Battery supporting structure

Abstract

The battery support structure of the present disclosure is a battery support structure in which a battery is supported by a vehicle in a state of being pulled in in one direction along a horizontal plane, and is provided with: a first elastic body having a first elastic surface inclined toward one side in a direction orthogonal to the one direction and along the horizontal plane, the first elastic body having a second elastic surface inclined toward the other side in a direction orthogonal to the one direction; a spring which is sandwiched between the battery side and the vehicle side when the battery is pulled in and generates a restoring force against compressive deformation; and a second elastic body having a second elastic surface inclined toward the other side opposite to the one side, the second elastic body being sandwiched between the battery side and the vehicle side when the battery is pulled in, and generating a restoring force against compressive deformation.

Description

Technical Field

[0001] This disclosure relates to battery support structures. Background Technology

[0002] Vehicles such as electric vehicles and plug-in hybrid electric vehicles are equipped with an electric motor as the drive source and a battery as the power source for the drive motor. The batteries in these vehicles are relatively heavy and require considerable force to support. Therefore, the batteries are supported by a high-strength vehicle body (body) or frame.

[0003] For example, Patent Document 1 describes a battery support structure supported by a floor that constitutes a vehicle body. In this structure, the battery is fixed to a battery frame, and the battery frame is supported by a shock-absorbing rubber that has a degree of hardness that will deform under the weight of the battery.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2005-190957 Summary of the Invention

[0007] The problem the invention aims to solve

[0008] The shock-absorbing rubber is positioned in areas that will deform under the weight of the battery, specifically below the battery (vertically). Therefore, if the shock-absorbing rubber is positioned horizontally relative to the battery, it will not deform under the weight of the battery, and thus a shock-absorbing effect cannot be expected.

[0009] On the other hand, the vehicle vibration transmitted to the battery is not limited to vibration from the vertical direction relative to the battery. Therefore, according to the battery support structure described in Patent Document 1, it is difficult to effectively suppress the swaying of the battery caused by vehicle vibration.

[0010] The purpose of this disclosure is to provide a battery support structure that can effectively suppress battery sway caused by vehicle vibration.

[0011] Solution to the problem

[0012] To achieve the above objectives, the battery support structure disclosed herein is a battery support structure that supports the battery in a vehicle in a state where it is pulled in one direction along a horizontal plane, and it comprises:

[0013] A first elastic body has a first elastic surface, the first elastic surface being inclined to one side orthogonal to the direction and along the horizontal plane, being clamped between the battery side and the vehicle side when the battery is pulled in and generating a restoring force against compressive deformation; and

[0014] The second elastic body has a second elastic surface that is inclined in the opposite direction to the first side, i.e., the other side, and is clamped between the battery side and the vehicle side when the battery is pulled in, generating a restoring force against compressive deformation.

[0015] Invention Effects

[0016] According to this disclosure, it is possible to effectively suppress battery sway caused by vehicle vibration. Attached Figure Description

[0017] Figure 1 This is a top view showing the frame structure, etc. of a vehicle according to an embodiment of the present disclosure;

[0018] Figure 2 This is a side view showing the frame structure of a vehicle according to an embodiment of the present disclosure;

[0019] Figure 3 This is a perspective view showing the battery support structure according to an embodiment of the present disclosure;

[0020] Figure 4 This is a perspective view showing the battery support structure according to an embodiment of the present disclosure;

[0021] Figure 5 This is a top view showing the battery support structure according to an embodiment of the present disclosure;

[0022] Figure 6 This is a top view showing the battery support structure within the framework of the embodiments disclosed herein;

[0023] Figure 7 This is a top view showing a pair of battery support structures according to an embodiment of the present disclosure;

[0024] Figure 8 This is a top view showing a pair of battery support structures within the framework of the embodiments disclosed herein;

[0025] Figure 9 This is a top view showing the constraint components, etc., of the embodiments of this disclosure;

[0026] Figure 10 This is a top view showing constraint components, etc., within the framework of the embodiments disclosed herein;

[0027] Figure 11 This is a perspective view showing constraint components, etc., of embodiments of this disclosure;

[0028] Figure 12 It is a diagram showing the relationship between the position of the latch and the position of the locking pin;

[0029] Figure 13 It is a diagram showing the relationship between the position of the output rod and the position of the connecting rod;

[0030] Figure 14 This is a top view showing the battery support structure according to an embodiment of the present disclosure;

[0031] Figure 15 This is a top view showing the elastic components, etc., of the embodiments of this disclosure;

[0032] Figure 16 This is a side view showing the battery support structure according to an embodiment of the present disclosure;

[0033] Figure 17 This is a top view showing the battery support structure within the framework of the embodiments disclosed herein;

[0034] Figure 18 This is a front view of the battery support structure according to the embodiment of this disclosure, viewed from the front of the vehicle.

[0035] Explanation of reference numerals in the attached figures

[0036] BTR: Battery;

[0037] BTRC: Battery Box;

[0038] BCN: Battery Connector;

[0039] FCN: Vehicle-side connector;

[0040] MTR: Motor;

[0041] STR1: First latch;

[0042] STR1_BKT: Bracket;

[0043] STR1_BER: Locking bar;

[0044] STR2: Second latch;

[0045] STR2_BKT: Bracket;

[0046] STR2_BER: Locking bar;

[0047] 1: Vehicle;

[0048] 2: Framework;

[0049] 2a: Tank wall;

[0050] 2b: Tank wall;

[0051] 2c: Tank wall;

[0052] 3: Crossbeam;

[0053] 3a: Crossbeam (first crossbeam);

[0054] 3a_1: Bottom wall;

[0055] 3a_2: One sidewall;

[0056] 3a_3: The other sidewall;

[0057] 3b: Crossbeam (first crossbeam);

[0058] 3b_1: Bottom wall;

[0059] 3b_2: One sidewall;

[0060] 3b_3: The other sidewall;

[0061] 3c: Crossbeam (third crossbeam);

[0062] 3c_1: Bottom wall;

[0063] 3c_2: One sidewall;

[0064] 3c_3: The other sidewall;

[0065] 3d: Horizontal beam (second horizontal beam);

[0066] 3e: Crossbeam;

[0067] 4: Bracket;

[0068] 5a: Bracket;

[0069] 5b: Bracket;

[0070] 6: Bracket;

[0071] 7: Closed frame;

[0072] 8: Platform;

[0073] 8a: Top plate;

[0074] 8b: Flange;

[0075] 8c: Flange;

[0076] 9: WL latch;

[0077] 10: Constraint components;

[0078] 11: First latch;

[0079] 12: Second latch;

[0080] 30: Actuator;

[0081] 31: Output rod;

[0082] 80: Sliding mechanism;

[0083] 81a: Guide rail;

[0084] 81b: Guide rail;

[0085] 82a: Slider;

[0086] 82b: Slider;

[0087] 100: Supporting structure;

[0088] 200: Linkage mechanism;

[0089] 210: First link;

[0090] 211: One end in the length direction;

[0091] 212: The other end in the length direction;

[0092] 213: Middle section;

[0093] 220: Second link;

[0094] 221: One end in the length direction;

[0095] 222: The other end in the length direction;

[0096] 223: Middle section;

[0097] 230: Intermediate connecting rod;

[0098] 240A: Fixed connecting rod;

[0099] 240B: Fixed connecting rod;

[0100] 300: Elastomer;

[0101] 300A: First elastomer;

[0102] 300B: Second elastomer;

[0103] 300S: Elastomer group;

[0104] 310: Board surface;

[0105] 311: First elastic surface;

[0106] 312: Second elastic surface;

[0107] 351: First bracket;

[0108] 352: Second bracket. Detailed Implementation

[0109] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The vehicle described in the embodiments of the present disclosure is a commercial electric vehicle for goods delivery, etc., equipped with a frame structure, a driving motor, and a drive battery. However, the present disclosure is not limited to commercial electric vehicles and can also be applied to general electric vehicles. The drive battery is a battery used to supply power to the driving motor. The battery support structure in the embodiments of the present disclosure is a support structure that supports the battery on the frame structure side.

[0110] Figure 1 This is a top view showing the frame structure of a vehicle according to an embodiment of the present disclosure. Figure 2 This is a side view showing the frame structure of a vehicle according to an embodiment of the present disclosure. Figure 3 This is a perspective view showing the battery support structure according to an embodiment of the present disclosure. Figure 4 This is a perspective view showing the battery support structure according to an embodiment of the present disclosure. Figure 1 The X-axis, Y-axis, and Z-axis are depicted. Figure 1 The vertical direction is called the vehicle width direction or X direction. The direction along the vehicle width direction away from the center side is called the outer side of the vehicle width direction or "+X direction". The direction along the vehicle width direction closer to the center side is called the inner side of the vehicle width direction or "-X direction". Figure 1 The left and right directions in the equation are called the vehicle's front-to-back direction or Y-direction. The right direction is called the vehicle's rear side, rear direction, or "+Y direction," and the left direction is called the vehicle's front side, front direction, or "-Y direction." Figure 1 The longitudinal direction is called the vehicle height direction, up and down direction, or Z direction; the direction near the front is called the upper direction, upper side, or "+Z direction"; and the longitudinal direction is called the lower direction, lower side, or "-Z direction".

[0111] (Framework Structure)

[0112] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the frame structure includes: a pair of frames 2 (longitudinal beams), crossbeams 3a, 3b, 3c, 3d, and 3e, brackets 4, 5a, 5b, and 6, and a closed frame 7. It should be noted that brackets 4 are respectively disposed on each of the pair of frames 2, and are configured to be in the same position in the vehicle's longitudinal direction (Y direction). In other words, brackets 4 are disposed symmetrically with each other in the vehicle width direction (X direction) on each of the pair of frames 2. Similarly, brackets 5a, 5b, 6, and the closed frame 7 are disposed symmetrically with each other in the vehicle width direction (X direction) on each of the pair of frames 2.

[0113] Bracket 4 is a flat plate with a generally rectangular shape. Bracket 4 is configured such that the flat plate surface faces the vehicle width direction (X direction). Bracket 4 is used to fasten frame 2 to closed frame 7 together.

[0114] The bracket 5a is a flat plate with a generally rectangular shape. The bracket 5a is configured such that the flat plate surface faces the vehicle width direction (X direction). The upper part of the bracket 5a is fastened to a groove wall 2a with a generally U-shaped cross-section in the frame 2 (see reference). Figure 3 The lower part of bracket 5a is fastened to crossbeam 3a and platform 8 respectively (see reference). Figure 3 The mounting stage 8 is used to mount the battery BTR (see reference). Figure 3 The platform. That is, the crossbeam 3a and bracket 5a are configured in the specified positions for mounting the battery BTR in the vehicle's longitudinal direction. It should be noted that, as... Figure 1 and Figure 3 As shown, two battery BTRs are installed on vehicle 1. One battery BTR is mounted from the outside of the vehicle width direction to one frame of a pair of frames. The other battery BTR is mounted from the outside of the vehicle width direction to the other frame of the pair of frames.

[0115] Bracket 5b is positioned further forward of the vehicle (in the -Y direction) than bracket 5a. Like bracket 5a, bracket 5b is a flat plate with a generally rectangular shape. Like bracket 5a, bracket 5b is positioned so that the flat surface faces the vehicle width direction (X direction). The upper part of bracket 5b is fastened to the groove wall 2a of frame 2 (see reference). Figure 3 The lower part of bracket 5b is fastened to crossbeam 3b and platform 8 respectively (see reference). Figure 3 In other words, the crossbeam 3b and bracket 5b, like the crossbeam 3a and bracket 5a, are configured in the prescribed positions for configuring the battery BTR in the longitudinal direction of the vehicle.

[0116] Bracket 6 (refer to) Figure 2 The bracket 6 is a flat plate with a specified shape. The bracket 6 is configured such that the flat surface faces vertically (Z direction). The outer end of the bracket 6 in the vehicle width direction (+X direction) is fastened to the groove wall 2b of the frame 2 (see reference). Figure 4 The inner end of bracket 6 in the vehicle width direction (-X direction) is fastened to crossbeam 3d. The position for mounting bracket 6 in the vehicle's longitudinal direction is the center position between the position for mounting bracket 5a and the position for mounting bracket 5b in the vehicle's longitudinal direction. That is, like crossbeam 3a, bracket 5a, crossbeam 3b, and bracket 5b, bracket 6 and crossbeam 3d are positioned at the designated positions for mounting battery BTR in the vehicle's longitudinal direction.

[0117] A pair of frames 2 extend in the longitudinal direction of the vehicle and are spaced apart from each other in the vehicle width direction. Each frame 2 is formed as a U-shaped groove with an opening facing inward in the vehicle width direction (-X direction), and has: a groove wall 2a extending in the vertical direction (Z direction), a groove wall 2b bent at the upper end of the groove wall 2a and extending in the -X direction, and a groove wall 2c bent at the lower end of the groove wall 2a and extending in the -X direction. In other words, the pair of frames 2 are arranged opposite each other in the vehicle width direction (X direction) with groove-shaped openings.

[0118] Each of the crossbeams 3a, 3b, 3c, 3d, and 3e is arranged at predetermined intervals and supported on a pair of frames 2. The crossbeams 3a, 3b, 3c, 3d, and 3e are collectively referred to as crossbeam 3 (see reference). Figure 2 ).

[0119] The frame structure of this embodiment also includes a closed frame 7. The closed frame 7 is disposed at the opening of the frame 2, forming a cross-sectional shape closed by the frame 2 and the closed frame 7. This strengthens the frame structure. In the following description, the closed cross-sectional shape formed by the frame 2 and the closed frame 7 will be referred to as the "closed cross-sectional shape".

[0120] To ensure sufficient space for the battery BTR, electric motor MTR, and other components housed in frame 2, the frame structure of this embodiment is subject to various limitations. For example, the rear end of the closed frame 7 is shortened. This becomes a major cause of reduced strength in the frame structure. Therefore, as... Figure 3 As shown, in the embodiment of this disclosure, the rear end of the closed frame 7 is fastened to the frame 2 by a bracket 4 and fasteners (bolts, nuts). Furthermore, at the location where the rear end of the closed frame 7 is fastened to the frame 2 in the vehicle's longitudinal direction, a crossbeam 3e is mounted on a pair of frames 2. This strengthens the frame structure.

[0121] The crossbeam 3a is formed with a U-shaped cross-section opening facing upwards (+Z direction), and has a bottom wall 3a_1 extending in the vehicle width direction (X direction), a side wall 3a_2 that is bent at one end of the bottom wall 3a_1 in the vehicle width direction and extends upwards, and another side wall 3a_3 that is bent at the other end of the bottom wall 3a_1 in the vehicle width direction and extends upwards. The outer side of the side wall 3a_2 in the vehicle width direction is fastened to the lower part of the bracket 5a by fasteners (bolts, nuts). The outer side of the other side wall 3a_3 in the vehicle width direction is fastened to the lower part of the bracket 5a by fasteners (bolts, nuts). Thus, the crossbeam 3a is mounted on a pair of frames 2 by means of the bracket 5a. The crossbeam 3a corresponds to the "first crossbeam" of this disclosure.

[0122] The crossbeam 3b is positioned further forward of the vehicle (in the -Y direction) than the crossbeam 3a and spaced a predetermined distance from the crossbeam 3a. The crossbeam 3b is formed with the same cross-sectional shape as the crossbeam 3a and has a bottom wall 3b_1 extending in the vehicle width direction (X direction), a side wall 3b_2 bent at one end of the bottom wall 3b_1 in the vehicle width direction and extending upwards, and another side wall 3b_3 bent at the other end of the bottom wall 3b_1 in the vehicle width direction and extending upwards. The outer side of the side wall 3b_2 in the vehicle width direction is fastened to the lower part of the bracket 5b by fasteners (bolts, nuts). The outer side of the other side wall 3b_3 in the vehicle width direction is fastened to the lower part of the bracket 5b by fasteners (bolts, nuts). Thus, the crossbeam 3b is mounted on a pair of frames 2 by means of the bracket 5b. The crossbeam 3b corresponds to the "first crossbeam" of this disclosure.

[0123] The crossbeam 3d is positioned higher (in the +Z direction) than the central position between the location for crossbeam 3a and the location for crossbeam 3b in the vehicle's longitudinal direction (Y direction). The crossbeam 3d is a flat plate component with a generally rectangular shape along its long side in the vehicle width direction (X direction). One outer end of the crossbeam 3d in the vehicle width direction is fastened to the inner end (-X direction) of the bracket 6 by fasteners (bolts, nuts). The crossbeam 3d corresponds to the "second crossbeam" of this disclosure.

[0124] As described above, crossbeams 3a and 3b, brackets 5a and 5b are positioned at predetermined locations in the longitudinal direction of the vehicle. Additionally, bracket 6 and crossbeam 3d are positioned at predetermined locations in the longitudinal direction of the vehicle. Thus, at these predetermined locations in the longitudinal direction of the vehicle, a double-closed cross-sectional shape is formed. The first closed cross-sectional shape is formed by a pair of frames 2, crossbeams 3a and 3d, brackets 5a and 5b, and bracket 6. The second closed cross-sectional shape is formed by a pair of frames 2, crossbeams 3b and 3d, brackets 5a and 5b, and bracket 6.

[0125] According to the above structure, at a predetermined position in the vehicle's longitudinal direction for arranging the battery BTR, when a moment load, for example, is applied to a pair of frames 2 about an axis extending along the vehicle's longitudinal direction (Y direction), a force with the opposite rotational direction to the moment load is generated on the crossbeam 3a, which is a component forming a closed cross-sectional shape. Therefore, deformation of the frame 2 can be suppressed. As a result, the strength of the frame structure at the predetermined position in the vehicle's longitudinal direction can be improved. Furthermore, it is possible to prevent a decrease in the support rigidity of the battery.

[0126] Crossbeam 3c (refer to) Figure 2The crossbeam 3 is positioned at a predetermined distance from the front (-Y direction) of the vehicle, away from a predetermined position in the longitudinal direction of the vehicle. The crossbeam 3 is formed with the same cross-sectional shape as the crossbeam 3a, and has a bottom wall 3c_1, a side wall 3c_2, and another side wall 3c_3. Thus, the crossbeam 3c is mounted on a pair of frames 2.

[0127] A motor MTR is mounted on the crossbeam 3c (see reference). Figure 1 The motor MTR is configured to be mounted on the bottom wall 3c_1. The crossbeam 3c corresponds to the "third crossbeam" of this disclosure.

[0128] (Platform 8, sliding mechanism 80, etc.)

[0129] Next, refer to Figure 3 and Figure 4 The mounting platform 8 and sliding mechanism 80 will be described. The mounting platform 8 is mounted on the outer side (+X direction) of the frame 2 in the vehicle width direction by means of the sliding mechanism 80. It should be noted that, as mentioned above, two battery BTRs are installed in the vehicle 1. The mounting platform 8 and sliding mechanism 80 are also configured corresponding to the two battery BTRs respectively. In the following description, the main focus will be on the mounting platform 8 and sliding mechanism 80. Figure 3 The battery BTR mounted on the outer side of the frame 2 shown in the lower middle section in the vehicle width direction will be described. In addition, the mounting platform 8 and sliding mechanism 80 configured corresponding to the battery BTR will be described.

[0130] The mounting platform 8 is formed with a generally inverted U-shaped cross-section and has a generally rectangular top plate 8a facing upward (+Z direction), a flange 8b that is bent at the vehicle rear end of the top plate 8a and extends downward (-Z direction), and a flange 8c that is bent at the vehicle front end of the top plate 8a and extends downward (-Z direction). The battery BTR is mounted on the top plate 8a. The battery BTR has multiple modules and a box-shaped battery box BTRC that houses the modules. A latch (not shown) is provided at the bottom of the battery box BTRC. A WL latch 9 is arranged in the center of the top plate 8a. The WL latch 9 is configured to engage with the latch to restrict the upward (+Z direction) movement of the battery BTR mounted on the top plate 8a, and is configured to disengage from the latch to release the restriction on the upward (+Z direction) movement of the battery BTR.

[0131] The sliding mechanism 80 includes a guide rail 81a, a guide rail 81b, a slider 82a, and a slider 82b. The guide rail 81a extends along the vehicle width direction (X direction). At the end of the guide rail 81a on the inner side (-X direction) of the vehicle width direction, a bent flange extending upwards is provided, which is secured to the frame 2 by means of a bracket 5a. The guide rail 81b is positioned further forward of the vehicle (-Y direction) than the guide rail 81a and extends along the vehicle width direction (X direction). At the end of the guide rail 81b on the inner side (-X direction) of the vehicle width direction, a bent flange extending upwards is provided, which is secured to the frame 2 by means of a bracket 5b.

[0132] Slider 82a is configured to be guided by guide rail 81a in the vehicle width direction (X direction). Flange 8b is fastened to slider 82a. Slider 82b is configured to be guided by guide rail 81b in the X direction. Flange 8c is fastened to slider 82b. Thus, the battery BTR, mounted on top plate 8a and whose upward movement (+Z direction) is restricted by WL latch 9, becomes an integral unit with sliders 82a and 82b, and can be guided by guide rails 81a and 81b in the vehicle width direction (X direction).

[0133] (Constraint component 10)

[0134] Next, refer to Figure 5 , Figure 6 , Figure 7 and Figure 8 The constraint component 10 and the linkage mechanism 200 are described. Figure 5 This is a top view showing the battery support structure according to an embodiment of the present disclosure. Figure 6 This is a top view showing the battery support structure within the framework of the embodiments disclosed herein. Figure 7 This is a top view showing a pair of battery support structures according to an embodiment of the present disclosure. Figure 8 This is a top view showing a pair of battery support structures within the framework of an embodiment of this disclosure.

[0135] The pull-in direction of the battery BTR in this disclosure is a direction DR1 along the horizontal plane. It should be noted that the pull-in direction of the battery BTR in this embodiment is described as inside the vehicle width direction (-X direction). The direction DR1 is not limited to this; it can be set according to the configuration position of the battery BTR. For example, if the battery BTR is installed in the rear frame of the vehicle, it can also be a direction from the rear of the vehicle to the front of the vehicle.

[0136] In this embodiment, the battery BTR is mounted on the top plate 8a with its sidewall facing inward in the vehicle width direction (-X direction). The battery BTR is constrained in a state where it is pulled into the frame 2. A first latch STR1 is disposed on the sidewall of the battery BTR (the sidewall pulled in by the constrained member 10). The first latch STR1 has: a bracket STR1_BKT, which is formed in a U-shaped cross-sectional shape and has an upper wall, a vertical wall, and a lower wall; and a latch bar STR1_BER, which is formed in a rod shape and is mounted on the upper wall and the lower wall. The vertical wall of the bracket STR1_BKT is fixed to the sidewall of the battery BTR such that the latch bar STR1_BER extends in the vertical direction (Z direction). A through hole TH1 is provided in the frame 2 (see reference). Figure 10 The through hole TH1 allows the first latch STR1 (the upper and lower walls of the bracket STR1_BKT and the latch bar STR1_BER) to pass through from the outer side (+X direction) of the vehicle width direction to the inner side (-X direction) of the vehicle width direction when the battery BTR is pulled into the frame 2 side.

[0137] A second latch STR2 is positioned on the side wall of the battery BTR at a predetermined distance from the first latch STR1 in the forward direction (-Y direction). The second latch STR2 has a bracket STR2_BKT with the same shape as the bracket STR1_BKT and a latch bar STR2_BER with the same shape as the latch bar STR1_BER. The bracket STR2_BKT is fixed to the side wall of the battery BTR in a vertical (Z direction) manner, allowing the latch bar STR2_BER to extend. A through hole TH2 (see reference) is provided in the frame 2. Figure 10 The through hole TH2 allows the second latch STR2 (the upper and lower walls of the bracket STR2_BKT and the latch bar STR2_BER) to pass through from the outer side (+X direction) of the vehicle width direction to the inner side (-X direction) of the vehicle width direction when the battery BTR is pulled into the frame 2 side.

[0138] A battery connector BCN is positioned at the center between the locations of the first latch STR1 and the second latch STR2 on the side wall of the battery BTR. When the battery BTR is restrained in a state where it is pulled into the frame 2, the battery connector BCN is electrically connected to the vehicle-side connector FCN located on the frame 2 side. Furthermore, a through hole TH3 (see reference) is provided in the frame 2 through an opening. Figure 10 The through hole TH3 allows the battery connector BCN to pass through from the outer side (+X direction) in the vehicle width direction to the inner side (-X direction) in the vehicle width direction when the battery BTR is pulled into the frame 2 side.

[0139] The restraint member 10 is disposed on the frame 2 side. When the battery BTR is pulled into the frame side (inside the vehicle width direction, in the -X direction, or in one direction DR1) with a predetermined force, the restraint member 10 restrains the battery BTR in a manner that causes the battery BTR to be subjected to a reaction force against the predetermined force while the battery BTR is pulled into the frame 2 side. The restraint member 10 has a first latch 11 and a second latch 12. The first latch 11 is configured to engage and disengage with a first latch STR1. Specifically, the first latch 11 is configured to engage / disengage with the latch bar STR1_BER of the first latch STR1. The second latch 12 is configured to engage / disengage with a second latch STR2. Specifically, the second latch 12 is configured to engage / disengage with the latch bar STR2_BER of the second latch STR2. In the following description, the situation where the first latch 11 engages / disengages with the latch bar STR1_BER is described as the first latch 11 engaging / disengaging with the first latch STR1. Similarly, the engagement / disengagement of the second latch 12 with the locking bar STR2_BER is described as the engagement / disengagement of the second latch 12 with the second locking bar STR2.

[0140] The first latch 11 rotates between an unlocked position disengaged from the first latch STR1 and a locked position engaged with the first latch STR1, and is configured to rotate between a locked position and a pulled-in position in which the battery BTR is pulled toward the vehicle 1 by means of the first latch STR1.

[0141] The second latch 12 rotates between an unlocked position where it is disengaged from the second latch STR2 and a locked position where it is engaged with the second latch STR2, and is configured to rotate between a locked position and a pulled-in position where the battery BTR is pulled toward the vehicle 1 by means of the second latch STR2.

[0142] (Linkage Mechanism 200)

[0143] Figure 9 This is a top view showing the constraint components, etc., of the embodiments of this disclosure. Figure 10 This is a top view showing the constraint components, etc., within the framework of the embodiments disclosed herein. Figure 11This is a perspective view showing the constraint components, etc., of an embodiment of the present disclosure. The linkage mechanism 200 includes a first link 210, a second link 220, an intermediate link 230, and a fixed link 240. The linkage mechanism 200 of this embodiment is a parallel linkage mechanism. That is, the distance from one end 211 in the length direction of the first link 210 to the other end 212 in the length direction is equal to the distance from one end 221 in the length direction of the second link 220 to the other end 222 in the length direction. In addition, the length of the intermediate link 230 is equal to the distance between the position of one end 211 in the length direction of the first link 210 and the position of one end 221 in the length direction of the second link 220.

[0144] In this embodiment, the fixing link 240 is divided into fixing link 240A and fixing link 240B. Fixing link 240A is arranged on the frame 2 in a manner corresponding to the first latch 11. In addition, fixing link 240B is arranged on the frame 2 in a manner corresponding to the second latch 12.

[0145] The first link 210 consists of two parts. The two parts are integrated together. One end 211 of the first link 210 in the longitudinal direction is connected to the fixed link 240A in a manner that allows it to rotate relative to the fixed link 240A, and the other end 212 of the first link 210 in the longitudinal direction is connected to the first latch 11 in a manner that allows it to rotate relative to the first latch 11.

[0146] The second link 220 consists of two parts. The two parts are integrated together. One end 221 of the second link 220 in the longitudinal direction is connected to the fixed link 240B in a manner that allows it to rotate relative to the fixed link 240B, and the other end 222 of the second link 220 in the longitudinal direction is connected to the second latch 12 in a manner that allows it to rotate relative to the second latch 12.

[0147] The intermediate link 230 has a link bracket 231 and a link rod 232, which are connected in a manner that allows for adjustment of the link's length. The intermediate link 230 connects the middle portion 213 (see reference) between one end 211 in the length direction and the other end 212 in the length direction of the first link 210. Figure 11 The intermediate link 230 connects the first link 210 to the second link 220 at the intermediate portion 213 between one end 221 in the longitudinal direction and the other end 222 in the longitudinal direction. It should be noted that the connection position of the intermediate link 230 is not limited to this. For example, the intermediate link 230 may also connect the other end 212 in the longitudinal direction of the first link 210 and the other end 222 in the longitudinal direction of the second link 220.

[0148] Next, refer to Figure 12 and Figure 13The operation of the first latch 11, the second latch 12, and the linkage mechanism 200 will be described. In the following description, the first latch 11 and the second latch 12 will be collectively referred to as "latch". In addition, the first link 210 and the second link 220 will be collectively referred to as "link".

[0149] (Actuator 30)

[0150] The battery support structure 100 of this embodiment includes an actuator 30 that actuates the first latch 11 and the second latch 12 respectively by means of a linkage mechanism 200. The actuator 30 has an output rod 31 (see reference). Figure 11 In this embodiment, the actuator 30 is a hydraulic cylinder. It should be noted that, in this embodiment, a portion of the hydraulic circuit driving the actuator 30 is omitted. A connecting rod (not shown) that is rotatably mounted on the fixed connecting rod 240 and is linked to the output rod 31, and a locking pin is fixed to the connecting rod. The stroke of the output rod 31 is limited by restricting / unrestricting the movement of the locking pin using a limiter shape.

[0151] The output rod 31 is connected to the first link 210. It should be noted that the output rod 31 can also be connected to the second link 220. The output rod 31 is configured to reciprocate in the direction in which the intermediate link 230 extends. Furthermore, the output rod 31 is configured to reciprocate in a direction orthogonal to the pulling direction in which the battery BTR is pulled toward the vehicle 1.

[0152] Figure 12 This is a diagram showing the relationship between the position of the latch and the position of the locking pin. In Figure 12 In the diagram, a dashed line represents the locking pin, and a solid line represents the shape of the limit switch used to restrict / release the movement of the locking pin. Figure 12 In this diagram, the left-hand rotation indicates the pulling-in direction of the battery BTR, and the right-hand rotation indicates the pulling-back direction. The latch is fully unlocked when rotated a predetermined angle to the right from the unlock limit, at which point the locking pin abuts against the limit switch. This limits the travel of the output lever 31. The starting pull-in position is set at the position after rotating the latch to the left from the unlock limit by a predetermined angle. The maximum pull-in position is set at the position after rotating the latch to the left from the starting pull-in position by a predetermined angle. The locking limit is set at the position after rotating the latch to the left from the maximum pull-in position by a predetermined angle. The latch is fully locked when rotated to the left from the locking limit by a predetermined angle, at which point the locking pin abuts against the limit switch. This limits the travel of the output lever 31.

[0153] Figure 13This is a diagram showing the relationship between the position of the output rod and the position of the connecting rod. As described above, the linkage mechanism 200 of this embodiment is a parallel linkage mechanism, in which the first connecting rod 210 and the second connecting rod 220 perform the same movements. Figure 13 In the diagram, the link in the linkage mechanism 200 is represented by a solid line. The first link 210 is represented by a solid line. Additionally, black dots represent one end 211 and the other end 212 of the first link 210 in the length direction. Figure 13 In the diagram, a single-dotted line represents the arc of the trajectory of the other end 212 of the first link 210 along its length direction, a dashed line represents the tangent at each position of the other end of the arc, and θ represents the angle of the length direction of the first link 210 relative to the direction of the tangent at each position of the other end.

[0154] When the first latch 11 rotates between the unlocked and locked positions, the length direction of the first link 210 forms an acute angle with respect to a tangent line that passes through the other end 212 of the length direction of the first link 210 on a circle centered at the rotation center of the first latch 11. In other words, between the unlocked and locked positions, the angle θ of the length direction of the first link 210 relative to the tangent line shifts within the range of acute angles (0° < θ < 90°). Thus, the first link 210 can transmit the force required to rotate the first latch 11 between the unlocked and locked positions from the actuator 30 to the first latch 11. By reliably transmitting this force to the first latch, the first latch can rotate smoothly, for example, preventing deadlock.

[0155] Furthermore, when the second latch 12 rotates between the unlocked and locked positions, the length direction of the second link 220 forms an acute angle with respect to a tangent line that passes through the other end 222 of the length direction of the second link 220 on a circle centered at the rotation center of the second latch 12. That is, similar to the first latch 11, the angle θ of the length direction of the second link 220 relative to the tangent line shifts within the range of acute angles between the unlocked and locked positions (0° < θ < 90°). Thus, the second link 220 can transmit the force required to rotate the second latch 12 between the unlocked and locked positions from the actuator 30 to the second latch 12. Therefore, similar to the first latch 11, the second latch 12 can rotate smoothly.

[0156] The first latch 11 is rotated to the pull-in position. Figure 13 In the case of the maximum pull-in position shown, the length direction of the first link 210 is approximately parallel to the direction of the tangent line passing through the position of the other end 212 of the length direction of the first link 210 on the circumference. Figure 13In this context, "θ (=0)" indicates that the length direction of the first link 210 is parallel to the tangent. Similarly, when the second latch 12 rotates to the pulled-in position (and... Figure 13 In the case of the maximum pull-in position shown, the length direction of the second link 220 is approximately parallel to the direction of the tangent line passing through the position of the other end 222 of the length direction of the second link 220 on the circumference. It should be noted that the allowable tolerance for parallelism of the length direction relative to the tangent line is set, for example, based on the driving force of the actuator 30 and the axial force of the bolts fixing the first latch 11, the second latch 12, and the actuator 30.

[0157] Thus, the first link 210 can efficiently transmit the force for rotating the first latch 11 to the first latch 11, and the second link 220 can efficiently transmit the force for rotating the second latch 12 to the second latch 12. Therefore, the first latch 11 and the second latch 12 can be operated efficiently, thereby pulling the battery BTR towards the vehicle 1 side with sufficient force.

[0158] According to the above structure, the battery BTR is supported on the side of frame 2 in a state where it is pulled in one direction DR1 (inside the vehicle width direction) along the horizontal plane. Therefore, even if the battery pack BTRC moves relative to frame 2 due to vehicle vibration, the frictional resistance generated between the battery pack BTRC and frame 2 can suppress the forward and backward swaying of the battery BTR. It should be noted that sometimes the frictional resistance between the battery pack BTRC and frame 2 alone is insufficient to suppress the forward and backward swaying of the battery BTR.

[0159] (Elastomer 300, First Elastomer 300A, Second Elastomer 300B, Elastomer Group 300S)

[0160] Next, refer to Figures 14 to 18 The elastomer 300, etc., will be explained. Figure 14 This is a top view showing the battery support structure according to an embodiment of the present disclosure. Figure 15 This is a top view showing the elastic components, etc., of the embodiments of this disclosure. Figure 16 This is a side view showing the battery support structure according to an embodiment of the present disclosure. Figure 17 This is a top view showing the battery support structure within the framework of the embodiments disclosed herein. Figure 18 This is a front view of the battery support structure according to the embodiment of this disclosure, viewed from the front of the vehicle.

[0161] The elastomer 300 has a plate surface 310 composed of flat, plate-like surfaces (see reference). Figure 14 and Figure 15The elastic body 300 is a plate-shaped elastomer. Elastomers 300 are respectively disposed at positions corresponding to brackets 5a and 5b. Hereinafter, the elastomer 300 disposed on bracket 5a will be described as representative, and the differences between the elastomer 300 disposed on bracket 5b and the elastomer 300 disposed on bracket 5a will be explained. It should be noted that the elastomer 300 disposed on the first bracket 351 is used as the first elastomer 300A. Alternatively, the elastomer 300 disposed on the second bracket 352 is used as the second elastomer 300B. The first bracket 351 and the second bracket 352 are metal plates. The two ends of the plates are respectively fused to bracket 5a. In this embodiment, the first elastomer 300A and the second elastomer 300B are used in combination. Hereinafter, the component formed by combining the first elastomer 300A and the second elastomer 300B is also referred to as an "elastic body assembly". Two elastomer assemblies 300S are arranged on the bracket 5a at a distance from each other in the vertical direction.

[0162] The first elastic body 300A uses its plate surface 310 as the first elastic surface 311 (see reference). Figure 14 and Figure 15 The first elastic surface 311 is configured in a manner opposite to one direction DR1 (inner side of the vehicle width direction in this embodiment) and another direction DR2 ( Figure 14 The first elastic surface 311 is inclined to one side (in this embodiment, the rear side of the vehicle) in a direction orthogonal to the outer side of the vehicle width direction and along the horizontal plane. Furthermore, the inclination angle of the first elastic surface 311 towards the side orthogonal to the other direction DR2 is set according to the weight, size, etc. of the battery BTR. The first elastic body 300A is disposed on the side of the frame 2 by means of the first bracket 351 and the bracket 5a, such that the plate surface 310 constitutes the first elastic surface 311. The bracket 5a is formed with a cross-sectional shape that is cap-shaped in its horizontal section, and the ends of the bracket 5a on the rear side (+Y direction) and the front side (-Y direction) are located further inside the vehicle width direction (-X direction) than the center portion in the vehicle longitudinal direction (Y direction). Specifically, the plate surface 310 is mounted between the end portion on the rear side of the vehicle and the center portion in the vehicle longitudinal direction, thereby constituting the first elastic surface 311.

[0163] When the battery BTR is pulled in one direction DR1, the first elastic surface 311 is compressed and deformed between the battery pack BTRC side and the frame 2 side (first bracket 351 side), generating a restoring force against this compression deformation. Therefore, one component of the restoring direction of the first elastic surface 311 is the other direction DR2 (outer side in the vehicle width direction in this embodiment). Another component of the restoring direction of the first elastic surface 311 is a side orthogonal to the other direction DR2 (rear side in this embodiment). On the other hand, the battery pack BTRC has an inclined surface that is tilted along the first elastic surface 311. As a result, the battery pack BTRC is pushed back in the other direction DR2 under the restoring force of the first elastic surface 311, and is pushed back towards the rear of the vehicle.

[0164] The second elastic surface 312 is positioned further forward of the vehicle (in the -Y direction) than the first elastic surface 311. In other words, the first elastic surface 311 and the second elastic surface 312 are spaced apart from each other in the vehicle's longitudinal direction (Y direction).

[0165] The second elastic body 300B is configured such that its plate surface 310 forms a second elastic surface 312, which is inclined to the other side (in this embodiment, the front side of the vehicle) in a direction orthogonal to one direction DR1 and another direction DR2 (outer side in the vehicle width direction) and along the horizontal plane. Furthermore, the inclination angle of the second elastic surface 312 towards the other side in a direction orthogonal to the other direction DR2 is set according to the weight, size, etc. of the battery BTR. The second elastic body 300B forms the second elastic surface 312 with its plate surface 310 (see...). Figure 14 The plate 310 is mounted on the side of the frame 2 by means of the second bracket 352 and the bracket 5a. Specifically, the plate 310 is mounted between the end of the bracket 5 on the front side of the vehicle and the center part in the longitudinal direction of the vehicle, thereby forming the second elastic surface 312.

[0166] When the battery BTR is pulled in one direction DR1, the second elastic surface 312 is compressed and deformed between the battery pack BTRC side and the frame 2 side (second bracket 352 side), generating a restoring force against this compression deformation. Thus, one component of the restoring direction of the second elastic surface 312 is the other direction DR2 (outer side in the vehicle width direction). Another component of the restoring direction of the second elastic surface 312 is the other side (front side of the vehicle) in an orthogonal direction along the horizontal plane relative to the other direction DR2. On the other hand, the battery pack BTRC has an inclined surface that is tilted along the second elastic surface 312. As a result, the battery pack BTRC is pushed back in the other direction DR2 under the restoring force of the second elastic surface 312, and is pushed back towards the front of the vehicle. It should be noted that the force pushing the battery pack BTRC back towards the rear of the vehicle under the restoring force of the first elastic surface 311 and the force pushing the battery pack BTRC back towards the front of the vehicle under the restoring force of the second elastic surface 312 are balanced.

[0167] According to the above structure, when the battery BTR is supported on the side of the frame 2 in a state of being pulled in one direction DR1 (inner side in the vehicle width direction), even if the battery pack BTRC moves relative to the frame 2 in the vehicle width direction (X direction) due to vehicle vibration, the battery BTR is supported in a state where the reaction force in another direction DR2 generated by the restoring force of the first elastic surface 311 is balanced with the pulling force in one direction DR1, and the battery BTR is supported in a state where the reaction force in another direction DR2 generated by the restoring force of the second elastic surface 312 is balanced with the pulling force in one direction DR1. Therefore, the swaying of the battery BTR in the vehicle width direction (X direction) can be suppressed. In addition, even if the battery pack BTRC moves relative to the frame 2 in the vehicle longitudinal direction (Y direction) due to vehicle vibration, the battery BTR is supported in a state of balance in the vehicle longitudinal direction (Y direction) by the restoring forces of the first elastic surface 311 and the second elastic surface 312. Therefore, the swaying of the battery BTR in the vehicle longitudinal direction (Y direction) can be suppressed.

[0168] The above describes the elastomer 300A mounted on the first bracket 351. The elastomer 300B mounted on the second bracket 352 is the same as the elastomer 300A. That is, even if the battery pack BTRC moves relative to the frame 2 in the vehicle width direction (X direction) due to vehicle vibration, the battery BTR is supported in a state where the reaction force in another direction DR2 generated by the restoring force of the first elastic surface 311 is balanced with the pulling force in one direction DR1. Furthermore, the battery BTR is supported in a state where the reaction force in another direction DR2 generated by the restoring force of the second elastic surface 312 is balanced with the pulling force in one direction DR1. Therefore, the swaying of the battery BTR in the vehicle width direction (X direction) can be suppressed. Furthermore, even if the battery box BTRC moves relative to the frame 2 in the vehicle's longitudinal direction (Y direction) due to vehicle vibration, the battery BTR is supported in a balanced state in the vehicle's longitudinal direction (Y direction) by the restoring forces of the first elastic surface 311 and the second elastic surface 312, thus suppressing the swaying of the battery BTR in the vehicle's longitudinal direction (Y direction).

[0169] As described above, by providing elastomers 300A and 300B, the swaying of the battery BTR in the vehicle width direction (X direction) can be suppressed. Furthermore, the swaying of the battery BTR in the vehicle longitudinal direction (Y direction) can be suppressed. Moreover, as described above, since the upward movement (+Z direction) of the battery BTR mounted on the top plate 8a is restricted by the WL latch 9, the swaying of the battery BTR in the vertical direction (Z direction) can be suppressed.

[0170] Furthermore, an elastomer assembly 300S, formed by combining elastomers 300A and 300B, is also disposed on the bracket 5b. The two elastomer assemblies 300S are disposed vertically spaced on the bracket 5b. Therefore, when the battery BTR is pulled in one direction DR1 (towards frame 2), since the battery BTR is uniformly subjected to the reaction force against the pulling force in the vehicle's longitudinal direction (Y direction), the battery BTR is not subjected to moment loads, such as those around the front end of the vehicle or around the rear end of the vehicle, thus the battery BTR is stably mounted on the frame 2 side. From this perspective, it is also possible to suppress the swaying of the battery BTR caused by vehicle vibration.

[0171] Furthermore, elastomer assemblies 300S are disposed at both ends of the sidewall of the battery BTR in the vehicle longitudinal direction, and a battery connector BCN is disposed at the center of the sidewall of the battery BTR in the vehicle longitudinal direction. The central position of the sidewall of the battery BTR in the vehicle longitudinal direction effectively suppresses the shaking of the battery BTR caused by vehicle vibration. This maintains electrical connection with the vehicle-side connector FCN.

[0172] The battery support structure 100 of the above embodiment is a battery support structure that supports the battery BTR in a state of being pulled in along one direction of the horizontal plane to the vehicle 1. The battery support structure 100 includes: a first elastic surface 311, which is inclined to one side of the orthogonal direction of the horizontal plane relative to another direction opposite to the first direction, and is clamped between the battery BTR side and the vehicle 1 side when the battery BTR is pulled in and generates a restoring force against compression deformation; and a second elastic surface 312, which is inclined to another side of the orthogonal direction of the horizontal plane relative to another direction, and is clamped between the battery BTR side and the vehicle 1 side when the battery BTR is pulled in and generates a restoring force against compression deformation.

[0173] With the above structure, on the first elastic surface 311, the battery pack BTRC is pushed back in the opposite direction DR2 under the restoring force of the first elastic surface 311, and simultaneously pushed back towards the rear of the vehicle. Furthermore, on the second elastic surface 312, the battery pack BTRC is pushed back in the opposite direction DR2 under the restoring force of the second elastic surface 312, and simultaneously pushed back towards the front of the vehicle. The force pushing the battery pack BTRC back towards the rear of the vehicle and the force pushing the battery pack BTRC back towards the front of the vehicle are balanced. Therefore, since the battery BTR is supported in a balanced state in the vehicle's longitudinal (Y) direction by the respective restoring forces of the first elastic surface 311 and the second elastic surface 312, the swaying of the battery BTR in the vehicle's longitudinal (Y) direction can be suppressed.

[0174] In the battery support structure 100 of the above embodiment, the first elastic surface 311 and the second elastic surface 312 are arranged in mutually orthogonal directions and spaced apart from each other. Furthermore, as described above, the force that pushes the battery pack BTRC back towards the front of the vehicle (-Y direction) under the restoring force of the first elastic surface 311 is balanced with the force that pushes the battery BTR back towards the front of the vehicle (-Y direction) under the restoring force of the second elastic surface 312. Therefore, for example, the battery BTR is not subjected to torque loads caused by the difference in magnitude between the restoring forces of the first elastic surface 311 and the second elastic surface 312. Additionally, for example, the battery BTR is not subjected to torques caused by the fact that the direction of the restoring force of the first elastic surface 311 is parallel to the direction of the restoring force of the second elastic surface 312. Since the battery BTR is supported by the first elastic surface 311, etc., in the balanced state described above, the swaying of the battery BTR caused by vehicle vibration can be effectively suppressed.

[0175] The battery support structure 100 of the above embodiment includes a first elastic body 300A and a second elastic body 300B. The first elastic body 300A has a plate surface 310 and is disposed on the vehicle 1 side via a first bracket 351 in such a way that the plate surface 310 forms a first elastic surface 311. The second elastic body 300B has a plate surface 310 and is disposed on the vehicle 1 side via a second bracket 352 in such a way that the plate surface 310 forms a second elastic surface 312. Thus, the first elastic body 300A and the second elastic body 300B can be shared. Furthermore, the first bracket 351 and the second bracket 352 can also be shared.

[0176] The battery support structure 100 of the above embodiment also includes a constraint member 10 that constrains the battery BTR when it is pulled into the vehicle 1 side. When the battery BTR is pulled in with a predetermined force, the constraint member 10 constrains the battery BTR by receiving a reaction force from the battery BTR on the predetermined force. As a result, the battery BTR is constrained when it is pulled into the vehicle 1 side, and therefore, the battery BTR will not move relative to the vehicle 1, thereby suppressing the shaking of the battery BTR caused by vehicle vibration.

[0177] Furthermore, the above embodiments are merely specific examples of implementing this disclosure, and the technical scope of this disclosure should not be limited to these embodiments. That is, this disclosure can be implemented in various forms without departing from its essential points or main features.

[0178] Industrial applicability

[0179] This disclosure is applicable to vehicles having battery support structures that require effective suppression of battery sway caused by vehicle vibration.

Claims

1. A battery support structure, wherein the battery is supported in a vehicle in a state of being pulled in one direction along a horizontal plane, characterized in that, have: A first elastic body has a first elastic surface, which is inclined to one side of the direction orthogonal to the one direction and along the horizontal plane, and is clamped between the battery side and the vehicle side when the battery is pulled in and generates a restoring force against compression deformation. as well as The second elastic body has a second elastic surface that is inclined in the opposite direction to the first side, i.e., the other side, and is clamped between the battery side and the vehicle side when the battery is pulled in, generating a restoring force against compressive deformation.

2. The battery support structure as described in claim 1, wherein, The first elastic surface and the second elastic surface are orthogonal to each other and are arranged in a way that they are spaced apart in the direction along the horizontal plane.

3. The battery support structure as described in claim 2, wherein, The first elastomer has a plate surface, and is disposed on the vehicle side via a first bracket such that the plate surface constitutes the first elastic surface. The second elastomer has a plate surface and is disposed on the vehicle side by a second bracket in such a way that the plate surface constitutes the second elastic surface.

4. The battery support structure as described in claim 1, wherein, It also includes a constraint component for securing the battery to the vehicle side. When the battery is pulled in with a specified force, the restraining member restrains the battery in a manner that is subjected to the reaction force of the battery on the specified force, while the battery is being pulled into the vehicle side.

5. The battery support structure as described in claim 1, wherein, The first elastic surface is tilted towards the front side in the vehicle's longitudinal direction. The second elastic surface is tilted to the rear in the front-rear direction of the vehicle.

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