WO2015149288A1 - 一种电动汽车 - Google Patents

一种电动汽车 Download PDF

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Publication number
WO2015149288A1
WO2015149288A1 PCT/CN2014/074560 CN2014074560W WO2015149288A1 WO 2015149288 A1 WO2015149288 A1 WO 2015149288A1 CN 2014074560 W CN2014074560 W CN 2014074560W WO 2015149288 A1 WO2015149288 A1 WO 2015149288A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric vehicle
air supply
steering
disposed
door
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2014/074560
Other languages
English (en)
French (fr)
Inventor
龚蜀刚
吴星寅
彭磊
冯朝萍
王智华
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shenzhen Zhilun Driving Technology for Electric Vehicle Co Ltd
Original Assignee
Shenzhen Zhilun Driving Technology for Electric Vehicle Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shenzhen Zhilun Driving Technology for Electric Vehicle Co Ltd filed Critical Shenzhen Zhilun Driving Technology for Electric Vehicle Co Ltd
Priority to KR1020167029345A priority Critical patent/KR102247781B1/ko
Priority to EP14888119.6A priority patent/EP3127743B1/en
Priority to CN201480077668.4A priority patent/CN106715189B/zh
Priority to PCT/CN2014/074560 priority patent/WO2015149288A1/zh
Priority to US15/300,652 priority patent/US10266199B2/en
Priority to ES14888119T priority patent/ES2868924T3/es
Priority to JP2016560662A priority patent/JP6411542B2/ja
Publication of WO2015149288A1 publication Critical patent/WO2015149288A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G1/00—Suspensions with rigid connection between axle and frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/047—Doors arranged at the vehicle sides characterised by the opening or closing movement
    • B60J5/0472—Doors arranged at the vehicle sides characterised by the opening or closing movement the door having a hinge axis in horizontal direction transverse to vehicle longitudinal axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J7/00—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs
    • B60J7/08—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs of non-sliding type, i.e. movable or removable roofs or panels, e.g. let-down tops or roofs capable of being easily detached or of assuming a collapsed or inoperative position
    • B60J7/16—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs of non-sliding type, i.e. movable or removable roofs or panels, e.g. let-down tops or roofs capable of being easily detached or of assuming a collapsed or inoperative position non-foldable and rigid, e.g. a one-piece hard-top or a single rigid roof panel
    • B60J7/1628—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs of non-sliding type, i.e. movable or removable roofs or panels, e.g. let-down tops or roofs capable of being easily detached or of assuming a collapsed or inoperative position non-foldable and rigid, e.g. a one-piece hard-top or a single rigid roof panel for covering the passenger compartment
    • B60J7/1635—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs of non-sliding type, i.e. movable or removable roofs or panels, e.g. let-down tops or roofs capable of being easily detached or of assuming a collapsed or inoperative position non-foldable and rigid, e.g. a one-piece hard-top or a single rigid roof panel for covering the passenger compartment of non-convertible vehicles
    • B60J7/1657—Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs of non-sliding type, i.e. movable or removable roofs or panels, e.g. let-down tops or roofs capable of being easily detached or of assuming a collapsed or inoperative position non-foldable and rigid, e.g. a one-piece hard-top or a single rigid roof panel for covering the passenger compartment of non-convertible vehicles at least a major part of the roof pivoting about a stationary axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J9/00—Devices not provided for in one of main groups B60J1/00 - B60J7/00
    • B60J9/02—Entrance or exit closures other than windows, doors, or in roofs, e.g. emergency escape closures in vehicle bottom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • 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
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/003—Converting light into electric energy, e.g. by using photo-voltaic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R19/20—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly gas or liquid, e.g. inflatable
    • B60R19/205—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact containing mainly gas or liquid, e.g. inflatable inflatable in the direction of an obstacle upon impending impact, e.g. using air bags
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0442—Conversion of rotational into longitudinal movement
    • B62D5/0451—Roller spindle drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0472—Controlling the motor for damping vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/03—Reducing weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/05—Reducing production costs, e.g. by redesign
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars
    • 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
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    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • Figure 7 is a bottom plan view of the frame system of the electric vehicle of Figure 1;
  • Figure 8 is a cross-sectional view showing a combined beam of the frame system of the electric vehicle of Figure 1;
  • FIG. 9 is a top perspective view of the steering system of the chassis of the electric vehicle of Figure 1;
  • Figure 10 is a bottom perspective view of the steering system of Figure 9;
  • Figure 11 is a partial enlarged view of I in Figure 9;
  • Figure 13 is a partial enlarged view of III in Figure 10;
  • Figure 14 is a partial enlarged view of IV in Figure 10;
  • Figure 15 is an enlarged view of a portion A of Figure 1;
  • Figure 16 is an enlarged view of a portion B of Figure 1;
  • Figure 17 is an enlarged view of a portion C of Figure 1;
  • Figure 18 is a partial cross-sectional view showing a joint between a front door and a vehicle body in an automobile according to an embodiment of the present invention
  • Figure 19 is an enlarged view of a portion D in Figure 18;
  • Figure 22 is a top perspective view of the battery mounting device of the electric vehicle of Figure 1;
  • FIG. 29 is a perspective view of a vehicle air supply system applied to a frame system according to an embodiment of the present invention.
  • Figure 31 is an enlarged view of B of Figure 29;
  • Figure 32 is an enlarged view of a portion C of Figure 29;
  • Figure 33 is a cross-sectional view taken along line D-D of Figure 31;
  • an exemplary diagram of an electric vehicle includes a chassis 1 , a vehicle body disposed on the chassis 1 , and a power provided on the chassis 1 for providing electric energy. battery;
  • the chassis 1 includes a frame system 2, a steering motor damping system 13 mounted on the frame system 2, a wheel system 12 connected to the steering motor damping system 13, and is mounted on A steering system 3 on the frame system 2 and a brake system 14 mounted on the frame system 2.
  • the wheel system 12 includes a left front wheel 121 that uses a hub motor, a left rear wheel 123 that uses a hub motor, a right front wheel 122 that uses a hub motor, and a right rear wheel 124 that uses a hub motor.
  • the steering motor damping system 13 includes a left front steering damping motor 131, a right front steering damping motor 133, a left rear steering damping motor 135, and a right rear steering damping motor 137.
  • the left front steering damper motor 131 and the right front steering damper motor 133 are respectively mounted on the left and right sides of the front end of the frame system 2, and the left rear steering damper motor 135 and the right rear steering damper motor 137 are respectively mounted on the rear end of the frame system 2 Left and right sides.
  • the left front wheel 121 is connected to the left front steering damper motor 131
  • the right front wheel 122 is connected to the right front steering damper motor 133
  • the left rear wheel 123 is connected to the left rear steering damper motor 135, and the left rear wheel 123 is connected to the left rear steering damper.
  • the motor 135 is connected.
  • the left front wheel 121, the right front wheel 122, the left rear wheel 123, and the right rear wheel 124 having the hub motor are used, that is, the wheel is driven by the hub motor to travel, eliminating the conventional mechanical transmission system and simplifying the chassis 1
  • the structure reduces the weight of the chassis 1 and also reduces the mechanical transmission loss, thereby greatly improving the power utilization efficiency of the vehicle.
  • the left front steering damper motor 131, the right front steering damper motor 133, the left rear steering damper motor 135, and the right rear steering damper motor 137 are used to adjust the left front wheel 121, the right front wheel 122, the left rear wheel 123, and the right rear, respectively.
  • the steering of the wheels 124 allows for flexible adjustment of the rotation of the wheels.
  • the hub motor can use the existing hub motor, as disclosed in WO 2013107040 A1 disclosed open hub motor. That is, the electric vehicle provided by the present invention can be controlled by the direct function of the hub motor and the steering motor, and does not need to transmit power through the transmission system, and thus is lighter in weight and smaller in size than the electric vehicle that is driven.
  • the frame system 2 includes two spaced and symmetrically disposed multi-cavity box-type longitudinal beams 21 made of an aluminum alloy material and connected between the two multi-cavity box-type longitudinal beams 21 .
  • the multi-cavity beam assembly 22 is made of an aluminum alloy material.
  • the multi-cavity box stringer 21 has a plurality of independent cavities therein, and the multi-cavity beam assembly 22 includes a plurality of interiors having a plurality of independent types.
  • the beam of the cavity, the multi-cavity box-type longitudinal beam 21 and the cavity section inside each beam may be rectangular, circular or polygonal, and the multi-cavity box-type longitudinal beam 21 and the multi-cavity beam assembly 22 together constitute an electric vehicle.
  • the support structure of the vehicle body carries the entire vehicle body, and the multi-cavity box-type longitudinal beam 21 and the plurality of independent cavities disposed inside the multi-cavity beam assembly 22 can not only reduce the overall weight of the frame, but also serve as an electric vehicle. Cable channels, exhaust ducts or oil pipelines for electric vehicles, etc.
  • the frame system 2 provided by the present invention further includes a B-pillar holder 25 disposed in the middle of the multi-chamber box stringer 21, and the B-pillar holder 25 is used to fix the B-pillar of the electric vehicle, and the B-pillar holder 25 is provided with Two, respectively disposed in the middle of the two multi-chamber box stringers 21, the frame system 2 provided by the present invention is only provided with a B-pillar holder, and no fixing bracket for fixing the front pillar is provided and used for The fixing of the rear pillar is fixed, which is simpler than the conventional electric vehicle frame structure.
  • the multi-cavity box-type longitudinal beam 21 includes a middle section 211 and a curved section 212 disposed at two ends of the middle section 211.
  • the frame system 2 provided by the invention adopts an aluminum alloy material to form a multi-cavity box longitudinal beam 21 and a multi-cavity beam, thereby not only forming a supporting structure for supporting the body of the electric vehicle, but also reducing the frame.
  • the overall weight, and its simple structure, easy to process, can greatly simplify the production process and reduce the production cost; further, since the multi-cavity box-type longitudinal beam 21 and the interior of each beam have a plurality of independent cavities, It can be used as a cable passage, exhaust duct or oil pipeline for electric vehicles, so that it does not need to open various channels such as cable passages, which simplifies the overall structure of electric vehicles and makes assembly and production of electric vehicles simpler and lower. Its production costs.
  • the beam comprises a front beam 221 disposed at the front end of the two multi-chamber box stringers 21, a rear beam 222 disposed at the rear end of the two multi-chamber box rails 21, and a middle portion of the two multi-chamber box stringers 21
  • the middle beam 223 and the combined beam 224 that is, the middle beam 223 and the combined beam 224 are both connected to the middle section 211 of the multi-chamber box stringer 21, and the front beam 221 and the rear beam 222 are respectively combined with the multi-chamber box stringer 21.
  • the curved sections 212 of the ends are connected, and the beams are disposed between the two multi-cavity longitudinal beams 21, and together with them constitute the main bearing structure of the trapezoidal frame system 2 for carrying components such as the vehicle body; specifically, the middle beam 223 is disposed There are two and spaced apart, the combined beam 224 is provided with two and spaced apart. Further, in order to stably support the seat of the electric vehicle, the middle beam 223 and the combined beam 224 can respectively be correspondingly installed in the electric vehicle. The front and rear seats are positioned to provide a stable support for the seat.
  • the front cross member 221 and the rear cross member 222 can be disposed in a multi-cavity structure, that is, a plurality of independent cavities are disposed in the front cross member 221 and the rear cross member 222.
  • first reinforcing connecting rods 225 may be disposed between the two middle beams 223 to strengthen the middle beam 223 and the frame system 2
  • the overall stability of the connecting rod 225 can also be made into a multi-cavity structure.
  • a plurality of second reinforcing connecting rods 226 may be disposed between the two combined beams 224 for enhancing the stability of the center beam 223 and the overall frame system 2.
  • the composite beam 224 is composed of two middle beams 223 which are arranged in an axisymmetric structure.
  • the interior of the combined beam 224 will also have a plurality of independent cavities, so that the same can be used as Cable channels, ventilation ducts, ventilation ducts, oil pipelines, etc.
  • the B-pillar holder 25 includes a U-shaped base 251 and two curved portions 252 disposed at both ends of the U-shaped base 251.
  • the two curved portions 252 are all bent outward, and the two curved portions 252 and the multi-cavity vertical
  • the beam 21 is connected, and the B-pillar holder 25 is used to fix the middle column of the electric vehicle.
  • the central portion of the U-shaped base 251 is further provided with reinforcing ribs 253 for reinforcing the strength and structural stability of the B-pillar holder 25.
  • the frame system 2 provided in the present invention is provided with only the B-pillar holder 25 for fixing the intermediate column, and the fixing frame for fixing the front column and the rear column is not provided, which is simpler in structure and easier in production and assembly. .
  • the chassis 1 further includes a front anti-collision system 41 disposed at the front end of the multi-chamber box stringer 21, and the front anti-collision system 41 includes a front cross bar 411 connected to the front cross member 221, both ends and a front cross bar 411 and a front cross member 221
  • the front bumper 412 is connected, the front bumper 412 is curved, the front bumper 412 is vertically disposed with the front cross member 411 and the front cross bar 411, and the front bumper 412 is convexly disposed with respect to the front cross bar 411, thereby being subjected to When struck, the external force will hit the front bumper 412 for the first time.
  • the front bumper 412 may also be provided as a multi-cavity structural rod, thereby enhancing its cushioning and anti-collision capability.
  • a front shock absorbing air cushion (not shown) is mounted on the opposite inner side of the front bumper 412. The front shock absorbing cushion is provided to increase the collision resistance of the chassis 1; the power battery can also be disposed behind the front shock absorbing cushion to protect the power battery through the front shock absorbing cushion.
  • the end of the front bumper 412 can be connected to the front cross member 221 through the shock absorbing ring a, and at least one first longitudinal rod 413 is disposed between the front cross bar 411 and the middle cross member 223.
  • the first longitudinal rod 413 is provided with two, and the first vertical rod 413 is further provided with a first column 414 for reinforcing the structural connection strength.
  • the first longitudinal rod 413 can be two and a half longitudinal.
  • the rod 4132 is formed, and the two-stage semi-longitudinal rod 4132 can be connected with a shock-absorbing rubber column b to enhance the collision resistance.
  • the chassis 1 further includes a rear anti-collision system 42 disposed at the rear end of the multi-chamber box stringer 21, the rear anti-collision system 42 including a rear crossbar 421 coupled to the rear cross member 222, two ends and a rear crossbar 421 and a rear cross member 222
  • the rear bumper 422 and the rear bumper 422 are respectively connected to each other, and the rear bumper 422 is vertically disposed with the rear cross member 222 and the rear cross member 421.
  • the rear bumper 422 is convexly disposed with respect to the rear crossbar 421, thereby electrically driving the electric vehicle. When the rear portion is impacted, the external force will hit the rear bumper 422 for the first time.
  • the rear bumper 422 can also be configured as a multi-cavity structural rod, thereby enhancing its cushioning and anti-collision capability.
  • a rear shock absorbing air cushion (not shown) is mounted on the opposite inner side of the rear bumper 422. The rear shock absorbing cushion is added to increase the collision resistance of the chassis 1; the power battery can also be arranged in front of the rear shock absorbing cushion to protect the power battery through the rear shock absorbing cushion.
  • both the front bumper 412 and the rear bumper 422 may be provided in a built-in type, that is, the front bumper 412 and the rear bumper 422 are both disposed inside the outer casing of the electric vehicle.
  • the invention can use four sets of power batteries, and only one of the power batteries does not fail, the vehicle can travel as usual, the reliability of the power battery module is improved, and the fault tolerance rate of the vehicle power failure mode is greatly improved.
  • the end of the rear bumper 422 may also be connected to the rear cross member 222 through the shock absorbing ring a (not shown), and at least one is disposed between the rear cross bar 241 and the combined cross member 224.
  • the second vertical rod 423 is provided with two second vertical rods 423.
  • the second vertical rod 423 is provided with a second vertical column 424.
  • the second vertical rod 423 can also be composed of two longitudinal and vertical rods 4232.
  • the structure and the two-stage semi-longitudinal rods 4232 can also be connected by the shock-absorbing rubber column b to enhance the anti-collision capability.
  • the second longitudinal rod 423 can be made into a multi-cavity structure, and the second longitudinal rod 423 can have the same cavity section as the front bumper 422 and the rear bumper 422.
  • the steering system 3 is used for controlling the steering of the left front wheel 121 and the right front wheel 122 of the automobile, including: a steering wheel 31, a steering transmission 32 for transmitting the rotation angle of the steering wheel 31, and a left dial 331 for adjusting the rotation angle of the left front wheel 121, a right dial 332 for adjusting the rotation angle of the right front wheel 122, and a steering device 34 for controlling the rotation angles of the left dial 331 and the right dial 332;
  • the disk 331 is connected to the left front steering damper motor 131
  • the right dial 332 is connected to the right front steering damper motor 133.
  • the left dial 331 is mounted in the left front steering damper motor 131
  • the right dial 332 is mounted in the right front steering damper motor 133.
  • the steering device 34 includes a left wire rope 341, a right wire rope 342, and a timing belt 343 that is rotated by the steering gear 32.
  • the two ends of the left wire rope 341 are respectively wound on the left turntable 331 and the timing belt 343, and the two ends of the right wire rope 342 are respectively wound.
  • the rotation angle thereof is transmitted to the timing belt 343 through the steering transmission 32, and the timing belt 343 drives the left wire rope 341 and the right wire rope 342 to be simultaneously driven, and the left wire rope 341 and the right wire rope 342 simultaneously adjust the left front wheel 121 and the right front, respectively.
  • the angle of rotation of the wheel 122 is transmitted to the timing belt 343 through the steering transmission 32, and the timing belt 343 drives the left wire rope 341 and the right wire rope 342 to be simultaneously driven, and the left wire rope 341 and the right wire rope 342 simultaneously adjust the left front wheel 121 and the right front, respectively.
  • the angle of rotation of the wheel 122 is transmitted to the timing belt 343 through the steering transmission 32, and the timing belt 343 drives the left wire rope 341 and the right wire rope 342 to be simultaneously driven, and the left wire rope 341 and the right wire rope 342 simultaneously adjust the left front wheel 121 and the right front, respectively.
  • the angle of rotation of the wheel 122 is transmitted to the timing belt 343 through the steering transmission 32
  • the steering device 34 further includes a left timing belt lock 344 for clamping the left wire rope 341 to the timing belt 343 or for releasing the left wire rope 341 from the timing belt 343, and for the right wire rope
  • the right timing belt lock 345 is clamped on the timing belt 343 or the right wire rope 342 is loosened from the timing belt 343.
  • the left timing belt lock member 344 and the right timing belt lock member 345 are all disposed on the timing belt 343; the steering wheel 31 Control means for controlling the left timing belt lock 344 and the right timing belt lock 345 are provided thereon.
  • the wire rope is not driven by the timing belt 343, and the control device is controlled by the program, so that the left front wheel 121 and the right front wheel 122 are respectively extended outward, and finally the two form 180°, that is, the left front wheel 121 and the right front wheel 122 are visible in a straight line, and the car can be driven laterally.
  • This driving mode is particularly suitable for parking, and is particularly suitable for a parking space with a narrow position.
  • the left timing belt lock 344 includes a left wire rope 341 that can be clamped to the timing belt 343.
  • the upper left clamping block 3441 and the left electromagnet 3442 for controlling the clamping and releasing state of the left clamping block 3441 the left electromagnet 3442 is disposed on the left clamping block 3441;
  • the right synchronous belt locking member 345 includes the right locking wire 342.
  • the right clamping block 3451 clamped on the timing belt 343 and the right electromagnet 3452 for controlling the clamping and releasing state of the right clamping block 3451 are disposed on the right clamping block 3451.
  • the effect of clamping and loosening the wire rope is realized in the form of a combination of a clamp and an electromagnet, and the method of implementation is simple and easy to implement.
  • the steering device 34 further includes an intermediate lock 346 that can simultaneously control the distance between the left timing belt lock 344 and the right timing belt lock 345.
  • the intermediate lock member 346 is disposed on the timing belt 343 and is located at the left timing belt lock 344 and Between the right timing belt lock members 345, the left timing belt lock member 344 and the right timing belt lock member 345 are both connected to the intermediate lock member 346 via the intermediate wire rope 347.
  • the intermediate lock member 346 can control not only the distance between the left timing belt lock 344 and the right timing belt lock 345, but also the operation and control of the wire rope, for example, indirectly controlling the left turntable 331 and the right turntable 332.
  • the angle of rotation which plays an important role in the transition between conventional driving and lateral driving described above.
  • a steering device 31 is provided with a control device 311 for global control, and the control device 311 includes a button 3111 and a display screen 3112.
  • the control device can perform the structural design and the control program design more specifically according to the need, and is not limited to the form shown in the drawings, and therefore will not be described in detail in this embodiment.
  • the vehicle body includes a passenger compartment 101 and a vehicle door 9 provided on the chassis 1, and the passenger compartment 101 includes a front portion and a rear portion, wherein the vehicle door 9 includes a door for opening And closing the front door 901 and the rear door 902 of the passenger compartment 101, the front door 901 is disposed above the front portion of the passenger compartment 101, and the rear door 902 is disposed above the rear of the passenger compartment 101; the front door 901 The front end is coupled to the chassis 1 by a first hinge assembly 903, and the rear end of the rear door 902 is coupled to the chassis 1 via a second hinge assembly 904; the electric vehicle further includes means for controlling the front door 901 outwardly about the first hinge assembly 903 The inverted first inverting mechanism 905 and a second inverting mechanism 906 for controlling the rear door 902 to flip outward about the second hinge assembly 904.
  • the fourth hinge group 9081 includes a a second fixing shaft 90811 on one side of the rear cover body 9021 and a fourth hinge member 90812 end-mounted on the second fixing shaft 90811 and rotating opposite thereto, and the other end of the fourth hinge member 90812 is fixed on the rear side door 9022,
  • the connecting manner and shape of the two fixing shafts 90811 and the fourth hinge member 90812 are the same as those of the first fixing shaft 90711 and the third hinge member 90912, respectively.
  • a solar panel is also disposed on the front door 901 and/or the rear door 902 to charge the power battery.
  • the power battery 71 includes a plurality of cells 710 and a cell state collecting device 11.
  • the power battery uses the battery state collecting device 11 to reduce and shorten the use of connecting wires, thereby saving layout space, thereby increasing the heat dissipation space of the battery core and improving heat dissipation efficiency. And more batteries can be set in the same volume to increase the capacity of the power battery.
  • the cell and cell state collecting device 11 can adopt a structure known in the prior art and will not be described in detail herein.
  • FIGS. 22 to 28 are schematic diagrams of an automobile battery clamping device according to an embodiment of the present invention, which is mounted on a frame system of an electric vehicle (the frame system is not shown in the drawing), and is used for a clamping device.
  • the two identical power batteries 71 in the electric vehicle include: a fixed beam 72 fixedly disposed on the frame; a handle rotating shaft 73, the rotation of which is disposed on the fixing beam 72, and the handle shaft 73 is fixed A winding wheel set 731 (see FIGS.
  • a wire rope 732 is wound on the winding wheel set 731;
  • a front rotating shaft 741 has an upper end rotatably coupled to the fixed beam 72 and a lower end provided with a front end
  • the front plate 742 is perpendicular to the front rotating shaft 741;
  • the rear rotating shaft 743 is rotatably connected to the frame system, and the lower end is provided with a rear card 744, and the rear card 744 Aligning with the rear rotating shaft 743;
  • a timing belt 75 for synchronously rotating the front rotating shaft 741 and the rear rotating shaft 743, the two ends of which are respectively wound around the front rotating shaft 741 and the rear rotating shaft 743;
  • a wheel assembly 76 for changing a transmission direction of the wire rope 732, which is disposed on the fixed beam 72, the wire rope 732 passes through the guide wheel assembly 76 and its two ends are respectively connected with the timing belt 75;
  • the fixed beam 72, the front rotating shaft 741 and the front card 742 constitute " In the "clamping structure
  • the two and the two power batteries 71 When the gap is flush, the power battery 71 can be removed; if the power battery 71 is to be reinstalled, the power battery 71 is first placed in the clamping position, and then the handle shaft 73 is rotated, so that the front card 742 is turned on. After the rear card 744 is rotated to 90 degrees with the power battery 71, the fixed clamping of the power battery 71 can be completed.
  • the invention adopts the transmission of the wire rope and the guiding action of the guide wheel assembly, and ingeniously drives the rotation of the front card and the rear card to achieve the effect of clamping and releasing the battery.
  • the structure is simple and the weight is light, which not only saves the economy.
  • the cost saves the installation space, and the operation of the invention is also very convenient, the battery can be loaded and unloaded quickly and conveniently, and the battery can be loaded and unloaded without using other tools.
  • the handle shaft 73 is respectively provided with a foldable and contractible handle 732 at both ends, and the handle 732 is perpendicular to the handle shaft 73.
  • the handle 732 is folded and contracted; when the present invention is operated, the handle 732 is deployed to rotate about the axis of the handle shaft 73.
  • the guide wheel assembly 76 includes a frame 761 and a plurality of guide wheels 762 for changing the direction of transmission of the wire rope 732, the frame 761 being disposed on the fixed beam 72, the guide A wheel 762 is disposed within the frame 761, and the wire rope 732 passing through the guide wheel assembly 76 is wound around the guide wheel 762.
  • the structure shown in Fig. 26 is an embodiment of the present invention.
  • the guide wheel 762 in the frame 761 can be arranged according to the actual structure, as long as the direction of the change of the wire rope 732 is reached, for example, only two pulleys are used for vertically changing the transmission direction of the wire rope 732.
  • the front rotating shaft 741 is sleeved with a front gear 7411
  • the rear rotating shaft 743 is sleeved with a rear gear 7431
  • the synchronous belt 75 is a flexible rack
  • the flexible rack is closed and wound.
  • the flexible rack is used as the timing belt, which can achieve the effect of flexible reciprocating motion, and the flexible rack drives the rotation of the front rotating shaft 741 and the rear rotating shaft 743.
  • the timing belt 75 is provided with two timing belt locking members 751, and the two timing belt locking members 751 are respectively disposed on two sides of the timing belt 75. The ends are respectively connected to the two timing belt locks 751. In operation, the timing belt lock 751 clamps the timing belt 75, and the wire rope 732 is coupled to the timing belt lock 751.
  • the two ends of the fixing beam 72 are respectively provided with elastic front clips 77, and the front clips 77 are clamped on the outer side of the power battery 71; the frame system is provided with two A rear clip 78 having elasticity, the rear clip 78 gripping the outer side of the power battery 71.
  • the front clip 77 and the rear clip 78 function to position and dampen the power battery 71, and the front clip 77 and the rear clip 78 have elasticity, and also facilitate the loading of the power battery 71.
  • the front clip 77 and the rear clip 78 may also be provided with a cushioning polyurethane material for shock absorption and non-slip.
  • each of the front clips 77 is provided with a front bayonet 771 that engages the front card 742, and the frame system is provided with a front card 742.
  • a rear bayonet 781 for receiving the rear card bracket 744 is disposed at the end of each of the rear clips 78, and the frame system is provided with
  • the rear card 744 can be locked to the rear bayonet lock 792 in the rear bayonet 781.
  • the front bayonet lock member 791 includes a front lock sleeve 7911, a front press block 7912, and a front lock block 7913 that can be retracted into the front lock sleeve 7911 after pressing the front press block 7912.
  • the front clamping block 7912 and the front locking block 7913 are both disposed in the front locking sleeve 7911;
  • the rear bayonet locking member 792 includes a rear locking sleeve, a rear pressing block, and a pressing of the rear pressing block.
  • the rear lock block of the rear lock sleeve is retractable, and the rear pressure block and the rear lock block are both disposed in the rear lock sleeve.
  • the rear bayonet lock member 792 has the same structure as the front bayonet lock member 791. For details, see FIG.
  • the front pressing block 7912 is pressed, and the front locking block 7913 is retracted into the front locking sleeve 7911, so that the front card 742 can be separated from the front clamping piece 77 to throw off the power battery 71.
  • the two ends of the front card 742 are respectively provided with the front U-shaped port 7421 of the front card slot 771; the two ends of the rear card board 744 are respectively provided with the rear card slot 781.
  • the U-shaped opening is provided at both ends of the card board, so that the closing and separation between the front card 742 and the front clip 77, and between the rear card 744 and the rear clip 78 can be better realized.
  • the clip is provided with a beveled piece, and the beveled piece is located behind the bayonet. As shown in FIG. 28, the front beveled piece 772 is disposed behind the front mount 771.
  • the front card 742, the front clip 77, the rear card 744, and the rear clip 78 in the embodiment of the present invention have the same structural form.
  • the handle shaft 73 is rotated, so that the wire rope 732 drives the timing belt 75 to drive, and the timing belt 75 drives the front rotation shaft 741 and the rear rotation shaft 743 to rotate, so that the gap between the front card plate 742 and the rear card plate 744 and the two power batteries 71 is flat.
  • the power battery 71 falls off; the power battery 71 falls on the telescopic carrier tool, shrinks the carrying tool, so that the power battery 71 is separated from the car battery clamping device, and the battery is unloaded;
  • the electric vehicle provided by the embodiment of the present invention further includes a vehicle air supply system.
  • the vehicle is mounted on the frame system 2 and is provided with a plurality of air supply ports.
  • the duct 503 is indicated by a solid line
  • the airbag seal 5500 is indicated by a broken line.
  • the first duct 504, the second duct 505, and the third duct 506 are indicated by dotted lines, and the nodes are indicated by solid circles.
  • the air supply opening is indicated by a hollow circle.
  • the air source device 501, the control valve 502, and the duct 503 constitute a first type of air supply system 5100, and between the air outlet 5012 of the air source device 501 and the input end 5021 of the control valve 502 Connected by one of the pipes 503, the starting ends of the plurality of pipes are connected to the plurality of the output ends (5022, 5023, 5024) of the control valve 502 in a one-to-one correspondence, and the plurality of pipes are The end forms the air supply port.
  • the controller is electrically coupled to the control valve 502, which is capable of switching the direction of the airflow through the control valve 502 to effect on or off control of the various outputs of the control valve 502.
  • the air source device 501 operates, air enters from the air inlet 5011 of the air source device 501, is discharged from the air outlet 5012 of the air source device 501, passes through the control valve 502, and the control valve 502 operates under the electrical signal of the controller, and the control valve 502
  • the ends of the pipes connected to the output end form a plurality of air supply ports, and the exhaust of the air supply ports is controllable.
  • the plurality of air supply ports provided by the first type of air supply system 5100 are operated separately.
  • the controller sends an "on" electrical signal to the air source device 501, the air source device 501 operates, and air enters from the air inlet 5011 of the air source device 501, and is discharged from the air outlet 5012 of the air source device 501, and the air source device 501
  • the air outlets are formed at the ends of the ducts to which the air outlets 5012 are connected.
  • the controller sends a "off" electrical signal to the air source device 501, the air source device 501 does not operate, and the end of the pipe will not supply air.
  • the plurality of air supply ports provided by the second type of air supply system 5200 are operated simultaneously.
  • the first type of air supply system 5100 and the second type of air supply system 5200 are reasonably arranged on the electric vehicle, and the first type of air supply system 5100 and the second type of air supply system 5200 are collectively controlled by one controller, which is a kind
  • the optimal configuration scheme not only satisfies the controllable supply air demand of multiple locations, but also achieves the effect of occupying small space and low power consumption.
  • the air source device 501 and the plurality of pipes 503 form a second type of air supply system 5200, and the second type of air supply system 5200 also has a plurality of air paths, each of which provides a supply port, and the air supply port is provided on the electric vehicle.
  • the controller can realize the switching of the working state of the air source device 501, and control the opening or closing of the plurality of gas paths, thereby realizing the controllable gas supply effect.
  • the wind position of the pure electric vehicle includes motor heat dissipation, door seal, safety air cushion, gas spring, etc., and the first type of air supply system 5100 and the second type of air supply system 5200 are reasonably configured on the electric vehicle, and more Position and controllable air supply effect.
  • the first type of air supply system 5100 is divided into a first sub air supply system 510 installed at the front of the frame system 2, and a second sub air supply system installed at the rear of the frame system 2.
  • the second type of air supply system 5200 is divided into a fourth sub-air supply system 540 installed at the front of the frame system 2 a fifth sub air supply system 550 installed at the rear of the frame system 2
  • the first sub air supply system 510, the second sub air supply system 520, the third sub air supply system 530, the fourth sub air supply system 540, and the fifth sub air supply system 550 are all controlled by the controller control.
  • the first sub-air supply system 510 is used for the hub motor and the steering motor on the front side of the electric vehicle for heat dissipation, the front battery anti-collision air cushion for air supply, and the canopy for air supply, and the second sub-air supply system 520 is used for the rear sides of the electric vehicle.
  • the hub motor and the steering motor supply air for heat dissipation, and the rear battery anti-collision air cushion supplies air.
  • the third sub-wind supply system 530 is used for sealing the air supply of the front and rear doors of the electric vehicle, the dust removal of the power battery plug connector, and the air supply of the air cushion.
  • the fourth sub air supply system 540 and the fifth sub air supply system 550 are respectively used for supplying air to the front and rear door air springs of the electric vehicle.
  • Each sub-supply system is centrally controlled by a controller, which makes the vehicle air supply system have better operability and practicability, so that the various wind demand of electric vehicle users can be satisfied.
  • the sub-air supply systems are installed at different positions of the frame system 2, which conforms to the principle of proximity and can reduce the occupied space.
  • the first sub air supply system 510 includes one air source device 501, one control valve 502 and a plurality of the ducts 503, and the first sub air supply system 510 has four air supply ports (5a). 5b, 5c, 5d), the output end of the control valve 502 is divided into a first output end 5022, a second output end 5023 and a third output end 5024, the first output end of the control valve 502 5022 is connected to two of the four air supply ports, the air supply ports 5a and 5b (for the hub motor and the steering motor for heat dissipation on the front sides of the electric vehicle), and is connected to the first output end of the control valve 502.
  • the axial direction of the air supply port is perpendicular to the plane of the frame system 2, that is, the axial direction of the air supply port is parallel to the axial direction of the steering motor, and the wind discharged from the air supply port is fed into the wheel hub.
  • the second output end 5023 of the two control valves 502 are in communication with the other of the three air supply ports Air supply port 5g (for rear battery anti-collision air supply)
  • Air supply port 5g for rear battery anti-collision air supply
  • the winds from the second output end 5023 of the two control valves 502 respectively flow along one of the pipes 503 to a node, and then the node flows along the other pipe to the air supply port 5g, which is effectively ensured for use after
  • the normal operation of the air supply port 5g of the battery anti-collision air cushion can be realized as long as one air source device 501 works, and the rear battery anti-collision air cushion can be supplied.
  • 5500 inner cavity is inflated to realize front and rear door sealing; and two first air ducts 504 are connected between the third output ends 5024 of the two control valves 502, and each of the first air ducts 504 is respectively connected There is one of the ducts 503, and the end of the duct 503 forms the remaining two of the six air supply ports Air supply 5l and 5m (dust plug connectors for power battery).
  • the air source device 501 is a high pressure fan
  • the control valve 502 is a pneumatic reversing valve.
  • the high-pressure fan is a machine that relies on the input mechanical energy to increase the gas pressure and delivers the gas.
  • the function of the pneumatic reversing valve is to accept the controller's electrical signal to switch the direction of the airflow.
  • the combination of the high-pressure fan and the pneumatic reversing valve can satisfy multiple The need to use the wind alone.
  • the axis of the high pressure fan in the second sub air supply system 520 and the axis of the high pressure fan in the third sub air supply system 530 are both perpendicular to the plane of the frame system 2, so that the electric vehicle needs less space in the vertical direction to be installed.
  • the high-pressure fan and the pneumatic reversing valve in the third sub-air supply system 530 are divided into two groups, which are respectively installed at positions on both sides of the central portion of the electric vehicle.
  • the fifth sub air supply system 550 includes a gas source device 501 and a plurality of the pipes 503, and the nodes are connected in series with a plurality of third air ducts 506, and each of the third air ducts 506 is respectively One of the ducts 503 is connected, and the end of the duct 503 forms the air supply ports 5p and 5q (for gas supply of the rear door air spring of the electric vehicle), and the inside of the frame system 2 is formed with a plurality of edges.
  • a cavity 5301 extending from the contour of the frame system 2, one of the cavities 5301 forming the third duct 506.
  • the fifth sub-air supply system 550 is controlled by the controller for supplying air to the gas spring of the rear hatch, and can adjust the lifting speed, and the hinge mechanism can realize the opening and closing control of the rear door of the electric vehicle.
  • the node is connected in series with two third ducts 506, and each of the third ducts 506 is respectively connected with a duct 503, and the ends of the duct 503 form two air supply ports 5p and 5q, and The two gas springs of the rear door of the electric vehicle are pumped and pumped, and the rear door is controlled to open and close.
  • the fourth sub air supply system 540 and the fifth sub air supply system 550 can work synchronously, and can also work asynchronously, and accordingly, different opening modes of the doors of the electric vehicle are realized.
  • An electric vehicle further includes a sealing system 10 for sealing the electric vehicle.
  • a sealing system 10 for sealing the electric vehicle.
  • an example of the sealing system 10 provided in the embodiment includes a method for sealing between the door and the chassis. a gap sealing tube 1001, the sealing tube 1001 is fixedly mounted on the chassis and corresponding to the door, the inside of the sealing tube 1001 has a hollow passage 10011; the sealing system 10 further includes a gas source communicating with the hollow passage 10011 of the sealing tube 1001, The air source is connected to the electronic control module disposed in the chassis, and the electronic control module controls the air source to inflate the sealing tube 1001 to expand after the door is closed.
  • a sealing tube 1001 is disposed between the door and the chassis, and the sealing tube 1001 is inflated by a gas source connected to the sealing tube 1001 to expand the volume thereof, and the volume-multiplied sealing tube 1001 makes the chassis and the door The gap between the gaps is blocked, so that the contact area wrapped around the edge of the door is larger. Since the sealing tube 1001 is filled with gas, the sealing tube 1001 has a large elastic deformation, so that the sealing effect is better, and it is not easy to be affected by the tube body. Aging affects the sealing of the door.
  • the air source in the embodiment may share the air source device of the air supply system.
  • the electric vehicle provided by the present invention further includes an awning rainproof system 8 for covering rain after the door is opened upward, which includes an awning installed on the cross member of the frame system and located under the door.
  • the extension storage device 81, the awning extension storage device 81 includes a roller, an tarpaulin 812 wound on the roller, and a drive assembly for driving the roller, the roller and the drive assembly are fixed to the beam of the frame system
  • the drive assembly can be a combination of a motor and a gear transmission system.
  • the awning stretch storage device 81 is provided to include a roller, an tarpaulin 812, and a drive assembly for driving the roller.
  • the tarpaulin 812 has one end fixedly coupled to the roller and the other end being a free end for free extension.
  • the driving assembly drives the roller to rotate, and realizes the function of winding or unwinding the tarpaulin 812 to improve the compactness of the structure and the grade of the whole vehicle.
  • the cross member of the frame system is connected with a support plate (not shown), and the awning rain cover system 8 further includes an awning disposed on the support plate for driving the tarpaulin 812 that is wound on the roller to extend outward.
  • a cloth guide, a tarpaulin 812 and a door are provided with a guide assembly 84 for moving the tarpaulin 812.
  • the guide assembly 84 includes a slide 841 disposed opposite to the door and an awning pull rod 842 connected to the awning cloth 812 at one end and the slide 841 at the other end.
  • the end of the awning rod 842 connected to the slide 841 is provided at one end.
  • the traverse of the slide 841 is in the shape of "out of circle", and the pulley 843 is disposed in the slide 841, and can move freely along the slide 841 to provide a guiding function for unfolding or winding of the tarpaulin 812, and
  • the round-shaped slide 841 can also prevent the pulley 843 therein from falling out, so that it is not necessary to additionally limit the pulley 843.
  • the awning rod 842 not only functions as a transmission guide, but also functions to fix the shape of the tarpaulin 812 after deployment after the tarpaulin 812 is deployed.
  • the electric vehicle provided by the present invention further includes a temperature control system, which may include a vehicle air conditioner and a heat exchange box, which may adopt a prior art automobile air conditioning system, and in addition, in order to make the power battery in a suitable temperature environment To work and extend its service life, a heat exchange box can be added to the power battery assembly housing so that it always works at the right temperature.
  • a temperature control system which may include a vehicle air conditioner and a heat exchange box, which may adopt a prior art automobile air conditioning system, and in addition, in order to make the power battery in a suitable temperature environment
  • a heat exchange box can be added to the power battery assembly housing so that it always works at the right temperature.

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Abstract

一种电动汽车，包括底盘（1）、车身及动力电池（71）；底盘（1）包括车架系统（2）、安装于车架系统（2）上的转向电机减震系统（13）、与转向电机减震系统（13）相连的车轮系统（12）、安装于车架系统（2）上的转向系统（3）和安装于车架系统（2）上的制动系统（4）；所述车轮系统（12）包括使用轮毂电机的左前轮（121）、使用轮毂电机的左后轮（123）、使用轮毂电机的右前轮（122）和使用轮毂电机的右后轮（124），通过轮毂电机驱动车轮（121，122，123，124），省去了传统的机械传动系统，简化了底盘（1）的结构，降低底盘（1）重量；相比传统的电动汽车，其重量将更轻、体积更小，减少了机械传动损耗，提高电能的利用率。

Description

一种电动汽车 技术领域
本发明属于汽车领域，尤其涉及一种电动汽车。
 背景技术
现有的电动汽车其动力的传动一般仍采用传统的机械传动（例如减速器等），然而机械传动其不仅效率较低，在传动过程中能耗损失较大，且会使得汽车整体重量较重，体积较庞大。
技术问题
本发明的目的在于提供一种电动汽车，旨在解决现有技术的电动汽车采用机械传动而能耗损失较大、使得汽车整体重量较重及体积较庞大的问题。
 技术解决方案
本发明的技术方案是：一种电动汽车，其包括底盘、设于所述底盘上的车身、设于所述底盘上且用于提供电动能的动力电池；所述底盘包括车架系统、安装于所述车架系统上的转向电机减震系统、与所述转向电机减震系统相连的车轮系统、安装于所述车架系统上的转向系统和安装于所述车架系统上的制动系统；
所述车轮系统包括使用轮毂电机的左前轮、使用轮毂电机的左后轮、使用轮毂电机的右前轮和使用轮毂电机的右后轮；
所述转向电机减震系统包括左前转向减震电机、右前转向减震电机、左后转向减震电机和右后转向减震电机；所述左前转向减震电机和所述右前转向减震电机分别安装于所述车架系统前端的左右两侧，所述左后转向减震电机和所述右后转向减震电机分别安装于所述车架系统后端的左右两侧；
所述左前轮与所述左前转向减震电机相连，所述右前轮与所述右前转向减震电机相连，所述左后轮与所述左后转向减震电机相连，所述左后轮与所述左后转向减震电机相连。
 有益效果
本发明提供的电动汽车，其通过轮毂电机直接驱动车轮，以进行行驶，省去了传统的机械传动系统，简化了底盘的结构，降低了底盘重量，也减少了机械传动损耗，从而大幅提高车辆的电能利用效率。其使用左前转向减震电机、右前转向减震电机、左后转向减震电机和右后转向减震电机来分别调节左前轮、右前轮、左后轮和右后轮的转向，从而可以灵活地调节各车轮的转动。即本发明提供的电动汽车，其转向和行驶可通过轮毂电机和转向电机直接作用而进行控制，无需通过传动装置来传递动力，因而相比传动的电动汽车，其重量将更轻、体积更小。
 附图说明
图1是本发明实施例提供的电动汽车的立体示意图；
图2是图1的电动汽车的车门关闭时的示意图；
图3是图1的电动汽车的底盘的立体结构示意图；
图4是图1的电动汽车的底盘的俯视结构示意图；
图5是图1的电动汽车的车架系统的立体示意图；图中还示出了前抗撞系统、后抗撞系统和转向电机减震系统；
图6是图1的电动汽车的车架系统的俯视示意图；
图7是图1的电动汽车的车架系统的仰视示意图；
图8是图1的电动汽车的车架系统的组合横梁的截面示意图；
图9是图1的电动汽车的底盘中转向系统的俯视立体图；
图10是图9中的转向系统的仰视立体图；
图11为图9中I的局部放大图；
图12为图9中II的局部放大图；
图13为图10中III的局部放大图；
图14为图10中Ⅳ的局部放大图；
图15为图1中A部的放大图；
图16为图1中B部的放大图；
图17为图1中C部的放大图；
图18为本发明的实施例提供的汽车中前厢门与车身连接处的局部剖视图；
图19为图18中D部放大图；
图20为本发明实施例提供的电动汽车中前盖体与前侧门连接处的局部剖视图；
图21为本发明实施例提供的动力电池的示意图；
图22为图1的电动汽车的电池装夹装置的俯视立体图；
图23为图1的电动汽车的电池装夹装置的仰视立体图；
图24为图1的电动汽车的电池装夹装置的底部视图；
图25为图1的电动汽车的电池装夹装置前端面的主视图；
图26为图22中I的局部放大图；
图27为图22中II的局部放大图；
图28为图23中III的局部放大图；
图29为本发明实施例提供的整车供风系统应用于车架系统上的立体图；
图30是图29的A处的放大图；
图31是图29的B处的放大图；
图32是图29的C处的放大图；
图33是图31的沿D-D线的剖视图；
图34是本发明实施例提供的整车供风系统的示意图；
图35是本发明实施例提供的密封系统的示意图；
图36是本发明实施例提供的雨篷遮雨系统的示意图。
 本发明的实施方式
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。
如图1和图2所示，为本发明实施例提供的一种电动汽车的示例图，其包括底盘1、设于底盘1上的车身及设于底盘1上且用于提供电动能的动力电池；
具体地，如图3至图7所示，底盘1包括车架系统2、安装于车架系统2上的转向电机减震系统13、与转向电机减震系统13相连的车轮系统12、安装于车架系统2上的转向系统3和安装于车架系统2上的制动系统14。车轮系统12包括使用轮毂电机的左前轮121、使用轮毂电机的左后轮123、使用轮毂电机的右前轮122和使用轮毂电机的右后轮124。转向电机减震系统13包括左前转向减震电机131、右前转向减震电机133、左后转向减震电机135和右后转向减震电机137。左前转向减震电机131和右前转向减震电机133分别安装于车架系统2前端的左右两侧，左后转向减震电机135和右后转向减震电机137分别安装于车架系统2后端的左右两侧。左前轮121与左前转向减震电机131相连，右前轮122与右前转向减震电机133相连，左后轮123与左后转向减震电机135相连，左后轮123与左后转向减震电机135相连。
使用具有轮毂电机的左前轮121、右前轮122、左后轮123和右后轮124，即通过轮毂电机驱动车轮，以进行行驶，省去了传统的机械传动系统，简化了底盘1的结构，降低了底盘1重量，也减少了机械传动损耗，从而大幅提高车辆的电能利用效率。使用左前转向减震电机131、右前转向减震电机133、左后转向减震电机135和右后转向减震电机137来分别调节左前轮121、右前轮122、左后轮123和右后轮124的转向，可以灵活地调节各车轮的转动。轮毂电机可以使用现有的轮毂电机，如公开号为WO 2013107040 A1公开的轮毂电机。即本发明提供的电动汽车，其转向和行驶可通过轮毂电机和转向电机直接作用而进行控制，无需通过传动系统来传递动力，因而相比传动的电动汽车，其重量更轻、体积更小。
如图5至图7所示，车架系统2包括两条间隔且对称设置的采用铝合金材料制成的多型腔箱式纵梁21和连接于两多型腔箱式纵梁21之间的采用铝合金材料制成的多型腔横梁组件22，具体地，多型腔箱式纵梁21内部具有多个独立型腔，多型腔横梁组件22包括有多个内部具有多个独立型腔的横梁，多型腔箱式纵梁21和各横梁内部的型腔截面可为矩形、圆形或多边形等形状，多型腔箱式纵梁21和多型腔横梁组件22共同构成电动汽车车身的支撑结构，承载整个车身，且多型腔箱式纵梁21和多型腔横梁组件22内部设置的多个独立型腔，不仅可减轻车架的整体重量，还可用于作为电动汽车的线缆通道、排风管道或作为电动汽车的油路管道等等。
本发明提供的车架系统2还包括设于多型腔箱式纵梁21的中部的B柱固定架25，B柱固定架25用于固定电动汽车的B柱，B柱固定架25设置有两个，分别设于两多型腔箱式纵梁21的中部，本发明提供的车架系统2，其只设置了B柱固定架，而没有设置用于固定前立柱的固定架和用于固定后立柱的固定架，因而比传统的电动汽车车架结构将更简单。具体地，多型腔箱式纵梁21包括中段211及设于中段211两端的弯曲段212，中段211既可为平直状态，亦可为向上微凸的弧状，当其为向上微凸的弧状时，使得电动汽车的通过性更好，从而为用户提供舒适的行车环境。弯曲段212由中段211朝向两条多型腔箱式纵梁21的相对内侧的斜上方弯曲，以方便安装和容置车轮。
本发明提供的车架系统2，其采用铝合金材料制成多型腔箱式纵梁21和多型腔式横梁，从而不仅构成一支撑结构用于支撑电动汽车的车身，且可减轻车架的整体重量，且其结构简单，易于加工成型，可大大地简化生产工艺及降低生产成本；进一步地，由于多型腔箱式纵梁21和各横梁的内部具有多个独立型腔，因而其可作为电动汽车的线缆通道、排风管道或油路管道等等，从而无需专门开设线缆通道等各种通道，简化了电动汽车的整体结构，使得电动汽车组装生产更简单，同时亦降低了其生产成本。
所述横梁包括设于两多型腔箱式纵梁21前端的前横梁221、设于两多型腔箱式纵梁21后端的后横梁222、设于两多型腔箱式纵梁21中部的中横梁223和组合横梁224，即中横梁223与组合横梁224均与多型腔箱式纵梁21的中段211连接，前横梁221、后横梁222分别与多型腔箱式纵梁21两端的弯曲段212连接，各横梁设于两多型腔箱式纵梁21之间，与之共同构成梯形车架系统2的主承载结构，用于承载车身等部件；具体地，中横梁223设置有两个且间隔设置，组合横梁224设置有两个且间隔设置，进一步地，为使电动汽车的座椅得到稳固地支撑，中横梁223和组合横梁224可分别对应设于电动汽车的相应安装前排座椅和后排座椅的位置，从而可为座椅提供稳固地支撑。左前转向减震电机131和右前转向减震电机133分别安装于前横梁221的相对两端，左后转向减震电机135和右后转向减震电机137分别安装于后横梁222的相对两端。
为增强前横梁221、后横梁222的缓冲吸震能力，前横梁221、后横梁222均可设置成多型腔结构，即前横梁221、后横梁222内均设置有多个独立的型腔。
为增强两中横梁223的结构强度及提高该车架系统2整体的结构稳定性，可于两中横梁223之间设置多个第一加强连接杆225，以加强中横梁223及车架系统2整体的稳固性，第一加强连接杆225亦可制成多型腔结构。
同样地，可于两组合横梁224之间设置多个第二加强连接杆226，以用于增强中横梁223及车架系统2整体的稳固性。
如图8所示，组合横梁224由两个中横梁223叠设组成，组合横梁224为一轴对称结构，这样，组合横梁224的内部将同样具有多个独立的型腔，从而同样可用于作为线缆通道、通风管道、通气管道、油路管道等等。
B柱固定架25包括U形基体251、设于U形基体251两端部的两弧形部252，两弧形部252均向外侧弯曲，且两弧形部252与多型腔箱式纵梁21连接，B柱固定架25用于固定电动汽车的中间立柱，U形基体251的中部还设置有加强筋253，以用于加强B柱固定架25的强度及结构稳定性。本发明中提供的车架系统2其只设置了B柱固定架25用于固定中间立柱，而未设置用于固定前立柱和后立柱的固定架，其在结构上更简单，生产组装更容易。
底盘1还包括设于多型腔箱式纵梁21前端的前抗撞系统41，前抗撞系统41包括与前横梁221连接的前横杆411、两端与前横杆411和前横梁221分别连接的前保险杠412，前保险杠412为弯曲状，前保险杠412与前横梁411和前横杆411均垂直设置，且前保险杠412相对前横杆411外凸设置，从而在受到撞击时，外力将第一时间撞击到前保险杠412，进一步地，前保险杠412亦可设置成一多型腔结构杆，从而增强其缓冲防撞能力。进一步地，前保险杠412的相对内侧安装有前减震气垫（图中未示出）。设置前减震气垫，增加了底盘1抗撞能力；还可在前减震气垫后面设置动力电池，以通过前减震气垫保护动力电池。
为进一步增强前保险杠412的抗撞能力，前保险杠412的端部可通过吸震环a与前横梁221连接，前横杆411与中横梁223之间设置有至少一第一纵杆413，本实施例中，第一纵杆413设置有两个，第一纵杆413上还设有第一立柱414，以用于加强结构连接强度，具体地，第一纵杆413可由两段半纵杆4132构成，两段半纵杆4132之间可采用吸震胶柱b过渡连接，以增强其抗撞能力。
底盘1还包括设于多型腔箱式纵梁21后端的后抗撞系统42，后抗撞系统42包括与后横梁222连接的后横杆421、两端与后横杆421和后横梁222分别连接的后保险杠422，后保险杠422为弯曲状，后保险杠422与后横梁222和后横杆421均垂直设置，后保险杠422相对后横杆421为外凸设置，从而电动汽车的后部在受到撞击时，外力将第一时间撞击到后保险杠422，同样地，后保险杠422亦可设置成一多型腔结构杆，从而增强其缓冲防撞能力。进一步地，后保险杠422的相对内侧安装有后减震气垫（图未示出）。设置后减震气垫，增加了底盘1抗撞能力；还可在后减震气垫前面设置动力电池，以通过后减震气垫保护动力电池。
本实施例中，前保险杠412和后保险杠422均可设置为内置式，即前保险杠412和后保险杠422均设置在电动汽车的外壳的内部。
本发明可以使用四组动力电池，只需其中一组动力电池不失效，车辆就能照常行驶，提高了动力电池模组的可靠性，并使得车辆断电失效模式的容错率大大提高。
为进一步增强后保险杠422的抗撞能力，后保险杠422的端部亦可通过吸震环a与后横梁222连接（图未示），后横杆241与组合横梁224之间设置有至少一第二纵杆423，本实施例中，第二纵杆423设置有两个，第二纵杆423上设有第二立柱424，进一步地，第二纵杆423亦可由两段半纵杆4232构成，且两段半纵杆4232之间亦可采用吸震胶柱b过渡连接而增强其抗撞能力。同样地，第二纵杆423可制成多型腔结构，第二纵杆423的型腔截面可与前保险杆422和后保险杠422的相同。
参见图4、图9与图10，转向系统3，用于控制汽车的左前轮121和右前轮122的转向，包括：方向盘31、用于传递方向盘31转动角度的转向传动装置32、用于调节左前轮121转动角度的左转盘331、用于调节右前轮122转动角度的右转盘332以及用于控制左转盘331和右转盘332转动角度的转向装置34；左转盘331与左前转向减震电机131相连，右转盘332与右前转向减震电机133相连。本实施例中，左转盘331安装在左前转向减震电机131中，右转盘332安装在右前转向减震电机133中。
方向盘31与转向传动装置32的一端连接，转向传动装置32的另一端与转向装置34衔接，左转盘331和右转盘332分别位于转向装置34的两端。
转向装置34包括左钢丝绳341、右钢丝绳342以及由转向传动装置32带动回转的同步带343，左钢丝绳341两端分别缠绕于左转盘331上和同步带343上，右钢丝绳342两端分别缠绕于右转盘332上和同步带343上。
转动方向盘31时，其转动角度通过转向传动装置32传递给同步带343，同步带343带动左钢丝绳341和右钢丝绳342同时传动，左钢丝绳341和右钢丝绳342分别同时调整左前轮121和右前轮122的转动角度。
本发明将转向装置34安装在前横梁221中，以通过前横梁221保护转向装置34的作用。在其它实施例中，转向装置34也可以安装在前横梁221之外。
本发明的同步带343和转向传动装置32配合，巧妙地通过钢丝绳（左钢丝绳341和右钢丝绳342）及其绕法，准确地带动左转盘331和右转盘332转动，再通过左转盘331和右转盘332分别准确地控制左前轮121和右前轮122的转向角度。另外，本发明还可如现有转向系统3一样，能够达到可逆向转动的效果。本发明结构简单、制造难度低、制造成本低、准确度高，方便汽车及其车轮（轮毂）的安装，其特别适用于电动汽车上。
参见图12与图14，转向装置34还包括用于将左钢丝绳341夹持于同步带343上或者将左钢丝绳341从同步带343上松放的左同步带锁件344，以及用于将右钢丝绳342夹持于同步带343上或者将右钢丝绳342从同步带343上松放的右同步带锁件345，左同步带锁件344及右同步带锁件345均设于同步带343上；方向盘31上设有用于控制左同步带锁件344及右同步带锁件345的控制装置。当汽车常规使用时（即向前行驶时），左同步带锁件344和右同步带锁件345分别将左钢丝绳341和右钢丝绳342固定夹紧于同步带343上，这样，本发明就可以如传统汽车那样操作转向，方向盘31转动，通过同步带343带动钢丝绳的传动，间接准确地控制车轮的转向。当汽车需要非常规使用时（即90°横向行驶时），驾驶员通过操作方向盘31上的控制装置，使得左同步带锁件344和右同步带锁件345将左钢丝绳341和右钢丝绳342从同步带343上松放，此时钢丝绳不受同步带343的带动，控制装置再通过程序控制，使得左前轮121和右前轮122分别向外侧展开，最终二者形成180°，即左前轮121和右前轮122在一条直线上，可见，此时汽车就可横向行驶，这种行驶方式特别适用于泊车，特别适用于位置较窄的停车位。横向行驶完毕后，通过控制装置，使得左前轮121和右前轮122恢复到原始位置，左同步带锁件344和右同步带锁件345再次夹紧钢丝绳，这样，又可回到常规驾驶的状态。
继续参见图12与图14，作为本发明关于左同步带锁件344和右同步带锁件345的一种具体实施方式，左同步带锁件344包括可将左钢丝绳341夹持于同步带343上的左夹块3441以及用于控制左夹块3441夹紧和松放状态的左电磁铁3442，左电磁铁3442设于左夹块3441上；右同步带锁件345包括可将右钢丝绳342夹持于同步带343上的右夹块3451以及用于控制右夹块3451夹紧和松放状态的右电磁铁3452，右电磁铁3452设于右夹块3451上。以夹块和电磁铁配合的形式实现夹紧和松放钢丝绳的效果，其实施的方法简单，易于实现。
具体地，转向装置34还包括可同时控制左同步带锁件344和右同步带锁件345距离的中间锁件346，中间锁件346设于同步带343上且位于左同步带锁件344和右同步带锁件345之间，左同步带锁件344和右同步带锁件345均通过中间钢丝绳347与中间锁件346连接。中间锁件346在本发明实施例中，不但可以控制左同步带锁件344和右同步带锁件345距离，而且还可以对钢丝绳进行操作控制，例如间接控制左转盘331和右转盘332的转动角度，即在上述常规驾驶和横向驾驶之间的过渡过程中发挥重要作用。
参见图14，作为中间锁件346的一种具体实施方式，中间锁件346包括卷轴3461和中间电磁铁3462，中间电磁铁3462设于卷轴3461上，中间钢丝绳347缠绕于卷轴3461上。
参见图11与图13，转向传动装置32包括上传动轴321及下传动轴322，上传动轴321的上端与方向盘31连接，上传动轴321的下端与下传动轴322的上端连接，下传动轴322的下端与同步带343配合连接。具体地，本发明中的转向传动装置32也可以参照现有汽车的转向传动装置设计，只需能达到传递方向盘转动角度即可。
具体地，下传动轴322的下端设有传动齿，同步带343上设有与传动齿啮合的波浪齿。
进一步地，方向盘31上设有用于控制左前转向减震电机131及右前转向减震电机133的控制装置。左前转向减震电机131及右前转向减震电机133除了直接受左转盘331和右转盘332的直接控制外，还受到控制装置的间接控制，使得汽车的转向更加准确。
参见图9，方向盘31上设有用于全局控制的控制装置311，控制装置311包括按键3111和显示屏3112。其中，控制装置可以根据需要更具体地进行结构设计和控制程序设计，而并不限于附图所示的形式，因此在本实施例中不再赘述。
如图1、图2及图15-图20所示，所述车身包括设于底盘1上的乘员舱101及车门9，乘员舱101包括前部和后部，其中，车门9包括用于打开和关闭乘员舱101的前厢门901和后厢门902，前厢门901罩设在乘员舱101的前部上方，后厢门902罩设在乘员舱101的后部上方；前厢门901的前端通过第一铰接组件903与底盘1连接，后厢门902的后端通过第二铰接组件904与底盘1连接；电动汽车还包括用于控制前厢门901绕第一铰接组件903向外翻转的第一翻转机构905及用于控制后厢门902绕第二铰接组件904向外翻转的第二翻转机构906。
前厢门901通过第一翻转机构905的驱动绕第一铰接组件903翻转来打开和关闭乘员舱101的前部开口，后厢门902通过第二翻转机构906的驱动绕第二铰接组件904翻转来打开和关闭乘员舱101的开口，这样，上述的电动汽车的底盘1上无需设计A柱和C柱，因此解决了驾驶员的视线角度受到遮挡的问题，驾驶员能够获得更宽阔视野，提高驾驶的舒适性；且大大简化了车门及底盘1的制造及装配工艺，节约了成本；再者底盘1的重量也会相应减轻，整车性能相对得到提升。
在本实施例中，参见图1、图15至图20，第一铰接组件903包括设置在底盘1前端的第一铰接座9031和一端设置在第一铰接座9031中与之相对转动的第一铰接件9032，第一铰接座9031包括水平设置在底盘1上的固定槽9033，固定槽9033与底盘1的宽度方向平行，第一铰接件9032为弯折板，其与第一铰接座9031铰接的一端具有与该固定槽9033配合的圆形截面，第一铰接件9032的另一端伸出该固定槽9033的槽口后固定在前厢门901上，第一铰接件9032的摆动受到槽口的开口角度限制；第二铰接组件904包括设置在底盘1后端的第二铰接座和一端设置在第二铰接座中与之相对转动的第二铰接件，第二铰接座、第二铰接件分别与第一铰接座9031、第一铰接件9032的形状配合方式相同，第二铰接件另一端固定在后厢门902上。
参见图1和图15，第一翻转机构905包括一对设置在底盘1上位于乘员舱101前部两侧的第一气弹簧9051及设置在底盘1内部并用于对第一气弹簧9051注入高压气体使其驱动前厢门901进行翻转的第一气泵，每个第一气弹的两端通过万向节分别连接在前厢门901和底盘1上；参见图1和图16，第二翻转机构906包括一对设置在底盘1上位于乘员舱101后部两侧的第二气弹簧9061及设置在底盘1内部并用于对第二气弹簧9061注入高压气体使其驱动后厢门902进行翻转的第二气泵，每个第二气弹的两端通过万向节分别连接在后厢门902和底盘1上。
为了能便于乘员进出车内，从图1可以看出，前厢门901包括前盖体9011及分别与前盖体9011两侧连接的两个前侧门9012，后厢门902包括后盖体9021及分别与后盖体9021两侧连接的两个后侧门9022。前盖体9011和后盖体9021均为弧面形状，前盖体9011的前侧具有作为挡风玻璃的用途。汽车还包括与前厢门901翻转的同时联动翻转各前侧门9012的第一联动翻转装置907及与后厢门902翻转的同时联动翻转各后侧门9022的第二联动翻转装置908。这样，在前厢门901和后厢门902打开的同时，前侧门9012和后侧门9022同时向外旋转，并形成鹤式平展的状态，扩大了汽车两侧上下车的空间。
在本实施例中，第一联动翻转装置907包括连接在各前侧门9012和前盖体9011之间的第三铰接组件9071以及连接在各前侧门9012与底盘1之间并于前厢门901翻转时驱动前侧门9012分别绕第三铰接组件9071翻转的第三翻转机构9072；第二联动翻转装置908包括连接在各后侧门9022和后盖体9021之间的第四铰接组9081件以及连接在各后侧门9022与底盘1之间并于后厢门902翻转时驱动后侧门9022分别绕第四铰接组9081件翻转的第四翻转机构9082。
参见图1和图20，第三铰接组件9071包括设置在前盖体9011两侧的第一固定轴90711及一端套设在第一固定轴90711并与之相对转动的第三铰接件90712，第三铰接件90712的另一端固定在前侧门9012上，第三铰接件90712包括与第一固定轴90711铰接的直面部分和与前侧门9012连接的弧面部分；第四铰接组9081件包括设置在后盖体9021两侧的第二固定轴90811及一端套设在第二固定轴90811并与之相对转动的第四铰接件90812，第四铰接件90812的另一端固定在后侧门9022上，第二固定轴90811、第四铰接件90812的连接方式和形状分别与第一固定轴90711、第三铰接件90712相同。
第三翻转机构9072包括一对第三气弹簧90721，从图1、图15和图17可以看出，每个第三气弹簧90721具有通过万向节与底盘1连接的第一端和与前侧门9012连接的第二端，前厢门901闭合时，第一端在第二端上方，第三气弹簧90721随前厢门901开启时转动，其转动面与第一气弹簧9051转动面之间具有一定夹角，前厢门901打开时，第一端处第二端下方；第四翻转机构9082包括一对第四气弹簧90821，底盘1的两侧设有两个纵向设置的固定柱102(即B柱)，每第四气弹簧90821分别通过万向节与各后侧门9022和各固定柱102的顶端连接，第四翻转机构9082的结构与第三翻转机构9072相同。
上述的前厢门901和后厢门902能够同步或异步前后翻转，即能够绽放式翻转，前侧门9012和后侧门9022也可同步或异步侧向翻转、即鹤翼展。为了限制翻转的幅度，以防翻转过大导致损坏，第一气弹簧9051、第二气弹簧9061、第三气弹簧90721、第四气弹簧90821均可以设有行程限位块。
前厢门901和/或后厢门902上还设置有太阳能电池板，从而可为动力电池充电。
请参阅图21，所述动力电池71包括若干电芯710和电芯状态采集装置11。该动力电池使用电芯状态采集装置11，相应地减少和缩短了连接导线的使用，节省了布局空间，进而可以增加电芯的散热空间，提高散热效率。并且可以在相同的体积中，设置更多的电芯，增加动力电池的电容量。电芯和电芯状态采集装置11可采用现有技术已知的结构，在此不作细述。
参见图22-图28，为本发明实施例提供的一种汽车电池装夹装置的示例，其安装于电动汽车的车架系统上（附图未示出车架系统），用于装夹所述电动汽车内两个相同的动力电池71，包括：固定梁72，其固定设于所述车架上；手柄转轴73，其转动设于所述固定梁72上，所述手柄转轴73上固定设有缠绕轮组731（详见图25和26）；钢丝绳732，其缠绕于所述缠绕轮组731上；前转轴741，其上端转动连接于所述固定梁72上，其下端设有前卡板742，所述前卡板742与所述前转轴741相垂直；后转轴743，其上端转动连接于所述车架系统上，其下端设有后卡板744，所述后卡板744与所述后转轴743相垂直；同步带75，用于同步带动所述前转轴741和所述后转轴743转动，其两端分别绕于所述前转轴741和所述后转轴743上；导向轮组件76，用于改变所述钢丝绳732的传动方向，其设于所述固定梁72上，所述钢丝绳732穿过所述导向轮组件76且其两端分别与所述同步带75连接；所述固定梁72、所述前转轴741及所述前卡板742三者构成“工”型装夹结构，所述后卡板744及所述后转轴743两者构成倒“T”型装夹结构，两所述动力电池71前后端分别装夹于所述“工”型装夹结构两侧和所述倒“T”型装夹结构两侧。
假设附图所示为本发明实施例的初始状态，当转动手柄转轴73时，缠绕轮组731带动钢丝绳732传动，钢丝绳732通过导向轮组件76的导向/转向，进而带动同步带75的转动，同步带75同时驱使前转轴741和后转轴743转动，前卡板742和后卡板744亦随之转动，当前卡板742和后卡板744转动90°后，二者与两动力电池71之间的间隙平齐，此时动力电池71即可卸下；若想重新装上动力电池71，则只需先把动力电池71置于装夹位，再转动手柄转轴73，使得前卡板742和后卡板744转动至与动力电池71成90°后，即可完成动力电池71的固定装夹。
本发明通过采用钢丝绳的传动以及导向轮组件的导向作用，巧妙地间接带动前卡板和后卡板的转动，从而达到夹持和松放电池的效果，其结构简单，重量轻，不但节约了成本，节约了安装空间，而且本发明操作还很便捷，可以快速方便地装卸电池，无需借助其他工具即可完成电池的装卸。
结合图25，为了便于对手柄转轴73的转动操作，所述手柄转轴73两端分别设有可折叠收缩的手柄732，所述手柄732垂直于所述手柄转轴73。不操作本发明时，手柄732折叠收缩；操作本发明时，展开手柄732，绕手柄转轴73的轴线转动。
具体参见图25，所述固定梁72上设有用于支撑所述手柄转轴73的支撑架721，所述手柄转轴73转动设于所述支撑架721上。
参见图25和图26，所述导向轮组件76包括框架761以及若干个用于改变所述钢丝绳732的传动方向的导向轮762，所述框架761设于所述固定梁72上，所述导向轮762设于所述框架761内，穿过所述导向轮组件76的所述钢丝绳732缠绕于所述导向轮762上。具体地，图26所示的结构为本发明的一种实施方式。框架761内的导向轮762可以根据实际结构需要布局设置，只要到达改变钢丝绳732的传动方向即可，例如仅仅采用两个滑轮用于垂直改变钢丝绳732的传动方向。
具体地，所述前转轴741上套设有前齿轮7411，所述后转轴743上套设有后齿轮7431，所述同步带75为柔性齿条，所述柔性齿条呈闭合环状且绕于所述前齿轮7411及所述后齿轮7431上。以柔性齿条作为同步带，其可达到灵活往复运动的效果，柔性齿条带动前转轴741和后转轴743的转动。
参见图27，所述同步带75上固定夹设有两个同步带锁件751，两所述同步带锁件751分别夹设于所述同步带75的两侧上，所述钢丝绳732的两端分别与两所述同步带锁件751连接。在工作时，同步带锁件751夹紧同步带75，钢丝绳732与同步带锁件751连接。
参见图22至图24，所述固定梁72两端分别设有具有弹性的前夹片77，所述前夹片77夹持所述动力电池71的外侧；所述车架系统上设有两个具有弹性的后夹片78，所述后夹片78夹持所述动力电池71的外侧。前夹片77和后夹片78起到为动力电池71定位和减震的作用，前夹片77和后夹片78具有弹性，还便于动力电池71的装入。前夹片77和后夹片78上还可设置（套设）减震聚氨脂材料，用于减震和防滑。
参见图23和图28，两所述前夹片77末端均设有容所述前卡板742卡入的前卡口771，所述车架系统上设有可将所述前卡板742锁定于所述前卡口771内的前卡口锁件791；两所述后夹片78末端均设有容所述后卡板744卡入的后卡口781，所述车架系统上设有可将所述后卡板744锁定于所述后卡口781内的后卡口锁件792。这样，前卡板742与前夹片77之间、后卡板744与后夹片78之间，便能稳固闭合，防止动力电池71脱落。
继续参见图28，所述前卡口锁件791包括前锁套7911、前压块7912以及顶压所述前压块7912后可收缩入所述前锁套7911的前锁块7913，所述前压块7912及所述前锁块7913均设于所述前锁套7911内；结合图23，所述后卡口锁件792包括后锁套、后压块以及顶压所述后压块后可收缩入所述后锁套的后锁块，所述后压块及所述后锁块均设于所述后锁套内。在本发明实施例中，后卡口锁件792与前卡口锁件791结构相同，具体可参见图28。前卡板742转动时，顶压前压块7912，前锁块7913缩入前锁套7911，这样前卡板742便能与前夹片77分离，抛卸动力电池71。
具体地，所述前卡板742的两端分别设有卡入所述前卡口771的前U型口7421；所述后卡板744的两端分别设有卡入所述后卡口781的后U型口7441。卡板两端设置U型口，可更好地实现前卡板742与前夹片77之间、后卡板744与后夹片78之间的闭合和分离。另外，为了卡板两端能够更容易地卡入卡口内，夹片上设有斜面片，斜面片位于卡口背后，如图28所示，前斜面片772设于前卡口771后面。卡板在卡口背后撞击斜面片时，夹片向外展开，使得卡板两端能够分别卡入两个卡口。
特别地，本发明实施例中的前卡板742、前夹片77、后卡板744及后夹片78结构形式均相同。
以下结合上述实施例所提供的汽车电池装夹装置的具体结构，对它的操作步骤进行概要描述：
首先，在动力电池71之下放置可伸缩承载工具（例如卧式千斤顶），用于支承动力电池71；
然后，转动手柄转轴73，使得钢丝绳732带动同步带75传动，同步带75驱使前转轴741和后转轴743转动，使得前卡板742和后卡板744与两块动力电池71之间的间隙平齐，动力电池71脱落；动力电池71落于可伸缩承载工具上，收缩承载工具，使得动力电池71与汽车电池装夹装置分离，实现电池的卸载；
本发明实施例提供的电动汽车还包括一种整车供风系统，请参阅图29至图34，，其安装于具有车架系统2上且用于提供若干供风口。在图34中，管道503以实线表示，气囊式密封条5500以虚线表示，第一风管504、第二风管505、第三风管506以点划线表示，节点以实心圆表示，供风口以空心圆表示。
所述整车供风系统包括具有进风口5011与出风口5012的气源装置501、具有一个输入端5021与若干个输出端（5022、5023、5024）且用于切换气流方向的控制阀502、对所述控制阀502或者所述气源装置501发送电讯号以切换工作状态的控制器（图未示）以及若干具有始端与末端的管道503。控制器采用车载控制计算机系统，对电动汽车上的各种电子器件进行控制。管道503的始端是指流体进入管道503的入口，管道503的末端是指流体排出管道503的出口。
所述气源装置501、所述控制阀502、所述管道503组成第一类供风系统5100，该气源装置501的所述出风口5012与该控制阀502的所述输入端5021之间由一根所述管道503相连接，若干根所述管道的所述始端与该控制阀502的若干个所述输出端（5022、5023、5024）一一对应相连接，且该若干根管道的所述末端形成所述供风口。在第一类供风系统5100中，控制器与控制阀502电连接，控制器能切换流过控制阀502的气流方向，实现控制阀502的各个输出端的通或断的控制。气源装置501工作，空气从气源装置501的进风口5011进入，由气源装置501的出风口5012排出，经过控制阀502，控制阀502在控制器的电讯号下工作，与控制阀502的输出端相连接的管道的末端形成若干供风口，而且供风口的排气是可控制的。第一类供风系统5100提供的多个供风口是单独工作的。
所述气源装置501、所述管道503组成第二类供风系统5200，一根所述管道503的所述始端与所述气源装置501的所述出风口5012相连接且该管道503的所述末端形成一个节点，且由该节点分别串接有若干根所述管道503，且该若干根管道503的所述末端形成所述供风口。节点是指若干根管道或其他能形成流体通路的元件相交汇而形成的交汇点。在第二类供风系统5200中，控制器与气源装置501电连接，控制器能对气源装置501实现通或断的控制。控制器向气源装置501发出“通”的电讯号，气源装置501工作，空气从气源装置501的进风口5011进入，由气源装置501的出风口5012排出，与气源装置501的出风口5012相连接的管道的末端形成若干供风口。相反地，控制器向气源装置501发出“断”的电讯号，气源装置501不工作，管道的末端将不会供气。第二类供风系统5200提供的多个供风口是同时工作的。
将第一类供风系统5100与第二类供风系统5200合理配置在电动汽车上，第一类供风系统5100与第二类供风系统5200均由一个控制器集中控制，这是一种优化配置的方案，既满足多位置的可控制的供风需求，又达到占据空间小且低功耗的效果。
气源装置501、控制阀502及若干管道503组成第一类供风系统5100，第一类供风系统5100具有多个气路，每个气路分别提供一个供风口，供风口设置在电动汽车上需要供气的位置上，控制器能实现控制阀502工作状态的切换，对多个气路进行通或断的控制，从而对多个位置实现可控制的供气效果。气源装置501及若干管道503组成第二类供风系统5200，第二类供风系统5200也具有多个气路，每个气路分别提供一个供风口，供风口设置在电动汽车上需要供气的位置上，而且控制器能实现气源装置501工作状态的切换，对多个气路进行通或断的控制，从而实现可控制的供气效果。具体地，纯电动汽车的用风位置包括电机散热、舱门密封、安全气垫、气弹簧等，将第一类供风系统5100与第二类供风系统5200在电动汽车上合理配置，达到多位置且可控制的供风效果。
进一步地，所述第一类供风系统5100分为安装在所述车架系统2的前部的第一子供风系统510、安装在所述车架系统2的后部的第二子供风系统520与安装在所述车架系统2的中部的第三子供风系统530，所述第二类供风系统5200分为安装在所述车架系统2的前部的第四子供风系统540与安装在所述车架系统2的后部的第五子供风系统550, 所述第一子供风系统510、所述第二子供风系统520、所述第三子供风系统530、所述第四子供风系统540与所述第五子供风系统550均由所述控制器控制。第一子供风系统510用于电动汽车前部两边的轮毂电机与转向电机供风散热、前电池抗撞气垫供风、雨棚供气，第二子供风系统520用于电动汽车后部两边的轮毂电机与转向电机供风散热、后电池抗撞气垫供风，第三子供风系统530用于电动汽车前后舱门密封供气、动力电池插接头除尘、气垫供气。第四子供风系统540与所述第五子供风系统550分别用于电动汽车前后舱门气弹簧供气。各个子供风系统均由一个控制器集中控制，让整车供风系统具有更好的操作性与实用性，让电动汽车用户的各种用风需求得到满足。将各个子供风系统安装在车架系统2不同的位置上，符合就近原则，能减小所占据的空间。
进一步地，所述第一子供风系统510包括一个所述气源装置501、一个所述控制阀502与若干所述管道503，所述第一子供风系统510具有四个所述供风口（5a、5b、5c、5d），所述控制阀502的所述输出端分为第一输出端5022、第二输出端5023与第三输出端5024，所述控制阀502的所述第一输出端5022与四个所述供风口中的其中两个所述供风口5a与5b（用于电动汽车前部两边的轮毂电机及转向电机供风散热）相连通，由控制阀502的第一输出端5022出来的风沿一根管道503流向一个节点，再由该节点分别沿两根管道503流向相应的供风口5a与5b，该供风口5a与5b的轴向垂直于车架系统2的平面，即该供风口的轴向与转向电机5600的轴向相平行，让由供风口排出的风送进轮毂电机及转向电机，实现电动汽车前部两边的轮毂电机及转向电机的散热；且该控制阀502的所述第二输出端5023和所述第三输出端5024分别与四个所述供风口中的其他两个所述供风口5c与5d（用于前电池抗撞气垫供风、雨棚供气）相连通，第二输出端5023与管道的始端连接且该管道的末端形成供风口5c，第三输出端5024与管道的始端连接且该管道的末端形成供风口5d。
进一步地，所述第二子供风系统520包括两个所述气源装置501、两个所述控制阀502与若干所述管道503，所述第二子供风系统520具有三个所述供风口（5e、5f、5g），所述控制阀502的所述输出端分为第一输出端5022与第二输出端5023，两个所述控制阀502的所述第一输出端5022分别与三个所述供风口中的两个所述供风口5e与5f（用于电动汽车后部两边的轮毂电机及转向电机供风散热）相连通，由控制阀502的第一输出端5022出来的风沿管道流向供风口5e与5f，该供风口的轴向垂直于车架系统2的平面，即该供风口的轴向与转向电机的轴向相平行，让由供风口排出的风送进轮毂电机及转向电机，实现电动汽车后部两边的轮毂电机及转向电机的散热；两个该控制阀502的所述第二输出端5023相连通且与三个所述供风口中的另外一个所述供风口5g（用于后电池抗撞气垫供风）相连通，由两个控制阀502的第二输出端5023出来的风分别沿其中一根管道503共同流向一个节点，再由该节点沿另外一根管道流向供风口5g，该配置有效确保用于后电池抗撞气垫供风的供风口5g的正常工作，只要一个气源装置501工作，即可实现后电池抗撞气垫供风。
进一步地，所述第三子供风系统530包括两个所述气源装置501、两个所述控制阀502与若干所述管道503，所述第三子供风系统530具有六个所述供风口（5h、5i、5j、5k、5l、5m），所述控制阀502的所述输出端分为第一输出端5022、第二输出端5023与第三输出端5024，两个所述控制阀502的所述第一输出端5022分别与六个所述供风口中的其中两个所述供风口5h与5i（用于气垫5400供气）相连通；且两个该控制阀502的所述第二输出端5023分别与六个所述供风口中的另外两个所述供风口5j与5k（用于电动汽车前后舱门密封供气）相连通，供风口5j与5k向气囊式密封条5500内腔充气，实现前后舱门密封；且两个该控制阀502的所述第三输出端5024之间连通有两条第一风管504，每一所述第一风管504上分别连接有一根所述管道503，且该管道503的所述末端形成六个所述供风口中的剩余两个所述供风口5l与5m（用于动力电池插接头除尘）。
进一步地，所述车架系统2的内侧形成有若干沿与所述车架系统2的轮廓延伸的腔体5301，其中一个所述腔体5301形成所述第一风管504。设置在车架系统2内的腔体5301具有不同的作用，可以放置电缆，或者作为不同功用的风道，或者过制动刹车油，等等。该结构有效利用电动汽车的空间，不需要额外增加管道，即可实现风道的效果。具体地，腔体5301沿车架系统2的轮廓延伸，车架系统2的轮廓为闭合状，第一风管504也为闭合状。腔体5301的横截面大致呈矩形，便于车架系统2的加工成型。
进一步地，所述气源装置501为高压风机，所述控制阀502为气动换向阀。高压风机是依靠输入的机械能以提高气体压力并排送气体的机械，气动换向阀的作用是接受控制器的电讯号以切换气流的方向，采用高压风机与气动换向阀的组合能满足多个位置单独用风的需求。第二子供风系统520中的高压风机的轴线与第三子供风系统530中的高压风机的轴线均垂直于车架系统2的平面，让电动汽车在垂直方向上需要更小的空间即可安装高压风机。第三子供风系统530中的高压风机与气动换向阀分两组，分别安装在电动汽车中部两侧的位置上。
进一步地，所述第四子供风系统540包括一个所述气源装置501与若干所述管道503，所述节点串接有若干第二风管505，每一所述第二风管505上分别连接有一根所述管道503，且该管道503的所述末端形成所述供风口5n与5o（用于电动汽车前舱门气弹簧供气），所述车架系统2的内侧形成有若干沿与所述车架系统2的轮廓延伸的腔体5301，其中一个所述腔体5301形成所述第二风管505。第四子供风系统540由控制器控制，用于向前舱门的气弹簧升降供气，并可调节升降速度，配合铰链机构可以对电动汽车的前舱门实现开启与关闭的控制。气弹簧为自由型气弹簧，主要起支撑作用，只有最短、最长两个位置，在行程中无法自行停止。在本实施例中，节点串接有两根第二风管505，每一第二风管505上分别连接有一根管道503，且该管道503的末端形成两个供风口5n与5o，同时给电动汽车前舱门的两个气弹簧打气与抽气，前舱门实现开启与关闭的控制。
进一步地，所述第五子供风系统550包括一个所述气源装置501与若干所述管道503，所述节点串接有若干第三风管506，每一所述第三风管506上分别连接有一根所述管道503，且该管道503的所述末端形成所述供风口5p与5q（用于电动汽车后舱门气弹簧供气），所述车架系统2的内侧形成有若干沿与所述车架系统2的轮廓延伸的腔体5301，其中一个所述腔体5301形成所述第三风管506。第五子供风系统550由控制器控制，用于向后舱门的气弹簧升降供气，并可调节升降速度，配合铰链机构可以对电动汽车的后舱门实现开启与关闭的控制。在本实施例中，节点串接有两根第三风管506，每一第三风管506上分别连接有一根管道503，且该管道503的末端形成两个供风口5p与5q，同时给电动汽车后舱门的两个气弹簧打气与抽气，后舱门实现开启与关闭的控制。第四子供风系统540与第五子供风系统550可以同步工作，亦可以异步工作，相应地，实现电动汽车的舱门不同的开启模式。
本发明实施例提供的电动汽车，还包括密封所述电动汽车的密封系统10，如图35所示，为本实施例提供的密封系统10的示例，其包括用于封堵车门与底盘之间间隙的密封管1001，该密封管1001固定安装在底盘上并与车门对应的位置，密封管1001的内部具有空心通道10011；密封系统10还包括与密封管1001的空心通道10011连通的气源，气源与设置在底盘内的电控模块相连接，电控模块在车门闭合后控制气源对密封管1001充气使其膨胀。
上述的密封系统10，在车门与底盘之间设置有密封管1001，通过与该密封管1001连接的气源对密封管1001充气使其体积膨胀，体积倍增后的密封管1001使底盘与车门之间的间隙得到封堵，这样，包裹在车门边缘的接触面积更大，由于密封管1001内填充有气体，密封管1001具有较大的弹性形变，使得封堵效果更佳，不易因管体的老化而影响车门的密封性。具体地，本实施例中的气源可共用上述供风系统的气源装置。
如图36所示，本发明提供的电动汽车还包括雨篷遮雨系统8，用于在车门向上打开后的遮雨，其包括安装在车架系统的横梁上、且位于车门下方的雨篷伸张收纳装置81，雨篷伸张收纳装置81包括滚轴、收卷在所述滚轴上的雨篷布812和驱动滚轴转动的驱动组件，滚轴和驱动组件均固定在车架系统的横梁上，具体地，驱动组件可为电机和齿轮传动系统相结合的结构。由于需要遮雨的面积较大，因而展开的雨篷布812的面积也需要较大，但是为了减少雨篷布812占用的面积和提升整车美观性，便设置成在雨篷布812不需要展开时成为收卷状态，而需要使用时便能够伸张打开。因此，将雨篷伸张收纳装置81设置成包括滚轴、雨篷布812和驱动滚轴转动的驱动组件，雨篷布812的一端固定连接在滚轴上，另一端为自由端，能自由伸展，这样，驱动组件驱动滚轴转动，实现雨篷布812收卷或是展开的功能，以提升结构的紧凑性和整车的档次。车架系统的横梁连接有支撑板（图未示），雨篷遮雨系统8还包括设置在支撑板上用于驱动收卷于所述滚轴上的雨篷布812向外伸展的雨篷布驱动装置，雨篷布812和车门之间设置有为雨篷布812移动导向的导向组件84。驱动雨篷布812的伸展是通过雨篷布驱动装置来实现的，设置在车架系统的横梁上的驱动组件能够在雨篷布812伸展时，将收卷的雨篷布812释放出来，提供辅助功能；而雨篷布812的收卷则是通过驱动组件来实现的，这时的雨篷布驱动装置便起到了辅助拉回的功能。同时，设置在雨篷布812和车门之间的导向组件84，能够在雨篷布812伸展或是收卷时提供导向作用，以确保雨篷布812能够顺利展开或是收卷，并使雨篷布812能够以规定的形状展开或收卷，确保了使用的可靠性。
导向组件84包括相对设置在车门上的滑道841和一端连接在雨篷布812上，另一端连接在滑道841上的雨篷拉杆842，雨篷拉杆842与滑道841连接的一端设置有滑轮843。滑道841的横断呈“缺圆”状，将滑轮843设置在滑道841内，不但能够沿着滑道841自由移动，为雨篷布812的展开或是收卷提供导向功能，而且“缺圆”状的滑道841还能够防止其内的滑轮843掉出，因而不需要再另外对滑轮843进行限位。而雨篷拉杆842不仅能够起到传动导向的作用，同时还能在雨篷布812展开后，起到固定雨篷布812展开后形状的功能。
当然，本发明提供的电动汽车还包括温控系统，该温控系统可包括车载空调和热交换箱，其可采用现有技术的汽车空调系统，另外，为使动力电池在合适的温度环境中工作，延长其使用寿命，可在动力电池组装壳体上加设热交换箱，从而使其始终保持在合适的温度条件下工作。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换或改进等，均应包含在本发明的保护范围之内。

Claims (41)

  1. 一种电动汽车，其特征在于，包括底盘、设于所述底盘上的车身、设于所述底盘上且用于提供电动能的动力电池；所述底盘包括车架系统、安装于所述车架系统上的转向电机减震系统、与所述转向电机减震系统相连的车轮系统、安装于所述车架系统上的转向系统和安装于所述车架系统上的制动系统；
    所述车轮系统包括使用轮毂电机的左前轮、使用轮毂电机的左后轮、使用轮毂电机的右前轮和使用轮毂电机的右后轮；
    所述转向电机减震系统包括左前转向减震电机、右前转向减震电机、左后转向减震电机和右后转向减震电机；所述左前转向减震电机和所述右前转向减震电机分别安装于所述车架系统前端的左右两侧，所述左后转向减震电机和所述右后转向减震电机分别安装于所述车架系统后端的左右两侧；
    所述左前轮与所述左前转向减震电机相连，所述右前轮与所述右前转向减震电机相连，所述左后轮与所述左后转向减震电机相连，所述左后轮与所述左后转向减震电机相连。
  2. 如权利要求1所述的电动汽车，其特征在于，所述车架系统包括两条间隔且对称设置的采用铝合金材料制成的多型腔箱式纵梁和连接于两所述多型腔箱式纵梁之间的采用铝合金材料制成的多型腔横梁组件，所述多型腔箱式纵梁内部具有多个独立型腔，所述多型腔横梁组件包括多个内部具有多个独立型腔的横梁，所述多型腔箱式纵梁包括中段及设于所述中段两端的弯曲段，所述弯曲段由所述中段朝向两条所述多型腔箱式纵梁的相对内侧的斜上方弯曲。
  3. 如权利要求2所述的电动汽车，其特征在于，所述横梁包括设于两所述多型腔箱式纵梁前端的前横梁、设于两所述多型腔箱式纵梁后端的后横梁、设于两所述多型腔箱式纵梁中部的中横梁和组合横梁，所述中横梁设置有两个且间隔设置，所述组合横梁设置有两个且间隔设置，所述左前转向减震电机和所述右前转向减震电机分别安装于所述前横梁的相对两端，所述左后转向减震电机和所述右后转向减震电机分别安装于所述后横梁的相对两端。
  4. 如权利要求1所述的电动汽车，其特征在于，所述车架系统还包括设于所述多型腔箱式纵梁中部的用于固定B柱的B柱固定架。
  5. 如权利要求3所述的电动汽车，其特征在于，所述底盘还包括设于所述多型腔箱式纵梁前端的前抗撞系统，所述前抗撞系统包括与所述前横梁连接的前横杆、两端与所述前横杆和所述前横梁分别连接的前保险杠，所述前保险杠为弯曲状，所述前保险杠与所述前横梁和所述前横杆均垂直设置，且所述前保险杠相对所述前横杆外凸设置。
  6. 如权利要求5所述的电动汽车，其特征在于，所述前保险杠的相对内侧安装有前减震气垫。
  7. 如权利要求5所述的电动汽车，其特征在于，所述前保险杠的端部通过吸震环与所述前横梁连接，所述前横杆与所述中横梁之间设置有至少一第一纵杆，所述第一纵杆上设有第一立柱。
  8. 如权利要求3所述的电动汽车，其特征在于，所述底盘还包括设于所述多型腔箱式纵梁后端的后抗撞系统，所述后抗撞系统包括与所述后横梁连接的后横杆、两端与所述后横杆和所述后横梁分别连接的后保险杠，所述后保险杠为弯曲状，所述后保险杠与所述后横梁和所述后横杆均垂直设置，所述后保险杠相对所述后横杆为外凸设置。
  9. 如权利要求1所述的电动汽车，其特征在于，所述转向系统包括方向盘、用于传递所述方向盘转动角度的转向传动装置、用于调节所述左前轮转动角度的左转盘、用于调节所述右前轮转动角度的右转盘以及用于控制所述左转盘和所述右转盘转动角度的转向装置；所述方向盘与所述转向传动装置的一端连接，所述转向传动装置的另一端与所述转向装置衔接，所述左转盘和所述右转盘分别位于所述转向装置的两端，所述左转盘与所述左前转向减震电机相连，所述右转盘与所述右前转向减震电机相连。
  10. 如权利要求9所述的电动汽车，其特征在于，所述转向装置包括左钢丝绳、右钢丝绳以及由所述转向传动装置带动回转的同步带，所述左钢丝绳两端分别缠绕于所述左转盘上和所述同步带上，所述右钢丝绳两端分别缠绕于所述右转盘上和所述同步带上。
  11. 如权利要求10所述的电动汽车，其特征在于，所述转向装置还包括用于将所述左钢丝绳夹持于所述同步带上或者将所述左钢丝绳从所述同步带上松放的左同步带锁件，以及用于将所述右钢丝绳夹持于所述同步带上或者将所述右钢丝绳从所述同步带上松放的右同步带锁件，所述左同步带锁件及所述右同步带锁件均设于所述同步带上；所述方向盘上设有用于控制所述左同步带锁件及所述右同步带锁件的控制装置。
  12. 如权利要求11所述的电动汽车，其特征在于，所述左同步带锁件包括可将所述左钢丝绳夹持于所述同步带上的左夹块以及用于控制所述左夹块夹紧和松放状态的左电磁铁，所述左电磁铁设于所述左夹块上；所述右同步带锁件包括可将所述右钢丝绳夹持于所述同步带上的右夹块以及用于控制所述右夹块夹紧和松放状态的右电磁铁，所述右电磁铁设于所述右夹块上。
  13. 如权利要求11所述的电动汽车，其特征在于，所述转向装置还包括可同时控制所述左同步带锁件和所述右同步带锁件距离的中间锁件，所述中间锁件设于所述同步带上且位于所述左同步带锁件和所述右同步带锁件之间，所述左同步带锁件和所述右同步带锁件均通过中间钢丝绳与所述中间锁件连接。
  14. 如权利要求13所述的电动汽车，其特征在于，所述中间锁件包括卷轴和中间电磁铁，所述中间电磁铁设于所述卷轴上，所述中间钢丝绳缠绕于所述卷轴上。
  15. 如权利要求10所述的电动汽车，其特征在于，所述转向传动装置包括上传动轴及下传动轴，所述上传动轴的上端与所述方向盘连接，所述上传动轴的下端与所述下传动轴的上端连接，所述下传动轴的下端与所述同步带配合连接。
  16. 如权利要求1所述的电动汽车，其特征在于，所述车身包括设于所述底盘上的乘员舱及车门，所述车门包括用于打开和关闭所述乘员舱的前厢门和后厢门，所述前厢门和后厢门罩设在所述乘员舱上方；所述前厢门的前端通过第一铰接组件与所述底盘连接，所述后厢门的后端通过第二铰接组件与所述底盘连接；汽车还包括用于控制所述前厢门绕所述第一铰接组件向外翻转的第一翻转机构及用于控制所述后厢门绕所述第二铰接组件向外翻转的第二翻转机构。
  17. 如权利要求16所述的电动汽车，其特征在于：所述前厢门包括前盖体及分别与所述前盖体两侧连接的两个前侧门，所述后厢门包括后盖体及分别与所述后盖体两侧连接的两个后侧门；所述电动汽车还包括与所述前厢门翻转的同时联动翻转各所述前侧门的第一联动翻转装置及与所述后厢门翻转的同时联动翻转各所述后侧门的第二联动翻转装置。
  18. 如权利要求17所述的电动汽车，其特征在于：所述第一联动翻转装置包括连接在各所述前侧门和所述前盖体之间的第三铰接组件以及连接在各所述前侧门与所述底盘之间并于所述前厢门翻转时驱动所述前侧门分别绕所述第三铰接组件翻转的第三翻转机构；所述第二联动翻转装置包括连接在各所述后侧门和所述后盖体之间的第四铰接组件以及连接在各所述后侧门与所述底盘之间并于所述后厢门翻转时驱动所述后侧门分别绕所述第四铰接组件翻转的第四翻转机构。
  19. 如权利要求16所述的电动汽车，其特征在于：所述第一铰接组件包括设置在所述底盘上的第一铰接座和一端设置在所述第一铰接座中与之相对转动的第一铰接件，所述第一铰接件另一端固定在所述前厢门上；所述第二铰接组件包括设置在所述底盘上的第二铰接座和一端设置在所述第二铰接座中与之相对转动的第二铰接件，所述第二铰接件另一端固定在所述后厢门上。
  20. 如权利要求16或19所述的电动汽车，其特征在于：所述第一翻转机构包括两端通过万向节分别连接在所述前厢门和所述底盘上的至少一个第一气弹簧以及用于对所述第一气弹簧注入高压气体使其驱动所述前厢门进行翻转的第一气泵；所述第二翻转机构包括两端通过万向节分别连接在所述后厢门和所述底盘上的至少一个第二气弹簧以及用于对所述第二气弹簧注入高压气体使其驱动所述前厢门进行翻转的第二气泵。
  21. 如权利要求16所述的电动汽车，其特征在于：所述前厢门和/或所述后厢门上设置太阳能电池板。
  22. 如权利要求1所述的电动汽车，其特征在于：所述动力电池包括若干电芯及电芯状态采集装置，所述电芯安装于所述电芯状态采集装置上。
  23. 如权利要求1所述的电动汽车，其特征在于，所述电动汽车还包括汽车电池装夹装置，安装于所述车架系统上，用于装夹所述动力电池，包括：固定梁，其固定设于所述车架系统上；手柄转轴，其转动设于所述固定梁上，所述手柄转轴上固定设有缠绕轮组；钢丝绳，其缠绕于所述缠绕轮组上；前转轴，其上端转动连接于所述固定梁上，其下端设有前卡板，所述前卡板与所述前转轴相垂直；后转轴，其上端转动连接于所述车架系统上，其下端设有后卡板，所述后卡板与所述后转轴相垂直；同步带，用于同步带动所述前转轴和所述后转轴转动，其两端分别绕于所述前转轴和所述后转轴上；导向轮组件，用于改变所述钢丝绳的传动方向，其设于所述固定梁上，所述钢丝绳穿过所述导向轮组件且其两端分别与所述同步带连接；所述固定梁、所述前转轴及所述前卡板三者构成“工”型装夹结构，所述后卡板及所述后转轴两者构成倒“T”型装夹结构，两所述电池前后端分别装夹于所述“工”型装夹结构两侧和所述倒“T”型装夹结构两侧。
  24. 如权利要求23所述的电动汽车，其特征在于：所述手柄转轴两端分别设有可折叠收缩的手柄，所述手柄垂直于所述手柄转轴。
  25. 如权利要求24所述的电动汽车，其特征在于：所述固定梁上设有用于支撑所述手柄转轴的支撑架，所述手柄转轴转动设于所述支撑架上。
  26. 如权利要求23所述的电动汽车，其特征在于：所述导向轮组件包括框架以及若干个用于改变所述钢丝绳的传动方向的导向轮，所述框架设于所述固定梁上，所述导向轮设于所述框架内，穿过所述导向轮组件的所述钢丝绳缠绕于所述导向轮上。
  27. 如权利要求23所述的电动汽车，其特征在于：所述前转轴上套设有前齿轮，所述后转轴上套设有后齿轮，所述同步带为柔性齿条，所述柔性齿条呈闭合环状且绕于所述前齿轮及所述后齿轮上。
  28. 如权利要求23所述的电动汽车，其特征在于：所述同步带上固定夹设有两个同步带锁件，两所述同步带锁件分别夹设于所述同步带的两侧上，所述钢丝绳的两端分别与两所述同步带锁件连接。
  29. 如权利要求23所述的电动汽车，其特征在于：所述固定梁两端分别设有具有弹性的前夹片，所述前夹片夹持所述电池的外侧；所述车架系统上设有两个具有弹性的后夹片，所述后夹片夹持所述电池的外侧。
  30. 如权利要求29所述的电动汽车，其特征在于：两所述前夹片末端均设有容所述前卡板卡入的前卡口，所述车架系统上设有可将所述前卡板锁定于所述前卡口内的前卡口锁件；两所述后夹片末端均设有容所述后卡板卡入的后卡口，所述车架系统上设有可将所述后卡板锁定于所述后卡口内的后卡口锁件。
  31. 如权利要求30所述的电动汽车，其特征在于：所述前卡口锁件包括前锁套、前压块以及顶压所述前压块后可收缩入所述前锁套的前锁块，所述前压块及所述前锁块均设于所述前锁套内；所述后卡口锁件包括后锁套、后压块以及顶压所述后压块后可收缩入所述后锁套的后锁块，所述后压块及所述后锁块均设于所述后锁套内。
  32. 如权利要求1所述的电动汽车，其特征在于，所述电动汽车还包括整车供风系统，所述整车供风系统包括具有进风口与出风口的气源装置、具有一个输入端与若干个输出端且用于切换气流方向的控制阀、对所述控制阀或者所述气源装置发送电讯号以切换工作状态的控制器以及若干具有始端与末端的管道；所述气源装置、所述控制阀、所述管道组成第一类供风系统，该气源装置的所述出风口与该控制阀的所述输入端之间由一根所述管道相连接，若干根所述管道的所述始端与该控制阀的若干个所述输出端一一对应相连接，且该若干根管道的所述末端形成所述供风口；所述气源装置、所述管道组成第二类供风系统，一根所述管道的所述始端与所述气源装置的所述出风口相连接且该管道的所述末端形成一个节点，且由该节点分别串接有若干根所述管道，且该若干根管道的所述末端形成所述供风口。
  33. 如权利要求32所述的电动汽车，其特征在于：所述第一类供风系统分为安装在所述车架系统的前部的第一子供风系统、安装在所述车架系统的后部的第二子供风系统与安装在所述车架系统的中部的第三子供风系统，所述第二类供风系统分为安装在所述车架系统的前部的第四子供风系统与安装在所述车架系统的后部的第五子供风系统, 所述第一子供风系统、所述第二子供风系统、所述第三子供风系统、所述第四子供风系统与所述第五子供风系统均由所述控制器控制。
  34. 如权利要求33所述的电动汽车，其特征在于：所述第一子供风系统包括一个所述气源装置、一个所述控制阀与若干所述管道，所述第一子供风系统具有四个所述供风口，所述控制阀的所述输出端分为第一输出端、第二输出端与第三输出端，所述控制阀的所述第一输出端与四个所述供风口中的其中两个所述供风口相连通，且该控制阀的所述第二输出端和所述第三输出端分别与四个所述供风口中的其他两个所述供风口相连通。
  35. 如权利要求33所述的电动汽车，其特征在于：所述第二子供风系统包括两个所述气源装置、两个所述控制阀与若干所述管道，所述第二子供风系统具有三个所述供风口，所述控制阀的所述输出端分为第一输出端与第二输出端，两个所述控制阀的所述第一输出端分别与三个所述供风口中的两个所述供风口相连通，两个该控制阀的所述第二输出端相连通且与三个所述供风口中的另外一个所述供风口相连通。
  36. 如权利要求33所述的电动汽车，其特征在于：所述第三子供风系统包括两个所述气源装置、两个所述控制阀与若干所述管道，所述第三子供风系统具有六个所述供风口，所述控制阀的所述输出端分为第一输出端、第二输出端与第三输出端，两个所述控制阀的所述第一输出端分别与六个所述供风口中的其中两个所述供风口相连通，且两个该控制阀的所述第二输出端分别与六个所述供风口中的另外两个所述供风口相连通，且两个该控制阀的所述第三输出端之间连通有两条第一风管，每一所述第一风管上分别连接有一根所述管道，且该管道的所述末端形成六个所述供风口中的剩余两个所述供风口。
  37. 如权利要求32所述的电动汽车，其特征在于：所述车架系统的内侧形成有若干沿与所述车架系统的轮廓延伸的腔体，其中一个所述腔体形成所述第一风管。
  38. 如权利要求33所述的电动汽车，其特征在于：所述第四子供风系统包括一个所述气源装置与若干所述管道，所述节点串接有若干第二风管，每一所述第二风管上分别连接有一根所述管道，且该管道的所述末端形成所述供风口，所述车架系统的内侧形成有若干沿与所述车架系统的轮廓延伸的腔体，其中一个所述腔体形成所述第二风管。
  39. 如权利要求33所述的电动汽车，其特征在于：所述第五子供风系统包括一个所述气源装置与若干所述管道，所述节点串接有若干第三风管，每一所述第三风管上分别连接有一根所述管道，且该管道的所述末端形成所述供风口，所述车架系统的内侧形成有若干沿与所述车架系统的轮廓延伸的腔体，其中一个所述腔体形成所述第三风管。
  40. 如权利要求16所述的电动汽车，其特征在于，所述电动汽车还包括密封系统，所述密封系统包括设置在所述车门与所述底盘之间并用于封堵所述车门与所述底盘之间间隙的密封管，所述密封管的内部具有空心通道；所述密封系统还包括与所述密封管的空心通道连通并用于对所述密封管充气使其膨胀的气源。
  41. 如权利要求16所述的电动汽车，其特征在于，所述电动汽车还包括雨篷遮雨系统，用于在所述车门向上打开后的遮雨，包括安装在所述车架系统的横梁上、且位于所述车门下方的雨篷伸张收纳装置，所述雨篷伸张收纳装置包括滚轴、收卷在所述滚轴上的雨篷布和驱动所述滚轴转动的驱动组件，所述滚轴和所述驱动组件均固定在所述车架系统的横梁上，所述车架系统的横梁连接有支撑板，所述雨篷遮雨系统还包括设置在所述支撑板上用于驱动收卷于所述滚轴上的所述雨篷布向外伸展的雨篷布驱动装置，所述雨篷布和所述车门之间设置有为所述雨篷布移动导向的导向组件。
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