JP2021011221A - Vehicle battery protection structure - Google Patents

Abstract

To provide a vehicle battery protection structure which can reduce an impact transmitted to a battery pack through a duct to protect the battery pack from the impact.SOLUTION: A duct 60 includes: a first communication part 61A disposed at one end side and communicating with the outside; and a second communication part 62A and a third communication part 62B disposed at the other end side and communicating with a rear part of a battery pack 50. The duct 60 has: a first duct 61 communicating with the first communication part 61A and the second communication part 62A; and a second duct 62 communicating with the second communication part 62A and the third communication part 62B. The first duct 61 has a first curved part 61C curved in an arc shape and protruding to the vehicle rear farther than a rear end of the battery pack 50 in a vehicle plan view. The second duct 62 has a second curved part 62C curved in an arc shape and protruding to the vehicle rear farther than the rear end of the battery pack 50 in the vehicle plan view.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle battery protection structure.

In a vehicle such as an automobile, a battery may be accommodated in the luggage compartment at the rear of the vehicle. As a conventional technique of this kind, an in-vehicle battery described in Patent Document 1 is known. In the vehicle-mounted battery described in Patent Document 1, a first intake fan and a second intake fan are arranged on the left and right sides at the rear end of the storage case, respectively. The path between the intake duct and the second intake duct can be shortened to simplify the structure of the vehicle-mounted battery and improve space efficiency. Further, in this in-vehicle battery, since the first intake fan and the second intake fan are not located at the rear of the accommodation case but are arranged on the left and right at the rear end of the accommodation case, they are accommodated. The space behind the case can be increased, and when the space behind the rear seats of the vehicle is placed above the floor panel such as the luggage compartment, a large luggage compartment can be secured and the rear end of the vehicle can be secured. It is possible to secure a sufficient space for providing a shock absorbing portion in the event of a collision in the portion, and it is possible to improve the collision performance.

JP-A-2019-006395

However, in the conventional technique described in Patent Document 1, since the rear ends of the two intake ducts (the first intake duct and the second intake duct) are formed flat. When a member capable of absorbing impact such as a cross member arranged behind the vehicle-mounted battery comes into contact with these intake ducts, each intake duct is not easily deformed and the impact transmitted to each intake duct is transmitted. There is a problem that it is difficult to consume energy as deformation energy of each intake duct. Therefore, there is a possibility that the impact that the intake duct cannot absorb may act on the battery.

Therefore, in the conventional technique described in Patent Document 1, the impact transmitted through the duct cannot be reduced, and the battery pack cannot be protected from the impact.

The present invention has been made by paying attention to the above circumstances, and has a vehicle battery protection structure capable of reducing the impact transmitted to the battery pack through the duct and protecting the battery pack from the impact. It is intended to be provided.

In the present invention, a battery pack having a plurality of battery modules and a battery case accommodating the plurality of battery modules, a vehicle body on which the battery pack is mounted, and a refrigerant connected to the battery pack and cooling the battery pack flow. A vehicle battery protection structure including a duct, wherein the duct has a first communication portion arranged on one end side and communicating with the outside and a second communication portion arranged on the other end side and communicating with the rear portion of the battery pack. It has a unit and a third communication part, a first duct that communicates with the first communication part and the second communication part, and a second duct that communicates with the second communication part and the third communication part. The first duct has a first curved portion that curves in an arc shape and protrudes from the rear end of the battery pack to the rear of the vehicle in the vehicle plan view, and the second duct has the battery pack in the vehicle plan view. It is characterized by having a second curved portion that curves in an arc shape and protrudes toward the rear of the vehicle from the rear end.

As described above, according to the present invention, it is possible to provide a vehicle battery protection structure capable of reducing the impact transmitted to the battery pack through the duct and protecting the battery pack from the impact.

FIG. 1 is a plan view of a luggage compartment at the rear of a vehicle body of a vehicle provided with a battery protection structure according to an embodiment of the present invention. FIG. 2 is a plan view of a luggage compartment at the rear of the vehicle body in a state where a spare tire is removed from a vehicle having a battery protection structure according to an embodiment of the present invention. FIG. 3 is a plan view of the luggage compartment at the rear of the vehicle body in a state where the spare tire and the upper case are removed from the vehicle provided with the battery protection structure according to the embodiment of the present invention. FIG. 4 is a rear view of the luggage compartment at the rear of the vehicle body of the vehicle provided with the battery protection structure according to the embodiment of the present invention. FIG. 5 is a cross-sectional view taken along the line VV direction of FIG. FIG. 6 is a sectional view taken along line in the VI-VI direction of FIG. FIG. 7 is a perspective view of a duct of a vehicle provided with a battery protection structure according to an embodiment of the present invention. FIG. 8 is a plan view of a vehicle duct provided with a battery protection structure according to an embodiment of the present invention. FIG. 9 is a front view of a vehicle duct provided with a battery protection structure according to an embodiment of the present invention. FIG. 10 is a perspective view showing another example of the connection mode between the duct of the vehicle provided with the battery protection structure according to the embodiment of the present invention and the battery pack. FIG. 11 is a perspective view showing another example of the connection mode between the duct of the vehicle provided with the battery protection structure according to the embodiment of the present invention and the battery pack. 12 (a) and 12 (b) are perspective views showing another example of the shape of the duct of the vehicle provided with the battery protection structure according to the embodiment of the present invention.

The vehicle battery protection structure according to an embodiment of the present invention is connected to a battery pack having a plurality of battery modules and a battery case accommodating the plurality of battery modules, a vehicle body on which the battery pack is mounted, and the battery pack. A vehicle battery protection structure including a duct through which a refrigerant for cooling the battery pack flows, wherein the duct is arranged on one end side and communicates with the outside, and is arranged on the other end side and is rearward of the battery pack. It has a second communication section and a third communication section, a first duct that communicates with the first communication section and the second communication section, and a second duct that communicates with the second communication section and the third communication section. However, the first duct has a first curved portion that curves and protrudes in an arc shape toward the rear of the vehicle from the rear end of the battery pack in the vehicle plan view, and the second duct is behind the battery pack in the vehicle plan view. It is characterized by having a second curved portion that curves in an arc shape and projects toward the rear of the vehicle from the end. Thereby, the vehicle battery protection structure according to the embodiment of the present invention can reduce the impact transmitted to the battery pack through the duct and can protect the battery pack from the impact.

Hereinafter, the vehicle battery protection structure according to the embodiment of the present invention will be described with reference to the drawings. In FIGS. 1 to 11, the up / down / front / rear / left / right directions are the up / down / front / rear / left / right directions of the vehicle battery protection structure installed in the vehicle, and the direction orthogonal to the front / rear direction of the vehicle is the left / right direction and the vehicle battery protection. The height direction of the structure is the vertical direction.

1 to 12 are views showing a vehicle battery protection structure according to an embodiment of the present invention.

First, the configuration will be described. In FIGS. 1 and 2, the vehicle 1 includes a vehicle body 2, and a rear seat 4 is provided at the rear portion of the vehicle body 2. Further, the vehicle body 2 has a rear floor panel 2A, left and right side panels 2E and 2F, and a rear panel 2G behind the rear seat 4. The space above the rear floor panel 2A, which is surrounded by the rear seat 4, the side panels 2E, 2F, and the rear panel 2G, constitutes the luggage compartment. Therefore, the rear floor panel 2A forms a part of the floor surface of the luggage compartment.

The battery pack 50 is mounted on the vehicle body 2. Specifically, the rear floor panel 2A is provided with a tire accommodating portion 2B, and the tire accommodating portion 2B is recessed downward. The battery pack 50 and the spare tire 5 are housed in the tire housing portion 2B. The battery pack 50 supplies electric power to a motor (not shown) of the vehicle 1. The tire 5 is fixed to the upper part of the battery pack 50. The tire accommodating portion 2B accommodates the lower half portion of the tire 5 in the vertical direction. The tire 5 is covered from above by a cover (not shown).

A part of the duct 60 is housed in the tire accommodating portion 2B, and the duct 60 is connected to the battery pack 50 and air as a refrigerant for cooling the battery pack 50 is brought into the vicinity of the left end portion in the luggage compartment. It is taken in from and supplied to the battery pack 50.
(About the battery pack)

In FIG. 3, the battery pack 50 has a plurality of battery modules 11, 12, 13, 14 and a battery case 20 accommodating the plurality of battery modules 11, 12, 13, 14.

A plurality of cells are housed inside the battery modules 11, 12, 13, and 14 in a state of being electrically connected. In FIG. 1, the rear end portion 50A of the battery case 20 is provided with a first intake inlet 21 and a second intake inlet 22 for introducing air into the inside.

A duct 60 is provided behind the battery pack 50, and the duct 60 is connected to the first intake inlet 21 and the second intake inlet 22. The duct 60 forms an intake path 60B (see FIG. 7) that guides the air taken in from the air intake port 60A arranged on the side of the vehicle body 2 to the first intake intake port 21 and the second intake air introduction port 22. ..

In FIGS. 4, 5 and 6, the battery case 20 includes a lower case 30 and an upper case 40. In the lower case 30, the battery modules 11, 12, 13, and 14 are fixed and cover the lower surfaces and side surfaces of the battery modules 11, 12, 13, and 14. The upper case 40 covers the upper surfaces of the battery modules 11, 12, 13, and 14 with the lower case 30 closed from above.

In FIGS. 2 and 3, a lower case fixing portion 2C is arranged behind the lower case 30 in the vehicle body 2, and the lower case 30 is fixed to the vehicle body 2 in the lower case fixing portion 2C.

An upper case fixing portion 2D is arranged behind the upper case 40 in the vehicle body 2, and the upper case 40 is fixed to the vehicle body 2 in the upper case fixing portion 2D.

In FIGS. 4 and 5, the tire 5 is arranged above the battery pack 50 in a posture in which the central axis 5A thereof is vertically erected.

In FIG. 6, a second bracket 82 for supporting the tire 5 is provided on the upper surface of the battery pack 50, and the second bracket 82 is formed in a protruding shape upward. The upper end of the second bracket 82 is connected to the center of the tire 5.

A pair of reinforcing members 71 in the vehicle width direction extending in the vehicle front-rear direction are fixed to the lower surface of the upper case 40 by spot welding or the like.

In FIG. 3, the battery pack 50 has air passages 51 and 52. The air passage 51 is arranged between the adjacent battery modules 11 and 12, and the air passage 52 is arranged between the adjacent battery modules 13 and 14. Air guided by the duct 60 circulates in the air passages 51 and 52, and the air cools the battery modules 11, 12, 13, and 14.

In FIG. 6, the reinforcing member 71 is arranged between the adjacent battery modules 11, 12, 13, and 14 along the air passages 51 and 52.

A first bracket 81 is provided on the upper surface of the upper case 40. The first bracket 81 is arranged at a position corresponding to the reinforcing member 71. Two first brackets 81 are connected to the lower end of the second bracket 82. The second bracket 82 connects a pair of first brackets 81 to each other on the left and right sides, and is fixed to the upper case 40 via the pair of first brackets 81.

The two first brackets 81 connected to the lower end of the second bracket 82 are arranged between the adjacent battery modules 11 and 12 and between the adjacent battery modules 13 and 14, and are arranged in the front-rear direction. It is provided at a position overlapping the second communication portion 62A and the third communication portion 62B. As a result, the impact energy transmitted by the second communication portion 62A and the third communication portion 62B can be received on the first bracket 81 side, and the impact can be less likely to be transmitted to the battery modules 11 to 14.

In FIGS. 2 and 5, a third bracket 83 is provided at the front end of the lower case 30, and the third bracket 83 connects the lower case 30 to the vehicle body 2. The battery pack 50 is connected to the vehicle body 2 via the third bracket 83 in a state of being housed in the tire accommodating portion 2B of the vehicle body 2.

As described above, in this embodiment, the tire 5 is fixed to the upper case 40 of the battery pack 50 via the first bracket 81 and the second bracket 82. Further, the battery pack 50 in a state of supporting the tire 5 is fixed to the vehicle body 2 via the third bracket 83. Therefore, when a load acts on the tire 5 from the side, the load can be distributed and received by the entire upper case 40 via the first bracket 81 and the second bracket 82.

Further, since the positional relationship between the tire 5 and the battery pack 50 is directly fixed by the first bracket 81 and the second bracket 82, when a load acts on the tire 5 from the side, only the tire 5 is affected by the load. It is possible to prevent the battery pack 50 from being moved and exerting a load on the battery pack 50. Therefore, the tire 5 fixed to the battery pack 50 can function as a protective member against the load acting on the battery pack 50 from the side.
(About the duct)

In FIG. 1, the duct 60 includes a first duct 61 extending from a side portion of the vehicle body 2 toward a central portion in the vehicle width direction, and a second duct 62 that supplies air received from the first duct 61 to the inside of the battery case 20. And have.

The first duct 61 has an intake fan 63 in the vicinity of the rear right end portion of the vehicle body 2, and the intake fan 63 is provided with the above-mentioned air intake port 60A facing rearward. The intake fan 63 rotates the built-in fan motor to supply the air taken in from the air intake port 60A to the duct 60. As described above, in this embodiment, the intake fan 63 and the duct 60 function as an intake fan and a duct for feeding air to the battery pack 50. The rotation direction of the fan motor of the intake fan 63 may be reversed so that the intake fan 63 and the duct 60 function as an exhaust fan and a duct. The intake fan 63 is fixed to the vehicle body 2. The intake fan 63 is connected to the first communication portion 61A at one end (right end) of the first duct 61.

In FIG. 1, the second duct 62 is separated from the second communication portion 62A connected to the first intake introduction port 21 of the rear end portion 50A of the battery pack 50 and the second communication portion 62A in the vehicle width direction, and the battery is used. It has a third communication portion 62B connected to a second intake introduction port 22 of the rear end portion 50A of the pack 50. Further, the second duct 62 has a second curved portion 62C that connects the second communicating portion 62A and the third communicating portion 62B and is curved so as to draw a protruding arc at the rear of the vehicle in a plan view. ..

In FIG. 2, in front of the second curved portion 62C, a curved portion front space S1 which is a space where the vehicle body 2 is viewed from above is formed between the battery pack 50 and the rear end portion 50A. That is, no other member or the like is arranged between the second curved portion 62C and the rear end portion 50A of the battery pack 50, and the second curved portion 62C moves forward without being hindered by other members or the like. It can be transformed.

In this way, the duct 60 has a first communication portion 61A arranged on one end side (right end side) and communicating with the outside, and a second communication portion 61A arranged on the other end side (left end type) and communicating with the rear portion of the battery pack 50. It has 62A and a third communication portion 62B. Further, the duct 60 has a first duct 61 that communicates with the first communication portion 61A and the second communication portion 62A, and a second duct 62 that communicates with the second communication portion 62A and the third communication portion 62B. There is. Here, the rear portion of the battery pack 50 means a side portion on the rear side of the battery pack 50. Further, the rear side portion includes not only the rear side surface (rear end surface) of the battery pack 50 but also the rear upper surface of the battery pack 50 as in another example described later with reference to FIG. Includes.

Further, in FIG. 1, the first duct 61 has a first curved portion 61C that is curved and protrudes in an arc shape toward the rear of the vehicle from the rear end of the battery pack 50 in a vehicle plan view, and the second duct 62 is It has a second curved portion 62C that curves and protrudes in an arc shape toward the rear of the vehicle from the rear end of the battery pack 50 in a vehicle plan view.

The first communication portion 61A is fixed to the vehicle body 2 via the intake fan 63, and the first rear end portion 61H, which is the rearmost end portion of the first curved portion 61C at the rear of the vehicle, is the vehicle of the second curved portion 62C. It is arranged on the rear side of the vehicle in a vehicle plan view from the second rear end portion 62H, which is the rearmost rear end portion.

As described above, in this embodiment, the first curved portion 61C and the second curved portion 62C are provided in the first duct 61 and the second duct 62 that form one duct 60 as a whole. In other words, in this embodiment, one duct 60 is provided with a plurality of curved portions that are curved rearward. Therefore, three or more curved portions may be provided in the duct 60.

The vehicle body 2 has a tire accommodating portion 2B for accommodating the tire 5 at a position overlapping the battery pack 50 in the upward direction, and the first rear end portion 61H is a tire accommodated in the tire accommodating portion 2B in the vehicle front-rear direction. It is located at the same position as the rear end portion 5C of the tire, which is the rearmost end portion of 5, or on the front side of the vehicle. That is, when the first rear end portion 61H is set with the second virtual line VL2 that passes through the tire rear end portion 5C in the vehicle width direction, the position is the same as that of the second virtual line VL2 in the vehicle front-rear direction. It is arranged in front of the second virtual line VL2.

The second communication portion 62A and the third communication portion 62B are connected to the rear surface of the battery pack 50 side by side in the vehicle width direction. Further, the second communication portion 62A is arranged on the side opposite to the third communication portion 62B and outside the battery pack 50 with the second communication portion 62A interposed therebetween in the vehicle width direction.

In FIGS. 7, 8 and 9, the length of the second curved portion 62C gradually increases in the vehicle vertical direction and the thickness in the vehicle front-rear direction gradually increases from both ends in the vehicle width direction toward the center. It's getting smaller. As shown in FIG. 8, in a plan view, the curvature of the front surface 62X of the second curved portion 62C is larger than the curvature of the rear surface 62Y of the second curved portion 62C.

In FIG. 2, the lower case fixing portion 2C for fixing the lower case 30 to the vehicle body 2 is arranged in the curved portion front space S1.

In FIG. 2, a space S2 in front of the first duct, which is a space where the vehicle body 2 is viewed from above, is formed between the first duct 61 and the rear surface of the battery pack 50. The upper case fixing portion 2D for fixing the upper case 40 to the lower case 30 is arranged in the curved portion front space S1 and the first duct front space S2. As a result, no other member or the like is arranged between the second curved portion 62C and the rear end portion 50A of the battery pack 50, and the second curved portion 62C is forward without being hindered by other members or the like. Can be transformed into. Further, the work on the upper case fixing portion 2D can be performed via the curved portion front space S1 and the first duct front space S2.

In FIG. 1, the second duct 62 has a second curved portion 62C below the tire 5, and the second rear end portion 62H of the second curved portion 62C is in the vehicle front-rear direction with respect to the tire rear end portion 5C. It is located at the same position or in the front position. Here, the tire rear end portion 5C means a portion of the outer peripheral edge 5B of the tire 5 at the rear end portion in the vehicle front-rear direction.

As shown in FIG. 1, in a plan view, a virtual plane extending in the front-rear direction of the vehicle through the left and right intersections PX where the rear surface of the battery pack 50 and the outer peripheral edge 5B of the tire 5 intersect and the central axis 5A of the tire 5. When V is set, the first intake introduction port 21 and the second intake introduction port 22 are arranged on the left and right intersection PX side of the virtual plane V, respectively, and the first intake introduction port of the second duct 62. 21, The second communication portion 62A and the third communication portion 62B connected to the second intake inlet 22 are arranged inside the outer peripheral edge 5B of the tire 5 in the radial direction.

In FIG. 1, the first intake introduction port 21 is located on one side of the rear end portion 50A of the battery pack 50 in the vehicle width direction with respect to the virtual plane V, and the second intake introduction port 22 is on the virtual plane. It is located on the other side of the vehicle width direction with respect to V.

In FIG. 4, the first communication portion 61A is arranged at a position higher than the battery pack 50, and at least a part of the first rear end portion 61H is provided at a position higher than the battery pack 50. Further, when the area from the first communication portion 61A to the upper rear end portion 61J, which is a portion higher than the battery pack 50 in the first rear end portion 61H, is defined as the upper duct 61K, the upper duct 61K is a battery. It is located higher than the pack 50.

Further, the first rear end portion 61H has a lower rear end portion 61L extending downward from the upper rear end portion 61J to the upper surface of the battery pack 50, and the upper rear end portion 61J and the lower rear end portion 61L. It has a connecting portion 61M as a protruding portion that projects at least rearward between them. The connecting portion 61M of this embodiment projects forward, backward, left and right.

Further, the lower rear end portion 61L extends downward from the upper rear end portion 61J to the upper surface of the battery pack 50 at a position facing the rear surface of the battery pack 50. That is, the upward rising portion continuous from the lower rear end portion 61L to the connecting portion 61M also faces the rear surface of the battery pack 50 in the front-rear direction. Further, when the portion of the duct 60 located lower than the upper surface of the battery pack 50 is the lower duct 61N, the lower duct 61K and the right side of the lower duct N are on the right side of the battery pack 50. A work space S3 that allows work from behind is formed with respect to wiring (not shown) arranged at the position. The position on the right side of the battery pack 50 is not limited to wiring, and other members that can work from behind may be arranged via the work space S3. According to this configuration, the member arranged at the position on the right side of the battery pack 50 does not face the duct 60 in the front-rear direction, so that the duct 60 is prevented from coming into contact with the wiring or the like at the time of the rear collision of the vehicle 1. it can.

Further, as shown in FIG. 11, a first duct 61 having a vertically divided structure is fitted in the connecting portion 61M. In this embodiment, in the connecting portion 61M, the upper rear end portion 61J and the lower rear end portion 61L are fitted so that the lower rear end portion 61L covers the outer surface of the upper rear end portion 61J. The upper rear end portion 61J and the lower rear end portion 61L may be fitted so that the upper rear end portion 61J covers the outer surface of the lower rear end portion 61L.

In FIG. 1, when the first virtual line VL1 passing through the right end portion of the tire 5 in the vehicle front-rear direction and the second virtual line VL2 passing through the tire rear end portion 5C in the vehicle width direction are set, the connecting portion 61M is set. , It is arranged inside the first virtual line VL1 (on the center side of the tire 5) and in front of the second virtual line VL2. Therefore, the connecting portion 61M is arranged closer to the center of the tire 5 in the vehicle width direction than the right end portion of the tire 5.

As in the other example shown in FIG. 10, the duct 60 may be connected to the upper surface of the rear portion of the battery case 20. In FIG. 10, the second curved portion 62C of the second duct 62 has a length in the vehicle vertical direction from both ends in the vehicle width direction toward the center, as in the examples shown in FIGS. 7, 8 and 9. Is gradually increasing, and the thickness in the front-rear direction of the vehicle is gradually decreasing. However, in the example shown in FIG. 10, the second curved portion 62C has a shape that bulges downward from both ends in the vehicle width direction toward the center portion so that the length in the vehicle vertical direction gradually increases. ing. Further, in the example shown in FIG. 10, the second curved portion 62C bulges downward to a position facing the rear surface of the battery pack 50 in the front-rear direction.

As a result, since the thickness in the vehicle front-rear direction is smaller toward the central portion of the second curved portion 62C, elastic deformation can be started from the central portion of the second curved portion 62C at the time of rear collision of the vehicle 1.

Further, by reducing the thickness of the central portion of the second curved portion 62C, the space S1 in front of the curved portion can be increased, so that it is easy to attach the battery pack 50 to the vehicle body 2 in the space S1 in front of the curved portion. it can.

Further, since the length in the vertical direction is larger toward the central portion of the second curved portion 62C, an impact can be received in a large area at the central portion of the second curved portion 62C at the time of the rear collision of the vehicle 1.

Further, since the cross-sectional area of the air flow path of the second curved portion 62C does not change significantly, it is possible to suppress a large change in the air flow velocity while passing through the second curved portion 62C and the occurrence of pressure loss.

Further, since the duct 60 is connected to the upper surface of the rear portion of the battery case 20, the duct 60 and the battery pack 50 can be arranged so as to overlap each other in the vertical direction, and the duct 60 is arranged behind the battery pack 50. The dimensions in the front-rear direction can be shortened as compared with the case.

In addition to this, since the second curved portion 62C has a shape that bulges downward to a position facing the rear surface of the battery pack 50 in the front-rear direction, the rear surface of the battery pack 50 can be protected by the second curved portion 62C.

As shown in FIG. 12A, the shapes of the first curved portion 61C of the first duct 61 and the second curved portion 62C of the second duct 62 are such that the outer surface 91 is curved in an arc shape and the inner surface 92 is straight. It may have a shape. According to this configuration, only the outer surface 91 can be positively elastically deformed.

Further, as shown in FIG. 12B, the shapes of the first curved portion 61C of the first duct 61 and the second curved portion 62C of the second duct 62 are the main body portion 94 having a U-shaped overall shape. It may have a shape including protrusions 93 provided on the outer surface of the main body 94. According to this configuration, since the load acts from the protrusion 93 on the straight line portion of the U-shaped main body portion 94, the main body portion 94 can be elastically deformed so as to be curved inward of the straight line portion.

As described above, in the battery protection structure of the present embodiment, the duct 60 has a first communication portion 61A arranged on one end side and communicating with the outside, and a first communication portion 61A arranged on the other end side and communicating with the rear portion of the battery pack 50. It has two communication portions 62A and a third communication portion 62B.

Further, the duct 60 has a first duct 61 that communicates with the first communication portion 61A and the second communication portion 62A, and a second duct 62 that communicates with the second communication portion 62A and the third communication portion 62B. There is.

Further, the first duct 61 has a first curved portion 61C that curves and protrudes in an arc shape toward the rear of the vehicle from the rear end of the battery pack 50 in a vehicle plan view, and the second duct 62 has a vehicle plan view. It has a second curved portion 62C that curves and protrudes in an arc shape toward the rear of the vehicle from the rear end of the battery pack 50.

As a result, at the time of the rear collision of the vehicle 1, the load from the rear acts on the rear part of the vehicle 1. Then, a member such as a rear bumper located behind the battery pack 50 comes into contact with the duct 60. The load acting on the first curved portion 61C due to this contact is defined as F1, and the load acting on the second curved portion 62C is defined as F2. As shown in FIG. 8, when the load F1 and the load F2 act on the rear ends of the first curved portion 61C and the second curved portion 62C, the first curved portion 61C and the second curved portion 62C are shown by broken lines, respectively. It can be transformed forward of the vehicle as shown. Therefore, the impact energy can be consumed as the deformation energy of the first curved portion 61C and the second curved portion 62C, and the impact energy transmitted to the battery pack 50 can be reduced. Here, the rear-end collision of the vehicle 1 means that the vehicle 1 is rear-end collided with another vehicle or the like.

Further, even if the first curved portion 61C and the second curved portion 62C are damaged or broken by a large impact energy, a part of the impact energy is used for the broken or broken energy of the first curved portion 61C and the second curved portion 62C. The impact energy transmitted to the battery pack 50 can be reduced. As a result, the impact transmitted to the battery pack 50 via the duct 60 can be reduced, and the battery pack 50 can be protected from the impact.

In the battery protection structure of this embodiment, the first communication portion 61A is fixed to the vehicle body 2, and the first rear end portion 61H, which is the rearmost end portion of the first curved portion 61C at the rear of the vehicle, is the second curved portion. It is arranged on the rear side of the vehicle in the vehicle plan view from the second rear end portion 62H, which is the rearmost end of the 62C at the rear of the vehicle.

As a result, when the shock absorbing member such as the bumper is deformed or moved to the front of the vehicle at the time of the rear collision of the vehicle 1, the shock absorbing member can be easily brought into contact with the first curved portion 61C fixed to the vehicle body 2 first.

Therefore, a part of the impact energy transmitted to the first curved portion 61C can be released to the vehicle body 2 side, and the impact energy transmitted to the battery pack 50 can be reduced.

In the battery protection structure of this embodiment, the vehicle body 2 has a tire accommodating portion 2B for accommodating the tire 5 at a position overlapping the battery pack 50 in the upward direction, and the first rear end portion 61H is in the vehicle front-rear direction. It is located at the same position as the rear end portion 5C of the tire, which is the rearmost end portion of the tire 5 housed in the tire accommodating portion 2B, or on the front side of the vehicle.

As a result, at the time of the rear collision of the vehicle 1, a shock absorbing member such as a bumper deformed or moved to the front of the vehicle comes into contact with the tire 5 before or at the same time as the first rear end portion 61H, and a part of the impact energy of the tire 5 It can be consumed as deformation energy.

Therefore, the impact energy transmitted to the duct 60 can be reduced, and the impact energy transmitted to the battery pack 50 via the duct 60 can be reduced.

In the battery protection structure of this embodiment, the second communication portion 62A and the third communication portion 62B are connected to the rear surface of the battery pack 50 side by side in the vehicle width direction. Further, the second communication portion 62A is arranged on the side opposite to the third communication portion 62B and outside the battery pack 50 with the second communication portion 62A interposed therebetween in the vehicle width direction.

As a result, since the duct 60 is arranged in a wide range in the vehicle width direction on the rear surface of the battery pack 50, the shock absorbing member deformed or moved to the front of the vehicle at the time of the rear collision of the vehicle 1 can be easily brought into contact with the duct first.

Therefore, the impact energy at the time of the rear collision of the vehicle 1 can be easily consumed as the deformation energy of the duct 60, and the impact transmitted to the battery pack 50 via the duct 60 can be reduced.

In the battery protection structure of this embodiment, the first communication portion 61A is arranged at a position higher than the battery pack 50, and at least a part of the first rear end portion 61H is provided at a position higher than the battery pack 50. Has been done.

When the area from the first communication portion 61A to the upper rear end portion 61J, which is a portion of the first rear end portion 61H that is higher than the battery pack 50, is defined as the upper duct 61K, the upper duct 61K is a battery. It is located higher than the pack 50.

As a result, since the upper duct 61K is arranged at a position higher than the battery pack 50, a shock absorbing member such as a bumper comes into contact with the upper duct 61K at the time of rear collision of the vehicle 1, and the upper duct 61K is deformed or deformed to the front of the vehicle. When it is moved, the deformed or moved upper duct 61K becomes difficult to come into contact with the battery pack 50.

Therefore, the impact energy transmitted to the upper duct 61K can be easily released to the vehicle body 2 via the first communication portion 61A, and the impact transmitted to the battery pack 50 can be reduced.

In the battery protection structure of the present embodiment, the first rear end portion 61H has a lower rear end portion 61L extending downward from the upper rear end portion 61J to the upper surface of the battery pack 50, and the upper rear end portion 61J and the lower end portion 61J. It has a connecting portion 61M as a protruding portion that protrudes at least rearward from the side rear end portion 61L.

As a result, the shock absorbing member first comes into contact with the connecting portion 61M at the time of the rear collision of the vehicle 1, so that the first rear end portion 61H bends toward the front side of the vehicle around the connecting portion 61M as shown by the broken line in FIG. It will be easier. Therefore, a part of the collision energy can be consumed as the deformation energy of the first rear end portion 61H, so that the impact transmitted to the battery pack 50 can be reduced.

In the battery protection structure of the present embodiment, the length of the second curved portion 62C gradually increases in the vehicle vertical direction and the thickness in the vehicle front-rear direction gradually decreases from both ends in the vehicle width direction toward the center. It has become.

As a result, since the thickness in the vehicle front-rear direction is smaller toward the central portion of the second curved portion 62C, elastic deformation can be started from the central portion of the second curved portion 62C at the time of rear collision of the vehicle 1.

Further, by reducing the thickness of the central portion of the second curved portion 62C, the space S1 in front of the curved portion can be increased, so that it is easy to attach the battery pack 50 to the vehicle body 2 in the space S1 in front of the curved portion. it can.

Further, since the length in the vertical direction is larger toward the central portion of the second curved portion 62C, an impact can be received in a large area at the central portion of the second curved portion 62C at the time of the rear collision of the vehicle 1.

Further, since the cross-sectional area of the air flow path of the second curved portion 62C does not change significantly, it is possible to suppress a large change in the air flow velocity while passing through the second curved portion 62C and the occurrence of pressure loss.

Although the embodiments of the present invention have been disclosed, it is clear that some skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 ... Vehicle, 2 ... Body, 5 ... Tire, 11 ... Battery Module, 20 ... Battery Case, 50 ... Battery Pack, 60 ... Duct, 61 ... No. 1 duct, 61A ... 1st communication part, 61C ... 1st curved part, 61H ... 1st rear end part, 61J ... upper rear end part, 61K ... upper duct, 61L .. Lower rear end, 61M ... connecting part, 62 ... second duct, 62A ... second communication part, 62B ... third communication part, 62C ... second curved part, 62H ... 2nd rear end, S3 ... Work space

Claims (9)

A battery pack having a plurality of battery modules and a battery case accommodating the plurality of battery modules, a vehicle body on which the battery pack is mounted, and a duct connected to the battery pack and through which a refrigerant for cooling the battery pack flows. It is a battery protection structure of the vehicle equipped with
The duct is
The first communication part, which is located on one end side and communicates with the outside,
A second communication portion and a third communication portion that are arranged on the other end side and communicate with the side portion of the battery pack.
A first duct communicating with the first communication portion and the second communication portion,
It has a second communication portion and a second duct that communicates with the third communication portion.
The first duct has a first curved portion that curves and projects laterally from the side end of the battery pack.
The vehicle battery protection structure is characterized in that the second duct has a second curved portion that is curved and protrudes laterally from the side end of the battery pack. The first communication portion is fixed to the vehicle body and is fixed to the vehicle body.
The first rear end portion, which is the outermost end portion of the first curved portion in the protruding direction, is the side end portion of the battery pack than the second rear end portion, which is the outermost end portion of the second curved portion in the protruding direction. The vehicle battery protection structure according to claim 1, wherein the battery protection structure is arranged at a position distant from the vehicle. The second communication section and the third communication section communicate with the rear portion of the battery pack.
The vehicle battery protection structure according to claim 1 or 2, wherein the first curved portion and the second curved portion are curved and protrude toward the rear of the vehicle from the rear end of the battery pack. The vehicle body has a tire accommodating portion for accommodating tires at a position overlapping the battery pack in the upward direction.
The first rear end portion is located in the front-rear direction of the vehicle at the same position as the rear end portion of the tire, which is the rearmost end portion of the tire housed in the tire accommodating portion, or on the front side of the vehicle. The vehicle battery protection structure according to claim 2. The second communication portion and the third communication portion are connected to the rear surface of the battery pack side by side in the vehicle width direction of the vehicle body.
2. The second communication portion is arranged on the side opposite to the third communication portion and outside the battery pack with the second communication portion interposed therebetween in the vehicle width direction. Alternatively, the vehicle battery protection structure according to claim 4. The first communication portion is arranged at a position higher than the battery pack.
At least a part of the first rear end portion is provided at a position higher than the battery pack.
When the region from the first communication portion to the upper rear end portion, which is a portion of the first rear end portion located higher than the battery pack, is used as the upper duct.
The vehicle battery protection structure according to claim 5, wherein the upper duct is arranged at a position higher than the battery pack. The first rear end portion has a lower rear end portion extending downward from the upper rear end portion to the upper surface of the battery pack.
The vehicle battery protection structure according to claim 6, further comprising a protruding portion projecting at least rearward between the upper rear end portion and the lower rear end portion. The second curved portion is characterized in that the length in the vehicle vertical direction gradually increases and the thickness in the vehicle front-rear direction gradually decreases from both ends of the vehicle body in the vehicle width direction toward the center portion. The vehicle battery protection structure according to any one of claims 1 to 7. The lower rear end portion extends downward from the upper rear end portion to the upper surface of the battery pack at a position facing the rear surface of the battery pack.
The vehicle battery protection structure according to claim 7, wherein a work space capable of working from the rear is formed below the upper duct with respect to a position on the side of the battery pack.

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