JP2017065495A - 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; a battery frame 12 arranged inside the pair of the vehicle body frames 1 and supporting a battery 3; and a fixing part 15 arranged across the pair of vehicle body 1 and the battery frame 12, connected with the pair of the vehicle body frame 1 at a first connecting position L1, and connected with the battery frame 12 at the second connecting position L2. The second connecting position L2 is arranged behind a first connecting position L1 and inside the vehicle width direction in the vehicle. The fixing part 15 comprises a displacement part 17 which displaces at least one of the first connecting position L1 and the second connecting position L2 toward the side, when the collision has caused the battery frame 12 to apply a tension exceeding a predetermined value toward the side.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a collision load mitigation structure, and more particularly to a collision load mitigation structure that mitigates transmission of a collision load to a battery that drives 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 with an interval in the vehicle width direction. A pair of vehicle body frames, a battery frame disposed inside the pair of vehicle body frames to support the battery, and a pair of vehicle body frames arranged to extend from the pair of vehicle body frames to the battery frame. A fixed portion connected to the body frame and connected to the battery frame at the second connection position, and the second connection position is rearward of the first connection position and inside the vehicle in the vehicle width direction. The fixed portion is positioned between the first connection position and the second connection position when a lateral tension exceeding a predetermined value is applied from the battery frame due to a collision. At least one Chi and has a displacement unit for displacing laterally.

  Here, it is preferable that the first connection position and the second connection position are arranged on a tangent line of a track in which the battery frame rotates sideward in response to a collision of the electric vehicle.

  Moreover, it is preferable to displace a displacement part along the straight line which passes along a 1st connection position and a 2nd connection position.

  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.

  Further, the battery frame is disposed close to the pair of 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 the body frames. It is preferable to arrange them with a gap between them.

  Further, 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 has a pair of side frames that are arranged at an interval in the width direction and extend in the front-rear direction, and the front end side is formed so that the distance from each other gradually increases toward the rear along the pair of floor side frames. It is preferable.

  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.

  According to the present invention, the fixing portion moves at least one of the first connection position and the second connection position when a tension exceeding a predetermined value is applied in accordance with the lateral movement of the battery frame due to the collision. Since it has the displacement part displaced to a side, it becomes possible to provide the collision load relaxation structure which reduces the collision load transmitted to a battery reliably.

It is a figure which shows the structure of the motor vehicle provided with the collision load relaxation structure which concerns on one embodiment of this invention. It is a bottom view which shows the principal part of a collision load relaxation structure. It is a figure which shows the structure of a displacement part. 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 a modification.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
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. Further, 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 located behind the rear frame 14c, specifically, a cross member connecting between the pair of floor side frames 11. It is arranged in the space.

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).

  Here, a plurality of flat plate-like fixing portions 15 are arranged below the battery frame 12 so as to extend in the front-rear direction and to incline in the vehicle width direction of the vehicle from the front end portion toward the rear end portion. Yes. The fixing portion 15 fixes the battery frame 12 to the floor side frame 11 and is arranged so as to extend from the floor side frame 11 to the battery frame 12, and is connected to the floor side frame 11 at the connection position L1 of the front end portion. And connected to the side frame 14a of the battery frame 12 at the connection position L2 at the rear end. For this reason, the connection position L2 is located behind the connection position L1 and inside the vehicle in the vehicle width direction.

As shown in FIG. 3, a displacement portion 17 that displaces the connection position L <b> 2 to the side is provided at the rear end portion of the fixing portion 15. The displacement portion 17 is configured to displace the connection position L2 laterally when a tension exceeding a predetermined value is applied in accordance with the lateral movement of the battery frame 12 due to the collision of the electric vehicle. Specifically, the displacement part 17 is inserted into the two holes 18a and 18b, the communication path 19 that communicates the two holes 18a and 18b, and the one hole 18a, and the fixing part 15 is attached to the battery frame 12. And a fixing tool 20 to be fixed.
The two holes 18a and 18b have the same diameter and are arranged side by side on a straight line passing through the connection position L1 and the connection position L2. The communication path 19 has a width smaller than the diameter of the fixture 20, and is formed so as to extend straight from one hole 18a to the other hole 18b along a straight line passing through the connection position L1 and the connection position L2.

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. 4, when the collision body D collides with the right side of the front portion 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 battery frame 12 is restricted from moving forward, and a force is exerted so that the rear side pivots leftward about the pressing portion 16.

Since the pair of side frames 14a of the battery frame 12 are formed so that the distance between the side frames 14a gradually increases rearward in the pressing portion 16, the pressing portion 16 has a large area on the floor side frame 11. Therefore, the forward movement of the battery frame 12 can be more reliably regulated. 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 more reliably regulated.
As described above, the front frame 14b of the battery frame 12 and the like need to be firmly fixed to the vehicle body frame 1 in order to suppress the forward movement of the battery frame 12 simply by disposing the subframe 4 on the front side of the battery frame 12. Therefore, the electric vehicle can be reduced in weight and the assembly can be simplified.

As described above, the rotating force acts on the battery frame 12, whereas the fixing portion 15 of the present invention has the connection position L <b> 2 with the battery frame 12 relative to the connection position L <b> 1 with the floor side frame 11. It is arranged so as to be located rearward and inside the vehicle. That is, the connection position L1 and the connection position L2 are arranged side by side in the rotation direction of the battery frame 12. For this reason, when the fixing portion 15 is arranged with the connection position L1 and the connection position L2 side by side in a direction intersecting the rotation direction of the battery frame 12, for example, a direction along the central axis extending in the front-rear direction of the electric vehicle. Compared with the battery frame 12, the battery frame 12 can be firmly fixed.
Here, it is preferable that the fixed part 15 arrange | positions the connection position L1 and the connection position L2 on the tangent of the track | orbit H where the battery frame 12 rotates. That is, the tangent line of the track H is calculated for each position of the battery frame 12 where the fixing part 15 is arranged, and the fixing part 15 is arranged so that the connection position L1 and the connection position L2 are located on each tangent line. Thereby, since the tension | tensile_strength which acts on the fixing | fixed part 15 from the battery frame 12 follows the tension | pulling direction of the fixing | fixed part 15, the battery frame 12 can be fixed more firmly.

However, if the position of the battery frame 12 is maintained even after the inertial force of the battery frame 12 becomes large, a large load may be applied to the battery frame 12. Therefore, when the displacement portion 17 is applied with a tension exceeding a predetermined value, for example, a tension that causes damage to the battery 3, in response to an increase in inertial force generated in the battery frame 12, The connection position L2 is displaced sideways.
Specifically, as shown in FIG. 3, the displacement portion 17 has a fixture 20 that fixes the battery frame 12 inserted into the hole 18 a, and goes straight from the hole 18 a along a straight line passing through the connection position L <b> 1 and the connection position L <b> 2. A communication path 19 is formed to extend. Therefore, when a tension exceeding a predetermined value is applied to the fixing portion 15, the fixing tool 20 moves sideways along the communication path 19 as shown in FIG. Can be turned in the direction.

  As described above, the displacement portion 17 rotates the battery frame 12 to the side, so that the collision load input to the battery frame 12 can be received, and the input of a large collision load to the battery frame 12 is suppressed. be able to. Here, it is preferable that the displacement part 17 displaces the connection position L2 along a straight line passing through the connection position L1 and the connection position L2, and thereby the connection position L2 can be smoothly displaced, and the battery frame 12 can be displaced. The input collision load can be reliably received.

Furthermore, when the battery frame 12 rotates to the side, the fixture 20 moves from one hole 18 a to the other hole 18 b while expanding the communication path 19. For this reason, the collision load input to the battery frame 12 with the deformation of the communication path 19 can be reduced.
The communication path 19 has a length so that the side portion of the battery frame 12 does not collide with the vehicle body frame 1 such as the floor side frame 11 positioned on the side of the battery frame 12 as the battery frame 12 rotates. It is preferable to set. For example, the communication path 19 can be set to a length smaller than the gap G <b> 1 between the battery frame 12 and the floor side frame 11.

  According to the present embodiment, the connection position L2 of the fixing portion 15 is located behind the connection position L1 and inside the vehicle, and a predetermined value is set according to the lateral movement of the battery frame 12 due to a collision. When the exceeding tension is applied to the fixing portion 15, the displacement portion 17 displaces the connection position L <b> 2 to the side, so that a large collision load can be received while the battery frame 12 is firmly fixed, and transmitted to the battery 3. The collision load can be reliably reduced.

In the above embodiment, the side of the battery frame 12 may collide with the pair of floor side frames 11 when the battery frame 12 rotates. It is preferable to arrange an impact absorbing portion for absorbing the impact of the collision between them.
For example, as shown in FIG. 6, the shock absorbing portion 21 can be newly disposed on the outer surface of the pair of side frames 14 a of the battery frame 12. The impact absorbing portion 21 absorbs a collision load input to the battery frame 12 by being deformed so as to be crushed when the battery frame 12 rotates and collides with the floor side frame 11. In addition, the impact absorption part 21 can be comprised from a resin material etc.

Further, in the above embodiment, the displacement portion 17 is provided at the connection position L2 with the battery frame 12 in the fixed portion 15, but at least one of the connection position L1 and the connection position L2 is laterally fixed in the fixed portion 15. However, the present invention is not limited to this.
For example, the displacement part 17 can be provided in both the connection position L1 and the connection position L2 of the fixed part 15. Thereby, the battery frame 12 can be rotated to the side, and the collision load input to the battery frame 12 can be more reliably mitigated.
However, as described above, by providing the displacement portion 17 only at the connection position L2 of the fixed portion 15, the rotation direction of the battery frame 12 can be kept constant, and the collision load input to the battery frame 12 can be stabilized. And can be relaxed.

  Further, in the above-described embodiment, the displacement portions 17 are provided in all the fixed portions 15, but it is sufficient that the connection position L2 of the battery frame 12 can be displaced, and the present invention is not limited to this. However, it is preferable that all the fixing portions are arranged so as not to disturb the displacement of the connection position L2 and the rotation direction of the battery frame 12.

  In the above embodiment, the collision load mitigation structure of the present invention is applied to an electric vehicle. However, the electric vehicle may be any electric vehicle equipped with a battery having a large capacity, such as driving a drive unit with electricity. It is not limited to. 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 Fixing part, 16 Pushing part, 17 Displacement part, 18a, 18b Hole, 19 Communication path, 20 Fixing tool, 21 Shock absorbing part , B bumper, S crash area, R rigid member, T toe board, R1 front chamber, R2 compartment, G1, G2 clearance, L1, L2 connection position, H track, D collision body.

Claims (7)

A collision load mitigation structure for mitigating a collision load transmitted to a battery for driving an electric vehicle,
A pair of body frames arranged to extend in the front-rear direction with an interval in the vehicle width direction;
A battery frame that is disposed inside the pair of vehicle body frames and supports the battery;
A fixing portion that is disposed so as to extend from the pair of vehicle body frames to the battery frame, is connected to the pair of vehicle body frames at a first connection position, and is connected to the battery frame at a second connection position. ,
The second connection position is located rearward of the first connection position and on the inner side in the vehicle width direction of the vehicle,
The fixing portion laterally moves at least one of the first connection position and the second connection position when a lateral tension exceeding a predetermined value is applied from the battery frame due to a collision. A collision load relaxation structure having a displacement portion to be displaced.   2. The collision load mitigating structure according to claim 1, wherein the first connection position and the second connection position are arranged on a tangent line of a track in which the battery frame rotates sideward in response to a collision of the electric vehicle. body.   The collision load mitigating structure according to claim 1 or 2, wherein the displacement portion is displaced along a straight line passing through the first connection position and the second connection position.   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.   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. The collision load relaxation structure according to any one of claims 1 to 4, which is disposed with a gap therebetween. 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,
The battery frame is arranged so as to be spaced apart in the vehicle width direction and extend in the front-rear direction, and the front end side is formed to gradually widen toward the rear along the pair of floor side frames. The collision load alleviation structure according to any one of claims 1 to 5 which has a pair of side frames. The collision load mitigating structure according to any one of claims 1 to 6, further comprising a subframe that extends in the front-rear direction and is disposed on the front side of the battery frame in the same plane.

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