Frame for electric vehicles

Abstract

In an electric vehicle frame where the battery is positioned between the side rails, this design enables larger battery sizes while suppressing battery damage caused by deformation of the side rails during a side collision. [Solution] The pair of side rails 3L and 3R each consist of a first side rail section 3A at the front of the vehicle, a second side rail section 3B in the middle of the vehicle, and a third side rail section 3C at the rear of the vehicle. The first and third side rail sections 3A and 3C are provided with a pair of flange sections 32a, 33a, 32c, and 33c that protrude inward in the vehicle width direction from the upper and lower edges of the web sections 31a and 31c. The second side rail section 3B is provided with an upper flange section 32b that protrudes inward in the vehicle width direction from the upper edge of the web section 31b and a lower flange section 33b that protrudes outward in the vehicle width direction from the lower edge of the web section 31b. The front end of the second side rail section 3B is connected to the first side rail section 3A and the rear end is connected to the third side rail section 3C, and the battery 4 is arranged between the second side rail sections.

Description

Technical Field

[0001] The present invention relates to a frame for an electric vehicle suitable for use in an electric truck.

Background Art

[0002] In recent years, not only passenger cars but also large vehicles having a frame such as a truck have seen the development of electric vehicles using an electric motor (hereinafter also simply referred to as a "motor") as a drive source. In such electric vehicles as trucks, in order to extend the driving distance per charge, studies are underway on increasing the battery capacity (that is, increasing the battery size).

[0003] For example, Patent Document 1 discloses an invention related to a frame for an electric truck that can increase the capacity of a battery disposed between side rails while ensuring the feasibility of the frame by achieving both strength and rigidity.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, in an electric vehicle equipped with a ladder frame having side rails, when a battery is disposed between the two side rails, it is also necessary to take measures against a so-called side collision where another vehicle collides with the side of the own vehicle. As such measures against side collision, for example, it is possible to secure a sufficient space between the side rail and the battery so that the battery is not damaged by the deformation of the side rail assumed during a side collision.

[0006] However, considering the expected deformation of the side rails during a side collision, a considerable amount of space (for example, several tens of millimeters) is required between the side rails and the battery. This space limites the expansion of the battery's size in the vehicle's lateral direction, thus restricting the increase in battery capacity and posing a challenge.

[0007] This invention was conceived in response to these challenges, and one of its objectives is to provide an electric vehicle frame that allows for larger battery sizes while preventing battery damage due to deformation of the side rails during a side collision, in an electric vehicle frame where the battery is positioned between the side rails. [Means for solving the problem]

[0008] This project was undertaken to solve at least some of the above-mentioned problems and can be implemented in the following forms or applications. The electric vehicle frame according to this application example is provided for an electric vehicle that is driven by power from a battery located between a pair of side rails extending in the longitudinal direction of the vehicle, and is an electric vehicle frame that includes a pair of side rails, each of which consists of a first side rail section located at the front of the vehicle, a second side rail section located in the middle of the vehicle, and a third side rail section located at the rear of the vehicle. Furthermore, the first side rail section and the third side rail section are provided with a pair of flange sections that protrude inward in the vehicle width direction from the upper and lower edges of the web section, the second side rail section is provided with an upper flange section that protrudes inward in the vehicle width direction from the upper edge of the web section, and a lower flange section that protrudes outward in the vehicle width direction from the lower edge of the web section, the web section at the front end of the second side rail section is connected to the web section at the rear end of the first side rail section, the web section at the rear end of the second side rail section is connected to the web section at the front end of the third side rail section, and the battery is positioned between the pair of second side rail sections.

[0009] In this application example, the lower flange portion of the second side rail section where the battery is located is positioned so as to protrude outward in the vehicle width direction from the lower edge of the web section. Therefore, in the second side rail section, the lower flange portion is located further outward in the vehicle width direction than the web section. Consequently, the distance between the pair of second side rail sections below the lower flange portion is significantly increased compared to the case where the lower flange portion of the second side rail section is positioned so as to protrude inward in the vehicle width direction. This allows for sufficient clearance between the second side rail section and the battery to prevent damage to the battery due to deformation of the side rail during a side collision, while still increasing the vehicle width size of the battery that can be placed. [Effects of the Invention]

[0010] According to this invention, the distance between the pair of second side rail sections where the battery is located is significantly increased, preventing the battery from being damaged by deformation of the side rail during a side collision, while increasing the width of the battery and enabling larger battery sizes. This makes it possible to extend the driving range of an electric vehicle per charge. [Brief explanation of the drawing]

[0011] [Figure 1] This is a cross-sectional view (viewed along arrow AA in Figure 3) showing an electric vehicle frame according to one embodiment with the battery installed. [Figure 2] This is a perspective view showing an electric vehicle frame according to one embodiment, before the battery is installed. [Figure 3] This is a perspective view showing an electric vehicle frame according to one embodiment with the battery attached. [Figure 4] This is a cross-sectional view (corresponding to Figure 1) showing a modified example of an electric vehicle frame according to one embodiment with the battery installed. [Figure 5] A cross-sectional view illustrating the effect of an electric vehicle frame according to one embodiment (corresponding to Figure 1), where (a) shows one embodiment and (b) shows a comparative example. [Figure 6]This is a perspective view of the main parts showing an example of a cargo bed subframe mounting in an electric vehicle frame according to one embodiment. [Figure 7] This is a perspective view of a key part showing another modified example of an electric vehicle frame according to one embodiment, with the battery installed. [Modes for carrying out the invention]

[0012] The embodiments of this invention will be described with reference to the drawings. The following embodiments are merely illustrative examples, and there is no intention to exclude various modifications or applications of techniques not explicitly shown in these embodiments. Each configuration of the embodiments described below can be modified in various ways without departing from their spirit. Furthermore, they can be selected or combined as needed.

[0013] The electric vehicle according to the embodiment described below is an electric truck equipped with a drive motor (hereinafter also simply referred to as "motor") as a drive source, and the electric vehicle frame according to the embodiment is an electric truck frame. However, the electric vehicle frame in this case can be applied not only to trucks but also to other electric vehicles. These electric vehicles include not only those equipped only with a drive motor as a drive source, but also hybrid vehicles equipped with a motor and an engine (internal combustion engine) as a drive source, and hybrid vehicles equipped only with a motor as a drive source and also equipped with a generator engine.

[0014] Furthermore, in Figures 1 to 6, which are referenced, the vehicle is assumed to be on a horizontal plane, and the front of the vehicle is labeled "FR," the rear of the vehicle "RR," the right side in the width direction of the vehicle "RH," the left side in the width direction of the vehicle "LH," the vertically upward direction "UP," and the vertically downward direction "DW," and these are indicated by arrows.

[0015] [1. Overall Structure] As shown in FIG. 1, the electric truck 1 according to this embodiment includes a frame for an electric truck (hereinafter, also simply referred to as "frame") 2, a cab (not shown), a cargo box, front wheels, rear wheels, a drive unit such as a drive motor, a drive power supply unit, a power distribution unit (PDU; Power Distribution Unit), and a battery 4, which are supported by the frame 2.

[0016] The frame 2 has left and right side rails 3L and 3R as a pair of side rails (when not distinguishing between the two, also simply referred to as "side rail 3") and a plurality of cross members (not shown). The left side rail 3L and the right side rail 3R extend along the longitudinal direction of the electric truck 1 and are arranged parallel to each other in the vehicle width direction. The plurality of cross members connect the left side rail 3L and the right side rail 3R at their respective positions. Thereby, the frame 2 constitutes a so-called ladder frame. And the frame 2 supports the cab, the cargo box, the drive unit, the drive power supply unit, the battery 4 and other heavy objects mounted on the electric truck 1. The cab includes a driver's seat (not shown) and is supported above the front part of the frame 2, and the cargo box is supported above the rear part of the frame 2.

[0017] The left and right front wheels and the left and right rear wheels are suspended on the frame 2 for an electric truck via a suspension mechanism (not shown) and support the weight of the electric truck 1. Driving force is transmitted to the left and right rear wheels, and the rear wheels function as drive wheels. Although not shown in detail, the drive unit has a motor, a reduction mechanism, and a differential mechanism. The motor is supplied with AC power from the power distribution unit and generates the driving force required for the electric truck 1 to travel. The driving torque of this motor is reduced to a rotational speed suitable for the vehicle's travel and transmitted to the rear wheels, which are the drive wheels. Thereby, the electric truck 1 can travel.

[0018] The battery 4 is a secondary battery that mainly supplies power to the motor as an energy source for driving the electric truck 1, and a plurality of relatively large and high-capacity battery modules are provided inside its casing 4A to store the power required for the electric truck 1. In FIGS. 1, 3, 4, 5, and 7, only the outer shape of the casing 4A of the battery 4 is shown, and the internal structure is not illustrated. Also, as shown in FIG. 1, the casing 4A of the battery 4 of the present embodiment is formed in a convex shape when viewed from the vehicle front-rear direction in order to make the capacity as large as possible.

[0019] In the vertical direction, the battery 4 extends to a region vertically below the lower end positions of the side rails 3R and 3L, thereby achieving an increase in the size of the battery 4, that is, an increase in capacity. In the present embodiment, the casing 4A of the battery 4 is formed in a rectangular parallelepiped shape, but the shape of the casing 4A is not limited to this. Such a battery 4 is disposed between the two side rails 3L and 3R and is supported by the two side rails 3L and 3R. Note that the battery 4 also supplies power to an electric auxiliary machine group (not shown) mounted on the electric truck 1.

[0020] [2. Main Component Configuration of Frame for Electric Truck] As shown in FIGS. 1 to 3, each of the side rails 3R and 3L includes a first side rail portion 3A located at the vehicle front part, a second side rail portion 3B located at the vehicle middle part, and a third side rail portion 3C located at the vehicle rear part. Since the right side rail 3R and the left side rail 3L are symmetric and have the same structure, in FIGS. 1, 3, and FIGS. 4 and 5 described later, only the left side rail 3L is marked with reference numerals for the detailed configuration, and the reference numerals for the detailed configuration of only the right side rail 3R are omitted.

[0021] [[ID=,15]] The first side rail section 3A and the third side rail section 3C each comprise a web section 31a, 31c and a pair of upper flange sections 32a, 32c and lower flange sections 33a, 33c, which are arranged to protrude from the upper and lower edges of the web sections 31a, 31c. These flange sections 32a, 32c, 33a, 33c protrude inward in the vehicle width direction from the upper and lower edges of the web sections 31a, 31c, similar to typical side rails.

[0022] On the other hand, the second side rail section 3B also comprises a web section 31b and a pair of upper flange sections 32b and lower flange sections 33b arranged to protrude from the upper and lower edges of the web section 31b. The upper flange section 32b, which protrudes from the upper edge of the web section 31b, protrudes inward in the vehicle width direction from the upper edge of the web section 32a, similar to the upper flange sections 32a and 32c of the first side rail section 3A and the third side rail section 3C. On the other hand, the lower flange section 33b, which protrudes from the lower edge of the web section 31b, protrudes outward in the vehicle width direction from the lower edge of the web section 31b, contrary to the upper flange section 32b and the lower flange sections 33a and 33c of the first side rail section 3A and the third side rail section 3C.

[0023] Then, the inner surface (the surface facing inward in the vehicle width direction) of the web portion 31b at the front end 3Bf of the second side rail portion 3B is connected to the outer surface (the surface facing outward in the vehicle width direction) of the web portion 31a at the rear end 3Ar of the first side rail portion 3A. Also, the inner surface of the web portion 31b at the rear end 3Br of the second side rail portion 3B is connected to the outer surface of the web portion 31c at the front end 3Cf of the third side rail portion 3C.

[0024] Furthermore, the lower surface (vertically downward-facing surface) of the upper flange portion 32b at the front end 3Bf of the second side rail portion 3B is superimposed on the upper surface (vertically upward-facing surface) of the upper flange portion 32a at the rear end 3Ar of the first side rail portion 3A. Similarly, the lower surface of the upper flange portion 32b at the rear end 3Br of the second side rail portion 3B is superimposed on the upper surface of the upper flange portion 32c at the front end 3Cf of the third side rail portion 3C.

[0025] In this embodiment, the web portion 31b and web portion 31a are joined, and the web portion 31b and web portion 31c are joined, and these joints are fastened with fastening members such as bolts and nuts or rivets. In Figure 2, etc., the fastening members are not shown. Note that each joint may also be joined by other means such as welding. The overlap amount a1 between the web portion 31b and web portion 31a in the vehicle longitudinal direction, and the overlap amount a2 between the web portion 31b and web portion 31c in the vehicle longitudinal direction, are set according to the required joint strength. Depending on the joining method adopted (for example, welding), the upper flange portion 32b of the second side rail portion 3B and the overlapping surfaces of the upper flange portion 32a of the first side rail portion 3A and the upper flange portion 32c of the third side rail portion 3C may also be joined. As shown in Figures 1 and 3, the casing 4A of the battery 4 is positioned between and below the left and right second side rail sections 3B. The casing 4A is also attached to the lower surface of the lower flange section 33b of each second side rail section 3B via the battery mount 5.

[0026] Although not provided in the embodiment shown in Figures 1 to 3, as a countermeasure against side collisions (side impacts) where another vehicle collides with the side of the vehicle, reinforcing ribs 10 protruding outward from the web portion 31b and above the lower flange portion 33b of the second side rail portion 3B may be provided, as shown in Figure 4. In this example, the reinforcing ribs 10 are plate-shaped perpendicular to the web portion 31b and the upper flange portion 32b, and form a right-angled triangle when viewed from the rear or front of the vehicle. The edges corresponding to the two sides forming the right angle are joined to the outer surface of the web portion 31b and the upper surface of the lower flange portion 33b of the second side rail portion 3B by welding or the like. It is preferable that multiple ribs are provided along the longitudinal direction of the second side rail section 3B at predetermined intervals (for example, at equal intervals).

[0027] [3. Action and Effects] The electric vehicle frame according to this embodiment is configured as described above, and the following functions and effects can be obtained.

[0028] The second side rail section 3B, where the battery 4 is located, has a lower flange section 33b that protrudes from the lower edge of the web section 31b and is positioned to face outward in the vehicle width direction, with the lower flange section 33b located further outward in the vehicle width direction than the web section 31b. Furthermore, since the inner surface of the web section 31b of the second side rail section 3B is connected to the outer surfaces of the web sections 31a and 31c of the first side rail section 3A and the third side rail section 3C, the web section 31b of the second side rail section 3B is located further outward in the vehicle width direction than the web sections 31a and 31c of the first side rail section 3A and the third side rail section 3C.

[0029] In other words, each of the pair of second side rail sections 3B, 3B is located outward in the vehicle width direction by the amount of the vehicle width direction size S of the first side rail section 3A and the third side rail section 3C, excluding the upper flange section 32b. Therefore, the area below the upper flange section 32b between the pair of second side rail sections 3B, 3B is significantly expanded by twice the vehicle width direction size S. Consequently, if the battery 4 is placed in this area below the upper flange section 32b between the second side rail sections 3B, 3B, the vehicle width direction size of the battery 4 can be significantly increased even if sufficient distance is ensured between each second side rail section 3B and the battery 4 to prevent damage to the battery 4 due to deformation of the side rails 3R, 3L during a side collision. This allows for increased battery capacity, and in the case of electric vehicles, it extends the driving range per charge.

[0030] Figure 5 is a comparison diagram illustrating how the widthwise size of the battery 4 can be increased. Figure 5(a) illustrates the widthwise size of the battery 4 in the case of the electric vehicle frame of this embodiment. On the other hand, Figure 5(b) is a comparative example (a conventional general electric vehicle frame), in which the second side rail portion 3B' is configured in the same way as the first side rail portion 3A and the third side rail portion 3C. That is, the upper flange portion 32b' and the lower flange portion 33b' of the second side rail portion 3B' are formed to protrude inward in the widthwise direction from the upper and lower edges of the web portion 31b'.

[0031] In the comparative example, as shown in Figure 5(b), the convex upper part of the casing 4A' is located between the pair of second side rail sections 3B', 3B', so the width W1' is set to be separated by a clearance C1' from the tip of the lower flange section 33b' closest to the casing 4A'. The clearance C1' is set based on the amount of inward displacement in the vehicle width direction of the tip of the lower flange section 33b' that is expected when another vehicle collides with the vehicle from the side. Therefore, the width W1' of the upper part of the casing 4A' can be expressed as shown in equation (1) below, where D1 is the distance between the tips of the left and right lower flange sections 33b'. W1′=D1-2C1′ ···(1)

[0032] Furthermore, the lower width W2' of the casing 4A is set so that it is located inward in the vehicle width direction by a clearance C2' from the outer end of the second side rail section 3B' in the vehicle width direction (the outer surface (outer surface in the vehicle width direction) of the web section 31b'). In this case as well, the clearance C2' is set based on the amount of inward displacement of the outer surface of the web section 31b' in the vehicle width direction that is expected when another vehicle collides with the vehicle from the side. Therefore, if D2 is the distance between the outer surfaces of the left and right web sections 31b', the lower width W2' of the casing 4A' can be expressed as shown in equation (2) below. The distance D2 can be determined from the distance D1, the amount P1' of the upper flange section 32b' protruding from the inner surface (inner surface in the vehicle width direction) of the web section 31b', and the plate thickness t of the web section 31b', and the width W2' can be expressed as shown in equation (2) below using D1, P1, and t. W2′=D2-2C2′=D1+2P1′+2t-2C2′···(2)

[0033] On the other hand, in this embodiment, the convex upper part of the casing 4A is located between a pair of second side rail sections 3B, 3B, so the width W1 is set to be separated by a clearance C1 from the inner surface of the web section 31b closest to the casing 4A. The clearance C1 is set, as described above, based on the amount of inward displacement in the vehicle width direction of the tip of the lower flange section 33b that is expected when another vehicle collides with the vehicle from the side. Therefore, the width W1 of the upper part of the casing 4A can be expressed as shown in equation (3) below, using the distance D2 between the inner surfaces of the left and right web sections 31b (= distance between the outer surfaces of the left and right web sections 31b') and the clearance C1. Furthermore, the distance D2 between the inner surfaces of the left and right web portions 31b can be calculated from the distance D1 between the tips of the left and right upper flange portions 32b, the amount of protrusion P1 (=P1′+t=S) of the upper flange portion 32b from the inner surface of the web portion 31b (the inner surface in the vehicle width direction), and the plate thickness t of the web portion 31b, and can be expressed as (D2=D1+2P1′+2t). The width W1 can also be expressed using D1, P1, and t as shown in equation (3) below. W1 = D2 - 2C1 = D1 + 2P1' + 2t - 2C1 =D1+2S-2C1···(3)

[0034] Furthermore, the width W2 of the lower part of the casing 4A is set so that it is located inward in the vehicle width direction by a clearance C2 from the outer end of the second side rail section 3B in the vehicle width direction (the tip of the lower flange section 33b). In this case as well, the clearance C2 is set based on the amount of inward displacement of the tip of the lower flange section 33b in the vehicle width direction that is expected when another vehicle collides with the vehicle from the side. Therefore, the width W2 of the lower part of the casing 4A can be expressed as shown in equation (4) below, using the distance D3 between the tips of the left and right lower flange sections 33b and the clearance C2. Furthermore, if we let D1 be the distance between the tips of the left and right upper flange portions 32b, P1 be the amount of protrusion of the upper flange portion 32b from the inner surface (the inner surface in the vehicle width direction) of the web portion 31b, and t be the plate thickness of the web portion 31b, then the distance D3 between the inner surfaces of the left and right web portions 31b can be expressed using these as (D3 = D1 + 2P1 + 2t + 2P2 = D1 + 2P1' + 4t + 2P2). W2=D3-2C2=D1+2P1′+4t+2P2-2C2...(4)

[0035] Here, assuming that clearance C1' and clearance C1 are equal, and taking the difference between both sides of equations (1) and (3), we obtain equation (5) below, which shows that the upper width W1 of casing 4A shown in Figure 5(a) is (2P1'+4t) greater than the upper width W1' of casing 4A' shown in Figure 5(b). W1-W1′=2P1′+2t=2S···(5) Furthermore, assuming that clearance C2' and clearance C2 are equal, taking the difference between both sides of equations (2) and (4) gives equation (6) below, which shows that the lower width W2 of casing 4A shown in Figure 5(a) is (2t + 2P2) greater than the lower width W2' of casing 4A' shown in Figure 5(b). W2 - W2' = 2t + 2P2 ... (6) Therefore, it can be seen that, with this electric vehicle frame, even if sufficient distance is secured between the side rail section 3B and the battery 4, the width of the battery 4 can be significantly increased compared to conventional technology.

[0036] Here, we assumed that clearance C1' and clearance C1 are equal, but it is presumed that clearance C1 can be made smaller than clearance C1'. In other words, in the case of the comparative example electric vehicle frame, during a side collision, the impact force is input to the web portion 31b' that protrudes most outward in the vehicle width direction. The web portion 31b' then deforms and absorbs the impact force, displacing inward in the vehicle width direction, and the force is transmitted to the lower flange portion 33b'. At this time, structurally, the deformation of the web portion 31b' is small, and the web portion 31b' is mainly displaced inward in the vehicle width direction. Therefore, it is presumed that the amount of displacement of the lower flange portion 33b' will be relatively large, and in this case, the clearance C1' will also be relatively large.

[0037] On the other hand, in the case of this electric vehicle frame, during a side collision, the impact force is first applied to the tip of the lower flange portion 33b, which protrudes most outward in the vehicle width direction. The lower flange portion 33b absorbs a large amount of impact through deformation, and it is presumed that the inward displacement of the base of the lower flange portion 33b in the vehicle width direction is reduced accordingly. Therefore, it is presumed that the amount of displacement of the web portion 31b will be relatively small, and in this case, the clearance C1 can also be made relatively small. Therefore, it is presumed that clearance C1 can be made smaller than clearance C1'. This makes the upper width W1 of casing 4A shown in Figure 5(a) even larger than the upper width W1' of casing 4A' shown in Figure 5(b).

[0038] In this mechanism, during a side collision, the tip of the lower flange portion 33b deforms and displaces significantly inward in the vehicle width direction, so the clearance C2 needs to be larger than the clearance C2'. In this regard, as shown in the modified example in Figure 4, by providing the reinforcing rib 10, the deformation and displacement of the tip of the lower flange portion 33b during a side collision are suppressed, and the clearance C2 can be reduced accordingly.

[0039] Furthermore, this electric vehicle frame also provides the following benefits: In this electric vehicle frame, the upper part of each side rail 3L, 3R, including the second side rail section 3B, is configured similarly to the first side rail section 3A and the third side rail section 3C, with the upper flange section 32b protruding inward in the vehicle width direction, thus being configured in the same way as conventional side rails. Therefore, the subframe 6 of the cargo bed can be mounted without any problems, just as in the conventional system. In other words, as shown in Figure 6, the subframe 6 of the existing cargo bed is placed on the upper flange portions 32a, 32b, and 32c of the first side rail portion 3A, the second side rail portion 3B, and the third side rail portion 3C, respectively. The subframe 6 can be fixed to the first side rail portion 3A and the third side rail portion 3C using existing mounts (U-bolts) 7. On the other hand, the existing mounts (U-bolts) 7 cannot be used for the second side rail portion 3B because the lower flange portion 33b protrudes outward in the vehicle width direction. In contrast, the subframe 6 can be fixed to the second side rail portion 3B by using a slide stopper 8 as shown in the figure. In this case, one end of the slide stopper 8 (lower end in Figure 6) is fastened to the second side rail portion 3B with a bolt or the like, and the other end of the slide stopper 8 (upper end in Figure 6) is fastened to the subframe 6 with a bolt or the like. By using two slide stoppers 8 tilted in opposite directions, the subframe 6 can be properly fixed to the second side rail portion 3B. Alternatively, the slide stopper 8 may be replaced with a mount from another model, such as an opposing bracket, for fixing.

[0040] [4. Others] The configuration of the above embodiment is merely an example and can be modified as appropriate without departing from the spirit of the present invention. As an example of a variation of the above embodiment, Figure 4 shows a reinforcing rib 10 formed in the shape of a right-angled triangular plate when viewed from the front, but the shape and structure of the reinforcing rib are not limited thereto.

[0041] Furthermore, other methods can be considered for reinforcing the second side rail section 3B, which is the battery mounting section of frame 2. For example, as shown in Figure 7, it is conceivable to add a reinforcing member 9 between the left and right second side rail sections 3L and 3R to prevent them from separating. In this example, the reinforcing member 9 is made of channel steel with a U-shaped cross section, extends perpendicular to the side rail sections 3L and 3R, similar to a cross member (not shown), and is fixed at both ends to the lower surface of the lower flange sections 33b and 33b of the second side rail sections 3B and 3B by means of welding or bolt and nut fastening. The reinforcing member 9 is positioned adjacent to the casing 4A of the battery 4, both in front of and behind the casing 4A. This suppresses the separation between the left and right side rail sections 3L and 3R, and suppresses deformation of the second side rail section 3B during a side impact. This allows the clearances C1 and C2 to be set smaller, which can contribute to increasing the battery capacity. [Explanation of Symbols]

[0042] 1. Electric truck (electric vehicle) 2. Frames for electric trucks (frames for electric vehicles, frames) 3 Side rails 3A First side rail section 3Ar Rear end of the first side rail section 3A 3B, 3B' Second side rail section 3Bf Front end of the second side rail section 3B 3Br Second side rail section 3B rear end 3C Third side rail section 3Cf Third side rail section 3C front end 3L Left side rail 3R Right side rail 4.4′ Battery 4A, 4A' casing 5 Battery Mount 6 Subframes 7 Existing mount (U-bolt) 8 Opposing brackets 9 Reinforcement members 10 Reinforcement ribs 31a Web portion of the first side rail section 3A 31b Web portion of the second side rail section 3B 31c Web portion of the third side rail section 3C 32a Upper flange portion of the first side rail section 3A 32b, 32b' Upper flange portion of the second side rail section 3B 32c Upper flange portion of the third side rail section 3C 33a Lower flange portion of the first side rail section 3A 33b, 33b' Lower flange portion of the second side rail section 3B 33c Lower flange portion of the third side rail section 3C Front of a rear-wheel-drive vehicle RR: Rear of the vehicle RH (Right side in the vehicle width direction) LH (Left side in the vehicle width direction) UP vertically upward DW Vertically downwards C1, C2, C1', C2' clearance D1 Distance between the left and right lower flange portions 33b' and between the upper flange portions 32b, 32b' D2 Distance between the outer surfaces of the left and right web portions 31b and 31b' D3 Distance between the tips of the left and right lower flange portions 33b P1 Protrusion amount of the upper flange portion 32b from the inner surface of the web portion 31b P1' Amount of protrusion of the upper flange portion 32b' from the inner surface of the web portion 31b' t Thickness of the web sections 31b and 31b' W1 Width of the top of casing 4A W1′ Width of the top of casing 4A′ W2 Width of the lower part of casing 4A W2′ Width of the lower part of casing 4A′

Claims

[Claim 1] A frame for an electric vehicle, which is provided in an electric vehicle that is powered by electricity from a battery located between a pair of side rails extending in the longitudinal direction of the vehicle, and which includes a pair of the aforementioned side rails, Each pair of side rails consists of a first side rail section located at the front of the vehicle, a second side rail section located in the middle of the vehicle, and a third side rail section located at the rear of the vehicle. The first side rail portion and the third side rail portion are arranged so as to protrude inward in the vehicle width direction from the upper and lower edges of the web portion, The second side rail portion has an upper flange portion positioned to protrude inward in the vehicle width direction from the upper edge of the web portion, and a lower flange portion positioned to protrude outward in the vehicle width direction from the lower edge of the web portion. The web portion at the front end of the second side rail portion is connected to the web portion at the rear end of the first side rail portion, and the web portion at the rear end of the second side rail portion is connected to the web portion at the front end of the third side rail portion. The battery is positioned between the pair of second side rail sections. A frame for electric vehicles characterized by the following features.

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