JP2017065493A - Collision load alleviation structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision load alleviation structure capable of securely reducing a collision load transmitted to a battery.SOLUTION: A collision load alleviation structure comprises: a pair of vehicle body frames 1 arranged spaced apart in a vehicle width direction, extending longitudinally and formed so that the distance between them is wider at a rear part than at a front part; and a battery frame 12 arranged inside the pair of the vehicle body frames 1 and supporting a battery 3. In the battery frame 12, in order to turn the rear part side to the side direction around the front part side in response to collision of an electric vehicle, the front part side is arranged close to the pair of the vehicle body frames 1, while the rear side is arranged spaced apart at a clearance G1 from the pair of the vehicle body frames 1.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a collision load mitigating structure, and more particularly to a collision load mitigating structure for mitigating a collision load transmitted to a battery for driving an electric automobile.

  A battery mounted on an electric vehicle such as an electric vehicle and a hybrid vehicle requires a large capacity and is heavy. For this reason, generally, an electric vehicle is provided with a battery frame for supporting a battery. For example, a battery frame is provided in a wide space under the floor of a passenger compartment, and a plurality of batteries are arranged together. . Here, there is a need for a technique for suppressing a large collision load from the outside from being input to the battery when the electric automobile collides.

  Therefore, as a collision load mitigation structure that mitigates transmission of a collision load to a battery, for example, Patent Document 1 proposes a battery support structure for an electric vehicle that can reliably disperse a load input from the front of the vehicle. Has been. The battery support structure of the electric vehicle protrudes downward from the floor surface and extends in the vehicle front-rear direction, and is provided with a protrusion that supports the battery. The rear end of the front side frame is connected to the front end of the protrusion. Yes. Thereby, the load input to the front side frame from the front of the vehicle can be transmitted and dispersed to the rear of the vehicle through the protruding portion.

JP2013-14276A

  However, in the battery support structure for an electric vehicle disclosed in Patent Document 1, a vehicle body frame such as a cross member is firmly fixed from the side to a protruding portion that supports the battery. For this reason, when a collision load having a deviation in the vehicle width direction is transmitted to the protrusion, the collision load cannot be reliably reduced, and a large collision load may be input to the battery.

  The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a collision load mitigation structure that reliably reduces the collision load transmitted to the battery.

  A collision load mitigating structure according to the present invention is a collision load mitigating structure for mitigating a collision load transmitted to a battery for driving an electric automobile, and extends in the front-rear direction and is spaced from the front side. A pair of vehicle body frames formed so that the rear side is widened, and a battery frame that is disposed inside the pair of vehicle body frames and supports the battery, the battery frame is a front part according to the collision of the electric vehicle The front side is disposed close to the pair of body frames and the rear side is disposed with a gap between the pair of body frames so that the rear side rotates sideways around the side.

  Here, the pair of vehicle body frames are a pair of floor side frames formed so that the distance from each other gradually increases from the front end side toward the rear end side under the floor of the passenger compartment. It is preferable to have a pair of side frames extending in the front-rear direction and having the front end portion formed so that the distance between the front end portions gradually increases rearward along the pair of floor side frames.

  Moreover, it is preferable to further have a sub-frame which extends in the front-rear direction and is disposed on the front side of the battery frame so as to be positioned in the same plane.

  In addition, it is preferable that the battery frame further includes a fixing portion that fixes the battery frame to the pair of vehicle body frames, and the fixing position of the fixing portion is displaced laterally as the battery frame rotates.

  Further, it is preferable to further include an impact absorbing portion that is disposed between the pair of vehicle body frames and the battery frame and absorbs an impact when the battery frame rotates and collides with the pair of vehicle body frames.

  According to the present invention, the battery frame is disposed close to the pair of vehicle body frames so that the rear side rotates sideways around the front side according to the collision of the electric vehicle, and the rear side is a pair of Since it is arranged with a gap between the vehicle body frame and the vehicle body frame, it is possible to provide a collision load mitigating structure that reliably reduces the collision load transmitted to the battery.

It is a figure which shows the structure of the motor vehicle provided with the collision load relaxation structure which concerns on Embodiment 1 of this invention. FIG. 3 is a bottom view showing a main part of the collision load relaxation structure according to Embodiment 1. It is a figure which shows a mode that the front part of the electric vehicle collided with the collision body. It is a figure which shows a mode that a battery frame rotates. It is a bottom view which shows the principal part of the collision load relaxation structure which concerns on Embodiment 2. FIG. FIG. 10 is a diagram illustrating a configuration of a fixing unit in a second embodiment. It is a bottom view which shows the principal part of the collision load relaxation structure which concerns on the modification of Embodiment 1 and 2.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
Embodiment 1
FIG. 1 shows a configuration of an electric vehicle including a collision load reducing structure according to an embodiment of the present invention. The electric vehicle includes a vehicle body frame 1 that supports the vehicle body, a battery housing 2 fixed to the vehicle body frame 1, a plurality of batteries 3 disposed in the battery housing 2, and a front side of the battery housing 2. And the driving unit 5 electrically connected to the plurality of batteries 3 via wiring (not shown).

The vehicle body frame 1 includes a bumper frame 6, a pair of front upper frames 7, a pair of front side frames 8, a pair of front pillars 9, a pair of side sills 10, and a pair of floor side frames 11.
The bumper frame 6 is disposed at the front portion of the electric vehicle and supports the bumper B, and is formed to bend and extend in the vehicle width direction. The bumper frame 6 and the bumper B are formed with a crash area S that first deforms and absorbs the collision load when the front portion of the electric vehicle collides.

The front upper frame 7 is formed so that both side portions of the electric vehicle extend rearward from the vicinity of the front portion, and the rear end portion is connected to the front pillar 9.
The front side frame 8 is formed so as to extend in the front-rear direction inside the front upper frame 7, and has a front end connected to the bumper frame 6 and a rear end connected to the floor side frame 11. The rear end portion of the front side frame 8 is also connected to the side sill 10 via a rigid member R such as a torque box.

The front pillar 9 is formed so as to extend in the vertical direction on both sides of the electric vehicle, and the toe board T is disposed so as to connect between the front pillars 9. A front chamber R1 is formed on the front side of the toe board T, and a vehicle compartment R2 is formed on the rear side of the toe board T.
The side sill 10 has a front end connected to the lower end of the front pillar 9 and is formed so as to extend rearward along the both sides of the electric vehicle under the floor of the passenger compartment R2.
The floor side frame 11 is formed so as to extend in the front-rear direction inside the side sill 10 under the floor of the passenger compartment R2, and the front end is connected to the front side frame 8 and the rear end is connected to the side sill 10. Therefore, the floor side frame 11 is gradually opened laterally from the front end side toward the rear end side, that is, one floor side frame 11 and the other end side from the front end side toward the rear end side. It arrange | positions so that the space | interval with the floor side frame 11 may become large gradually.

The battery housing 2 is for firmly fixing the posture of the plurality of batteries 3 accommodated therein, and is formed so as to cover the plurality of batteries 3 together and to have high rigidity. The battery housing 2 is disposed so as to spread between the pair of floor side frames 11 under the floor of the passenger compartment R2. A frame-shaped battery frame 12 is provided along the outer edge of the battery housing 2 at the bottom of the battery housing 2, and the battery 3 is supported from below by the battery frame 12.
The battery 3 is charged with power supplied from a power source outside the vehicle, and is accommodated in the battery housing 2. The battery 3 has a large capacity for driving the drive unit 5, and its weight also increases. For this reason, the weight of the battery housing 2 accommodating the battery 3 is very large, for example, about 300 kg.

The sub frame 4 is disposed so as to extend backward in the front chamber R1 from the vicinity of the bumper B toward the front portion of the battery frame 12.
The drive unit 5 includes a motor that is driven by electric power supplied from the battery 3, and is connected to a tire or the like in the front chamber R1.

Next, the configuration of the battery frame 12 and the subframe 4 will be described in detail.
As shown in FIG. 2, the battery frame 12 and the subframe 4 are arranged so as to be located in the same plane. The battery frame 12 includes a pair of side frames 14a extending in the front-rear direction on both sides of the electric vehicle, a front frame 14b extending in the vehicle width direction and connecting the front end portions of the pair of side frames 14a, A rear frame 14c that extends in the direction and connects the rear ends of the pair of side frames 14a, and is disposed on the inner side of the floor side frame 11 so as to be substantially in the same plane.

The pair of side frames 14 a has a pressing portion 16 that is disposed adjacent to the front side portion along the floor side frame 11. The pressing portion 16 is formed so as to open sideward toward the rear end portion side, that is, formed so that the interval between the pressing portions 16 gradually increases toward the rear end portion side. Further, the rear portions of the pair of side frames 14 a are formed so as to extend in a straight line toward the rear, and are arranged with a gap G <b> 1 between the floor side frames 11. The front frame 14b is formed to extend in the vehicle width direction along the toe board T. The rear frame 14c is formed so as to extend in the vehicle width direction, and a gap G2 is formed between the vehicle body frame 1 positioned behind the rear frame 14c, specifically, the cross member 17 connecting the pair of floor side frames 11. It is arranged with a gap.
As described above, the battery frame 12 is disposed so that the front side is close to the pair of floor side frames 11 and the rear side is disposed with the gaps G1 and G2 between the pair of floor side frames 11 and the cross member 17. Thus, the rear side can be turned sideways around the front side according to the collision of the electric vehicle. The battery frame 12 is connected and fixed to the floor side frame 11 by a plurality of fixing portions 15.

The sub-frame 4 receives and supports the battery frame 12 in which inertial force forward due to the collision of the electric vehicle is received from the front side, and a pair of side frames 13a extending in the front-rear direction on both sides of the electric vehicle; It has a front frame 13b that connects the front ends of the pair of side frames 13a, and a rear frame 13c that connects the rear ends of the pair of side frames 13a.
The pair of side frames 13a are formed so as to extend straight and parallel from the front end portion toward the rear end portion. Here, the pair of side frames 13a are arranged such that the front end portions of the pair of side frames 14a of the battery frame 12 are positioned on the extension line. Therefore, the rear end portions of the pair of side frames 13a are disposed to face the front end portions of the pair of side frames 14a. The front frame 13b and the rear frame 13c are formed to extend in the vehicle width direction in parallel with the front frame 14b of the battery frame 12. The subframe 4 is connected and fixed to the front side frame 8 via a connecting portion (not shown).

Next, the operation of this embodiment will be described.
First, in the electric vehicle shown in FIGS. 1 and 2, a collision load having a deviation in the vehicle width direction is input when the collision body D collides with a part of the front portion. For example, as shown in FIG. 3, when the collision body D collides with the right side of the front part of the electric vehicle, a large collision load is input to the right side of the electric vehicle compared to the left side. . The input collision load is transmitted rearward through the front upper frame 7, the front side frame 8, and the subframe 4.

  Due to this collision, an inertial force is generated in the battery frame 12 diagonally to the left and the pressing portion 16 is pressed against the floor side frame 11. For this reason, the forward movement of the battery frame 12 is restricted, and as shown in FIG. 4, the rear side of the battery frame 12 is rotated to the left side so as to narrow the gap G <b> 1.

Conventionally, for example, the side frame 14 a and the like are firmly fixed to the vehicle body frame 1 so that the battery frame 12 does not move forward and side due to a collision. For this reason, there is a possibility that a large collision load is input to the battery frame 12 at once via the vehicle body frame 1.
In the present invention, the collision load is received by rotating the battery frame 12, and the collision load input to the battery frame 12 can be reduced. For this reason, the gap G1 is set to a distance that allows the battery frame 12 to rotate. Further, the gap G2 is set so that the rear portion of the battery frame 12 does not contact the cross member 17 when the battery frame 12 rotates, and the battery frame 12 can be stably rotated by opening the gap G2. Can do. In particular, the present invention can be suitably applied to a collision such as a small overlap collision in which a collision load is largely biased.

  Here, since the pair of side frames 14a are formed so that the interval gradually increases rearward in the pressing portion 16, the pressing portion 16 is pressed against the floor side frame 11 according to inertial force. As a result, the floor side frame 11 is pushed sideways. Accordingly, a gap is also generated between the pressing portion 16 and the floor side frame 11, and the battery frame 12 can be smoothly rotated.

Further, since the pair of side frames 14a are formed so that the interval gradually increases rearward in the pressing portion 16, the pressing portion 16 can be pressed against the floor side frame 11 in a wide area. it can. Thereby, since the forward movement of the battery frame 12 is reliably regulated, the battery frame 12 can be rotated more smoothly.
Further, when the pressing portion 16 is pressed against the floor side frame 11, the battery frame 12 is brought into contact with the sub-frame 4 disposed on the front side. Thereby, since the battery frame 12 is supported by the sub-frame 4 from the front side, the forward movement of the battery frame 12 can be reliably controlled, and the battery frame 12 can be rotated more smoothly.

In addition, since the front end part of a pair of side frame 14a of the battery frame 12 is located on the extension line of a pair of side frame 13a, the sub frame 4 can support the battery frame 12 from the front side reliably. Further, since the rear frame 13c is disposed in parallel with the front frame 14b of the battery frame 12, the sub frame 4 can abut against the battery frame 12 in a wide area, and the battery frame 12 can be firmly fixed from the front side. Can be supported. The sub frame 4 preferably has a lower rigidity than the battery frame 12. Thereby, when the sub frame 4 supports the battery frame 12, the sub frame 4 can be preferentially deformed, and the collision load input to the battery frame 12 can be suppressed.
Further, since the forward movement of the battery frame 12 is suppressed only by arranging the sub frame 4 on the front side of the battery frame 12, it is not necessary to firmly fix the front frame 14b of the battery frame 12 to the vehicle body frame 1. In addition, the electric vehicle can be reduced in weight and the assembly can be simplified.

  According to the present embodiment, the front side of the battery frame 12 is disposed close to the pair of floor side frames 11 and the rear side of the battery frame 12 is disposed between the pair of floor side frames 11 and the cross member 17. And G2 are spaced apart, and the battery frame 12 is rotated sideways around the front side according to the collision of the electric vehicle, so the collision load transmitted to the battery 3 is reliably reduced. Can be made.

Embodiment 2
The fixing portion 15 is preferably fixed so that the fixing position of the battery frame 12 is displaced laterally as the battery frame 12 rotates.
For example, as shown in FIG. 5, a fixing portion 21 can be arranged instead of the fixing portion 15 of the first embodiment. As shown in FIG. 6, the fixing portion 21 includes two holes 22 and 23 and a communication path 24 that communicates the holes 22 and 23 at a connection position on the floor side frame 11 side. The two holes 22 and 23 have the same diameter, and one hole 22 is disposed on the inner side in the vehicle width direction with respect to the other hole 23. A fixing tool 25 is inserted into one of the holes 22 and fixed to the floor side frame 11. The communication path 24 is formed with a width smaller than the diameter of the fixture 25. For this reason, the fixing tool 25 is normally fastened in the one hole 22, and when the predetermined pressure is applied to the fixing portion 21 as the battery frame 12 rotates, the fixing tool 25 is connected to the communication path 24. Is expanded to the side and moved to the other hole 23.

  According to the present embodiment, as the battery frame 12 rotates, the fixing position of the fixing portion 21 is displaced laterally, so that the battery frame 12 can be stably rotated. Further, since the fixture 25 is displaced laterally while expanding the communication path 24, the collision load input to the battery frame 12 can be absorbed, and the collision load transmitted to the battery 3 can be reliably reduced. it can.

In the first and second embodiments, the impact when the battery frame 12 rotates and collides with the pair of floor side frames 11 is absorbed between the pair of floor side frames 11 and the battery frame 12. It is preferable to arrange an impact absorbing portion.
For example, as shown in FIG. 7, in Embodiment 1, the shock absorbing portion 31 can be newly disposed on the outer side surfaces of the pair of side frames 14 a of the battery frame 12. The impact absorbing portion 31 absorbs a collision load input to the battery frame 12 by deforming so as to be crushed when the battery frame 12 rotates and collides with the floor side frame 11. The shock absorbing part 31 can be made of a resin material or the like.

  In the first and second embodiments, the collision load mitigation structure of the present invention is applied to an electric vehicle. However, any electric vehicle equipped with a battery with a large capacity, such as driving a drive unit with electricity, may be used. It is not limited to electric vehicles. For example, the collision load structure of the present invention can be applied to a hybrid vehicle.

  DESCRIPTION OF SYMBOLS 1 Body frame, 2 Battery housing, 3 Battery, 4 Sub frame, 5 Drive part, 6 Bumper frame, 7 Front upper frame, 8 Front side frame, 9 Front pillar, 10 Side sill, 11 Floor side frame, 12 Battery frame, 14a, 13a Side frame, 14b, 13b Front frame, 14c, 13c Rear frame, 15, 21 Fixing part, 16 Pushing part, 17 Cross member, 22, 23 hole, 24 Communication path, 25 Fixing tool, 31 Impact Absorber, B bumper, S crash area, R rigid member, T toe board, R1 front chamber, R2 compartment, G1, G2 clearance, D collision body.

Claims (5)

A collision load mitigation structure for mitigating a collision load transmitted to a battery for driving an electric vehicle,
A pair of vehicle body frames that extend in the front-rear direction and are spaced apart from each other so that the rear side is wider than the front side;
A battery frame that is disposed inside the pair of vehicle body frames and supports the battery;
The battery frame is disposed close to the pair of body frames such that the rear side rotates sideways around the front side in response to a collision of the electric vehicle, and the rear side is the pair of body frames. Collision load relaxation structure that is placed with a gap between them. The pair of vehicle body frames are a pair of floor side frames formed so that a distance between the front end portion side and the rear end portion side gradually increases under the floor of the passenger compartment,
2. The battery frame according to claim 1, wherein the battery frame includes a pair of side frames that extend in the front-rear direction and have a front end portion that is formed so that a distance between the battery frames gradually increases rearward along the pair of floor side frames. The collision load relaxation structure as described.   The collision load mitigation structure according to claim 1 or 2, further comprising a subframe extending in the front-rear direction and disposed so as to be positioned in the same plane on the front side of the battery frame. A fixing portion for fixing the battery frame to the pair of vehicle body frames;
The collision load mitigating structure according to any one of claims 1 to 3, wherein the fixing portion is configured such that a fixing position of the battery frame is displaced laterally as the battery frame rotates. 5. The shock absorber according to claim 1, further comprising an impact absorbing portion that is disposed between the pair of vehicle body frames and the battery frame and absorbs an impact when the battery frame rotates and collides with the pair of vehicle body frames. The collision load relaxation structure according to any one of the above.

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