多个电池，各换电部可自动调整位置和转动定向，且移出和取用电池的速度快)；c.动力电池电芯的能量密度继续提升，因采用的电池尺寸小，结构和其它部件占用汽车空间比例会上升，拉低系统能量密度。
原来适合布局各型号机械快换底置型通用动力电池的车型，都可用布局S型电池替代，但安装电池数量增加。替代后，新车型不再选用其它型号机械快换底置型通用动力电池，系统变更。S型电池在上述①、②、③、④四种乘用车中的布局例见图58。
变更后的快换型通用动力电池系统实施例见图57，共3个主型号，如图57中的图c和图57中的图a分别为E型和H型。如前述T型电池被采用，则共为4个主型号。系 统中主型号减少，通用性更强。
从上述快换型通用动力电池系统实施例及应用说明可见，快换型通用动力电池系统，其电池本体的主要外形和安装尺寸包括接口位置及主要尺寸相同可安装于同一种电池舱或其它用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的动力电池的主型号不超过8种。快换型通用动力电池系统，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
采用快换型通用动力电池系统，可形成由个位数主型号的动力电池满足大多数车型所需，从而普及换电应用的局面。以此为基础可广泛分布换电点，实现新能源汽车的通用换电。
快换型通用动力电池系统，当电池技术或快换型通用动力电池设计方式有重大进步时，可设计新的系统逐步替代原有的系统。
一种采用快换型通用动力电池的车，车体设置有与电池本体对应的快换接口。车包括有驱动力的汽车，也包括无驱动力的汽车，如挂车、半挂车等。
有动力的汽车中可拖挂其它汽车的作为驱动主车，被拖挂的车(可以有动力也可以无动力)作为从车。驱动主车采用快换型通用动力电池的一种方式是采用从车上安装的快换型通用动力电池为驱动主车供电。
驱动主车采用从车上安装的快换型通用动力电池供电的实施一：见图29，图中示出了一辆集装箱卡车的结构图，该车由半挂牵引车28、半挂车29、集装箱30组成，其中半挂牵引车28为驱动主车与图48中的图d相同，半挂车29为从车与图48的图e相同，驱动主车和从车分别设置有快换型通用动力电池集组。由于驱动主车具备动力电池，因此驱动主车可以独立使用，从车设置有动力电池，通过电缆和连接接头与驱动主车上快换接口连接为驱动主车供电，可以大大增加车子的续航里程。驱动主车可与不同的带有快换型通用动力电池的从车(半挂车)连接使用。实际应用，全行业可统一相关标准，以便各种半挂牵引车与各种半挂车互配。
驱动主车采用从车上安装的快换型通用动力电池供电的实施二(无图示)：驱动主车带动动力电池挂车，动力电池挂车无动力，主体由动力电池组成，设置有车架(可与电池架或电池壳体结合)、车轮，作为从车通过电缆和连接接头与驱动主车上快换接口连接，专用于为驱动主车供电，增加续航里程。动力电池挂车设置有独立液态温控回路，也可有多种可选电压，电池挂车本身同时是一种特殊的快换型通用动力电池(不包含在 前面快换型通用动力电池系统中)，可以有多种型号。驱动主车上可安装有快换型通用动力电池，也可只安装非通用动力电池，或不安装动力电池。
上述实施例表明，有驱动力的主车，可连接并更换从车，可由从车采用的快换型通用动力电池为主车供电，主车带动从车。采用上述方法，可大大增加拖挂型新能源汽车的续航里程，还可由电池挂车为新能源汽车提供电能，增加汽车的续航里程。
采用动力电池的新能源汽车，车辆控制系统控制动力电池的电能输出(供电)、车辆驱动、动力电池充电等，并与动力电池的管理系统联合管理动力电池。
图30为实施例一：一辆纯电动汽车的车辆控制系统的结构示意图，车辆控制系统包括中央控制单元，中央控制单元接收加速踏板、制动踏板和档位杆的信号，中央控制单元还与驾驶室显示操纵台、能源管理系统和驱动控制单元有双向控制信号流通，驾驶室显示操纵台、能源管理系统也有双向控制信号流通，能源控制系统还与动力电池和充电控制单元有双向控制信号流通，动力电池和驱动控制单元有双向能量传递，充电控制单元控制对动力电池进行充电，驱动控制单元连接有驱动电机，驱动电机连接机械传动装置，机械传动装置的两侧设置有车轮。动力电池还连接有辅助动力源，辅助动力源连接有动力转向系统，动力转向系统连接方向盘，辅助动力源还连接有空调、照明灯辅助装置。
图31为实施例二：一辆纯电动汽车的车辆控制系统的局部结构示意图，车辆控制系统与实施例一相比，主要区别在动力电池由多个独立的动力电池集组替代(图30中的动力电池即为一个集组)。
实施例一、实施例二为纯电动汽车的车辆控制系统，其它类型新能源汽车在动力电池供电、驱动控制和充电控制上原理相似。
新能源汽车布局有快换型通用动力电池的，可在其它位置布局其它动力电池包括非通用动力电池，提高总体续航里程，因此车上有多个动力电池集组。一般车辆行驶中快换型通用动力电池电量用完与周边是否有充换电点时机上难以一致，安装有多个动力电池集组的，一组电池用完，可由另外的动力电池集组供电，到充换电点时再进行充换电。驱动主车与从车上都有动力电池集组的，组合使用时两个车上的动力电池电量都可使用。以上状况下车辆都同时有多个动力电池集组。当一辆新能源汽车安装的快换型通用动力电池数量较多不适合组合成一个动力电池集组使用时，可分成多个动力电池集组使用，车辆也同时有多个动力电池集组。
配电控制单元控制两个或两个以上独立的动力电池集组联合供电。
有多个动力电池集组的新能源汽车，可切换由不同的动力电池集组供电，但一个动力电池集组的负载能力相对较小，特别是该集组的储存容量相对较小时，因此会影响车辆的动力性能(而且这种情况下电池放电倍率大，动力电池的放电倍率影响动力电池的性能，一般放电倍率大时，动力电池能输出的有效电能下降，且经常大倍率放电会对动力电池造成明显损害)。或符合要求情况下暂时由多集组动力电池并联供电，但因集组之间状态不同，大多数情况下不适合并联(状态不同的情况下，如果在集组输出端安装有防环流的元件如二极管，虽可并联，但常不能形成有效的共同输出)。通过配电控制单元控制两个或两个以上独立的动力电池集组联合供电，则联合供电时整体负载能力大于单集组供电，联合供电时供电电池的放电倍率下降，可有效解决或减轻上述问题。
还可根据需要在多集组动力电池联合供电与单集组动力电池供电之间进行切换，或在不同联合供电组合之间进行切换。当车辆小功率使用如低速行驶时采用单集组动力电池供电，当车辆大功率使用如高速行驶或爬坡时采用多集组动力电池联合供电。或多集组动力电池联合供电时控制各集组提供不同占比的供电量。还可根据车辆使用情况、确定优先用电的集组，优先用电的集组先用完电量安排换电或充电。切换还可以是切换联合供电动力电池集组的数量，在集组数量少的联合供电与集组数量多的联合供电之间进行切换。通过上述切换可在车的行程中按照充换电条件合理安排各集组的用电计划，控制各集组耗电顺序的变化，并同时满足车的供电需要。
上述动力电池集组可以都安装在本车上，也可都安装在由驱动主车带动的从车上，或分别安装在驱动主车和从车上。
联合供电主要指供车驱动的主供电，车上辅助供电可以在联合供电中取电，也可在联合供电前取电(可从单个集组取电)，在本发明中不作区分和说明。
联合供电方式一：一种配电控制单元，包括多输入DC-DC变换器或DC-AC变换器，两个或两个以上动力电池集组通过该多输入DC-DC变换器或DC-AC变换器联合供电。实施例如图32中的图a～图c所示，其结构包括双输入的DC-DC变换器，将动力电池集组二连接到相对应的DC-DC变换器的一个输入端，DC-DC变换器的另一输入端连接有单刀双掷开关，当单刀双掷开关处于状态一时，如图32中的图a所示，动力电池集组一连接到DC-DC变换器的另一输入端；当单刀双掷开关处于状态二时，如图32中的图b所示，DC-DC变换器的另一输入端无输入；当单刀双掷开关处于状态三时，如图32中的 图c所示，动力电池集组二同时连接到DC-DC变换器的另一输入端。单刀双掷开关可以是控制下的继电器或接触器的触点。
上述如图32中的图a所示情况下即可实现动力电池集组一与动力电池集组二的联合供电。如图32中的图b所示或如图32中的图c所示情况下由动力电池集组二单集组供电，其中如图32中的c所示情况下双输入DC-DC变换器的两个输入端都由动力电池集组二供电，如图32中的图b所示情况下双输入DC-DC变换器的一个输入端由动力电池集组二供电，另一输入端无输入，可以根据双输入DC-DC变换器的特性，只用其中一种方式。
上述实施例表明，配电控制系统包括多输入DC-DC变换器或DC-AC变换器，多输入DC-DC变换器或DC-AC变换器连接有两个或两个以上动力电池集组，两个或两个以上动力电池集组通过该多输入DC-DC变换器或DC-AC变换器可实现联合供电。
本实施例电路经过变更，还可变换出动力电池集组二断开连接，动力电池集组一与DC-DC变换器输入端连接(连接一个或同时连接两个输入端)的状态，实现动力电池集组一单集组供电。配电控制单元可以控制由动力电池集组一或动力电池集组二单集组供电，也可控制由动力电池集组一与动力电池集组二联合供电，根据需要切换。
如果需要动力电池集组一优先用电，在动力电池集组一单集组供电和联合供电之间切换，如果需要动力电池集组二优先用电，则在动力电池集组二单集组供电和联合供电之间切换，以此可控制各集组耗电顺序的变化。
采用本联合供电方式，汽车驱动电机采用交流电机的，可采用多输入DC-AC变换器，即所用的逆变器采用多输入逆变器，因此车上采用联合供电需增加的部件较少。例如DC-AC变换器(逆变器)可采用串联型逆变器，输入端可连接多个动力电池集组实现联合供电，也可通过电路变换切换到单集组供电，方法参考上述多输入DC-DC变换器的切换方式。
多输入DC-DC变换器或DC-AC变换器的输入端数量根据动力电池集组数量确定，可有效实现多个动力电池集组联合供电。
联合供电方式二：一种配电控制单元，可通过将两个或两个以上动力电池集组切换成串联状态并实施联合供电。实施例如图33～35所示，配电控制单元包括配电装置。图33中，动力电池集组一和动力电池集组二通过继电器串联后连接到配电装置，配电装置通过内部连接将其连通到输出端，实现动力电池集组一与动力电池集组二联合供 电。图34中，动力电池集组一通过继电器连接到配电装置，配电装置通过内部连接将其连通到输出端，动力电池集组二处于断开状态，动力电池集组一单独供电。图35中，动力电池集组二通过继电器连接到配电装置，配电装置通过内部连接将其连通到输出端，动力电池集组一处于断开状态，动力电池集组二单独供电。根据需要可切换由动力电池集组一、动力电池集组二、或动力电池集组一与动力电池集组二联合供电。
上述实施例表明，配电控制单元可通过将两个或两个以上动力电池集组切换成串联状态并实施联合供电。并可通过对联合供电与单集组供电之间的切换，控制各集组耗电顺序的变化。
动力电池集组一与动力电池集组二电压相当情况下，动力电池集组一与动力电池集组二串联后电压翻倍，即上述切换输出有两种电压，且电压差异大，如果对后面的供电电压范围不能为宽电压，可在配电装置内设置DC-DC变换器，其中一种电压经由DC-DC变换器变换到与另一种电压相当后输出，则上述三种情况下输出电压相当。如果上述动力电池集组一、动力电池集组二单集组输出前分别经由同一个DC-DC变换器，两个集组串联输出不需经过DC-DC变换器，由于单集组输出功率相对较小，采用的DC-DC变换器功率也相对较小，体积重量和成本都小，有利于车辆采用动力电池集组联合供电方式。
联合供电方式三：一种配电控制单元，可将第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出并与第二动力电池集组并联实施联合供电。实施例如图36～38所示，配电控制单元包括DC-DC变换器，图36中，动力电池集组一为第一动力电池集组，动力电池集组二为第二动力电池集组，动力电池集组一通过继电器与DC-DC变换器输入端相连并通过DC-DC变换器输出，动力电池集组二通过继电器后与DC-DC变换器输出端相连，实现动力电池集组一和动力电池集组二联合供电。图37中，动力电池集组一和DC-DC变换器联通，DC-DC变换器输出端与动力电池集组二断开，动力电池集组一单独输出。图38中，DC-DC变换器与动力电池集组一、动力电池集组二均断开，动力电池集组二单独输出。采用本实施例的方法，可以根据需要切换由动力电池集组一供电、动力电池集组二供电、或动力电池集组一与动力电池集组二联合供电。本实施例可实现两个不同电压的集组的联合输出。
如果上述动力电池集组一由两个动力电池集组的联合供电代替，也可实现3个动力电池集组的联合供电，比如两个动力电池集组的联合供电是由两个动力电池集组串联后供电。
第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出的电压高于第二动力电池集组的电压时，还可对第二动力电池集组充电。
上述实施例表明，配电控制单元可将第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出并与第二动力电池集组并联实施联合供电。并可通过对联合供电与单集组供电之间的切换，控制各集组耗电顺序的变化。
采用本联合供电方式，DC-DC变换器的输出电流设定后，可以较准确的预测第一动力电池集组或多个集组动力电池的联合供电的可供电时间，在车辆使用过程中较好的实现充换电计划。
上述三种联合供电方式都有多种变化，也可组合应用。不限于上述方法，还可采用其它不同的联合供电方式。
汽车上有多个驱动桥或采用轮毂电机的，行驶时有些情况下多个电机同时驱动，传统供电是由单个动力电池集组分供多个电机，当汽车上有多个动力电池集组时，配电控制单元可以控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对不同的驱动桥或不同车轮的驱动电机供电。
实施例见图39～42所示，动力电池集组一和动力电池集组二均通过配电控制单元对其输入的电能进行管理，并通过驱动控制单元将电能输送至汽车的前桥驱动电机和后桥驱动电机。如图39所示，当配电控制单元处于状态一时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制单元第一输入端连接的第一输出端所输出的电能送至前桥驱动电机、同时驱动控制单元将配电控制单元第二输入端连接的第二输出端所输出的电能输送至后桥驱动电机；如图40所示，当配电控制器处于状态二时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制单元第一输入端连接的第二输出端所输出的电能送至后桥驱动电机、同时驱动控制单元将配电控制单元第二输入端连接的第一输出端所输出的电能输送至前桥驱动电机；如图41所示，当配电控制单元处于状态三时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制器第一输入端连接的第一输出端所输出的电能送至前桥驱动电机、同时驱动控制单元将配电控制器第一输入端连接的第二输出端所输出的电能输送至后桥驱动电机，此时配电控制单元的第二输入端不与第一输出端、第二输出端连接；如图 42所示，当配电控制单元处于状态四时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制器第一输入端连接的第一输出端所输出的电能送至前桥驱动电机，此时配电控制单元的第二输入端不与第一输出端、第二输出端连接。
上述图39情况下，动力电池集组一、动力电池集组二分别为前桥驱动电机、后桥驱动电机供电；图41情况下，动力电池集组一单集组同时为前后桥驱动电机供电(与传统方法相似)；图42情况下，只有动力电池集组一为前桥驱动电机供电。车辆根据负载情况在图39、图41、图42之间切换，可以实现动力电池集组一优先供电的情况下保证车辆驱动的负载并保护电池不过快放电。
采用图40的方式，是对图39的供电路径的调换，即动力电池集组一、动力电池集组二分别为后桥驱动电机、前桥驱动电机供电，如果配电控制器采用另两种配电路径：动力电池集组二单集组同时为前后桥驱动电机供电、只有动力电池集组二为前桥驱动电机供电，则动力电池集组二成为优先供电集组。
上述实施例表明，配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，部件或部件组合为驱动桥或不同车轮的驱动电机，
控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对不同的驱动桥或不同车轮的驱动电机供电，可以省去或减少联合供电时需采用的DC-DC变换器数量，同时也能解决单集组供电(或联合供电集组数量少)时负载能力不足、电池放电倍率大的问题，并用切换的方法实现集组优先供电。
充电控制单元，充电来源通过该充电控制单元可以同时给两个或两个以上独立的动力电池集组充电。充电来源可以是单个电能来源，也可以是多个电能来源的结合。
采用快换型通用动力电池的新能源汽车，有的会配置多个集组的动力电池，或驱动主车与从车上都有动力电池集组。当多个集组需要充电时，有条件的情况下，可以用多个充电器分别对不同集组的动力电池或对单个动力电池进行充电，只有一个充电器充电时，对单个集组充电的，完成后再切换充电集组。
由于常用的动力电池充电时充电后段充电速度慢、功率小、时间长，一个集组充满电切换到另一集组充电，多个集组的充电后段时间不能重叠，充电器功率浪费，总体耗用时间长。当充电器(如：外接充电桩)充电功率大且只对单集组充电时，充电器功率 也得不到有效利用，总体充电时间也长。充电控制单元控制充电来源经过同一个充电器同时给两个或两个以上独立的动力电池集组充电可有效解决上述问题，实施可采用不同方式。
联合充电方式一：充电控制单元控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。实施例见图43的结构示意图：充电控制单元包括多路输出充电器，多路输出充电器第一输出端与动力电池集组一连接，第二输出端与动力电池集组二连接。多路输出充电器包括分充控制单元一和分充控制单元二，分充控制单元一控制第一输出端的输出，即控制对动力电池集组一的充电，分充控制单元二控制第二输出端的输出，即控制对动力电池集组二的充电，从而实现充电控制单元对多个动力电池集组联合充电。
上述实施例显示了充电控制单元，可控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。
上述多路输出充电器对多个动力电池集组充电时，先通过分配功率(或分配电流，同时充电)或分配时间(交替充电)等方法，完成对多个动力电池集组的快充阶段充电，此阶段主要在各动力电池集组可接受的范围内不浪费充电器的充电功率，因而不增加总的充电时间，具体可采用现有技术，在此不作阐述。慢充阶段则多个集组同时充电，因时间段重叠，节约了充电时间。
上述多路输出充电器按实际需要也可只对一个集组充电，切断对其它集组的充电。
充电来源可以是单个电能来源，也可以是多个电能来源(如同时有外接电源的电能来源和太阳能的电能来源)，可将多个电能来源结合在一起实施充电，比如可通过多输入电源变换器整合到一起，在本例中，也可以是采用多输入并多路输出的充电器。
联合充电方式二：充电控制单元将不同集组的动力电池临时切换到串联状态并由充电来源实施联合充电。实施例见图44～46的结构示意图。充电控制单元包括充电路径匹配装置，充电路径匹配装置接入充电器，充电路径匹配装置通过继电器分别连接有第一动力电池集组和第二动力电池集组，图44中，第一动力电池集组和第二动力电池集组处于串联状态，充电器通过充电路径匹配装置给第一动力电池集组和第二动力电池集组同时充电。图45中，第二动力电池集组处于断开状态，充电器通过充电路径匹配装置给第一动力电池集组单独充电。图46中，第一动力电池集组处于断开状态，充电器通过充电路径匹配装置给第二动力电池集组单独充电。
当外接充电桩充电功率超出单个动力电池集组可接受的最大充电功率，且最大充电电压高于两组串联的动力电池集组的电压的，可以同时给两组串联的动力电池集组充电，当一个动力电池集组的快充阶段结束后，可结束联合充电，串联解除后，重新配置充电切换到对另一集组单集组充电。
上述实施例显示了充电控制单元，可将两个或两个以上动力电池集组临时切换到串联状态并由充电来源实施联合充电。上述方法利用大功率充电器的优势同时为多个集组动力电池充电，可有效加快多个动力电池集组的总体充电速度。
新能源汽车快换型通用动力电池与新能源汽车之间采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议将动力电池内部电芯类别及种类或/和动力电池参数信息传递至新能源汽车的能源管理系统，用于管控充电过程，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。
图47为实施例的充电流程图，包括如下步骤：
1)得到充电指令；
2)能源管理系统与电池管理系统BMS通信、进行信息数据传输；
3)能源管理系统对电池可充电性进行判断，不可充电的，放弃充电，可以充电的，进行充电方式选择、参数配置；
4)汽车充电控制单元控制充电，能源管理系统与BMS保持通信并管控整个充电过程；
5)能源管理系统根据BMS给出的信息或/和充电控制单元给出的信息判断充电结束，结束充电。
上述充电流程中通信传输的信息包含动力电池内部电芯类别及种类或针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，实施例某汽车车型采用的快换型通用动力电池集组，同一主型号下在不同时间分别安装了3种电芯类别及种类的电池(每次安装时组成集组的动力电池采用同一种电芯)，见表一，分别应用上述流程进行充电，采用3种电池时集组充电截止电压及精度不同：
Ⅰ.内部电芯采用镍钴锰三元锂离子电池，集组标称电压384.8V，充电截止电压436.8V±0.5％；
Ⅱ.内部电芯采用磷酸铁锂离子电池，集组标称电压384V，充电截止电压438V±0.5％；
Ⅲ.内部电芯采用镍氢电池电池，集组标称电压384V，充电电压450～510V。
当充电是对快换型通用动力电池集组进行充电，且集组由多个快换型通用动力电池组成时，能源管理系统与各个快换型通用动力电池的电池管理系统进行通信，并在符合各个快换型通用动力电池要求的情况下进行充电。集组充电参数和要求由各快换型通用动力电池充电参数和要求结合集组构成结构确定。实施例中充电截止电压为两个快换型通用动力电池充电截止电压之和，精度与单个快换型通用动力电池要求相同。
充电截止电压及精度属于针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，针对以上数据，能量管理系统管控对3种电池进行充电的过程中，充电截止电压及精度分别控制在对应的要求范围内。
如果由非车载充电机充电且仍由汽车能源管理系统管理充电的，汽车同时与外部的非车载充电机通信并共同管控充电过程，此为现有技术，本发明不再阐述。
上述实施例表明：
能源管理系统，具备如下管控能力：
该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
当充电器充电参数不能全充电阶段符合动力电池充电要求，不能对电池充电至完成，但符合部分阶段充电要求的，也可对符合充电要求的阶段进行充电，阶段完成后结束充电。
当快换型通用动力电池集组由不同快换型通用动力电池组成时，充电器充电参数能符合要求的也可充电，不完全符合要求的可阶段充电或不充电。完全不符合要求的放弃充电。
当非车载充电机对单个快换型通用动力电池进行充电时，非车载充电机也可通过非 车载充电机与电池管理系统之间的通信协议进行通信并直接管控充电过程，即这种情况下车的能量管理系统可不管控充电。
不同于传统的车的能量管理系统只管理对采用同一种类或同一类别下充电要求基本相同的不同种类电芯组成的电池的充电，因用于互换使用的同一主型号快换型通用动力电池的不同个体内部可采用不同类别及种类的电芯，充电时需对采用不同类别及种类电芯的电池按不同要求进行充电，不作辨别直接对快换型通用动力电池进行充电，充电方法与要求不对应时，快换型通用动力电池不能接受充电，或不能有效的进行充电，或充电可能对快换型通用动力电池造成伤害。本发明可有效的解决上述问题。
快换型通用动力电池与汽车的能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
实施例：某车型根据动力电池集组安装的快换型通用动力电池的负载能力参数选择供电模式的要求见表二，动力电池集组分别安装的3种快换型通用动力电池的部分参数见表一，其中集组最大持续放电电流、集组最大脉冲放电电流(长脉冲，最长时间为3分钟)、集组最大脉冲放电电流(短脉冲，最长时间为10秒)为动力电池负载能力的参数。对应两个表格可见：
当安装的电池集组内部电芯采用Ⅰ.镍钴锰三元锂离子电池时，汽车的控制系统可以选择的供电模式：供电模式1、供电模式2、供电模式3；
当安装的电池集组内部电芯采用Ⅱ.磷酸铁锂离子电池时，汽车的控制系统可以选择的供电模式：供电模式2、供电模式3；
当安装的电池集组内部电芯采用Ⅲ.镍氢电池时，汽车的控制系统可以选择的供电模式只有：供电模式3。
从上述实施例说明，动力电池管理系统与新能源汽车之间的通信协议，可将动力电池的负载能力参数信息传递至对应的新能源的能源管理系统，汽车的控制系统可以根据能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
当车型采用多个快换型通用动力电池组成集组时，集组的负载能力由集组的构成结构结合快换型通用动力电池的负载能力确定。实施例中两个快换型通用动力电池串联，用电流表示的集组负载能力数据为集组中两个快换型通用动力电池中对应数据中数值 小的一个，由于两个电池相同，集组用电流表示的负载能力数据与两个快换型通用动力电池负载能力数据相同(集组电压是两个电池之和，负载能力参数如采用功率表示则都是两个电池之和)。
汽车采用多个动力电池集组联合供电，或不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径为不同驱动桥或不同车轮的驱动电机供电的，对应的新能源汽车可以根据各集组的负载能力和联合模式确定相应的模式选择。
快换型通用动力电池同一主型号下不同个体内部可采用不同类别及种类的电芯，负载能力差异大，同一类别及种类的电池，由于技术变化，负载能力也可能有很大差异，如果汽车不作区分应用，可能造成对电池的伤害或动力控制不协调，本发明可有效解决上述问题，即根据换用到的电池的负载能力，采用对应可用的供电模式，使车型对不同电池有好的适应性。也不会对电池造成额外损伤。
车型还可以在其它部件已具有能力的前提下预设高动力的供电模式，其对电池的负载能力要求高于车型所采用的快换型通用动力电池主型号下当前可用电池的负载能力，当后续新的电池推出，负载能力达到要求时，可选择采用该供电模式，实现车型预设的高动力性能。
通信协议也可用于其它动力电池与汽车之间的通信，并通过通信实现对采用电芯类别和种类不同的动力电池的充电控制，根据动力电池的负载能力的参数信息选择供电模式。当车使用寿命之内对其它动力电池进行更换，更换的电池与前不同时，有其实用意义。
一种动力电池换电站，配备有不超过8种主型号的新能源汽车快换型通用动力电池，并配置上述主型号快换型通用动力电池的换电装备(包含手持工具)，为各种新能源汽车提供快速换电服务。
本发明内容不局限于上述实施例，在本发明技术思路的范畴内提出的其它实施例，都包括在本发明的范围之内。
表一：某车型动力电池集组分别安装的3种快换型通用动力电池的部分参数
Figure PCTCN2020070615-appb-000001
表二：某车型根据动力电池集组安装的快换型通用动力电池的负载能力参数选择供电模式的要求
Figure PCTCN2020070615-appb-000002

Claims (21)

  1. 一种新能源汽车快换型通用动力电池，包括电池本体，所述的电池本体上设置有用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接，所述电池本体还设置有接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种，所述接口凹陷结构，包括设置在电池本体上的凹陷区，其中当电池本体侧向安装于汽车上，则所述的电池本体的侧面设置有凹陷区，所述的快换接口位于该凹陷区内，当所述的电池本体向下安装于汽车上，则所述的电池本体的下端设置有凹陷区，所述的快换接口位于该凹陷区内，当电池本体向上安装于汽车上，则所述的电池本体的上端设置有凹陷区，所述的快换接口位于该凹陷区内，所述独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，所述多组接口结构包括设置在电池本体上的快换接口，并且所述电池本体至少两个面设置有快换接口。
  2. 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体通过内部变动可输出不同的电压郑黎明。
  3. 如权利要求2所述的新能源汽车快换型通用动力电池，其特征在于，通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
  4. 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体最大面的面积或最大投影面积小于0.06平方米，厚度不超过140mm，重量小于10Kg，为小型快换型通用动力电池。
  5. 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池内部电芯类别及种类或/和动力电池参数信息至新能源汽车的能源管理系统，用于管控充电过程，所述动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。
  6. 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
  7. 一种由权利要求1至6所述的动力电池组成的快换型通用动力电池系统，其特征在于， 所述电池本体的主要安装尺寸相同可安装于同一种电池舱或其它用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。
  8. 如权利要求7所述的快换型通用动力电池系统，其特征在于，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
  9. 一种采用如权利要求1所述的动力电池的车，其特征在于，包括车体，所述车体设置有与电池本体对应的快换接口。
  10. 如权利要求9所述的车，其特征在于，所述车体为有驱动机构的主车，可连接从车，用所述从车安装的所述动力电池供电，并且所述从车可更换，主车带动从车。
  11. 如权利要求9所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。
  12. 如权利要求11所述的车，其特征在于，所述配电控制单元包括多输入DC-DC变换器或DC-AC变换器，多输入DC-DC变换器或DC-AC变换器连接有两个或两个以上动力电池集组，所述的两个或两个以上动力电池集组可以通过该多输入DC-DC变换器或DC-AC变换器联合供电。
  13. 如权利要求11所述的车，其特征在于，所述配电控制单元可通过将两个或两个以上动力电池集组切换成串联状态并实施联合供电。
  14. 如权利要求11所述的车，其特征在于，所述配电控制单元可将第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出并与第二动力电池集组并联实施联合供电。
  15. 如权利要求9至14任一权利要求所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，所述部件或部件组合为驱动桥或不同车轮的驱动电机，所述动力电池集组由若干动力电池组成。
  16. 如权利要求9所述的车，其特征在于，包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电，所述动力电池集组由若干动力电池组成。
  17. 如权利要求16所述的车，其特征在于，所述充电控制单元，可控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。
  18. 如权利要求16所述的车，其特征在于，所述充电控制单元，可将两个或两个以上动力电池集组临时切换到串联状态并由充电来源实施联合充电。
  19. 如权利要求9所述的车，其特征在于：包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，所述能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
  20. 如权利要求9所述的车，其特征在于，包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池负载能力的参数信息，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
  21. 一种提供如权利要求1所述的动力电池的换电站，其特征在于，配备不超过8种主型号的新能源汽车快换型通用动力电池，配置上述主型号快换型通用动力电池的换电装备，为各种新能源汽车提供快速换电服务。
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