JP7484088B2 - Vehicle battery mounting structure - Google Patents

Vehicle battery mounting structure Download PDF

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JP7484088B2
JP7484088B2 JP2019102497A JP2019102497A JP7484088B2 JP 7484088 B2 JP7484088 B2 JP 7484088B2 JP 2019102497 A JP2019102497 A JP 2019102497A JP 2019102497 A JP2019102497 A JP 2019102497A JP 7484088 B2 JP7484088 B2 JP 7484088B2
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battery
elastic member
floor panel
mounting structure
heat
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JP2020196300A (en
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怜 小倉
隆行 宮川
唯 永見
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Nissan Motor Co Ltd
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Description

本発明は、車両のバッテリ搭載構造に関する。 The present invention relates to a battery mounting structure for a vehicle.

下記特許文献１は、車両（バッテリ電気自動車（ＢＥＶ））へのバッテリの搭載構造を開示している。特許文献１に開示されたバッテリは、フロアパネルの下方に搭載されている。バッテリ（バッテリケーシング）とフロアパネルとの間には、発泡ウレタンなどの緩衝部材が配置されている。 The following Patent Document 1 discloses a structure for mounting a battery in a vehicle (battery electric vehicle (BEV)). The battery disclosed in Patent Document 1 is mounted below the floor panel. A cushioning material such as urethane foam is placed between the battery (battery casing) and the floor panel.

特開２００９－１９３９４２号公報JP 2009-193942 A

ＢＥＶ用のバッテリとしては、例えば、高電圧のリチウムイオンバッテリが用いられる。バッテリは、発熱して高温となることがある。特許文献１に開示されたバッテリ上に配置された発泡ウレタンなどの緩衝部材は、バッテリの熱の車室への伝導を抑制することには積極的には寄与していない。 For example, a high-voltage lithium-ion battery is used as a battery for a BEV. The battery may generate heat and become very hot. The cushioning material such as urethane foam placed on the battery as disclosed in Patent Document 1 does not actively contribute to preventing the transfer of heat from the battery to the vehicle interior.

従って、本発明の目的は、バッテリの熱の車室への伝導を効果的に抑制する、車両のバッテリ搭載構造を提供することにある。 Therefore, the object of the present invention is to provide a vehicle battery mounting structure that effectively suppresses the conduction of battery heat to the vehicle interior.

発明に係る車両のバッテリ搭載構造は、車体のフロアパネルと当該フロアパネルの下方に配置されたバッテリと、前記フロアパネルと前記バッテリの間に弾性部材を備えている。また、上記バッテリ搭載構造は、弾性部材とバッテリとの間、及び、フロアパネルと弾性部材との間の少なくとも一方に、遮熱部材をさらに備えている。また、前記弾性部材の全ての表面が、前記遮熱部材によって包み込まれて覆われている。 The vehicle battery mounting structure according to the present invention includes a floor panel of a vehicle body, a battery disposed below the floor panel, and an elastic member between the floor panel and the battery. The battery mounting structure further includes a heat shield between the elastic member and the battery and/or between the floor panel and the elastic member . The entire surface of the elastic member is wrapped and covered by the heat shield.

本発明に係る車両のバッテリ搭載構造によれば、バッテリの熱の車室への伝導を効果的に抑制することができる。 The vehicle battery mounting structure of the present invention can effectively prevent the heat from the battery from being transferred to the vehicle interior.

実施形態に係るバッテリ搭載構造を備えた車両の概略側断面図である。1 is a schematic cross-sectional side view of a vehicle equipped with a battery mounting structure according to an embodiment; 第一実施形態に係るバッテリ搭載構造の模式的部分断面図である。1 is a schematic partial cross-sectional view of a battery mounting structure according to a first embodiment. 第二実施形態に係るバッテリ搭載構造の模式的部分断面図である。FIG. 11 is a schematic partial cross-sectional view of a battery mounting structure according to a second embodiment. 第三実施形態に係るバッテリ搭載構造の模式的部分断面図である。FIG. 11 is a schematic partial cross-sectional view of a battery mounting structure according to a third embodiment.

以下、図面を参照しつつ実施形態に係る車両のバッテリ搭載構造について説明する。 The battery mounting structure for a vehicle according to the embodiment will be described below with reference to the drawings.

図１に示されるように、実施形態に係るバッテリ搭載構造を備えた車両は、バッテリ電気自動車（ＢＥＶ）１である。ＢＥＶ１は、車室２部分のフロアパネル３の下方にバッテリ４を備えるとともに、前部のモータルーム５内にモータやインバータを備えている。フロアパネル３はスチール製である。高電圧のバッテリ４に蓄えられた直流電力は、インバータで交流に変換されてから三相交流モータに供給される。ＢＥＶ１は、このモータの出力（駆動力）で走行する。バッテリ４は、ケーシング４ａを備えており、バッテリセルはケーシング４ａの内部に収納されている。複数のバッテリセルを内蔵したモジュールがケーシング４ａの内部に複数個収納されてもよい。ケーシング４ａは、スチール製や樹脂製であるがアルミ合金製でもよく、内部のバッテリセルの被水や小石等の衝突を防ぐ防護壁として機能している。本実施形態のＢＥＶ１は、複数のバッテリ４を搭載しており、これらのバッテリ４はフレーム６に載せられており、フレーム６はフロアパネル３から吊り下げられるように車体に固定されている。 As shown in FIG. 1, the vehicle equipped with the battery mounting structure according to the embodiment is a battery electric vehicle (BEV) 1. The BEV 1 is equipped with a battery 4 under a floor panel 3 in the passenger compartment 2, and a motor and an inverter in a motor room 5 at the front. The floor panel 3 is made of steel. DC power stored in the high-voltage battery 4 is converted to AC by an inverter and then supplied to a three-phase AC motor. The BEV 1 runs on the output (driving force) of this motor. The battery 4 is equipped with a casing 4a, and the battery cells are stored inside the casing 4a. A plurality of modules containing a plurality of battery cells may be stored inside the casing 4a. The casing 4a is made of steel or resin, but may also be made of an aluminum alloy, and functions as a protective wall to prevent the battery cells inside from being exposed to water or being hit by pebbles, etc. The BEV 1 of this embodiment is equipped with a plurality of batteries 4, which are placed on a frame 6, and the frame 6 is fixed to the vehicle body so as to be suspended from the floor panel 3.

フロアパネル３とバッテリ４の上面（即ち、ケーシング４ａの上面板）との間には、弾性部材７が圧縮された状態で配置されている。弾性部材７は、半独立半連続気泡の発泡体である。そして、弾性部材７とバッテリ４との間（第一実施形態：図２）、及び、フロアパネル３と弾性部材７との間（第二実施形態：図３）の少なくとも一方に、遮熱部材としての遮熱シート８をさらに備えている。遮熱シート８は、それ自身が耐火性（難燃性）及び耐熱性を有し、熱をその一面から他面に伝達させにくい素材で形成されている。具体的には、遮熱シート８は、無機繊維部材によって形成され、１ｍｍ以上２ｍｍ以下の厚さを有している。遮熱シート８によってバッテリ４が発する熱が遮られるため、バッテリ４が発する熱がフロアパネル３を介して車室２に伝導されるのが抑止される。 Between the floor panel 3 and the upper surface of the battery 4 (i.e., the upper plate of the casing 4a), an elastic member 7 is arranged in a compressed state. The elastic member 7 is a foam with semi-closed and semi-open bubbles. A heat shielding sheet 8 is further provided as a heat shielding member between at least one of the following: between the elastic member 7 and the battery 4 (first embodiment: FIG. 2) and between the floor panel 3 and the elastic member 7 (second embodiment: FIG. 3). The heat shielding sheet 8 is formed of a material that is fire-resistant (flame-retardant) and heat-resistant, and does not easily transmit heat from one side to the other side. Specifically, the heat shielding sheet 8 is formed of an inorganic fiber material and has a thickness of 1 mm or more and 2 mm or less. The heat shielding sheet 8 blocks the heat generated by the battery 4, so that the heat generated by the battery 4 is prevented from being transmitted to the passenger compartment 2 via the floor panel 3.

本実施形態では、弾性部材７は、フロアパネル３とバッテリ４との間に圧縮状態で配されている。このため、弾性部材７は、フロアパネル３及びバッテリ４（即ち、ケーシング４ａの上面板）に密着すると共に、その弾性復元力でフロアパネル３及びバッテリ４（即ち、ケーシング４ａの上面板）にプリロードを付与している。また、フロアパネル３及びバッテリ４の表面は、剛性確保のためのビードが形成されるなど、平坦でない場合も多い。弾性部材７を圧縮状態とすることで、その弾性復元力で遮熱シート８をフロアパネル３又はバッテリ４の表面に密着させることができ、位置ズレを生じさせることなく遮熱シート８をしっかりと保持できる。 In this embodiment, the elastic member 7 is disposed in a compressed state between the floor panel 3 and the battery 4. Therefore, the elastic member 7 adheres closely to the floor panel 3 and the battery 4 (i.e., the upper plate of the casing 4a) and applies a preload to the floor panel 3 and the battery 4 (i.e., the upper plate of the casing 4a) with its elastic restoring force. In addition, the surfaces of the floor panel 3 and the battery 4 are often not flat, for example, because beads are formed to ensure rigidity. By compressing the elastic member 7, the elastic restoring force can adhere the heat shielding sheet 8 to the surface of the floor panel 3 or the battery 4, and the heat shielding sheet 8 can be firmly held without misalignment.

フレーム６に搭載されたバッテリ４はフロアパネル３の下方からフロアパネル３に向けて持ち上げられて、車体に取り付けられる。このとき、フロアパネル３とバッテリ４との間に、予め弾性部材７を配しておくことで、バッテリ４の車両への搭載後に弾性部材７は圧縮状態となる。弾性部材７は、バッテリ４（ケーシング４ａ）の上面に予め接着又は載置されてもよいし、フロアパネル３の下面に予め接着されてもよい。遮熱シート８も、適宜位置に配置又は貼り付けられる。 The battery 4 mounted on the frame 6 is lifted from below the floor panel 3 toward the floor panel 3 and attached to the vehicle body. At this time, by disposing an elastic member 7 between the floor panel 3 and the battery 4 in advance, the elastic member 7 will be in a compressed state after the battery 4 is mounted on the vehicle. The elastic member 7 may be pre-attached or placed on the upper surface of the battery 4 (casing 4a), or may be pre-attached to the lower surface of the floor panel 3. The heat shield sheet 8 is also placed or attached at an appropriate position.

フロアパネル３及びバッテリ４（ケーシング４ａの上面板）に弾性部材７によってプリロードが付与されるため、フロアパネル３及びバッテリ４（ケーシング４ａの上面板）の振動が抑制される、即ち、制振される。また、フロアパネル３及びバッテリ４（ケーシング４ａの上面板）に弾性部材７が密着されるため、弾性部材７がフロアパネル３及びバッテリ４（ケーシング４ａの上面板）の振動を減衰する。即ち、弾性部材７は、アスファルトシートなどと同様に制振材としても機能する。フロアパネル３及びバッテリ４（ケーシング４ａの上面板）は、車両外部からの空気伝搬音やモータやタイヤで発生する音の固体伝搬音で振動するが、これらの振動が上述したように制振される。 The elastic member 7 applies a preload to the floor panel 3 and the battery 4 (the upper plate of the casing 4a), so that the vibration of the floor panel 3 and the battery 4 (the upper plate of the casing 4a) is suppressed, that is, vibration is damped. In addition, the elastic member 7 is in close contact with the floor panel 3 and the battery 4 (the upper plate of the casing 4a), so that the elastic member 7 damps the vibration of the floor panel 3 and the battery 4 (the upper plate of the casing 4a). In other words, the elastic member 7 also functions as a vibration damping material, similar to an asphalt sheet. The floor panel 3 and the battery 4 (the upper plate of the casing 4a) vibrate due to airborne sound from outside the vehicle and solid-borne sound generated by the motor and tires, but these vibrations are damped as described above.

また、本実施形態の弾性部材７は、半独立半連続気泡発泡体である。連続気泡発泡体であると、潰れやすく、適度な弾性復元力が得られないので、所望のプリロードを作用させられない。そこで、弾性部材７を半独立半連続気泡発泡体とすることで、適度な弾性復元力が得られ、所望のプリロードを作用させることができる。弾性部材７（半独立半連続気泡発泡体）の圧縮率は１０％以上７５％以下であることが好ましい。ここでの圧縮率は、例えば、弾性部材７の初期厚さが１００ｍｍの場合に、圧縮後の厚さが６５（＝１００－３５）ｍｍの場合は３５％である。即ち、（圧縮率）［％］＝｛［（初期厚さ）－（圧縮後厚さ）］／（初期厚さ）｝×１００である。圧縮面積は変わらないため、圧縮率は、体積減少率とも言える。 The elastic member 7 of this embodiment is a semi-closed semi-open cell foam. If it is an open cell foam, it is easily crushed and does not have an appropriate elastic restoring force, so the desired preload cannot be applied. Therefore, by making the elastic member 7 a semi-closed semi-open cell foam, an appropriate elastic restoring force can be obtained and the desired preload can be applied. The compression ratio of the elastic member 7 (semi-closed semi-open cell foam) is preferably 10% to 75%. For example, when the initial thickness of the elastic member 7 is 100 mm and the thickness after compression is 65 (= 100 - 35) mm, the compression ratio is 35%. That is, (compression ratio) [%] = {[(initial thickness) - (thickness after compression)] / (initial thickness)} × 100. Since the compressed area does not change, the compression ratio can also be said to be a volume reduction ratio.

なお、上述したように、フロアパネル３及びバッテリ４の表面にはビードが形成される場合があるため、圧縮率は場所によって多少変動する。圧縮率が１０％未満であると、所望のプリロードを作用させられない。圧縮率が７５％を超えると圧縮時の弾性復元力が大きくなり過ぎて、バッテリ４の車体への組付性が悪化する。所望のプリロード（即ち、安定した制振効果）及び上記組付性を良好にバランスさせるには、弾性率は３５％（上述したように場所により多少の変動があるため具体的には３０％以上４０％以下）が好ましい。なお、弾性部材７は、上述した特許文献１と同様に、フロアパネル３とバッテリ４との間で緩衝部材としても機能する。 As mentioned above, since beads may be formed on the surfaces of the floor panel 3 and the battery 4, the compression ratio varies slightly depending on the location. If the compression ratio is less than 10%, the desired preload cannot be applied. If the compression ratio exceeds 75%, the elastic restoring force during compression becomes too large, and the assembly of the battery 4 to the vehicle body deteriorates. To achieve a good balance between the desired preload (i.e., stable vibration control effect) and the above-mentioned assembly, the elastic modulus is preferably 35% (specifically, 30% to 40%, since there is some variation depending on the location as mentioned above). Note that the elastic member 7 also functions as a buffer member between the floor panel 3 and the battery 4, as in the above-mentioned Patent Document 1.

また、弾性部材７は、独立気泡を含むので、その内部への水の侵入も抑止される。さらに、弾性部材７は、気泡を含むのである程度の吸音性を有し、制振材としてだけではなく吸音材としても機能する。またさらに、弾性部材７は、気泡を含むのである程度の断熱性も有し、断熱材としても機能してバッテリ４の発する熱の車室２への伝導を抑止する。なお、半独立半連続気泡発泡体としての弾性部材７は、遮熱シート８によって遮られた熱を蓄えるバッファとしても機能し得る。 In addition, since the elastic member 7 contains closed cells, the intrusion of water into the interior is also prevented. Furthermore, since the elastic member 7 contains cells, it has a certain degree of sound absorption, and functions not only as a vibration-damping material but also as a sound-absorbing material. Furthermore, since the elastic member 7 contains cells, it has a certain degree of heat insulation, and functions as a heat insulation material to prevent the heat generated by the battery 4 from being conducted to the vehicle interior 2. Furthermore, the elastic member 7, which is a semi-closed, semi-open cell foam, can also function as a buffer to store heat blocked by the heat shield sheet 8.

第一実施形態（図２）及び第二実施形態（図３）の遮熱シート８は、バッテリ４の平面視形状（ケーシング４ａの上面板形状）よりも大きい形状を有しており、平面視において各バッテリ４の全体と重なる。即ち、遮熱シート８は、平面視でバッテリ４の全体をカバーしている。しかし、遮熱シート８は、バッテリ４の全体でなく、一部のみをカバーするだけでもよい。ただし、遮熱性能上は、遮熱シート８がバッテリ４の全体をカバーしている方が好ましい。 The heat shielding sheet 8 in the first embodiment (Fig. 2) and the second embodiment (Fig. 3) has a shape larger than the planar shape of the battery 4 (the shape of the upper plate of the casing 4a), and overlaps the entire battery 4 in planar view. That is, the heat shielding sheet 8 covers the entire battery 4 in planar view. However, the heat shielding sheet 8 may cover only a portion of the battery 4, rather than the entire battery 4. However, in terms of heat shielding performance, it is preferable for the heat shielding sheet 8 to cover the entire battery 4.

なお、図３に示される第三実施形態では、弾性部材７（半独立半連続気泡発泡体）の全ての表面が、遮熱シート８によって覆われている（平面視で遮熱シート８がバッテリ４の全体をカバーする形態の一例でもある）。このようにすれば、上述した弾性部材７による音振性能向上を阻害することなく、本実施形態のバッテリ搭載構造による遮熱性能を向上させることができる。特に、本実施形態の車両はＢＥＶ１であるため、騒音発生源としての内燃機関を搭載しておらず、音振性能に対する要求が高い。従って、弾性部材７による音振性能向上は本実施形態では大きな利点となる。 In the third embodiment shown in FIG. 3, all surfaces of the elastic member 7 (semi-closed, semi-open cell foam) are covered with a heat insulating sheet 8 (this is also an example of a form in which the heat insulating sheet 8 covers the entire battery 4 in a plan view). In this way, the heat insulating performance of the battery mounting structure of this embodiment can be improved without impeding the improvement in sound and vibration performance provided by the elastic member 7 described above. In particular, since the vehicle of this embodiment is a BEV1, it is not equipped with an internal combustion engine as a noise generating source, and there are high requirements for sound and vibration performance. Therefore, the improvement in sound and vibration performance provided by the elastic member 7 is a major advantage of this embodiment.

本実施形態に係るバッテリ搭載構造は、フロアパネル３とその下方に搭載されるバッテリ４（ケーシング４ａの上面板）との間に、弾性部材７と遮熱部材（遮熱シート）８とを備えている。従って、バッテリ４が発熱して高温となっても遮熱部材（遮熱シート）８が熱を遮るので、熱がフロアパネル３を介して車室に伝導されるのを抑止できる。 The battery mounting structure according to this embodiment includes an elastic member 7 and a heat shielding member (heat shielding sheet) 8 between the floor panel 3 and the battery 4 (the upper plate of the casing 4a) mounted below it. Therefore, even if the battery 4 generates heat and becomes very hot, the heat shielding member (heat shielding sheet) 8 blocks the heat, preventing the heat from being conducted to the passenger compartment via the floor panel 3.

ここで、遮熱部材（遮熱シート）８が、バッテリ４の平面視形状よりも大きい形状を有しており、バッテリ４の遮熱部材（遮熱シート）８に面する外面（図）を全て覆っていることが好ましい。即ち、遮熱部材（遮熱シート）８がバッテリ４の全体をカバーしていることが好ましい。バッテリ４の全体をカバーしていれば、バッテリ４が発する熱の車室２への伝導を確実に抑止できる。 Here, it is preferable that the heat shielding member (heat shielding sheet) 8 has a shape larger than the shape of the battery 4 in a plan view, and covers the entire outer surface (in the figure) of the battery 4 that faces the heat shielding member (heat shielding sheet) 8. In other words, it is preferable that the heat shielding member (heat shielding sheet) 8 covers the entire battery 4. Covering the entire battery 4 can reliably prevent the heat generated by the battery 4 from being conducted to the vehicle interior 2.

さらに、弾性部材７の全ての表面が、遮熱部材（遮熱シート）８によって覆われていることが特に好ましい。バッテリ４とフロアパネル３との間に（遮熱シート）８が二層設けられることになるので、遮熱性能がさらに向上する。また、弾性部材７が（遮熱シート）８で包み込まれることになるため、弾性部材７を高温から保護する事もできる。 Furthermore, it is particularly preferable that the entire surface of the elastic member 7 is covered with a heat-shielding member (heat-shielding sheet) 8. Since two layers of (heat-shielding sheet) 8 are provided between the battery 4 and the floor panel 3, the heat-shielding performance is further improved. Also, since the elastic member 7 is wrapped in (heat-shielding sheet) 8, the elastic member 7 can be protected from high temperatures.

遮熱部材は、上記実施形態のように、無機繊維部材によって形成された、厚さ１ｍｍ以上２ｍｍ以下の遮熱シート８であることが好ましい。遮熱部材を薄い無機繊維部材で形成することで、遮熱部材の質量を小さくできる。近年、内燃機関とバッテリとを搭載するハイブリッド電気自動車（ＨＥＶ）では、燃費低減（ＣＯ２排出量低減とも言える）は重要事項であり、車両軽量化は重要である。また、内燃機関を搭載しない本実施形態のようなＢＨＥ１では、走行距離延長のため（電気的な燃費である電費の向上とも言える）に車両軽量化は重要である（ＨＥＶでも電費向上効果は得られる）。特に、上記実施形態のようなＢＨＥ１の場合、車両に搭載されるバッテリ４の体積は大きいため遮熱シート８の面積は大きくなるので、遮熱シート８の質量低減は効果的である。 The heat shielding member is preferably a heat shielding sheet 8 formed of an inorganic fiber member and having a thickness of 1 mm to 2 mm as in the above embodiment. By forming the heat shielding member from a thin inorganic fiber member, the mass of the heat shielding member can be reduced. In recent years, in a hybrid electric vehicle (HEV) equipped with an internal combustion engine and a battery, reducing fuel consumption (which can also be said to reduce CO2 emissions) is an important issue, and vehicle weight reduction is important. In addition, in a BHE1 such as the present embodiment that does not have an internal combustion engine, vehicle weight reduction is important for extending the mileage (which can also be said to improve the electric power consumption, which is the electric fuel consumption) (the effect of improving the electric power consumption can be obtained even in an HEV). In particular, in the case of a BHE1 such as the above embodiment, the volume of the battery 4 mounted on the vehicle is large, so the area of the heat shielding sheet 8 is large, and therefore reducing the mass of the heat shielding sheet 8 is effective.

なお、弾性部材７は、半独立半連続気泡発泡体であり、フロアパネル３とバッテリ４の間に圧縮状態で配置されていることが好ましい。弾性部材７が圧縮状態で搭載されることで、フロアパネル３（及び、バッテリ４のケーシング４ａの上面板）にプリロードを付与することによるフロアパネル３（ケーシング４ａの上面板）の制振効果が得られる。同時に、弾性部材７がフロアパネル３（ケーシング４ａの上面板）の振動を減衰させる制振材としても機能する。この結果、音振性能が向上する。これまで制振材として利用されてきたアスファルトシートに比較して、同様の制振効果を得るのに圧縮状態の弾性部材７を用いれば軽量化を図ることができる。上述したように、軽量化は重要である。 It is preferable that the elastic member 7 is a semi-closed, semi-open cell foam and is disposed in a compressed state between the floor panel 3 and the battery 4. By mounting the elastic member 7 in a compressed state, a preload is applied to the floor panel 3 (and the upper plate of the casing 4a of the battery 4), thereby obtaining a vibration-damping effect for the floor panel 3 (the upper plate of the casing 4a). At the same time, the elastic member 7 also functions as a vibration-damping material that attenuates the vibration of the floor panel 3 (the upper plate of the casing 4a). As a result, the sound vibration performance is improved. Compared to the asphalt sheet that has been used as a vibration-damping material up to now, the use of the compressed elastic member 7 to obtain the same vibration-damping effect can achieve weight reduction. As mentioned above, weight reduction is important.

また、弾性部材７が半独立半連続気泡発泡体であることで、気泡による断熱効果（及び吸音効果）も得られる。即ち、弾性部材７も遮熱部材（遮熱シート）８による遮熱（断熱）性能向上に寄与する。さらに、弾性部材７が半独立半連続気泡発泡体であることで、独立気泡による弾性復元力を確保でき、上述したプリロードを生じさせやすい。即ち、弾性部材７はこの点からも音振性能向上に寄与する。なお、弾性部材７が半独立半連続気泡発泡体であることで、独立気泡による弾性部材７への水の侵入も抑制できる。 In addition, since the elastic member 7 is a semi-closed semi-open cell foam, the bubbles provide a heat insulating effect (and sound absorbing effect). That is, the elastic member 7 also contributes to improving the heat insulating (insulating) performance of the heat insulating member (heat insulating sheet) 8. Furthermore, since the elastic member 7 is a semi-closed semi-open cell foam, the elastic restoring force of the closed bubbles can be ensured, making it easier to generate the preload described above. That is, the elastic member 7 also contributes to improving sound vibration performance in this respect. In addition, since the elastic member 7 is a semi-closed semi-open cell foam, the intrusion of water into the elastic member 7 due to the closed bubbles can also be suppressed.

さらに、半独立半連続気泡発泡体（弾性部材７）の圧縮率は１０％以上７５％以下の範囲が有効であり、特に、圧縮率が３０％以上４０％以下であると安定的に上述した音振性能及び遮熱（断熱）性能を所望の性能とすることができることを、発明者らは知見した。 Furthermore, the inventors have found that a compression ratio of the semi-closed, semi-open cell foam (elastic member 7) in the range of 10% to 75% is effective, and that a compression ratio of 30% to 40% in particular can stably achieve the desired sound vibration performance and heat insulation (thermal insulation) performance described above.

本発明は、上述した実施形態に限定されない。例えば、上記実施形態での車両は内燃機関を搭載しないＢＥＨ１であったが、内燃機関と車両走行用モータのためのモータに電力を供給するバッテリとの両方を備えるＨＥＶへのバッテリ搭載構造にも適用できる。また、上記実施形態では、複数のバッテリ４が搭載され、一枚の遮熱シート８（弾性部材７）が全てのバッテリ４をカバーしたが、バッテリ４毎に遮熱シート８（弾性部材７）が設けられてもよい。 The present invention is not limited to the above-described embodiment. For example, the vehicle in the above embodiment was a BEH1 that does not have an internal combustion engine, but the present invention can also be applied to a battery mounting structure for an HEV that has both an internal combustion engine and a battery that supplies power to a motor for driving the vehicle. In addition, in the above embodiment, multiple batteries 4 are mounted, and one heat shield sheet 8 (elastic member 7) covers all the batteries 4, but a heat shield sheet 8 (elastic member 7) may be provided for each battery 4.

１ バッテリ電気自動車（ＢＥＶ）
２ 車室
３ フロアパネル
４ バッテリ
４ａ （バッテリの）ケーシング
５ モータルーム
６ フレーム
７ 弾性部材（半独立半連続気泡発泡体）
８ 遮熱シート（遮熱部材） 1. Battery Electric Vehicle (BEV)
2 Vehicle compartment 3 Floor panel 4 Battery 4a (Battery) casing 5 Motor room 6 Frame 7 Elastic member (semi-closed semi-open cell foam)
8. Heat shielding sheet (heat shielding member)

Claims (5)

フロアパネルの下方に配置されたバッテリと、前記フロアパネルと前記バッテリの間に配置された弾性部材とを備えた車両のバッテリ搭載構造において、
前記弾性部材の全ての表面が、遮熱部材によって包み込まれて覆われている、ことを特徴とする車両のバッテリ搭載構造。 A battery mounting structure for a vehicle including a battery disposed under a floor panel and an elastic member disposed between the floor panel and the battery ,
A vehicle battery mounting structure, characterized in that all surfaces of the elastic member are wrapped and covered by a heat insulating member. 前記遮熱部材が、前記バッテリの平面視形状よりも大きい形状を有しており、平面視において前記バッテリの全体と重なる、ことを特徴とする請求項１に記載の車両のバッテリ搭載構造。 The vehicle battery mounting structure according to claim 1, characterized in that the heat shielding member has a shape larger than the shape of the battery in a plan view and overlaps the entire battery in a plan view. 前記遮熱部材が、無機繊維部材によって形成された、厚さ１ｍｍ以上２ｍｍ以下の遮熱シートである、ことを特徴とする請求項１又は２に記載の車両のバッテリ搭載構造。 The vehicle battery mounting structure according to claim 1 or 2, characterized in that the heat shielding member is a heat shielding sheet made of inorganic fiber material and having a thickness of 1 mm to 2 mm. 前記弾性部材は、半独立半連続気泡発泡体であり、前記フロアパネルと前記バッテリの間に圧縮状態で配置されている、ことを特徴とする請求項１～３の何れか一項に記載の車両のバッテリ搭載構造。 The vehicle battery mounting structure according to any one of claims 1 to 3, characterized in that the elastic member is a semi-closed, semi-open cell foam and is disposed in a compressed state between the floor panel and the battery. 前記半独立半連続気泡発泡体の圧縮率が１０％以上７５％以下である、請求項４に記載の車両のバッテリ搭載構造。 The vehicle battery mounting structure according to claim 4, wherein the compression ratio of the semi-closed and semi-open cell foam is 10% or more and 75% or less.
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