CN112572150A - 蓄电池保护构造 - Google Patents

蓄电池保护构造 Download PDF

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CN112572150A
CN112572150A CN202010542943.2A CN202010542943A CN112572150A CN 112572150 A CN112572150 A CN 112572150A CN 202010542943 A CN202010542943 A CN 202010542943A CN 112572150 A CN112572150 A CN 112572150A
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battery
duct
vehicle
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protection structure
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原俊之
横山裕
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Subaru Corp
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Abstract

本公开提供一种能够用简易结构保护蓄电池免受侧面冲撞的蓄电池保护构造。蓄电池保护构造(10)具备：横梁(121)，配置于蓄电池(11)近旁；第一贯通孔(131)，形成为贯通横梁(121)；蓄电池管道(14)，配置于蓄电池(11)的车辆外侧；以及空调管道(152)，配置于蓄电池(11)的车辆外侧，穿过横梁(121)的第一贯通孔(131)。另外，在比蓄电池(11)靠向车辆外侧处，蓄电池管道(14)和空调管道(152)重叠。

Description

蓄电池保护构造
技术领域
本公开涉及一种蓄电池保护构造，尤其涉及一种通过配置于蓄电池的车辆外侧的管道吸收冲撞事故发生时的冲击的蓄电池保护构造。
背景技术
作为乘用车等车辆，混合动力汽车和电动汽车已经上市，在这些车辆中搭载有大型的充电式蓄电池。搭载于车辆的充电式蓄电池由将多个例如形成为大致板状的称为蓄电池单元的单体锂离子蓄电池组合而成的模组构成。
在车辆发生冲撞事故的情况下，若大的冲击作用于充电式蓄电池，则有可能产生漏电或产生气体，因此需要用于对波及充电式蓄电池的冲击进行缓和的冲击应对措施。
作为这样的冲击应对措施的一个例子，存在以下专利文献1中记载的发明。
在专利文献1中，记载有用冲击吸收管道保护蓄电池的蓄电池搭载部的能量吸收构造。具体地，在该能量吸收构造中，蓄电池搭载部通过冲击吸收管道连结车体底板和中间通道罩。另外，若从中间通道罩向蓄电池搭载部输入预定值以上的负荷，则蓄电池搭载部通过变形而进行能量吸收。因此，若在侧面冲撞时，从中间通道罩向冲击吸收管道输入预定值以上的负荷，则冲击吸收管道弯曲变形，由此降低输入于蓄电池的冲击能量。
在先技术文献
专利文献
专利文献1：日本特开2009-35094号公报
发明内容
但是，在上述专利文献1中记载的发明中，利用从下方支承蓄电池的蓄电池搭载部保护蓄电池，因此例如在发生他车辆从侧方冲撞本车辆的侧面冲撞的情况下，难以有效地保护蓄电池搭载部免受侧面冲撞的影响。另外，若为了保护蓄电池免受侧面冲撞的影响，在蓄电池的车辆侧方配设冲击专用构件，则产生车辆的结构变得复杂且导致成本上升的课题。
本公开是鉴于这样的问题而完成的，本公开的目的在于提供一种能够用简易结构保护蓄电池免受侧面冲撞等的蓄电池保护构造。
在本公开的技术方案1中，一种蓄电池保护构造，保护蓄电池免受冲撞，其特征在于，所述蓄电池保护构造具备：车辆框架构件，配置于所述蓄电池近旁；贯通孔，形成为贯通所述车辆框架构件；第一管道，配置于所述蓄电池的车辆外侧；以及第二管道，在所述蓄电池的所述车辆外侧上下重叠配置，穿过所述车辆框架构件的所述贯通孔，在比所述蓄电池靠向所述车辆外侧处，所述第一管道和所述第二管道重叠。
在本公开的技术方案2中，其特征在于，所述第一管道是冷却所述蓄电池的空气流通的管道，所述第二管道是对车室进行空气调节的空调风流通的管道。
在本公开的技术方案3中，其特征在于，所述车辆框架构件是架设于底板通道与侧梁之间的横梁。
在本公开的技术方案4中，其特征在于，所述车辆框架构件具有：第一车辆框架构件，配置于所述蓄电池的一侧；以及第二车辆框架构件，配置于所述蓄电池的另一侧，在所述第一车辆框架构件形成第一贯通孔，在所述第二车辆框架构件形成第二贯通孔，所述第二管道穿过所述第一贯通孔及所述第二贯通孔。
在本公开的技术方案5中，其特征在于，所述第一车辆框架构件及所述第二车辆框架构件是架设于底板通道与侧梁之间的横梁。
在本公开的技术方案6中，其特征在于，所述蓄电池配置于车座的下方，所述车座固定于所述车辆框架构件的上面。
本公开的效果
根据技术方案1记载的发明，第二管道贯通车辆框架构件的贯通孔，从而第二管道的位置被固定，抑制冲撞事故发生时的第二管道的移动，能够通过第二管道吸收冲撞能量来保护蓄电池。另外，第一管道与第二管道重叠，从而在冲撞时吸收更多的冲撞能量，能够使保护蓄电池的效果显著。
根据技术方案2记载的发明，当冲撞事故发生时，利用蓄电池用管道及空调用管道这两者吸收冲撞能量，因此当冲撞事故发生时能够更牢固地保护蓄电池。
根据技术方案3记载的发明，通过横梁支承第二管道，因此能够更有效地吸收冲击。
根据技术方案4记载的发明，能够通过车辆框架构件固定第二管道的多个部位，因此当冲撞事故发生时，能够更牢固地固定第二管道，能够使保护蓄电池的效果更大。
根据技术方案5记载的发明，通过横梁从前后方向支承第二管道，因此能够更有效地吸收冲击。
根据技术方案6记载的发明，使用支承车座的车辆框架构件限制当发生了冲撞事故时第二管道的移动，能够更有效地保护蓄电池免受冲撞能量。
附图说明
图1是示出具备本公开的实施方式的蓄电池保护构造的车辆的立体图。
图2是示出具备本公开的实施方式的蓄电池保护构造的车辆的剖面图。
图3是示出具备本公开的实施方式的蓄电池保护构造的车辆的剖面图，示出发生冲撞事故后的状态。
图4是示出具备本公开的其他实施方式的蓄电池保护构造的车辆的立体图。
附图标记说明
10 蓄电池保护构造；
11 蓄电池；
121 横梁；
122 横梁；
131 第一贯通孔；
132 第二贯通孔；
14 蓄电池管道；
15 空调管道；
151 第一空调管道；
152 第二空调管道；
153 第三空调管道；
16 底板通道；
17 侧梁；
18 车体底板。
具体实施方式
下面，基于附图，详细地说明本公开的实施方式的蓄电池保护构造10。
图1是局部示出组装有蓄电池保护构造10的乘用车等车辆的立体图。在此，示出车体底板18的前方外侧部分。
本实施方式的蓄电池保护构造10是吸收由他车辆从车辆外侧冲撞本车辆的侧面冲撞输入的冲击能量来保护蓄电池11免受该侧面冲撞的构造。具体地，蓄电池保护构造10具备作为车辆框架构件的横梁121及横梁122、形成于横梁121的第一贯通孔131、第二空调管道152及蓄电池管道14，在比蓄电池11更靠向车辆外侧处，第二空调管道152与蓄电池管道14上下重叠。在此，蓄电池管道14是第一管道，第二空调管道152是第二管道。另外，配置于前方的横梁121是第一车辆框架构件，横梁122是第二车辆框架构件。
蓄电池11向电动车即车辆的马达或电气部件供应电力。在此，作为车辆，例如可以采用EV(Electric Vehicle：电动汽车)、HEV(Hybrid Electric Vehicle：混合动力汽车)或PHEV(Plug-in Hybrid Electric Vehicle：插电式混合动力汽车)等。
在此虽未图示，但是蓄电池11具有多个由层叠配置的多个蓄电池单元构成的蓄电池组。另外，蓄电池11是由锂离子蓄电池或镍氢蓄电池构成的二次电池。
在车体底板18，作为车辆框架构件形成有底板通道16及侧梁17。底板通道16是使车体底板18的车辆宽度方向上的中心部分沿着前后方向向上方***的框架构件。侧梁17是使车体底板18的车辆外侧端部沿着前后方向成形为柱状的框架构件。蓄电池11配置于底板通道16与侧梁17之间。在此，车辆宽度方向是指在水平面上与图1所示的前后方向正交的方向。
而且，在车体底板18，作为框架构件配置有横梁121及横梁122。横梁121配置于蓄电池11的前方侧。横梁121的车辆外侧端部与侧梁17刚性连结，横梁121的车辆内侧端部与底板通道16刚性连结。横梁122配置于蓄电池11的后方侧。横梁122的车辆外侧端部与侧梁17刚性连结，横梁122的车辆内侧端部与底板通道16刚性连结。
在横梁121形成有第一贯通孔131。第一贯通孔131是沿着前后方向贯通横梁121的孔。第一贯通孔131形成于比蓄电池11的车辆外侧端部更靠向车辆外侧处。第一贯通孔131形成为能够使后述的第二空调管道152穿过的大小及形状。
另外，在此虽未图示，但在横梁121的上面固定有车座。根据该结构，作为支承车座的构件使用横梁121，横梁121不妨碍第二空调管道152的布置，而且能够利用形成于横梁121的第一贯通孔131提高第二空调管道152的耐冲击性。
在蓄电池11的车辆外侧形成有蓄电池管道14。蓄电池管道14是用于将蓄电池11在充放电时产生的热排出到外部的管道。蓄电池管道14例如由PP(Poly propylene：聚丙烯)构成。
空调管道15是供对车室进行空气调节的空调风流通的管道。具体地，空调管道15具有：形成于空调风的上游侧的第一空调管道151；以及从第一空调管道151的下游侧端部分支的第三空调管道153和第二空调管道152。空调管道15例如由PP(Poly propylene：聚丙烯)构成。
第一空调管道151的上游侧端部连接于车辆空调装置，第二空调管道152及第三空调管道153连接于第一空调管道151的下游侧端部。
第二空调管道152的上游侧端部连接于第一空调管道151，第二空调管道152的下游侧端部向在此未图示的车室开口。另外，第二空调管道152的一部分(中间部分)贯通横梁121的第一贯通孔131，在横梁122的上方通过。另外，在横梁121与横梁122之间，第二空调管道152配置于比蓄电池11更靠向车辆外侧处。
第三空调管道153的上游侧端部连接于第一空调管道151，第三空调管道153的下游侧端部向在此未图示的车室开口。另外，第三空调管道153的一部分(中间部分)在横梁121及蓄电池11的上方通过。
在本实施方式中，在蓄电池11的车辆外侧，使蓄电池管道14与第二空调管道152上下重叠。通过这样，在产生侧面冲撞时，能够缓和作用于蓄电池11的冲击。
具体地，在蓄电池11的前方及后方配置有横梁121及横梁122。既，横梁121配置于蓄电池11的一侧，而横梁122配置于蓄电池11的另一侧。另一方面，虽然在蓄电池11的车辆外侧形成有侧梁17，但是当对该部分发生了柱冲撞时，侧梁17朝向内侧局部弯曲，可能会有大的冲击作用于蓄电池11。
因此，在本实施方式中，将蓄电池管道14及第二空调管道152以从上方观察时重叠的方式配置于蓄电池11的车辆外侧。第二空调管道152及蓄电池管道14是如上述那样由合成树脂构成的管道，因此具有一定程度的机械强度。因此，当发生了侧面冲撞时，第二空调管道152和蓄电池管道14同时变形而吸收冲击，能够缓和作用于蓄电池11的冲击。另外，蓄电池管道14是用于将蓄电池11在充放电时产生的热排出到外部的管道，且第二空调管道152是用于输送空调风的结构构件，而不是用于冲击应对措施的专用构件，因此能够抑制成本上升。
图2是图1的剖面线A-A处的剖面图。在图2中，用单点划线表示与蓄电池11的上端及下端相同水平的高度。
参照该图2，在底板通道16与侧梁17之间，蓄电池11配置于车体底板18的上面。另外，蓄电池管道14及第二空调管道152配置于蓄电池11的车辆外侧。如上述那样，蓄电池管道14和第二空调管道152配置成从上方观察时重叠。蓄电池管道14和第二空调管道152既可以两者局部重叠，也可以第二空调管道152整体配置于蓄电池管道14的上方。
而且，蓄电池管道14及第二空调管道152在蓄电池11与侧梁17之间，靠近蓄电池11侧配置。通过这样，当发生了侧面冲撞时，第二空调管道152及蓄电池管道14在蓄电池11近旁变形，从而能够有效地吸收侧面冲撞引起的冲击。
另外，蓄电池管道14的下端配置于比蓄电池11的底面靠向上方处。而且，蓄电池管道14的上端配置于比蓄电池11的上面靠向下方处。根据该结构，当发生了侧面冲撞时，被侧梁17按压的蓄电池管道14有效地变形，从而缓和侧面冲撞引起的冲击，能够保护蓄电池11免受冲击。
而且，第二空调管道152的至少一部分配置于比蓄电池11的上面靠向下方处。通过这样，当发生了侧面冲撞时，被侧梁17按压的第二空调管道152有效地变形，从而有效地缓和侧面冲撞引起的冲击，能够保护蓄电池11免受冲击。在此，也可以将第二空调管道152的整体配置于比蓄电池11的上面靠向下方处。
在图3中，说明发生侧面冲撞后的蓄电池保护构造10的结构。在此，示出发生了柱从车辆外侧冲撞图1的剖面线A-A中示出的部位的柱冲撞的情况。首先，由于发生柱冲撞，侧梁17朝向车辆内侧进入。进而，被侧梁17从车辆外侧按压的第二空调管道152及蓄电池管道14变形成在车辆宽度方向上被压缩。
如图1所示，第二空调管道152的前方部分贯通横梁121的第一贯通孔131，因此，抑制了第二空调管道152向车辆内侧的移动。因此，若当侧面冲撞时，第二空调管道152被侧梁17向车辆内侧按压，则第二空调管道152在维持其位置的同时压溃变形，从而吸收冲击。
另外，蓄电池管道14的车辆内侧端侧的端部与蓄电池11接触。因此，当侧面冲撞时，蓄电池管道14被侧梁17从车辆外侧按压，从而在蓄电池11与侧梁17之间压溃变形。由此，能够吸收因侧面冲撞而产生的冲击。
在本实施方式中，如上述那样，蓄电池管道14和第二空调管道152配置成彼此上下换言之在相对于发生侧面冲撞的方向垂直的方向上重叠。因此，第二空调管道152和蓄电池管道14同时发生压溃变形，从而有效地吸收冲击，能够缓和波及蓄电池11的冲击。
参照图4的立体图，说明其他实施方式的蓄电池保护构造10的结构。图4所示的蓄电池保护构造10的结构基本上与图1所示的结构相同，在此，第二空调管道152贯通横梁121及横梁122两者。
具体地，在配置于前方侧的横梁121形成有第一贯通孔131，在配置于后方侧的横梁122形成有第二贯通孔132。另外，第二空调管道152的前方部分贯通第一贯通孔131，第二空调管道152的后方部分贯通第二贯通孔132。
根据该结构，第二空调管道152的前方部分通过贯通第一贯通孔131而被支承，第二空调管道152的后方部分通过贯通第二贯通孔132而被支承。因此，当发生了侧面冲撞时，第二空调管道152被更牢固地支承，因此能够使得通过第二空调管道152保护蓄电池11免受侧面冲撞的效果大。
以上，说明了本公开的实施方式，但是本公开不限于此，能够在不脱离本公开的主旨的范围内进行变更。另外，上述的各方式能够相互组合。
例如，在图1所示的蓄电池保护构造10中，将第二空调管道152及蓄电池管道14配置于蓄电池11的车辆外侧即右侧，从而保护蓄电池11免受来自车辆外侧即右侧的侧面冲撞，但是通过将第二空调管道152及蓄电池管道14配置于蓄电池11的后方侧，也能够保护蓄电池11免受来自后方的冲撞。
另外，在本公开中，第一、第二以及第三的术语用于区别不同的构件，并不受这些术语的限定。例如，可以将第一空调管道定义为第二空调管道，也可以将第二空调管道定义为第一空调管道。

Claims (6)

1.一种蓄电池保护构造，保护蓄电池免受冲撞，其特征在于，
所述蓄电池保护构造具备：
车辆框架构件，配置于所述蓄电池近旁；
贯通孔，形成为贯通所述车辆框架构件；
第一管道，配置于所述蓄电池的车辆外侧；以及
第二管道，在所述蓄电池的所述车辆外侧上下重叠配置，穿过所述车辆框架构件的所述贯通孔，
在比所述蓄电池靠向所述车辆外侧处，所述第一管道和所述第二管道重叠。
2.根据权利要求1所述的蓄电池保护构造，其特征在于，
所述第一管道是所述蓄电池的冷却管道，
所述第二管道是对车室进行空气调节的空调风流通的管道。
3.根据权利要求1所述的蓄电池保护构造，其特征在于，
所述车辆框架构件是架设于底板通道与侧梁之间的横梁。
4.根据权利要求1或2所述的蓄电池保护构造，其特征在于，
所述车辆框架构件具有：第一车辆框架构件，配置于所述蓄电池的一侧；以及第二车辆框架构件，配置于所述蓄电池的另一侧，
在所述第一车辆框架构件形成第一贯通孔，在所述第二车辆框架构件形成第二贯通孔，
所述第二管道穿过所述第一贯通孔及所述第二贯通孔。
5.根据权利要求4所述的蓄电池保护构造，其特征在于，
所述第一车辆框架构件及所述第二车辆框架构件是架设于底板通道与侧梁之间的横梁。
6.根据权利要求1所述的蓄电池保护构造，其特征在于，
所述蓄电池配置于车座的下方，
所述车座固定于所述车辆框架构件的上面。
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JP6244392B2 (ja) 2016-03-17 2017-12-06 本田技研工業株式会社 車両
JP2018193026A (ja) 2017-05-22 2018-12-06 本田技研工業株式会社 車体下部構造

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