Battery cooling channel for vehicles

Abstract

A battery cooling duct for vehicles comprises: a battery housing (100) which is arranged on a central floor panel (10) of a vehicle, an inlet duct (200) which is configured to draw cooling air from an interior of the vehicle into a first area of ​​the battery housing (100), and an outlet duct (300) which is subdivided into a plurality of noise reduction parts (310, 320, 330, 340) which have an expansion section and are configured so that the cooling air introduced into the first area of ​​the battery housing (100) flows through a second area of ​​the battery housing (100) and is discharged to the outside through the plurality of noise reduction parts (310, 320, 330, 340).

Description

Technical field

[0001] The present disclosure and invention relate to a battery cooling duct for vehicles. In particular, it relates to a battery cooling duct for vehicles which can improve marketability by applying a multi-layer noise reduction structure. background

[0002] Environmentally friendly vehicles can use high-voltage batteries (e.g., hybrid electric vehicles are powered by a combination of combustion engines and batteries), whereas vehicles with combustion engines are powered 100% by mechanical energy. These environmentally friendly vehicles can incorporate a large number of high-voltage components.

[0003] High-voltage components can include, for example, batteries whose performance varies depending on the temperature, and a suitable temperature can be maintained.

[0004] In some cases, high-voltage components can continue to generate heat while a vehicle is being driven. If these components are not cooled separately, they can be damaged or malfunction due to overheating, leading to a risk of failure.

[0005] In some cases, a cooling system can enable the high-voltage components to maintain a suitable temperature to achieve efficiency.

[0006] Cooling batteries is particularly important because environmentally friendly vehicles are powered by batteries, and since batteries generally operate with optimal efficiency at a temperature between 20°C and 40°C, it is important to maintain the appropriate temperature.

[0007] In some cases where a separate air cooling system is installed in the vehicle, the vehicle's structure can become complicated, and additional costs may arise.

[0008] In some cases, the driver can control the temperature of the vehicle's interior. The interior air is generally kept at a temperature between 20°C and 40°C, a range at which people feel comfortable.

[0009] Since the interior air of the vehicle, which is kept within a specific area, has an optimal temperature for cooling the battery, a method for cooling the battery using the interior air of the vehicle can be used without a separate air conditioning system.

[0010] For example, an inlet for a cooling device might be located beneath the side of a vehicle's rear seat, drawing air from the passenger compartment and directing it to the battery via a duct. Because the duct extends from the side of the rear seat, through the center of the seat, to the battery mounted under the trunk, a curved section of the duct may occur, and the overall length of the duct may increase, resulting in a complex structure.

[0011] In some cases, an increase in air pressure may occur due to the greater length of the duct, which can reduce cooling efficiency and cause airflow noise when air flows at high speed through a small cross-sectional area, as well as fan noise and noise caused by resonance / vibrations of a duct. Brief explanation

[0012] The present disclosure or invention (hereinafter also referred to as: disclosure) describes a battery cooling channel for vehicles.

[0013] The battery cooling duct can, for example, have a battery cooling passage through which interior air is introduced and exhausted, and which extends in such a way as to form a plurality of noise reduction sections in an exhaust duct, wherein a first noise reduction section, which connects the plurality of noise reduction sections to a cooling fan, has a plurality of protrusions with a hemispherical shape, wherein a second noise reduction section, which is located under a first-row seat (e.g., driver's seat and / or front passenger seat), has an enlarged cross-sectional area, and wherein a noise reduction section, which is located in the passenger compartment (e.g., in the area of ​​the footwell) of a second-row seat (e.g.,a rear seat) is formed in the form of a corrugated tube, and wherein a fourth noise reduction section extending from the third noise reduction section to release cooling air is formed in a structure having a distribution head to apply a multi-noise reduction structure to the outlet duct which forms the battery cooling duct by virtue of the extended first to fourth noise reduction sections, and thus to improve the marketability of the outlet duct.

[0014] According to one aspect of the subject matter described in the present application, a battery cooling duct for vehicles comprises: a battery housing attached to a central floor panel of a vehicle, an inlet duct configured to draw cooling air from an interior of the vehicle into a first area of ​​the battery housing, and an outlet duct divided into a plurality of noise reduction parts, each having an expansion section (e.g., an enlargement section, in particular a cross-sectional enlargement section), and configured such that the cooling air introduced into the first area flows through a second area of ​​the battery housing and is discharged to the outside through the plurality of noise reduction parts.

[0015] In some embodiments, the plurality of noise reduction parts may comprise: a first noise reduction part which is connected to the inlet duct and is configured to reduce the impact noise of the cooling air flowing into the first noise reduction part; a second noise reduction part which is configured to block the medium / low frequency noise propagation by selectively expanding a cross-sectional area to form the expansion section; a third noise reduction part which is configured to reduce noise in a frequency band which is determined by structural properties of folds (e.g., corrugations or...waves), including a shape, period and height of the folds, to reduce by blocking the noise through an acoustic band gap phenomenon, and a fourth noise reduction part which has a head element configured to distribute an outlet direction and outlet flow rate of the cooling air, and wherein one or more of the first to fourth noise reduction parts may be connected.

[0016] In some embodiments, the first noise reduction part can be formed in a position which is configured to be opposite a connection area with the inlet channel, and a plurality of projection elements which are provided in a hemispherical shape can be continuously arranged on (e.g. on) the first noise reduction part.

[0017] In some embodiments, the first noise reduction component can be located in a passenger compartment of a first-row seat (e.g., in the area of ​​a driver's seat and / or front passenger seat, for example, in the footwell thereof).

[0018] In some embodiments, the second noise reduction part can extend from the first noise reduction part in such a way that a cross-sectional area under the first-row seat is selectively expanded.

[0019] In some embodiments, the third noise reduction component can be located in a passenger compartment of a second-row seat (e.g., in the area of ​​a rear bench seat, for example, in its footwell).

[0020] In some designs, the folds of the third noise reduction element can be formed on a pair of surfaces which are arranged so that they are opposite each other (e.g. facing each other) within the outlet channel.

[0021] In some embodiments, the third noise reduction part can be designed such that a cross-sectional area of ​​it is repeatedly enlarged and reduced in one direction of flow of the cooling air.

[0022] In some embodiments, the third noise reduction part can be designed such that the structural properties of the folds are variable.

[0023] In some embodiments, the fourth noise reduction part can be designed to have a large cross-sectional area compared to the third noise reduction part.

[0024] In some embodiments, the head element can be connected to a cooling air outlet, which is formed at one end of the fourth noise reduction part.

[0025] In some embodiments, the head element can allow the cooling air to be released in a distributive manner (e.g., in a distributed manner) through a plurality of outlet parts which are continuously arranged along an edge of the cooling air outlet.

[0026] If the head element has a plurality of curved parts, in some embodiments the plurality of outlet parts can be formed between the plurality of curved parts in order to release the cooling air in a distributive manner (e.g. in a distributed manner).

[0027] If the exhaust duct extends in one direction away from the battery housing while forming the majority of noise reduction parts, in some embodiments one end of the exhaust duct, which is configured to discharge the cooling air to the outside, may be located in a position furthest from the inlet duct.

[0028] According to another aspect, a battery cooling duct for vehicles has: a battery housing which is attached to a central floor panel of a vehicle, an inlet duct which is designed so that cooling air from an interior of the vehicle is drawn into a first area of ​​the battery housing, and an outlet duct which is divided into a plurality of noise reduction parts which have a folded section (e.g. corrugated section or wave section) and is designed so that the cooling air introduced into the first area flows through a second area of ​​the battery housing and is discharged to the outside through the plurality of noise reduction parts.

[0029] In some embodiments, the plurality of noise reduction parts may comprise: a first noise reduction part connected to the inlet duct and configured to reduce the impact noise of the cooling air flowing into the first noise reduction part; a second noise reduction part configured to block mid / low frequency noise propagation by selectively expanding a cross-sectional area to form an expansion section; a third noise reduction part configured to reduce noise in a frequency band determined by structural properties of folds, including the shape, period, and height of the folds, by blocking the noise through an acoustic bandgap phenomenon; and a fourth noise reduction part comprising a head element configured toto distribute an outlet direction and outlet flow rate of the cooling air, and wherein one or more of the first to fourth noise reduction parts may be connected.

[0030] In some embodiments, the third noise reduction component can be located in a passenger compartment of a second-row seat (e.g., a rear bench seat, for example, in its footwell).

[0031] In some embodiments, the folds of the third noise reduction part can be formed on a pair of surfaces arranged to be opposite each other within the outlet channel.

[0032] In some embodiments, the third noise reduction part can be designed such that the structural properties of the folds are variable.

[0033] In some embodiments, if the exhaust duct extends in one direction away from the battery housing while forming the majority of noise reduction parts, one end of the exhaust duct, which is configured to discharge the cooling air to the outside, may be located in a position furthest from the inlet duct.

[0034] Further aspects and exemplary implementations of the revelation are discussed below.

[0035] The above and other features of the revelation are discussed below. Brief description of the drawings

[0036] The above and further properties of the present disclosure will now be described in detail with reference to certain exemplary implementations thereof, which are shown in the accompanying drawings, which are reproduced below only for illustration purposes and therefore do not represent a limitation of the present disclosure. Fig. Figure 1 is a view showing an example of a battery cooling duct for vehicles. Fig. Figure 2 is a view showing an example of an outlet channel of the battery cooling duct for vehicles. Fig. Figure 3 is a view showing an example of an outlet channel of the battery cooling duct for vehicles. Fig. 4A is a view showing an example of a first noise reduction part of the battery cooling duct for vehicles, Fig. 4B is a view showing an example of a first noise reduction part of the battery cooling duct for vehicles, Fig. Figure 5 is a view showing an example of a second noise reduction part of the battery cooling duct for vehicles. Fig. Figure 6A is a view showing an example of a third noise reduction part of the battery cooling duct for vehicles. Fig. Figure 6B is a view showing an example of a third noise reduction part of the battery cooling duct for vehicles. Fig. 6C is a view showing an example of a third noise reduction part of the battery cooling duct for vehicles, Fig. Figure 7A is a view showing an example of a fourth noise reduction part of the battery cooling duct for vehicles, and Fig. 7B is a view showing an example of a fourth noise reduction part of the battery cooling duct for vehicles.

[0037] Throughout the figures, the same reference numerals refer to identical or equivalent components of the present invention across several figures of the drawings. Detailed description

[0038] The following section refers in detail to numerous embodiments of the present disclosure, examples of which are shown in the accompanying drawings and described below.

[0039] The advantages and features of the present disclosure and the methods for its implementation will become apparent from the following descriptions of the embodiments with reference to the accompanying drawings.

[0040] However, the present disclosure is not limited to the implementations disclosed herein and can be implemented in various other ways. The following explanations serve to comprehensively describe the present disclosure and to fully convey its scope to the person skilled in the art. It should be noted that the scope of the present disclosure is defined solely by the claims.

[0041] In the following description of the present revelation, a detailed description of known functions and structures is omitted if this could render the subject matter of the present revelation unclear.

[0042] Fig. Figure 1 shows a battery cooling duct for vehicles. Fig. 2 and Fig. Figure 3 shows an outlet channel of the battery cooling duct for vehicles, and Fig. 4A and Fig. 4B are views showing a first noise reduction section of the battery cooling duct for vehicles.

[0043] Fig. Figure 5 is a view showing a second noise reduction part of the battery cooling duct for vehicles. Fig. 6A to 6C are views showing a third noise reduction part of the battery cooling duct for vehicles, and Fig. 7A and Fig. 7B are views showing a fourth noise reduction part of the battery cooling duct for vehicles.

[0044] In some examples, battery installation positions are classified according to vehicle specifications and structures. For instance, to accommodate relatively large batteries in a hybrid electric vehicle, the batteries may primarily be mounted in the tire wells of a trunk, behind or under a second-row seat (e.g., a rear bench seat), under a first-row seat (e.g., a driver's seat and / or passenger seat), and / or similar locations.

[0045] As a cooling method for the batteries mounted in this way, a battery system is usually cooled by natural cooling or forced cooling, with forced cooling being further divided into a water cooling type and an air cooling type.

[0046] For example, an air-cooled, forced-air battery system located under a first-row seat cools the batteries using the interior air of a vehicle through an inlet duct structure and delivers air to a second-row or third-row seat through an outlet duct structure, and in this case, noise or sound from a cooling fan of the battery system and airflow noise along the path of an extended outlet duct may occur.

[0047] This means that since the batteries, in particular a battery pack assembly (BPA for short), are located in the center of the vehicle to ensure performance in the event of an accident, an inlet duct connected to the battery pack assembly is also located in the center of the vehicle, an outlet duct is located in the side of the vehicle to avoid the vehicle's inlet and air conditioning ducts, and the outlet duct may necessarily have a long structure, as an outlet area is an area around a third-row seat.

[0048] Since in some embodiments the outlet duct is intended to avoid numerous related components, such as floor elements, air conditioning ducts, electrical devices, etc., it is difficult to ensure space for the arrangement of the outlet duct, and therefore the outlet duct can take on a complicated shape.

[0049] Consequently, the conventional exhaust duct has a considerable length and a complex shape, as described above, resulting in numerous noises. In particular, airflow noise, which occurs when air flows at high speed through a small cross-sectional area, fan noise, and noise caused by resonance / vibrations of the exhaust duct can occur.

[0050] To solve this noise problem, a battery cooling duct (e.g., also battery cooling shaft or battery cooling line) for vehicles has a battery housing 100, an inlet duct 200, and an outlet duct 300, as shown in Fig. 1 shown.

[0051] In some examples, the battery housing 100 can be mounted on a central floor panel 10, which is located in the middle of a vehicle.

[0052] The inlet channel 200 is designed so that cooling air from the vehicle interior is drawn through it into a first area of ​​the battery housing 100.

[0053] The outlet channel 300 is designed so that when a cooling fan 20 provided in the inlet channel 200 is operated, the cooling air introduced into the first area flows through a second area of ​​the battery housing 100 and is discharged to the outside via noise reduction parts 310, 320, 330 and 340.

[0054] The first area can be located at the (e.g. in the longitudinal direction of the vehicle) front end of the battery housing 100 (see Fig. 1) can be defined, but is not limited to it, and the second area is an area through which the cooling air flows in the first area when the cooling fan 20 is operated, and can be defined to an area in which the cooling fan 20 and the first noise reduction part 310, which will be described later, are connected, but is not limited to it.

[0055] As in the Fig. 2 and Fig. As shown in Figure 3, the outlet duct 300 is configured such that the several noise reduction parts 310, 320, 330 and 340, which have an expansion section (e.g., an enlargement section, in particular a cross-sectional enlargement section), are designed to be separated from each other in the longitudinal direction (also called length direction), and the outlet duct 300 extends towards a rear panel (e.g., rear panel) 12, whereby the cooling air that has flowed through the battery housing 100 is directed outwards, in particular to the side surface section of the second-row seat or third-row seat (see Figure 3). Fig. 1) can be submitted.

[0056] Since the outlet channel 300 extends in one direction away from the battery housing 100, forming the several noise reduction parts 310, 320, 330 and 340, in particular one end of the outlet channel 300, which is configured to discharge the cooling air to the outside, i.e. a fourth noise reduction part 340, which will be described later, is arranged at the position furthest from the inlet channel 200.

[0057] This is because, since the air discharged from the outlet duct 300 is in a state of high temperature, the noise is reduced by the extended length of the outlet duct 300, by extending the outlet duct 300 to form the several noise reduction parts 310, 320, 330 and 340, and the discharged air in a state of high temperature is arranged at the position furthest from the inlet duct 200, into which the cooling air is introduced, in order to prevent the cooling performance from being impaired due to the discharged air in a state of high temperature.

[0058] The outlet channel 300 has the first noise reduction part 310, a second noise reduction part 320, a third noise reduction part 330 and the fourth noise reduction part 340.

[0059] The first noise reduction part 310 is connected to the inlet channel 200 and reduces the impact noise of the cooling air introduced into the first noise reduction part 310.

[0060] The first noise reduction part 310 is formed at a position which is opposite (e.g. facing) a connection area with the inlet channel 200, and a plurality of projection elements 312, which are provided in a hemispherical shape, are arranged continuously along a first noise reduction section A1.

[0061] These protruding elements 312 serve as sound-absorbing elements, and a channel coming from the cooling fan 20 is sharply bent at an angle of 90° and reduces the noise generated when the cooling air hits the first noise reduction part 310.

[0062] In particular, the projecting elements 312 enable the cooling air flowing from the inlet duct 200 to spread uniformly through a plurality of hemispherical structures, directing it (the cooling air) towards the upper end of the outlet duct 300, which faces the cooling air, i.e. the first noise reduction part 310 (see Fig. 4B), which ensures the vibration resistance of the outlet channel 300.

[0063] Furthermore, the first noise reduction element 310 can be arranged in such a way that it is exposed or uncovered towards the passenger compartment (e.g. a footwell) of a first-row seat 1 (see Fig. 2 and Fig. 3), and accordingly, as in Fig. 4A shows that the protruding elements 312 serve as beads which minimize changes to the external shape of the outlet channel 300 when an occupant in the first-row seat 1 places his or her feet into the passenger compartment of the first-row seat 1.

[0064] The second noise reduction part 320 extends from the first noise reduction part 310 and selectively expands (i.e., enlarges) a cross-sectional area to form a second noise reduction section A2, which corresponds to the expansion section, thereby preventing medium / low frequency noise propagation.

[0065] Since the expanding structure of the second noise reduction part 320 has the effect of blocking the propagation of medium / low frequency noise by using the reflection of sound energy at a discontinuous section of the cross-section of the second noise reduction part 320, the second noise reduction part 320 provides the expanding structure which corresponds to (e.g. belongs to / fits) a specified maximum cross-sectional area to increase the attenuation of medium / low frequency noise (i.e., medium / low frequency noise).

[0066] This means that, as in Fig. Figure 5 shows the level of the maximum cross-sectional area of ​​the front and rear spaces under the first-row seat 1 at 4,000 mm. 2is limited by surrounding components, such as a plurality of air ducts 30, including a second-row air duct arranged around it, and a plurality of seat mounting elements 50 arranged within a side panel (also side cover) 40.

[0067] However, a central space under the first-row seat 1 can be extended vertically to easily provide foot space for an occupant sitting on a second-row seat 2, and, for example, the maximum cross-sectional area of ​​the central space under the first-row seat 1 is increased to 16,000 mm². 2 set, which corresponds to four times the front and rear spaces, and the second noise reduction section A2 extends to the level of the corresponding cross-sectional area to increase the attenuation of mid / low frequency noise.

[0068] Since the maximum attenuation generally increases with an increasing ratio of the cross-sectional area after the expansion to the cross-sectional area before the expansion, the cross-sectional area of ​​the second noise reduction part 320, which forms the second noise reduction section A2, is expanded (e.g., enlarged) fourfold in order to provide the specified maximum attenuation amount in the second noise reduction section A2, which corresponds to the middle space under the first-row seat 1 based on (e.g., related to) the front and rear spaces under the first-row seat 1 (e.g., assigned to the middle space under the first-row seat 1), thereby enabling mid / low-frequency noise in the second noise reduction section A2 to be attenuated to a decibel level (dB level) that is approximately four times higher than that of the front and rear spaces.

[0069] The third noise reduction part 330 extends from the second noise reduction part 320 and blocks and reduces noise in a frequency band which is determined (e.g., defined) by an acoustic band gap phenomenon depending on structural properties of the folds (e.g., corrugations or waves) 332, including the shape, period, and height of the folds 332.

[0070] The third noise reduction part 330 is located as a third noise reduction section A3 in a passenger compartment (e.g. in a footwell) of the second row seat 2.

[0071] As in Fig. As shown in Figure 6A, the third noise reduction part 330 has a relatively narrow cross-sectional area due to the climate duct 30, the side panel 40 and the passenger compartment of the second row seat 2 of a certain length, and accordingly a flow velocity in the third noise reduction part 330 can increase relatively.

[0072] Since the probability of noise generation increases with increasing flow velocity, as described above, a corrugated tube structure is used, utilizing the passenger compartment of the second-row seat 2, which has a relatively constant cross-sectional area and extends in an elongated manner (e.g., long in the longitudinal direction), thereby creating the acoustic band gap phenomenon and thus reducing mid / low frequency noise.

[0073] In Fig. 6B, where the x-axis indicates the axial direction, the z-axis indicates the vertical direction in the cross-section, and h indicates the average height of a two-dimensional channel. In this case, the propagation equation and the boundary conditions for the propagation of the sound waves ϕ are as given in Equation 1 below. Here, k is a wavenumber, kw is a wavenumber of the wall folds 332, ε is an amplitude of the wall folds 332, θ is a phase difference between the upper and lower surfaces of the channel, and rigid body conditions are assumed at the boundary. ∂2∅∂x2+∂2∅∂z2+k2∅=0 (z=εhsin(kwx):at z=0z=h{1+εsin(kwx+θ)}:at z=0∂∅∂n=0:on edges)

[0074] If the change in the amplitude of the wall folds 332 is sufficiently small compared to the height of the channel, a solution can be obtained using the simple perturbation method (e.g., as an approximate solution), and in this case, the resonance conditions are expressed as shown in Equation 2 below. In Equation 2, Equation (1) indicates that the modes m and n propagate in opposite directions, and Equation (2) indicates that the modes m and n propagate in the same direction. [Equation 2] km+kn=kw km−kn=kw (km2=k2−(πmh)2)

[0075] If the multiscale perturbation method is used to obtain a stable solution by analyzing the case where the change in the amplitude of the wall folds 332 is not sufficiently small compared to the height of the channel, the sound wave solution can be extended as in Equation 3 below. In Equation 3, x0 represents a fast scale, which is a wavenumber related to the propagation of sound waves, and x1 represents a slow scale, which is an amplitude or phase modulation of waves due to resonance. In the equation, Ø0 and Ø0 are assumed as in Equation 4 below. ∅=∅0(x0,x1,z)+ε∅1(x0,x1,z)+⋯(x0=x,x1=εx) ∅0=∑nAn(x1)cos(βnz)eiknx0∅1=∑n∅n(x1,z)eiknx0(βn=πnh,kn2=k2−βn2)

[0076] If the directions of the modes are opposite (i.e., (1) in equation 2), an adjustment coefficient δ is introduced to establish an equation like equation 5 below, where only the modes k related to the resonance are considered. m and k n Taking into account the modes and omitting other modes, and then substituting the relevant values ​​into a governing equation (see Equation 3) and the boundary conditions (see Equation 1), and then rearranging these equations with respect to a coefficient A, a differential equation for A can be obtained (a coefficient in this differential equation is set to C). If A is assumed to be an exponential function for a variable λ and substituted into this differential equation, a determinant can be obtained, as shown in Equation 6. km+kn=kw+εδ (i(λ−δ)−Cnm−Cnmiλ)(am+an−)=(00)

[0077] Since the determinant of equation 6 must be equal to 0 (see equation 7), solving this equation can yield a solution like the one in equation 8 below. λ2−λδ+Ωnm=0 (Ωnm=Hnm{cos2θ2(n+m=equal)sin2θ2(n+m=not equal)}Hnm=(βm2+kwkm)(βn2+kwkn)knkm) λ1,2=12(δ∓δ2−4Ωnm)

[0078] Assuming that k n , k m If the inequalities are greater than 0, then the inequality Ωn mThe condition > 0 is always satisfied. When λ in Equation 8 becomes a complex number, a stopband (also called a retardation band or stopband) occurs, in which sound waves are physically transmitted and attenuated exponentially. A condition under which the stopband occurs, i.e., a condition under which λ in Equation 8 becomes a complex number, is given in Equation 9 below. Here, m+n must be an even number when θ = π, and m+n must be an odd number when θ = 0 for the stopband to exist. If Equation 5 is applied to the equation giving this condition, the equation is expanded to include a variable η, and an approximate solution is obtained using the expanded equation, then an equation for the stopband can be obtained, as shown in Equation 10 below. In Equation 10, c is the speed of sound. |δ|<2Ωnm f0=k0c2π, f1,2=(k0∓εη)2π Δf=f2−f1=εcηπ=εcδ0kn0km0πk0(kn0+km0)

[0079] In Equation 10, f0 gives the center frequency of the stopband, f1 and f2 give the lower and upper cutoff frequencies of the stopband, and Δf gives the width of the stopband. From Equation 10, it can be seen that the width Δf of the stopband is proportional to the amplitude ε of the wall folds 332. Since the tuning coefficient δ (see Equation 5) is related to the wavenumber k w The wall folds 332 are related to this, and it is further evident that the width Δf of the blocking area is also related to the wave number k. wthe wall folds 332 are related. The equations above were derived under the assumption that the shape of the folds 332 has the form of a sine function, i.e., is sinusoidal. Even if the shape of the wall folds 332 is not sinusoidal (i.e., a triangular shape, a rectangular shape, a wave shape, or the like), this shape can be expressed as a combination of sine functions, and accordingly, the width Δf, the lower and upper cutoff frequencies f1 and f2, and the like of the stopband for wall folds with shapes other than the sinusoidal shape can also be obtained using Equation 10.

[0080] In summary, it can be seen that, according to the theoretical basis described above, the blocking area of ​​the sound waves is determined by the shape, period and height (size) of the folds 332 and the channel height of the third noise reduction part 330 with the folds 332 formed on the inner, upper and inner, lower wall surfaces, and the third noise reduction part 330 blocks and reduces the noises corresponding to the blocking area (i.e. noise with frequencies within the blocking area).

[0081] In some embodiments, the third noise-reducing element 330 can be configured to have a curved surface without edges in order to reduce fluid noise caused by friction between the flowing cooling air and the folds 332. In some embodiments, the folds 332 with the aforementioned shape can be configured as a pair of surfaces that are vertically opposite each other (e.g., facing each other) in the third noise-reducing section A3 of the outlet channel 300.

[0082] Such a third noise-reducing part 330 can be designed such that the structural properties of the folds 332 are variable, and in particular, as shown in Fig. As shown in Figure 6C, for example the period or height of the folds 332 is variable.

[0083] In other words, in the third noise reduction part A3, since the length of the passenger compartment (e.g., a footwell) of the second-row seat 2 may vary depending on the vehicle model, the period of the folds 332 of the applied third noise reduction part 330 can be adjusted to be lengthened or shortened in a complex way (e.g., the period of the folds 332 can be formed with a variable period, i.e., in a lengthened or shortened form (e.g., regularly or irregularly alternating)) if the length of the passenger compartment of the second-row seat 2 is long, thus making it possible to respond to various acoustic band gap phenomena.

[0084] Furthermore, the third noise reduction section A3 can be designed such that its cross-sectional area repeatedly expands (i.e., increases) and decreases in the direction in which the cooling air flows due to its left and right side surfaces, and in detail, as in Fig. As shown in Figure 6A, a plurality of groove structures (e.g., groove structure or wave structures, for example, structures with indentations and / or protrusions) 334 are continuously formed on the left and right side surfaces of the third noise reduction section A3 in the direction in which the cooling air flows, so that the cross-sectional area is selectively extended or increased in areas without the groove structures 334 (e.g., areas excluding the groove structures 334), thereby repeatedly increasing the sound attenuation effect in the areas without the groove structures 334 with a relatively large cross-sectional ratio compared to areas which have the groove structures 334, based on a similar principle to the second noise reduction section A2 described above.

[0085] The fourth noise reduction part 340 extends from the third noise reduction part 330, forms a fourth noise reduction section A4 and has a head element 342 for distributing the outlet direction and the outlet flow rate of the cooling air.

[0086] In some embodiments, the fourth noise reduction part 340 can be designed to have a large cross-sectional area compared to the third noise reduction part 330.

[0087] This allows the fourth noise reduction part 340 to be angled at 90° from the third noise reduction part 330 in order to expel the cooling air towards the wall surface near the second-row seat 2, and in this case the fourth noise reduction part 340 can have a relatively (e.g. in relation to the third noise reduction part 330) enlarged cross-sectional area in order to reduce the flow rate of the expelled cooling air.

[0088] Furthermore, the head element 342 is connected to a cooling air outlet 340a, which is formed at the end of the fourth noise reduction part 340, and enables the cooling air to be released in a distributed manner (e.g. in a distributed manner) through a plurality of outlet parts 342a, which are arranged continuously along the edge of the cooling air outlet 340a.

[0089] That is, since the head element 342 has a plurality of curved parts 342b, the plurality of outlet parts 342a are each formed between the curved parts 342b and, as in Fig. 7B shows cooling air being distributed in a left and right direction in which the cooling air is expelled, thus being able to distribute the direction and flow rate of the cooling air.

[0090] Accordingly, the cooling air is not intensely expelled through the structure of the head element 342, which has the outlet parts 342a, and thus, together with the cross-sectional area expansion structure of the fourth noise reduction part 340 described above (see Fig.7A), friction noises that can occur when the cooling air flows quickly past, as well as airflow noises that occur when the expelled cooling air hits affected components, such as a seat rail, the wall surface near the second row seat 2, etc., are effectively reduced.

[0091] In some embodiments, the first noise reduction part 310 to the fourth noise reduction part 340 have been described as being connected sequentially, but this is not fixed, and the first noise reduction part 310 to the fourth noise reduction part 340 may also be connected in different sequences depending on the interior structure of the vehicle, and a noise reduction device may be formed by connecting one or more of the first noise reduction part 310 to the fourth noise reduction part 340.

[0092] As described above, in the battery cooling duct for vehicles according to the present disclosure, the battery cooling duct, through which interior air is introduced and discharged, extends such that the plurality of noise reduction sections are formed in the outlet duct, wherein the first noise reduction section, which connects the plurality of noise reduction sections to the cooling fan, has a plurality of projections with a hemispherical shape, wherein the second noise reduction section, which is arranged under the first-row seat, has an enlarged cross-sectional area, the third noise reduction section, which is located in the passenger compartment (e.g.in a footwell) of the second-row seat, is designed in the form of a corrugated tube, and the fourth noise reduction section, which extends from the third noise reduction section to release cooling air, is designed in a structure which has a distribution head, making it possible to apply a multi-noise reduction structure to the outlet duct which forms the battery cooling passage through the extended first to fourth noise reduction sections.

[0093] Furthermore, the battery cooling duct for vehicles according to the present disclosure is designed in a structure which takes into account the arrangement with the surrounding parts with regard to the extension of the first to fourth noise reduction sections, thereby improving the marketability of the outlet duct together with the application of the multiple noise reduction structure.

[0094] As can be seen from the above description, the present disclosure provides a battery cooling duct for vehicles in which a battery cooling passage, through which interior air is introduced and discharged, extends such that the majority of noise reduction sections are formed in the outlet duct, wherein the first noise reduction section, which connects the majority of noise reduction sections to the cooling fan, has a majority of projections with a hemispherical shape, wherein the second noise reduction section, which is arranged under the first-row seat, has an enlarged cross-sectional area, and the third noise reduction section, which is located in the passenger compartment (e.g.,in a footwell) of the second-row seat, is designed in the form of a corrugated tube, and the fourth noise reduction section, which extends from the third noise reduction section to release cooling air, is designed in a structure which has a distribution head, making it possible to apply a multi-noise reduction structure to the outlet duct which forms the battery cooling passage through the extended first to fourth noise reduction sections.

[0095] Furthermore, the battery cooling duct for vehicles according to the present disclosure is designed in a structure which takes into account the arrangement with the surrounding parts with regard to the extension of the first to fourth noise reduction sections, thereby improving the marketability of the outlet duct together with the application of the multiple noise reduction structure.

[0096] The disclosure has been described in detail with reference to exemplary embodiments. However, it will be clear to those skilled in the art that these exemplary embodiments can be modified without deviating from the principles and the meaning of the disclosure, the scope of which is defined by the attached claims and their equivalents.

Claims

[1] Battery cooling duct for vehicles, comprising: a battery housing (100) which is designed to be arranged on a floor panel (10) of a vehicle, an inlet channel (200) which is designed to draw cooling air from an interior of the vehicle into a first area of ​​the battery housing (100), and an outlet channel (300) which is subdivided into a plurality of noise reduction parts (310, 320, 330, 340) and is configured to direct the cooling air from the first area of ​​the battery housing (100) so that it is discharged through a second area of ​​the battery housing (100) and through the plurality of noise reduction parts (310, 320, 330, 340) outside the outlet channel (300), wherein the plurality of noise reduction parts (310, 320, 330, 340) have an expansion section. [2] Battery cooling duct according to claim 1, wherein the plurality of noise reduction parts (310, 320, 330, 340) comprise: a first noise reduction part (310) which is connected to the inlet channel (100) and is designed to reduce the impact noise of the cooling air entering the first noise reduction part (310), a second noise reduction part (320) which is configured to block the medium / low frequency noise propagation, wherein the second noise reduction part (320) defines the extension section by extending a cross-sectional area of ​​the second noise reduction part (320), a third noise reduction part (330) which has folds (332), wherein the third noise reduction part (330) is configured to reduce noise through an acoustic band gap phenomenon in a frequency band which is determined by structural properties of the folds (332), including a shape, period and height of the folds (332), and a fourth noise reduction part (340) which has a head element (342) wherein the head element (342) defines an outlet direction and outlet flow rate of the cooling air, and wherein one or more of the first to fourth noise reduction parts (310, 320, 330, 340) are connected to each other. [3] Battery cooling duct according to claim 2, wherein the first noise reduction part (310) is formed at a position opposite a connection area between the outlet duct (300) and the inlet duct (100), and wherein the first noise reduction part (310) has a plurality of projection elements (312) having a hemispherical shape, which are arranged continuously along the first noise reduction part (310). [4] Battery cooling duct according to claim 2 or 3, wherein the first noise reduction part (310) is arranged to be located in a passenger compartment, in particular a footwell, of a first-row seat (1) of the vehicle. [5] Battery cooling duct according to claim 4, wherein the second noise reduction part (320) extends from the first noise reduction part (320) and increases the cross-sectional area of ​​a section of the second noise reduction part (320) which is arranged under the first-row seat (1). [6] Battery cooling duct according to one of claims 2 to 5, wherein the third noise reduction part (330) is arranged to be located in a passenger compartment, in particular a footwell, of a second-row seat (2). [7] Battery cooling channel according to one of claims 2 to 6, wherein folds (332) of the third noise reduction part (330) are defined on a pair of surfaces of the third noise reduction part (330) which face each other across an interior of the outlet channel (300). [8] Battery cooling duct according to one of claims 2 to 7, wherein a cross-sectional area of ​​the third noise reduction part (330) alternately expands and contracts along a flow direction of the cooling air. [9] Battery cooling channel according to one of claims 2 to 8, wherein the structural properties of the folds (332) of the third noise reduction part (330) are variable. [10] Battery cooling channel according to one of claims 2 to 9, wherein a cross-sectional area of ​​the fourth noise reduction part (340) is larger than a cross-sectional area of ​​the third noise reduction part (330). [11] Battery cooling duct according to any one of claims 2 to 10, wherein the outlet duct (300) defines a cooling air outlet (340a) at one end of the fourth noise reduction part (340), and wherein the head element (342) is connected to the cooling air outlet (340a). [12] Battery cooling channel according to claim 11, wherein the outlet channel (300) has a plurality of outlet parts (342a) which are arranged continuously along an edge of the cooling air outlet (340a), and wherein the head element (342) is configured to distribute and discharge the cooling air through the plurality of outlet parts (342a). [13] Battery cooling duct according to claim 12, wherein the head element (342) has a plurality of curved parts (342b), wherein the plurality of outlet parts (342a) are arranged between the plurality of curved parts (342b) and are configured to distribute and discharge the cooling air. [14] Battery cooling duct according to any one of claims 1 to 13, wherein the outlet duct (300) extends in a direction away from the battery housing (100) and the multiple noise reduction elements (310, 320, 330, 340) are arranged along the direction away from the battery housing (100), wherein the outlet duct (300) has an end which is arranged at a position furthest from the inlet duct (200) and is configured to discharge the cooling air to the outside. [15] A battery cooling duct for a vehicle, comprising: a battery housing (100) which is attached to a floor panel (10) of the vehicle, an inlet channel (200) which is designed to draw cooling air from an interior of the vehicle into a first area of ​​the battery housing (100), and an outlet channel (300) which is subdivided into a plurality of noise reduction parts (310, 320, 330, 340) and is configured to direct cooling air from the first area of ​​the battery housing (100) so that it is discharged through a second area of ​​the battery housing (100) and through the plurality of noise reduction parts (310, 320, 330, 340) outside the outlet channel (300), wherein the plurality of noise reduction parts (310, 320, 330, 340) has a folded section (332). [16] Battery cooling duct according to claim 15, wherein the plurality of noise reduction parts (310, 320, 330, 340) comprise: a first noise reduction part (310) which is connected to the inlet channel (100) and is designed to reduce the impact noise of the cooling air entering the first noise reduction part (310), a second noise reduction part (320) which is configured to block the medium / low frequency noise propagation, wherein the second noise reduction part (320) has an extension section defined by extending a cross-sectional area of ​​the second noise reduction part (320), a third noise reduction part (330) comprising the fold section with folds (332), wherein the third noise reduction part (330) is configured to reduce noise through an acoustic band gap phenomenon in a frequency band determined by structural properties of the folds (332), including a shape, period and height of the folds (332), and a fourth noise reduction part (340) which has a head element (342) wherein the head element (342) defines an outlet direction and outlet flow rate of the cooling air, and wherein one or more of the first to fourth noise reduction parts (310, 320, 330, 340) are connected to each other. [17] Battery cooling duct according to claim 16, wherein the third noise reduction part (330) is arranged to be located in a passenger compartment, in particular a footwell, of a second-row seat (2) of the vehicle. [18] Battery cooling channel according to claim 16 or 17, wherein the folds (332) of the third noise reduction part (330) are defined on a pair of surfaces of the third noise reduction part (330) which face each other across an interior of the outlet channel (300). [19] Battery cooling channel according to claim 16, 17 or 18, wherein the structural properties of the folds (332) of the third noise reduction part (330) are variable. [20] Battery cooling duct according to one of claims 15 to 19, wherein the outlet duct (300) extends in a direction away from the battery housing (100) and the plurality of noise reduction parts (330) are arranged along the direction away from the battery housing (100), wherein the outlet duct (300) has an end which is arranged at a position furthest from the inlet duct (200) and is configured to discharge the cooling air to the outside.

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