Battery mounting structure for a vehicle

Abstract

Battery mounting structure (10) for a vehicle, comprising: a battery frame (20) arranged on the underside of a vehicle body floor panel (12) and supporting a vehicle propulsion battery from below, the battery frame (20) comprising: an upper panel (22) containing resin, a lower panel (26) containing resin and arranged on the underside of the upper panel (22), and a corrugated plate section (32) containing resin and inserted between the upper panel (22) and the lower panel (26), the corrugated plate section (32) having upward-facing concave sections (34) open to one side of the upper panel (22) and extending in a transverse direction (W) of the vehicle, and downward-facing concave sections (36) open to one side of the lower panel (26) and extending in the transverse direction of the vehicle. (W) extend,and the upward-pointing concave sections (34) and the downward-pointing concave sections (36) are arranged alternately, characterized in that a sum of contact surface areas of the upper panel (22) and bottom wall sections (36A) of the downward-pointing concave sections (36) on the corrugated plate part (32) is smaller than a sum of contact surface areas of the lower panel (26) and bottom wall sections (34A) of the upward-pointing concave sections (34) on the corrugated plate part (32).

Description

Technical FieldThe present invention relates to a battery mounting structure for a vehicle according to the preamble of claim 1.Prior ArtStructures in which a battery for vehicle drive is mounted on the lower surface of a vehicle body floor are known (see, for example, JP 5 013 140 B2. Constructions are also shown in the publications DE 10 2012 012 663 A1, EP 1 610 407 A1, DE 60 2006 000 068 T2, U.S. Pat. No. 5,833,023 A, U.S. Pat. No. 5,791,118 A or US 2004 / 0 074 206 A1, which can contribute as prior art to understanding the present invention. A device according to the preamble of claim 1 is disclosed in DE 10 2010 024 320 A1.SUMMARY OF THE INVENTIONTechnical ProblemHowever, there is room for improvement regarding the point of suppressing the effects of the outside air temperature on the battery in a case where a vehicle stops running at an extreme cold time or at an extreme heat time.In view of the above-described circumstances, an object of the present invention is to provide a battery mounting structure for a vehicle that can suppress the effects of the outside air temperature on a battery in a case where a vehicle that runs at an extreme cold time or an extreme heat time stops.Solution to ProblemsThis object is achieved by a battery mounting structure for a vehicle having the features recited in claim 1. Advantageous refinements are the subject matter of the dependent claims.According to the above-described structure, in the battery frame, the corrugated plate part is interposed between the upper plate part and the lower plate part, and the battery for vehicle drive is supported by this battery frame from the lower side. Further, on the corrugated plate member, upward concave portions that are open to the side of the top plate member and extend in one direction and downward concave portions that are open to the side of the bottom plate member and extend in the one direction are alternately lined up and the corrugated plate member contacts the top plate member and the bottom plate member. Accordingly, in a case where the vehicle travels at a time of extreme cold and heat of the battery for vehicle drive is transferred to the upper plate part, the heat transferred to the upper surfaces of the upward concave portions is easily transferred from the upper plate part to the inside space of the battery frame (the insides of the upward concave portions). On the other hand, at the top plate part, the heat transferred to the upper surfaces of the bottom wall portions of the downward concave portions is transferred to the bottom wall portion sides of the downward concave portions, and therefore it is difficult for the heat to be transferred to the inside space of the battery frame.Here, in the present invention, the sum of the contact surface areas of the top plate member and the bottom wall portion sides of the downward concave portions on the corrugated plate member is smaller than the sum of contact surface areas of the bottom plate member and bottom wall portion sides of the upward concave portions on the corrugated plate member. Therefore, in a case where the vehicle travels at an extreme cold time, at the upper part of the battery frame, the area where it is difficult to transfer heat to the inside space of the battery frame is relatively narrow, and thus heat from the battery is well accumulated in the inside space of the battery frame (the inside spaces of the upward concave portions). Further, when the vehicle stops, the heat stored in the inside space of the battery frame is discharged to the upper side, and therefore, sudden cooling of the battery is suppressed even at an extreme cold time.On the other hand, when the vehicle runs extremely heat at a time, it is difficult for heat to be transferred from the road surface side to the lower plate part due to the wind. However, when the vehicle stops at a time of extreme heat, heat is easy to be transferred from the road surface side to the lower plate part. In this regard, in the present invention, the sum of the contact surface areas of the lower plate member and the bottom wall portion sides of the upward concave portions is relatively large. Therefore, in a case where heat is transferred from the road surface side to the lower plate part, when the vehicle stops at a time of extreme heat, the area in which heat is difficult to be transferred to the inside space of the battery frame is relatively large. Accordingly, the transfer of heat from the road surface side to the inside space of the battery frame is well suppressed, and accordingly, it is difficult for heat to be transferred to the upper side of the battery frame. Therefore, a temperature rise of the battery is effectively suppressed.In a second aspect of the present invention, in the battery mounting structure for a vehicle relating to the first aspect, an opening width of the upward concave portion as viewed in the one direction is larger than a contact width of the top plate member and the bottom wall portion side of the downward concave portion.According to the above-described structure, the opening width of the upward concave portion is larger than the contact width of the top plate member and the bottom wall portion side of the downward concave portion. Therefore, in a case where heat is transferred to the top plate part, the areas where it is easy to transfer heat to the inside space of the battery frame are larger (have larger widths) than at the adjacent positions, which are areas where it is difficult to transfer heat to the inside space of the battery frame. Therefore, in a case where the vehicle travels at a time of extreme cold, heat is efficiently accumulated in the inside space of the battery frame (the inside spaces of the upward concave portions).In a third aspect of the present invention, in the battery mounting structure for a vehicle relating to the second aspect, an opening width of the downward concave portion as viewed in the one direction is smaller than the opening width of the upward concave portion.According to the above-described structure, because the opening width of the downward concave portion is smaller than the opening width of the upward concave portion, in a case where heat is transferred to the lower plate part, the areas where heat is easy to be transferred to the inside space of the battery frame are relatively narrow (have smaller widths). Therefore, in a case where heat is transferred from the road surface side to the lower plate part, when the vehicle stops at a time of extreme heat, heat transfer from the road surface side to the inside space of the battery frame is effectively suppressed, and accordingly, heat is more difficult to be transferred to the upper side of the battery frame. Thus, a temperature rise of the battery is suppressed more effectively.Advantageous Effects of the InventionAs described above, according to the battery mounting structure for a vehicle according to the present invention, there is an excellent effect that the effects of the outside air temperature on a battery can be suppressed in a case where a vehicle traveling at an extreme cold time or at an extreme heat time stops.FIGURES SUMMARYFIG. 1 is a vertical sectional view showing a battery mounting structure for a vehicle relating to a first embodiment of the present invention. FIG. 2 is an exploded perspective view showing the battery mounting structure for a vehicle relating to the first embodiment of the present invention. FIG. 3A is a schematic vertical sectional view explaining an operation at a time of extreme cold on the battery mounting structure for a vehicle of FIG. 1, and showing the state at the time when a vehicle is running. FIG. 3B is a schematic vertical sectional view explaining an operation at a time of extreme cold on the battery mounting structure for a vehicle of FIG. 1, and showing the state at the time when the vehicle is stopped. FIG. 4A is a schematic vertical sectional view explaining an operation at a time of extreme heat at the battery mounting structure for a vehicle of FIG. 1, and showing the state at the time when the vehicle travels. FIG. 4B is a schematic vertical sectional view explaining an operation at a time of extreme heat at the battery mounting structure for a vehicle of FIG. 1, and showing the state at the time when the vehicle is stopped. FIG. 5 is an exploded perspective view showing a battery mounting structure for a vehicle relating to a second embodiment of the present invention. FIG. 6 is a schematic vertical sectional view explaining an operation at a time of extreme cold at the battery mounting structure for a vehicle of FIG. 5.DESCRIPTION OF EMBODIMENTS[First Embodiment]A battery mounting structure for a vehicle relating to a first embodiment of the present invention will be described using FIGS. 1 to 4B. Note that an arrow FR, which is appropriately shown in these figures, indicates the vehicle front side, an arrow OB indicates the vehicle upper side, and an arrow W indicates the vehicle transverse direction.As shown in FIG. 1, a battery mounting structure 10 for a vehicle relating to the present embodiment, which is applied to a vehicle such as an electric automobile or the like, includes a stack frame (battery frame) 20. The stack frame 20 is disposed on the vehicle body lower side of a floor panel 12 and supports a fuel cell stack 14 functioning as a battery from the lower side.As shown in FIGS. 1 and 2, in the fuel cell stack 14, a case member 14A covering a battery main body portion is formed in the shape of a rectangular box. Flange portions 14B protrude from the front and rear end portions and the both side portions of the case 14A. Further, bolt insertion through holes 14X are formed to extend through the flange portions 14B. Note that the case 14A and the flange portions 14B are formed of metal in the present embodiment, but may be formed of resin.The flange portions 14B of the fuel cell stack 14 are laid on an upper panel 22 that functions as an upper plate part on the stack frame 20. The stack frame 20 is structured to include the upper panel 22, a lower panel 26 functioning as a lower plate part, and a core panel 30 (a member that can be interpreted as an "intermediate member") interposed between the upper panel 22 and the lower panel 26. The upper panel 22, the lower panel 26, and the core panel 30 are all made of fiber-reinforced resins (FRP) (as an example, are made of carbon fiber-reinforced resins (CFRP)). A fiber-reinforced resin is a resin containing reinforcing fibers.As shown in FIG. 2, the upper panel 22 is formed in a rectangular flat plate shape. First bolt insertion through holes 22X are formed to extend through the area on the outer peripheral side of the upper panel 22 so as to correspond to the bolt insertion through holes 14X of the flange portions 14B of the fuel cell stack 14. Further, second bolt insertion through holes 22Y for mounting to a lower member (not shown) constituting the vehicle body are formed at intervals in an outer peripheral end portion 22B of the upper panel 22. Note that bolt insertion through holes (not shown) are formed to extend through the aforementioned lower member at positions corresponding to the second bolt insertion through holes 22Y, and weld nuts (not shown) are fixed to the surfaces of the outer peripheral portions of these bolt insertion through holes.The lower panel 26 is disposed on the lower side of the upper panel 22, and is formed in the shape of a tub that is rectangular and whose vehicle body upper side is open. Namely, the lower panel 26 has a bottom portion 26A which is flat plate-shaped, a side wall portion 26B which is flat plate-shaped and integrally stands up with the peripheral edge portion of the bottom portion 26A, and an overhang portion 26C which is flat plate-shaped and integrally protrudes from the upper end portion of the side wall portion 26B toward the opening outside. Bolt insertion through holes 26Y are formed to extend through the overhang portion 26C of the lower panel 26 so as to correspond to the second bolt insertion through holes 22Y in the outer peripheral end portion 22B of the upper panel 22.Further, the core panel 30 is formed to the same size as the upper panel 22 and the lower panel 26 as viewed in plan view. The outer peripheral portion of the core panel 30 is formed to be flange-shaped over the entire periphery thereof, and is connected to the overhang portion 26C of the lower panel 26 and the outer peripheral end portion 22B of the upper panel 22 while being sandwiched therebetween.First bolt insertion through holes 30X are formed in the outer peripheral portion of the core panel 30 so as to correspond to the bolt insertion through holes 14X of the fuel cell stack 14 and the first bolt insertion through holes 22X of the upper panel 22. Further, as shown in FIG. 1, weld nuts 18 are fixed to the lower surface of the outer peripheral portion of the core panel 30 coaxially with the first bolt insertion through holes 30X at the outer peripheral portions of the first bolt insertion through holes 30X. Sleeve members 24, which are cylindrical and made of metal, are coaxially inserted into the first screw insertion through holes 22X of the upper panel 22 and the first screw insertion through holes 30X of the core panel 30. Further, because the shaft portions of bolts 16 inserted through the bolt insertion through holes 14X of the fuel cell stack 14 and the sleeve members 24 from the vehicle body upper side are screwed to the weld nuts 18, the flange portions 14B of the fuel cell stack 14 are attached and fixed to the respective outer peripheral portions of the upper panel 22 and the core panel 30.In addition, as shown in FIG. 2, second screw insertion through holes 30Y are formed in an outer peripheral end portion 30B of the core panel 30 so as to correspond to the second screw insertion through holes 22Y of the upper panel 22 and the screw insertion through holes 26Y of the lower panel 26. Sleeve members (not shown) that are cylindrical and made of metal are coaxially inserted into the bolt insertion through holes 26Y of the lower panel 26, the second bolt insertion through holes 30Y of the core panel 30, and the second bolt insertion through holes 22Y of the upper panel 22. Further, because the shaft portions of the bolts inserted from the vehicle body lower side through the aforementioned bushing members and the bolt insertion through holes of the aforementioned lower member are screwed to the aforementioned weld nuts fixed to the aforementioned lower member, the outer peripheral end portion of the stack frame 20 is attached and fixed to the aforementioned lower member.As shown in FIG. 1, the core panel 30 has a corrugated plate part 32 inserted into the space surrounded by the bottom portion 26A and the side wall portion 26B of the lower panel 26. The corrugated plate part 32 is sandwiched between the upper panel 22 and the lower panel 26, and is formed in a shape in which upward concave portions 34 that are open to the side of the upper panel 22 and extend in the vehicle width direction (one direction) and downward concave portions 36 that are open to the side of the lower panel 26 and extend in the vehicle width direction (the one direction) are alternately lined up. The plurality (five in the present embodiment) of upward concave portions 34 are configured to a same opening width W 1, and the plurality (four in the present embodiment) of downward concave portions 36 are configured to a same opening width W 2.The pair of side surfaces on each of the upward concave portions 34 are slightly inclined in the direction of moving away from each other when being directed toward the vehicle body upper side, and the pair of side surfaces on each of the downward concave portions 36 are slightly inclined in the direction of moving away from each other when being directed toward the vehicle body lower side. Further, bottom wall portions 34A of the upward concave portions 34 contact and are bonded (by an adhesive as an example in the present embodiment) to the upper surface of the lower panel 26 in a planar manner, and bottom wall portions 36A of the downward concave portions 36 contact and are bonded (by an adhesive as an example in the present embodiment) to the lower surface of the upper panel 22 in a planar manner. The corrugated plate part 32 arranged in this manner has the function of suppressing deformation of the stack frame 20 at the time of a side collision.The sum of the contact surface areas of the upper panel 22 and the sides of the bottom wall portions 36A of the downward concave portions 36 on the corrugated plate member 32 is smaller than the sum of the contact surface areas of the lower panel 26 and the sides of the bottom wall portion 34A of the upward concave portions 34 on the corrugated plate member 32.In addition, as viewed in the vehicle width direction (the one direction), the opening width W 1 of the upward concave portion 34 is larger than a contact width Wa of the upper panel 22 and the bottom wall portion 36A side of the downward concave portion 36.In addition, as viewed in the vehicle width direction (the one direction), the opening width W 2 of the downward concave portion 36 is smaller than the opening width W 1 of the upward concave portion 34. furthermore, as viewed in the vehicle width direction (the one direction), the opening width W 2 of the downward concave portion 36 is smaller than a contact width Wb of the lower panel 26 and the bottom wall portion 34A side of the upward concave portion 34. Note that the wider the contact width Wb is, the stiffer the stack frame 20 is with respect to impact from the vehicle lower side.(Operation / Effects)An operation and effects of the above-described embodiment will be described next.As schematically shown in FIG. 3A, in a case where the vehicle travels at a time of extreme cold such as in a cold geographic region or the like and heat is transferred from the fuel cell stack 14 for vehicle driving to the upper panel 22, the heat transferred to the upper surfaces of the upward concave portions 34 is easily transferred from the upper panel 22 to the inner sides of the upward concave portions 34, which are portions of the inner space of the stack frame 20 (see arrows a). On the other hand, on the upper panel 22, the heat transferred to the upper surfaces of the bottom wall portions 36A of the downward concave portions 36 is transferred to the sides of the bottom wall portions 36A of the downward concave portions 36, and therefore it is difficult for this heat to be transferred to the inner side space of the stack frame 20.Here, in the present embodiment, the sum of the contact area areas of the upper panel 22 and the sides of the bottom wall portion 36A of the downward concave portions 36 on the corrugated plate part 32 is smaller than the sum of the contact area areas of the lower panel 26 and the sides of the bottom wall portion 34A of the upward concave portions 34 on the corrugated plate part 32. therefore, in a case where the vehicle travels at a time of extreme cold, the area where it is difficult to transfer heat to the inside space of the stack frame 20 is relatively small at the upper part of the stack frame 20, and therefore, heat (warm air) from the fuel cell stack 14 is well accumulated in the inside space of the stack frame 20 (the inside spaces of the upward concave portions 34). Further, as shown in FIG. 3B, when the vehicle stops, the heat stored in the inside spaces of the stack frame 20 is discharged to the upper side (see arrows b), and therefore, even at a time of extreme cold, sudden cooling of the fuel cell stack 14 is suppressed (the temperature maintaining function is presented).Further, in the present embodiment, as shown in FIG. 1, as viewed in the vehicle width direction, the opening width W 1 of the upward concave portion 34 is larger than the contact width Wa of the upper panel 22 and the bottom wall portion 36A side of the downward concave portion 36. Therefore, in a case where the vehicle travels at a time of extreme cold, heat is well accumulated in the inside space of the stack frame 20 (the inside spaces of the upward concave portions 34).On the other hand, when the vehicle travels at a time of extreme heat such as in a hot geographical region or the like, as shown in FIG. 4A, it is difficult for heat to be transferred from a road surface 40 side to the lower panel 26 due to traveling wind (see arrow c), but when the vehicle stops at a time of extreme heat, it is easy for heat to be transferred from the road surface 40 side to the lower panel 26. In this regard, in the present embodiment, the sum of the contact surface areas of the lower panel 26 and the sides of the bottom wall portion 34A of the upward concave portions 34 is relatively large. Namely, the areas which are two-layer structures of the lower panel 26 and the sides of the bottom wall portion 34A of the upward concave portions 34 are wide. Therefore, in a case where heat is transferred from the road surface 40 side to the lower panel 26, when the vehicle stops at a time of extreme heat, the area where heat is difficult to transfer to the inside space of the stack frame 20 is relatively wide. Accordingly, as shown in FIG. 4B, the transfer of heat (see arrows d) from the road surface 40 side to the inside space of the stack frame 20 is well suppressed. Note that the air layer on the inner side of the stack frame 20 may also function as a heat insulating layer.For these reasons, it is difficult for heat to be transferred to the top surface of the stack frame 20 (the transfer of heat such as arrows e is suppressed). Accordingly, a temperature rise of the fuel cell stack 14 is effectively suppressed (the heat insulating effect is exhibited).Moreover, in the present embodiment, as shown in FIG. 1, as viewed in the vehicle width direction, the opening width W 2 of the downward concave portion 36 is narrower than the opening width W 1 of the upward concave portion 34. therefore, in a case where heat is transferred to the lower panel 26, the areas where it is easy to transfer heat to the inside space of the stack frame 20 are relatively narrow (have small widths). Thus, in a case where heat (see arrows d) is transferred from the road surface 40 side to the lower panel 26, when the vehicle stops at an extreme heat time, as shown in FIG. 4B, the transfer of heat from the road surface 40 side to the inside space of the stack frame 20 is effectively suppressed, and accordingly, it is more difficult for the heat to be transferred to the upper side of the stack frame 20. Accordingly, a temperature rise of the fuel cell stack 14 is suppressed more effectively.As described above, according to the battery mounting structure 10 for a vehicle relating to the present embodiment, effects of the outside air temperature on the battery can be suppressed in a case where a vehicle traveling at an extreme cold time or an extreme heat time stops.[Second Embodiment]A battery mounting structure 50 for a vehicle relating to a second embodiment of the present invention will be described next using FIGS. 5 and 6. The battery mounting structure 50 for a vehicle relating to the present embodiment is illustrated in an exploded perspective view in FIG. 5. Further, in FIG. 6, there is shown a schematic vertical sectional view explaining an operation at a time of extreme cold at the battery mounting structure 50 for a vehicle.As shown in these figures, the battery mounting structure 50 for a vehicle is different from the first embodiment in the point that through holes 52 are formed in the upper panel 22, so that movement (see arrows m in FIG. 6 ) of heat is easy at the inside space of the stack frame 20 (the inside spaces of the upward concave portions 34) and at the top thereof. The other structures are structures similar to the first embodiment. Accordingly, structural portions similar to the first embodiment are denoted by the same reference numerals and the description thereof is omitted.As shown in FIGS. 5 and 6, the through holes 52 formed in the upper panel 22 are set on regions that communicate the inside spaces of the upward concave portions 34 and the space at the top thereof. According to such a structure, when the vehicle travels at a time of extreme cold, heat can be easily accumulated in the inside space of the stack frame 20 (the inside spaces of the upward concave portions 34). Further, when the vehicle stops at a time of extreme cold, heat can be easily discharged from the inside space of the stack frame 20 (the inside spaces of the upward concave portions 34) toward the fuel cell stack 14 side. Accordingly, at a time of extreme cold, the stack frame 20 can be suppressed from cooling suddenly.Note that, when the through holes 52 formed in the upper panel 22 are set to coincide with a bottom surface outer shape line on the case part 14A of the fuel cell stack 14, it can be more effectively suppressed that the fuel cell stack 14 cools from the outer peripheral side at a time of extreme cold.[Supplementary Description of Embodiments]Note that in the above embodiments, as shown in FIGS. 2 and 5, the outer peripheral portion of the core panel 30 is formed to be flange-shaped over the entire periphery thereof. However, the core panel ( 30) may be formed to be flange-shaped only at both end portions in the vehicle front-rear direction, for example.Further, in the above-described embodiments, the upper panel 22, the lower panel 26, and the core panel 30 are all made of fiber-reinforced resins. However, the upper plate part, the lower plate part, and the corrugated plate part constituting the stack frame may be formed of resins containing no reinforcing fibers instead of fiber-reinforced resins.In addition, as a modification example of the above-described embodiments, for example, in a case where the number of openings (which is five in the case of the above-described embodiments) of the upward-facing concave portions is larger than the number of bottom wall portions (which is four in the case of the above-described embodiments) of the downward-facing concave portions, a structure may be provided in which, as viewed in the vehicle width direction (the one direction), the opening widths of the upward-facing concave portions are equal to or slightly smaller than the contact widths of the top plate member and the bottom wall portion sides of the downward-facing concave portions.Further, as a modification example of the above-described embodiments, for example, in a case where the number of openings (which is five in the case of the above-described embodiments) of the upward-facing concave portions is larger than the number of bottom wall portions (which is four in the case of the above-described embodiments) of the downward-facing concave portions, a structure may be provided in which, as viewed in the vehicle width direction (the one direction), the opening widths of the downward-facing concave portions are equal to the opening widths of the upward-facing concave portions.In addition, as a modification example of the above-described embodiments, for example, a structure may be provided in which any of the bottom wall portions of the multiple-configured downward concave portions does not contact the top plate part.In addition, as a modification example of the above-described embodiments, for example, a structure may be provided in which rib-shaped protruding portions are formed from the upper surfaces of the bottom wall portions of the downward concave portions, and these protruding portions are joined to the top plate member (joined together by being fused by heat as an example).Further, in a case where the plate thickness dimension of the upper panel 22 shown in FIG. 1 and the like is t 1 and the plate thickness dimension of the lower panel 26 is t 2 in the above-described embodiments, these plate thickness dimensions may be configured such that t 1<t 2. Note that, as a reference example which is not an embodiment of the present invention, a structure may be considered in which the sum of the contact surface areas of the upper plate part and the bottom wall portion sides of the downward concave portions on the corrugated plate part is equal to or larger than the sum of the contact surface areas of the lower plate part and the bottom wall portion sides of the upward concave portions on the corrugated plate part, and in a case where the plate thickness dimension of the upper plate part is ta and the plate thickness dimension of the lower plate part is tb, these plate thickness dimensions are configured such that ta<tb.In addition, in a case where the plate thickness dimension of the bottom wall portion 36A of the downward concave portion 36 is t 3 and the plate thickness dimension of the bottom wall portion 34A of the upward concave portion 34 is t 4 in the above-described embodiments, this plate thickness dimension may be configured such that t 3<t 4. Note that, as a reference example which is not an embodiment of the present invention, a structure may be considered in which the sum of the contact surface areas of the lower plate part and the bottom wall portion sides of the downward concave portions on the corrugated plate part is equal to or greater than the sum of the contact surface areas of the lower plate part and the bottom wall portion sides of the upward concave portions on the corrugated plate part, and in a case where the plate thickness dimension of the bottom wall portion of the downward concave portion is tc and the plate thickness dimension of the bottom wall portion of the upward concave portion is td, these plate thickness dimensions are configured such that tc<td.In addition, although the "one direction" listed in the first aspect and the like of the present invention is the vehicle width direction in the above-described embodiments, the one direction may be a direction other than the vehicle width direction, such as the vehicle front-rear direction or the like. In addition, the "battery" listed in the first aspect of the present invention may be a primary battery or may be a secondary battery.Note that the above-described embodiments and the above-described plurality of modification examples may be realized by being combined as appropriate.Although examples of the present invention have been described above, the present invention is not limited to the above and can be naturally realized by modifying it in various ways other than the above within the scope of the claims.List of reference characters10Battery Mounting Structure12Floor panel14Fuel cell stack14A. ACase (rectangular box)14B. BFlange Portions14X is XScrew Insertion Through Holes16Screws18Weld nuts20Stack frame (battery frame)22upper panel22B. BOuter peripheral end portion22X is Xfirst screw insertion through holes22Y is Ysecond screw insertion through holes24Sleeve elements26Lower panel (lower plate part)26A. ABottom portion Bottom portion26B. BSide wall portion26C. COverhang portion30Core Panel (Intermediate Member)30X is Xfirst screw insertion through holes30Y is Ysecond screw insertion through holes32Corrugated Plate Part34upwardly facing concave portions34A. ABottom Wall Portions of Upward Facing Concave Portions36downward concave portions36A. ABottom Wall Portions of Downward Facing Concave Portions40Road surface50Battery Mounting Structure52Through-holesa, b, c, d, eArrows (for illustrating heat transfer)FRVehicle front sideOBVehicle Upper Side Vehicle Top SideW. WVehicle Transverse Direction ("a Direction")W. W1Opening Width of Upward Concave PortionsW. W2Opening Width of Downward Concave PortionsWaContact Width of Upper Panel 22WbContact Width of Lower Panel 26

Claims

A battery mounting structure (10) for a vehicle, comprising: a battery frame (20) disposed on a vehicle body lower side of a floor panel (12) and supporting a battery for vehicle driving from a lower side, the battery frame (20) comprising: an upper panel (22) containing resin, a lower panel (26) containing resin and disposed on a lower side of the upper panel (22), and a corrugated plate part (32) containing resin and sandwiched between the upper panel (22) and the lower panel (26), wherein the corrugated plate part (32) has upward concave portions (34) open to a side of the upper panel (22) and extending in a vehicle transverse direction (W) and downward concave portions (36), Which are open to a side of the lower panel (26) and extend in the vehicle width direction (W), and the upward-facing concave portions (34) and the downward-facing concave portions (36) are alternately lined up, characterized in that a sum of contact surface areas of the upper panel (22) and bottom wall portions (36A) of the downward-facing concave portions (36) on the corrugated plate member (32) is smaller than a sum of contact surface areas of the lower panel (26) and bottom wall portions (34A) of the upward-facing concave portions (34) on the corrugated plate member (32).The battery mounting structure (10) for a vehicle according to claim 1, wherein an opening width (W1) of the upward concave portion (34) is larger than a contact width (Wa) of the upper panel (22) and the bottom wall portions (36A) of the downward concave portion (36) when viewed in the vehicle lateral direction (W).The battery mounting structure (10) for a vehicle according to claim 2, wherein an opening width (W2) of the downward concave portion (36) is smaller than the opening width (W1) of the upward concave portion (34) when viewed in the vehicle lateral direction (W).

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