JPWO2014038346A1 - Electric vehicle body structure - Google Patents

Abstract

A problem to be solved is to suppress the deformation of the second member and the fastening member while minimizing the mass and cost when inputting the impact force. In order to solve the problem, a pair of motor room side members (122) extending from the motor room (101) arranged in front of the vehicle to the rear of the vehicle and a part of the motor room side members (122) extending from the rear of the vehicle. A pair of vehicle body side members (109) and a battery pack (BP) fastened and fixed to the vehicle body side member (109) and disposed below the floor of the vehicle. Before and after configuring the battery pack case (1) of the battery pack (BP), the rear end portion (122a) of the side member (122) is located in front of the vehicle with respect to the case front end surface of the battery pack (BP). It arrange | positioned in the position within the front-back direction projection range (D) of a direction frame (11b).

Description

  The present invention relates to a vehicle body structure of an electric vehicle that travels by a motor that uses a battery pack mounted under the floor of the vehicle body as a power source.

  Conventionally, as an electric vehicle, a battery pack mounting structure in which the battery pack is suspended and fixed via bolts and nuts to various body members surrounding the battery pack (= battery unit) has been disclosed (for example, patents). Reference 1).

Japanese Patent No. 4386131

  Since the battery pack of an electric vehicle has a large mass, a member (vehicle body member) or a fastening member for fastening the battery pack may be deformed due to the inertia of the battery pack when a large impact force is input. On the other hand, in the prior art described in Patent Document 1 in which the battery is suspended from the vehicle body member, deformation of the member and the fastening member is caused by moment input from the battery pack. For this reason, in order to minimize deformation of the member and the fastening member, it is necessary to take sufficient deformation measures such as increasing the number of fastening members to disperse the input of the moment, or strengthening the member and the fastening member itself. As a result, there is a problem that mass and cost are large.

  The present invention has been made paying attention to the above problems, and provides a vehicle body structure for an electric vehicle that can suppress deformation of the second member and the fastening member while minimizing mass and cost when an impact force is input. For the purpose.

In order to achieve the above object, a vehicle body structure of an electric vehicle according to the present invention includes a pair of first members extending from the motor room disposed in front of the vehicle to the rear of the vehicle, and extending from a part of the first member to the rear of the vehicle. And a battery pack that is fastened and fixed to the second member and disposed at a position below the floor of the vehicle.
In the vehicle body structure of the electric vehicle, the rear end portion of the first member is located at the front of the vehicle with respect to the front end surface of the case of the battery pack, and the front-rear direction projection of the front-rear direction frame constituting the case of the battery pack Arranged at a position within the range.

As described above, the position where the rear end portion of the first member that does not directly fasten the battery pack and the front-rear frame constituting the case of the battery pack contact and interfere with each other in the vehicle front-rear direction when an impact force is input. Is laid out.
Accordingly, when the impact force is input, the first member and the front-rear frame are brought into contact with each other in the vehicle front-rear direction, so that the first member restrains the battery pack in the vehicle front-rear direction. And the member input load which goes to a vehicle rear with respect to a battery pack is generated by forming the load transmission path | route of the vehicle body via a 1st member-> front-back direction flame | frame. On the other hand, when an impact force is input, an inertial load directed toward the front of the vehicle acts on a battery pack having a large mass, but a load canceling action that reduces the inertial load acting on the battery pack by a member input load input in opposition is shown. .
For this reason, the moment input to the second member and the fastening member for fastening and fixing the battery pack is reduced, and it is not necessary to reinforce the second member itself, the reinforcement of the fastening member itself, or the number of fastening members. As a result, deformation of the second member and the fastening member can be suppressed while minimizing mass and cost.
As described above, the battery pack is restrained in the vehicle front-rear direction with respect to the input of the impact force, and the load transmission path from the first member toward the front-rear direction frame is formed. -The deformation of the second member and the fastening member can be suppressed while minimizing the cost.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic side view showing a minivan type electric vehicle that employs a vehicle body structure according to a first embodiment. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic bottom view showing a minivan type electric vehicle that employs a vehicle body structure according to a first embodiment. 1 is an overall perspective view showing a battery pack BP that is a component in a vehicle body structure of Embodiment 1. FIG. FIG. 3 is a perspective view of the battery pack BP that is a component in the vehicle body structure of Embodiment 1 with the battery case upper cover removed. 3 is a plan view showing a connection configuration between a battery pack BP and a power unit PU, which are components in the vehicle body structure of Embodiment 1. FIG. It is a side view which shows the principal part structure provided with the motor room side member, the vehicle body side member, and the battery pack in the vehicle body structure of Example 1. It is a top view which shows the principal part structure provided with the motor room side member, the vehicle body side member, and the battery pack in the vehicle body structure of Example 1. 7 is a plan view taken along line AA of FIG. 6 showing the positional relationship between the rear end portion of the motor room side member and the battery pack in the vehicle body structure of Embodiment 1. FIG. FIG. 8 is a side view taken along line B-B in FIG. 7 showing the positional relationship between the rear end portion of the motor room side member and the battery pack in the vehicle body structure of the first embodiment. It is an operation explanatory view showing a deformation suppression operation of the vehicle body side member and the fastening member when the vehicle body is deformed due to a frontal collision. It is an operation explanatory view showing a vehicle width direction slip prevention action at the contact surface when the rear end portion of the motor room side member and the case front end surface of the battery pack contact and interfere with each other.

  Hereinafter, the best mode for realizing the vehicle body structure of an electric vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the vehicle body structure of the electric vehicle according to the first embodiment will be described by dividing it into “schematic configuration of electric vehicle”, “detailed configuration of battery pack BP”, “connection configuration of high-voltage harness”, and “detailed configuration of vehicle body structure”. .

[Schematic configuration of electric vehicle]
FIGS. 1 and 2 are a schematic side view and a schematic bottom view showing a minivan type electric vehicle employing the vehicle body structure of the first embodiment. Hereinafter, a schematic configuration of the electric vehicle will be described with reference to FIGS. 1 and 2.

  As shown in FIGS. 1 and 2, the electric vehicle is defined in a motor room 101 and a vehicle compartment 102 by a floor panel 100 and a dash panel 104, and a battery pack BP is disposed below the floor panel 100. A power unit PU is arranged at 101. This power unit PU drives the left and right front wheels 119. That is, the left and right front wheels 119 are drive wheels, and the left and right rear wheels 120 are driven wheels.

  As shown in FIG. 1, the passenger compartment 102 is formed in the upper part of the floor panel 100 and secured as a space for passengers and luggage from the position of the dash panel 104 to the position of the vehicle rear end surface 103. The floor panel 100 has a flat shape that suppresses unevenness of the floor surface from the front of the vehicle to the rear of the vehicle. The vehicle compartment 102 includes an instrument panel 105, a center console box 106, an air conditioner unit 107, and an occupant seat 108.

  As shown in FIG. 1, the battery pack BP is disposed at the center of the wheel base at the bottom of the floor panel 100, and is supported at eight points with respect to the vehicle body member, which is a vehicle body strength member, as shown in FIG. . The vehicle body member includes a pair of left and right motor room side members 122, 122, a pair of left and right vehicle body side members 109, 109, and a plurality of vehicle body cross members 110, 110,. On both sides of the battery pack BP, a pair of left and right first vehicle body side member support points S1 and S1, a pair of left and right first vehicle body cross member support points C1 and C1, and a pair of left and right second vehicle body side member support points S2 and S2 6 points are supported. The rear side of the battery pack BP is supported at two points by a pair of left and right second vehicle body cross member support points C2, C2.

  As shown in FIG. 1, the power unit PU is disposed in the motor room 101, and is connected to the battery pack BP via a high-voltage harness 111 used for charging and discharging. This power unit PU has components stacked in a vertical direction, and includes a high-power module 112 (DC / DC converter + charger), an inverter 113, and a motor drive unit 114 (traveling motor + reduction gear + differential). Gear). Further, a quick charging port 115 having a charging port lid and a normal charging port 116 are provided at the center position on the front surface of the vehicle. The quick charge port 115 and the high voltage module 112 are connected by a quick charge harness 117. The normal charging port 116 and the high voltage module 112 are connected by a normal charging harness 118.

  The left and right front wheels 119 are supported by independent suspensions, and the left and right rear wheels 120 are supported by axle suspension leaf spring suspensions 121 and 121. As described above, since the leaf spring suspensions 121 and 121 are employed in the left and right rear wheels 120, it is necessary to avoid interference between the leaf spring suspensions 121 and 121 and the battery pack BP. For this reason, the mounting position of the battery pack BP is set to a position offset to the front side of the vehicle as compared with a vehicle in which the left and right rear wheels are supported by independent suspension suspensions.

[Detailed configuration of battery pack BP]
3 and 4 are diagrams illustrating details of the battery pack BP of the first embodiment. Hereinafter, based on FIG.3 and FIG.4, the detailed structure of the battery pack BP is demonstrated.

  As shown in FIGS. 3 and 4, the battery pack BP of the first embodiment includes a battery pack case 1, a battery module 2, a temperature control unit 3, and a service disconnect switch 4 (high-power cutoff switch: , “SD switch”), a junction box 5, and a lithium ion battery controller 6 (hereinafter referred to as “LB controller”).

  As shown in FIGS. 3 and 4, the battery pack case 1 is composed of two parts, a battery pack lower frame 11 and a battery pack upper cover 12.

  As shown in FIG. 4, the battery pack lower frame 11 is a frame member that is fastened and fixed to a vehicle body member. The battery pack lower frame 11 has a mounting space formed by a rectangular recess in which the battery module 2 and other pack components 3, 4, 5, and 6 are mounted. A refrigerant tube connector terminal 13, a battery-side high-power connector terminal 14, a PTC heater connector terminal 15, and a low-power connector terminal 16 are attached to the front end of the battery pack lower frame 11.

  As shown in FIG. 3, the battery pack upper cover 12 is a cover member that is bolted to the outer peripheral portion of the battery pack lower frame 11. The battery pack upper cover 12 has an uneven step surface shape corresponding to the uneven height shape of the battery module 2 among the pack components 2, 3, 4, 5, 6 mounted on the battery pack lower frame 11. With a cover surface.

  As shown in FIG. 4, the battery module 2 is mounted on the battery pack lower frame 11, and is configured by a three-part module including a first battery module 21, a second battery module 22, and a third battery module 23. Each battery module 21, 22, 23 has an aggregate structure in which a plurality of battery cells made of secondary batteries (such as lithium ion batteries) are stacked. The detailed configuration of each battery module 21, 22, 23 is as follows.

  As shown in FIG. 4, the first battery module 21 is mounted in the vehicle rear region of the battery pack lower frame 11. The first battery module 21 is prepared by stacking a plurality of battery cells in the thickness direction with a rectangular parallelepiped battery cell having a thin thickness as a structural unit. And it is comprised by the vertical stacking (for example, 20 vertical stacking) mounted so that the stacking direction of a battery cell and a vehicle width direction may correspond.

  As shown in FIG. 4, each of the second battery module 22 and the third battery module 23 has left and right in the vehicle width direction in the vehicle central region of the battery pack lower frame 11 in front of the first battery module 21. A pair is mounted separately. The second battery module 22 and the third battery module 23 have a flat stacked structure with exactly the same pattern. That is, a rectangular parallelepiped battery cell having a small thickness is used as a structural unit, and a plurality of (for example, four and five) battery cells stacked in the thickness direction are stacked (for example, a set of four sheets, one set, five Prepare two sets). And what made the stacking state which made the stacking direction of a battery cell and the vehicle up-down direction correspond to, for example, 4 sheet flat stacking, 5 sheet flat stacking, and 5 sheet flat stacking in order from the vehicle rear toward the vehicle front. In addition, a plurality are arranged in the vehicle longitudinal direction. As shown in FIG. 4, the second battery module 22 includes front battery module portions 22 a and 22 b and a rear battery module portion 22 c that is one sheet lower in height than the front battery module portions 22 a and 22 b. . As shown in FIG. 4, the third battery module 23 includes front battery module portions 23 a and 23 b and a rear battery module portion 23 c that is one sheet lower in height than the front battery module portions 23 a and 23 b. .

  As shown in FIG. 4, the temperature control air unit 3 is disposed in the right side region of the vehicle front space in the battery pack lower frame 11 and blows temperature control air (cold air, hot air) to the air duct of the battery pack BP. To do. In addition, a refrigerant | coolant is introduce | transduced into the evaporator of the temperature control air unit 3 via the refrigerant | coolant tube connector terminal 13 attached to the flame | frame front-end part. In addition, a heater operating current is introduced into the PTC heater of the temperature control air unit 3 via the junction box 5.

  As shown in FIGS. 3 and 4, the SD switch 4 is a switch that is disposed in a central region of the vehicle front space in the battery pack lower frame 11 and mechanically shuts off the battery high-power circuit by manual operation. The battery high-power circuit is formed by connecting each battery module 21, 22, 23 having an internal bus bar, the junction box 5, and the SD switch 4 to each other via the bus bar. The SD switch 4 can be switched on and off by manual operation when the high-power module 112, the inverter 113, etc. are inspected, repaired, or replaced.

  As shown in FIGS. 3 and 4, the junction box 5 is disposed in the left side region of the vehicle front space in the battery pack lower frame 11, and supplies / cuts / distributes high power intensively by a relay circuit. The junction box 5 is provided with a temperature adjustment relay 51 and a temperature adjustment controller 52 for controlling the temperature adjustment air unit 3. The junction box 5 and the high power module 112 of the power unit PU are connected via the battery side high power connector terminal 14 and the high power harness 111. The junction box 5 and an external electronic control system are connected via a low-power connector terminal 16 and a low-power harness.

  As shown in FIG. 4, the LB controller 6 is disposed at the left end surface position of the first battery module 21 and performs capacity management, temperature management, and voltage management of the battery modules 21, 22, and 23. This LB controller 6 performs battery capacity information and battery temperature by arithmetic processing based on the temperature detection signal from the temperature detection signal line, the battery voltage detection value from the battery voltage detection line, and the battery current detection signal from the battery current detection signal line. Get information and battery voltage information. The LB controller 6 and an external electronic control system are connected via a light electrical harness that transmits relay circuit on / off information, battery capacity information, battery temperature information, and the like.

[High-voltage harness connection configuration]
FIG. 5 is a detailed diagram illustrating a high-voltage harness connection configuration between the battery pack BP and the power unit PU according to the first embodiment. Hereinafter, the connection configuration of the high-voltage harness 111 will be described with reference to FIG.

  As shown in FIG. 5, the high-voltage harness connection structure according to the first embodiment includes a battery pack BP disposed at a position below the floor of the vehicle, a power unit PU disposed at the vehicle front position of the battery pack BP, and a front end of the battery pack BP. A high-voltage harness 111 for connecting the battery-side high-voltage connector terminal 14 provided in the unit and the unit-side high-voltage connector terminal 17 provided in the power unit PU. At both ends of the high-voltage harness 111, a high-voltage connector terminal 18 that is inserted and connected to the battery-side high-voltage connector terminal 14 and a high-voltage connector terminal 19 that is connected to the unit-side high-voltage connector terminal 17 are provided.

  As shown in FIG. 5, the battery pack BP is provided with a refrigerant pipe connector terminal 13, a PTC heater connector terminal 15, and a low-power connector terminal 16 in addition to the battery-side high-power connector terminal 14 at its front end. A refrigerant pipe 30 is connected to the refrigerant pipe connector terminal 13, a PTC heater harness 31 is connected to the PTC heater connector terminal 15, and a low electric harness 32 is connected to the low electric connector terminal 16. As shown in FIG. 5, the battery pack BP has an arrangement setting in which the central axis of the battery pack coincides with the central axis CL in the vehicle front-rear direction.

  As shown in FIG. 5, the power unit PU is elastically supported at three points with respect to the suspension member 33 via front power unit mounts 34 and 35 and a rear power unit mount 36. The suspension member 33 is elastically supported by the four mount portions 37, 37, 37, 37 with respect to the vehicle body member. The front power unit mounts 34 and 35 elastically support the front left and right positions of the power unit PU. The rear power unit mount 36 elastically supports the position of the rear central portion of the power unit PU. As shown in FIG. 5, the rear power unit mount 36 has an elastic support point at a position slightly offset leftward from the central axis CL, not on the central axis CL in the vehicle longitudinal direction.

[Detailed structure of the body structure]
6 to 9 show the detailed configuration of the vehicle body structure of the first embodiment. Hereinafter, based on FIGS. 6-9, the detailed structure of a vehicle body structure is demonstrated.

  The vehicle body structure of the first embodiment includes a pair of motor room side members 122 and 122 (first member) extending from the motor room 101 disposed in the front of the vehicle to the rear of the vehicle and a part of the motor room side members 122 and 122. A pair of vehicle body side members 109 and 109 (second member) extending rearward of the vehicle, and a battery pack BP fastened and fixed to the vehicle body side members 109 and 109 and disposed at a position below the floor of the vehicle (see FIG. 2).

  As shown in FIGS. 6 and 7, the motor room side member 122 is cut in a state of extending from the vehicle front end position to the front end of the battery pack BP via the motor room 101. The vehicle body side member 109 is welded and fixed at an intermediate position on the vehicle rear side of the motor room side member 122, and has a shape extending from there to the vehicle rear side. In addition, a member connection bracket 41 for securing connection strength is provided at a weld fixing portion between the vehicle body side member 109 and the motor room side member 122.

  The battery pack BP fastened and fixed to the vehicle body side members 109 and 109 is fixed not only to the member support points S1 and S2 directly fixed to the vehicle body side member 109 but also to the vehicle body side member 109 via the vehicle body cross member 110. The member support points C1 and C2 are also included. That is, as shown in FIG. 2, the battery pack BP of the first embodiment includes a first vehicle body side member support point S1, a second vehicle body side member support point S2, a first vehicle body cross member support point C1, and a second vehicle body side member support point S2. It is fastened and fixed by a vehicle body cross member support point C2. At the first vehicle body side member support point S1, as shown in FIG. 6, the member side bracket 42 fixed to the side surface of the vehicle body side member 109 and the frame side bracket fixed to the side surface of the battery pack lower frame 11 are used. 43 and bolts and nuts 44 that fasten both brackets 42 and 43 are fastened and fixed. That is, the member side bracket 42, the frame side bracket 43, and the bolt / nut 44 constitute a fastening member.

  As shown in FIGS. 6 and 7, the pair of motor room side members 122 and 122 are such that the rear end portions 122a and 122a of the members are located in front of the vehicle with respect to the case front end surface of the battery pack BP. It is arranged at a position in the front-rear direction projection range D of the front-rear direction frame 11b of BP. This will be described in detail below.

  As shown in FIG. 8, the front-rear direction frame 11 b is a frame member that constitutes a case side surface of the battery pack BP. That is, the battery pack case 1 of the battery pack BP includes a battery pack lower frame 11 (container portion) and a battery pack upper cover 12 (lid portion). Among these, the battery pack lower frame 11 has a square frame that is improved in rigidity by combining the vehicle width direction frame 11a at the front and rear positions and the front and rear direction frame 11b at the left and right positions. In this rectangular frame, an inclined frame surface 11c that is gently inclined toward the outer side in the vehicle width direction is formed on the case front end surface of the connecting portion between the vehicle width direction frame 11a and the front-rear direction frame 11b.

  As shown in FIG. 8, a member rear end bracket 40 (bracket) is welded and fixed to the member rear end portion 122a of the motor room side member 122 at a position facing the front / rear direction projection range D of the front / rear direction frame 11b. ing. The member rear end bracket 40 is formed by bending a plate material into a U-shaped cross section and covering and fixing the member rear end portion 122a, and is parallel to the vertical facing surface 40a perpendicular to the front-rear frame 11b and the inclined frame surface 11c. And an inclined facing surface 40b.

  The front-rear direction projection range D of the front-rear direction frame 11b is, as shown in FIG. 8, a width region that includes a predetermined amount from the outer end surface of the front-rear direction frame 11b that ensures a high strength in the vehicle front-rear direction. The range projected on the front side of the vehicle. And, when the member rear end portion 122a is disposed at a position within the front-rear direction projection range D of the front-rear direction frame 11b, as shown in FIG. 8, a range that satisfies the condition that a load transmission path can be formed when an impact force is input. If it is inside, it means that at least a part of the vehicle width direction region of the member rear end portion 122a is arranged to be included in the front-rear direction projection range D. That is, it is not always necessary that the entire region in the vehicle width direction of the member rear end portion 122a is included in the front-rear direction projection range D.

  As shown in FIG. 9, the motor room side member 122 is disposed at a position within the vertical projection range E of the battery pack lower frame 11 (container portion) of the battery pack case 1. Here, the vertical projection range E of the battery pack lower frame 11 refers to a range in which the height region of the battery pack lower frame 11 is projected to the vehicle front side. And, if the motor room side member 122 is disposed at a position within the vertical projection range E, as shown in FIG. 9, as long as the condition that a load transmission path can be formed when an impact force is input is within the range. This means that at least a part of the vertical region of the motor room side member 122 is disposed within the vertical projection range E. That is, it is not always necessary that the entire vertical region of the motor room side member 122 is included in the vertical projection range E.

  The facing surface of the motor room side member 122 through the front-rear direction gap t between the member rear end 122a and the front-rear direction frame 11b is a surface orthogonal to the vehicle front-rear direction as shown in FIG. That is, the vertical opposed surface 40a and the inclined opposed surface 40b of the member rear end bracket 40 and the inclined frame surface 11c formed on the case front end surface of the battery pack BP are interposed via the front-rear direction gap t as shown in FIG. Facing each other. The front-rear direction gap t is determined so as to maintain a separated state with respect to vibration input or the like in normal traveling and to contact and interfere with each other by the relative movement of the motor room side member 122 and the battery pack BP when an impact force is input. . In the case where the design is such that the displacement of the battery pack BP is 0 (zero) with respect to vibration input or the like during normal travel, the front-rear direction clearance t is set to 0 (zero), good. And the opposing surface through the front-back direction clearance t of the vertical opposing surface 40a and the inclined opposing surface 40b of the member rear end bracket 40 and the inclined frame surface 11c formed on the case front end surface of the battery pack BP is shown in FIG. As shown in the figure, the vertical plane is perpendicular to the vehicle longitudinal direction. Here, the plane perpendicular to the longitudinal direction of the vehicle does not mean a right-angled plane at 90 ° in a strict sense, but within a range that satisfies the condition that a load transmission path can be formed when an impact force is input. For example, it includes a 90 ° front-rear angle range.

  As shown in FIG. 7, the shape of the opposing surface through the longitudinal gaps t, t between the member rear end portions 122a, 122a of the pair of left and right motor room side members 122, 122 and the longitudinal frame 11b is The shapes F and F have an inclination angle that expands in the vehicle width direction toward the vehicle rear side as viewed from above the vehicle. That is, when the vertical opposed surface 40a and the inclined opposed surface 40b of the member rear end bracket 40 and the inclined frame surface 11c formed on the case front end surface of the battery pack BP come into contact with each other, they are viewed from above the vehicle. The contact surface is formed in a “C” shape.

Next, the operation will be described.
The operation of the vehicle body structure of the electric vehicle according to the first embodiment will be described by dividing it into “deformation suppressing operation of the vehicle body side member and the fastening member” and “load transmission path forming operation”.

[Deformation suppressing action of vehicle body side member and fastening member]
In an electric vehicle in which a battery pack BP having a large mass is mounted under the floor of a vehicle body, a battery protection function that protects the battery pack BP from damage or the like is required even when an impact force is input due to a frontal collision or the like. Hereinafter, the deformation suppressing action of the vehicle body side member and the fastening member reflecting this will be described with reference to FIG.

In the first embodiment, the member rear end 122a of the motor room side member 122 is positioned in the vehicle front side of the case front end surface of the battery pack BP, and within the front-rear direction projection range D of the front-rear direction frame 11b of the battery pack BP. The configuration is arranged at the position.
For this reason, the member rear end 122a of the motor room side member 122 that does not directly fasten the battery pack BP and the front-rear frame 11b that constitutes the case of the battery pack BP are contacted in the vehicle front-rear direction when an impact force is input. It is laid out at the position where it touches each other.

Hereinafter, the deformation suppressing action of the vehicle body side member 109 and the fastening members 42, 43, and 44 when the impact force is input will be described with reference to FIG.
At the time of a frontal collision, the impact force received from the front of the vehicle is transmitted along the motor room side member 122 in the direction of arrow G, causing the motor room side member 122 to deform and move toward the vehicle rear side. On the other hand, when the vehicle body stops due to a collision, the battery pack BP having a large mass tends to move to the front side of the vehicle due to inertia toward the front. Therefore, the motor room side member 122 and the front / rear direction frame 11b come into contact with and interfere with each other in the vehicle front / rear direction due to the relative movement between the two, and as shown in FIG. To be restrained.

  As shown in FIG. 10, a battery pack is formed by forming a load transmission path of the vehicle body via the motor room side member 122 → the front and rear direction frame 11b by the contact interference between the motor room side member 122 and the front and rear direction frame 11b. A member input load H toward the rear of the vehicle is generated with respect to BP. On the other hand, when an impact force is input, an inertial load I directed toward the front of the vehicle acts on the battery pack BP having a large mass. However, the inertial load I acting on the battery pack BP is reduced by the member input load H input oppositely. The load canceling action is shown.

  For this reason, the moment input J (inertial load × span) to the fastening members 42, 43, 44 connecting the battery pack BP and the vehicle body side member 109 is reduced, and similarly to the vehicle body side member 109 that supports the battery pack BP. Moment input K (inertial load × span) is also reduced. By reducing the moment inputs J and K, the design strength of the vehicle body side member 109 and the fastening members 42, 43, and 44 can be reduced, and the vehicle body side member 109 itself can be reinforced, the fastening members 42, 43, and 44 can be reinforced. The supporting points by the fastening members 42, 43 and 44 do not need to be increased.

  As a result, deformation of the vehicle body side member 109 and the fastening members 42, 43, and 44 can be suppressed while minimizing mass and cost. That is, the deformation of the fastening members 42, 43, 44 is minimized by reducing the moment input J, and the deformation of the vehicle body side member 109 is minimized by reducing the moment input K, and the bracket span shown in FIG. The deformation amount (shortening amount) of L can be minimized.

The first embodiment employs a configuration in which, when an impact force is input, a member that abuts and interferes with the member rear end 122a in the vehicle front-rear direction is a front-rear frame 11b that is a frame member that forms the case side surface of the battery pack BP. did.
For example, if the member rear end is in contact with and interferes with the lower strength of the member rear end and the battery pack case front end surface, the battery pack may be damaged by the member input load from the member rear end. The battery pack's protective function is impaired, and the battery pack falls over.
On the other hand, in the battery pack case 1 of the battery pack BP, the member rear end portion 122a of the motor room side member 122 is brought into contact with and interferes with the front-rear direction frame 11b which is a high-strength part. The precondition of not causing any impact on is cleared.

[Load transmission path formation]
As described above, a load transmission path is formed by contact interference between the member rear end 122a and the front-rear frame 11b in the front-rear direction of the vehicle. Since this load transmission path is indispensable for reducing the moment input, it is preferable to form it reliably and stably. Hereinafter, the load transmission path forming action reflecting this will be described.

In Example 1, the structure which has the member rear-end part bracket 40 in the position which opposes the front-back direction flame | frame 11b among the member rear-end parts 122a of the motor room side member 122 was employ | adopted.
For example, in the vehicle layout, the rear end portion of the member of the motor room side member may not be disposed at a position in front of the case front end surface of the battery pack and in the front-rear direction projection surface of the battery pack. In this case, by adding the member rear end bracket 40 to the member rear end portion 122a of the motor room side member 122, a load transmission path connected to the motor room side member 122 is formed in the front-rear direction projection surface D of the battery pack BP. can do. Furthermore, by adjusting the strength of the added member rear end bracket 40, it is possible to control the magnitude of the member input load H to the battery pack BP when an impact force is input.

In the first embodiment, a configuration in which the motor room side member 122 is disposed at a position within the vertical projection range E of the battery pack lower frame 11 is adopted.
For this reason, when the impact force is input, the member rear end 122a of the motor room side member 122 abuts and interferes with the battery pack lower frame 11 having the highest strength in the battery pack BP. A large load transmission path is formed.
Therefore, the deformation of the vehicle body side member 109 and the fastening members 42, 43, and 44 is minimized by reliably forming a load transmission path with a large collision reaction force.

In the first embodiment, a configuration is adopted in which the opposing surface through the front-rear direction gap t between the member rear end 122a of the motor room side member 122 and the front-rear direction frame 11b is a surface orthogonal to the vehicle front-rear direction.
That is, the contact surface between the member rear end 122a of the motor room side member 122 and the inclined frame surface 11c formed on the battery pack BP is a surface substantially orthogonal to the vehicle longitudinal direction.
Therefore, when the member rear end portions 122a and 122a and the inclined frame surfaces 11c and 11c come into contact with each other, the vehicle is prevented from slipping in the vertical direction on the contact surface, and the load transmission path is reliably maintained.

In the first embodiment, the shape of the facing surface between the member rear end 122a of the motor room side member 122 and the front-rear direction frame 11b via the pair of front-rear direction gaps t, t is viewed from above the vehicle. A configuration of F and F having an inclination angle that expands in the vehicle width direction toward the rear side was adopted.
For example, the contact surface between the rear end portion of the motor room side member and the front end surface of the case is a surface in the vehicle width direction. In the case of this comparative example, if the input direction from the motor room side member is slanted with respect to the vehicle front-rear direction or the input magnitudes from the pair of left and right motor room side members are different, the dotted arrow in FIG. As indicated by M, there is a case where slip occurs in the vehicle width direction on the contact surface in accordance with the direction of the member input, and the load transmission path cannot be maintained.
On the other hand, the contact surfaces of the rear end portions 122a, 122a of the pair of motor room side members 122, 122 and the inclined frame surfaces 11c, 11c formed on both sides of the battery pack BP are in the vehicle longitudinal direction. The letter C is seen from above the vehicle. For this reason, when the member rear end portions 122a and 122a and the inclined frame surfaces 11c and 11c come into contact with each other, a part of the member input loads H and H are inclined toward the inner side in the vehicle width direction by the pair of contact surfaces. It becomes a component force, and the case front end face is sandwiched from both sides.
Therefore, even if the member input directions from the pair of motor room side members 122 and 122 are oblique or the left and right member inputs are different in size, slippage in the vehicle width direction on the contact surface is prevented. The load transmission path is reliably maintained.

Next, the effect will be described.
In the body structure of the electric vehicle according to the first embodiment, the following effects can be obtained.

(1) A pair of first members (motor room side member 122) extending from the motor room 101 arranged in the front of the vehicle to the rear of the vehicle, and a pair of second members extending from the part of the first member to the rear of the vehicle. (Vehicle body side member 109) and a battery pack BP fastened and fixed to the second member and disposed at a position below the floor of the vehicle.
The rear end portion (member rear end portion 122a) of the first member (motor room side member 122) is located in the vehicle front side of the case front end surface of the battery pack BP, and the case (battery of the battery pack BP) The pack case 1) is disposed at a position within the front-rear direction projection range D of the front-rear direction frame 11b (FIGS. 6 and 7).
As described above, the battery pack BP is restrained in the vehicle front-rear direction with respect to the input of the impact force, and the load transmission path from the first member (the motor room side member 122) toward the front-rear direction frame 11b is formed. Thus, when the impact force is input, the deformation of the second member (the vehicle body side member 109) and the fastening members 42, 43, and 44 can be suppressed while minimizing the mass and cost.

(2) The front-rear direction frame 11b is a frame member that constitutes a case side surface of the battery pack BP (FIG. 8).
For this reason, in addition to the effect of (1), the member with which the rear end portion (member rear end portion 122a) of the first member (motor room side member 122) contacts and interferes with each other, among the members constituting the battery pack BP, By setting it as the front-back direction flame | frame 11b which is a high intensity | strength member, the influence on the battery pack BP by load transmission can be prevented reliably.

(3) A bracket (member rear end portion) at a position facing the front-rear direction projection range D of the front-rear direction frame 11b in the rear end portion (member rear end portion 122a) of the first member (motor room side member 122). Bracket 40) (FIG. 8).
For this reason, in addition to the effect of (1) or (2), when the vehicle layout cannot arrange the desired contact interference position, a bracket (member rear end bracket 40) is added to the front and rear of the battery pack BP. A load transmission path connected to the first member (motor room side member 122) can be formed in the direction projection plane D. Further, by adjusting the strength of the added bracket (member rear end bracket 40), the magnitude of the member input load H to the battery pack BP can be controlled when an impact force is input.

(4) The battery pack BP case (battery pack case 1) has a container part (battery pack lower frame 11) and a lid part (battery pack upper cover 12),
The first member (motor room side member 122) was disposed at a position within the vertical projection range E of the container part (battery pack lower frame 11) (FIG. 9).
For this reason, in addition to the effects (1) to (3), a layout that reliably forms a load transmission path with a large collision reaction force ensures that the second member (vehicle body side member 109) and the fastening members 42, 43, 44 deformations can be minimized.

(5) The opposite surface of the first member (motor room side member 122) between the rear end portion (member rear end portion 122a) and the front-rear direction frame 11b via the front-rear direction gap t is defined with respect to the vehicle front-rear direction. The planes were orthogonal (FIG. 9).
For this reason, in addition to the effects (1) to (4), when the rear end portion (member rear end portion 122a, 122a) of the first member (motor room side member 122) and the front-rear direction frame 11b contact and interfere with each other. Thus, slipping of the vehicle in the vertical direction on the contact surface is prevented, and the load transmission path can be reliably maintained.

(6) The shape of the opposing surface through a pair of longitudinal gaps t, t between the rear end (member rear end 122a) of the first member (motor room side member 122) and the front / rear frame 11b. Are shapes F and F having an inclination angle that expands in the vehicle width direction toward the vehicle rear side when viewed from above the vehicle (FIGS. 7 and 11).
For this reason, in addition to the effects of (1) to (5), the member input directions from the pair of first members (motor room side members 122, 122) are slanted, and the left and right member inputs are different in magnitude. Even if it does, slip in the vehicle width direction on the contact surface is prevented, and the load transmission path can be reliably maintained.

  As mentioned above, although the vehicle body structure of the electric vehicle of the present invention has been described based on the first embodiment, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims is not limited thereto. Design changes and additions are allowed without departing from the gist.

  In the first embodiment, the shape of the facing surface through the pair of front-rear direction gaps t, t between the member rear end 122a of the motor room side member 122 and the front-rear direction frame 11b is seen from the vehicle rear side. An example in which the shapes F and F have an inclination angle that expands in the vehicle width direction toward the vehicle is shown. However, the shape of the opposing surface through a pair of front-rear direction gaps between the rear end part of the motor room side member and the front-rear direction frame is reduced in the vehicle width direction toward the rear side of the vehicle when viewed from above the vehicle. It is good also as an example made into the shape (inverted C shape) with an inclination angle. In this case, the pair of contact surfaces are inclined component forces toward each other in the vehicle width direction, and the sides of the front end surface of the case are expanded to prevent slipping in the vehicle width direction on the contact surfaces.

  In Example 1, the example which has the member rear-end part bracket 40 in the position which opposes the front-back direction projection range D of the front-back direction flame | frame 11b among the member rear-end parts 122a of the motor room side member 122 was shown. However, a member rear end bracket may not be provided at the member rear end of the motor room side member. Furthermore, it is good also as an example which forms the contact surface integral with a member in the member rear-end part of a motor room side member.

  In the first embodiment, an example in which the vehicle body structure of the present invention is applied to a minivan type electric vehicle in which only a traveling motor is mounted as a traveling drive source is shown. However, the body structure of the electric vehicle according to the present invention can be applied to various electric vehicles such as a sedan type, a wagon type, and an SUV type in addition to the minivan type. Furthermore, the present invention can also be applied to a hybrid type electric vehicle (hybrid electric vehicle) equipped with a traveling motor and an engine as a traveling drive source. In short, any electric vehicle including a first member, a second member, and a battery pack can be applied.

Cross-reference of related applications

  This application claims priority based on Japanese Patent Application No. 2012-193745 filed with the Japan Patent Office on September 4, 2012, the entire disclosure of which is fully incorporated herein by reference.

[0002]
Means for Solving the Problems [0006]
In order to achieve the above object, a vehicle body structure of an electric vehicle according to the present invention includes a pair of first members extending from the motor room disposed in front of the vehicle to the rear of the vehicle, and extending from a part of the first member to the rear of the vehicle. And a battery pack that is fastened and fixed to the second member and disposed at a position below the floor of the vehicle.
In the vehicle body structure of the electric vehicle, the rear end portion of the first member is located at the front of the vehicle with respect to the front end surface of the case of the battery pack, and the front-rear direction projection of the front-rear direction frame constituting the case of the battery pack Arranged at a position within the range.
A facing surface through a gap between the rear end portion of the first member and the front-rear frame is a surface orthogonal to the vehicle front-rear direction.
The shape of the opposing surface through the front-rear direction gap between the rear end portions of the pair of left and right first members and the pair of left and right front-rear frames is viewed in the vehicle width direction toward the vehicle rear side as viewed from above the vehicle. The shape has an inclination angle that expands or a shape that has an inclination angle that decreases in the vehicle width direction.
Effects of the Invention [0007]
As described above, the position where the rear end portion of the first member that does not directly fasten the battery pack and the front-rear frame constituting the case of the battery pack contact and interfere with each other in the vehicle front-rear direction when an impact force is input. Is laid out.
Accordingly, when the impact force is input, the first member and the front-rear frame are brought into contact with each other in the vehicle front-rear direction, so that the first member restrains the battery pack in the vehicle front-rear direction. And the member input load which goes to a vehicle rear with respect to a battery pack is generated by forming the load transmission path | route of the vehicle body via a 1st member-> front-back direction flame | frame. On the other hand, when an impact force is input, an inertial load directed toward the front of the vehicle acts on the battery pack having a large mass, but a load canceling action that reduces the inertial load acting on the battery pack by the member input load input in opposition is shown. .
For this reason, the moment input to the second member and the fastening member for fastening and fixing the battery pack is reduced, and it is not necessary to reinforce the second member itself, the reinforcement of the fastening member itself, or the number of fastening members. As a result, deformation of the second member and the fastening member can be suppressed while minimizing mass and cost.
In this way, the battery pack is restrained in the vehicle longitudinal direction with respect to the input of impact force, and a load transmission path from the first member toward the longitudinal frame is formed.

[0003]
With this configuration, it is possible to suppress the deformation of the second member and the fastening member while minimizing the mass and cost when inputting the impact force.
The facing surface through the gap between the rear end portion of the first member and the front-rear direction frame is a surface orthogonal to the vehicle front-rear direction. For this reason, when the rear end portion of the first member and the front-rear frame are in contact with each other, sliding in the vehicle vertical direction on the contact surface is prevented, and the load transmission path can be reliably maintained.
The shape of the facing surface through the front-rear direction gap between the rear end portions of the pair of left and right first members and the pair of left and right front-rear frames is enlarged in the vehicle width direction toward the vehicle rear side as viewed from above the vehicle. A shape having an inclination angle or a shape having an inclination angle that decreases in the vehicle width direction is adopted. For this reason, even if the member input direction from the pair of first members is oblique or the left and right member inputs are different in size, slippage in the vehicle width direction on the contact surface is prevented, and reliably The load transmission path can be maintained.
BRIEF DESCRIPTION OF THE DRAWINGS [0008]
FIG. 1 is a schematic side view showing a minivan type electric vehicle adopting the vehicle body structure of Embodiment 1. FIG.
FIG. 2 is a schematic bottom view showing a minivan type electric vehicle adopting the vehicle body structure of the first embodiment.
FIG. 3 is an overall perspective view showing a battery pack BP which is a component in the vehicle body structure of the first embodiment.
FIG. 4 is a perspective view with a battery case upper cover removed showing a battery pack BP which is a component in the vehicle body structure of the first embodiment.
FIG. 5 is a plan view showing a connection configuration of a battery pack BP and a power unit PU which are components in the vehicle body structure of the first embodiment.
FIG. 6 is a side view showing a main part configuration including a motor room side member, a vehicle body side member, and a battery pack in the vehicle body structure of the first embodiment.
[Fig. 7] Fig. 7 is a plan view showing a main part configuration including a motor room side member, a vehicle body side member, and a battery pack in the vehicle body structure of the first embodiment.
8 is a plan view taken along line AA of FIG. 6 showing the positional relationship between the rear end portion of the motor room side member and the battery pack in the vehicle body structure of Embodiment 1. FIG.
FIG. 9 is a side view taken along line BB of FIG. 7 showing the positional relationship between the rear end portion of the motor room side member and the battery pack in the vehicle body structure of the first embodiment.
FIG. 10 is an operation explanatory view showing the deformation suppressing action of the vehicle body side member and the fastening member when the vehicle body is deformed due to a frontal collision.
FIG. 11 is an operation explanatory view showing a vehicle width direction slip preventing action at the contact surface when the rear end portion of the motor room side member contacts the case front end surface of the battery pack.
MODE FOR CARRYING OUT THE INVENTION [0009]
The best mode for realizing the vehicle body structure of an electric vehicle according to the present invention is shown in the drawings.

Claims (6)

A pair of first members extending rearward from a motor room disposed in front of the vehicle, a pair of second members extending rearward from a portion of the first member, and fastened to the second member; In a vehicle body structure of an electric vehicle including a battery pack disposed at a position below the floor of the vehicle,
The rear end portion of the first member is disposed at a position in front of the vehicle with respect to the front end surface of the battery pack case and within a front-rear direction projection range of a front-rear direction frame constituting the case of the battery pack. Electric vehicle body structure characterized by In the vehicle body structure of the electric vehicle according to claim 1,
The front-rear direction frame is a frame member that constitutes a case side surface of the battery pack. In the vehicle body structure of the electric vehicle according to claim 1 or 2,
A vehicle body structure for an electric vehicle, comprising a bracket at a position facing the front-rear frame in the rear end portion of the first member. In the vehicle body structure of the electric vehicle according to any one of claims 1 to 3,
The battery pack case has a container portion and a lid portion,
The vehicle body structure of an electric vehicle, wherein the first member is disposed at a position within a vertical projection range of the container portion. In the vehicle body structure of an electric vehicle according to any one of claims 1 to 4,
A body structure of an electric vehicle, wherein an opposing surface through a gap between a rear end portion of the first member and the front-rear frame is a surface orthogonal to the vehicle front-rear direction. In the vehicle body structure of the electric vehicle according to claim 5,
The shape of the opposing surface through the front-rear direction gap between the rear end portions of the pair of left and right first members and the pair of left and right front-rear frames is viewed in the vehicle width direction toward the vehicle rear side as viewed from above the vehicle. A vehicle body structure for an electric vehicle characterized by having a shape with an increasing inclination angle or a shape with an inclination angle decreasing in the vehicle width direction.

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