Battery pack and vehicle understructure equipped therewith

Abstract

In the battery pack mounted on the underside of the vehicle compartment, the structural portion that protrudes from the case toward the upper side of the vehicle is reduced. [Solution] The battery pack 20 comprises a battery 21, a case 22 that houses the battery 21, and a plurality of connectors 24, 25, 26, 27. When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, each of the plurality of connectors 24, 25, 26, 27 protrudes from the case 22 toward the first direction.

Description

Technical Field

[0001] The present disclosure relates to a battery pack and a vehicle underbody structure including the same.

Background Art

[0002] Patent Document 1 discloses a battery pack mounted below a vehicle cabin and a vehicle underbody structure including the same.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of the present disclosure is to reduce a structural portion protruding upward from a case in a battery pack mounted below a vehicle cabin.

[0005] Another object of the present disclosure is to suppress the occurrence of problems during a vehicle collision in a vehicle underbody structure including a battery pack mounted below a vehicle cabin.

Means for Solving the Problems

[0006] (Battery Pack) A battery pack according to a first aspect is a battery pack mounted below a vehicle cabin, the battery pack including a battery, a case that houses the battery, and a plurality of connectors. When a specific direction among directions perpendicular to the vehicle vertical direction is defined as a first direction, each of the plurality of connectors protrudes from the case toward the first direction side.

[0007] This embodiment relates to a battery pack mounted on the underside of the vehicle compartment. The battery pack comprises a battery, a case for housing the battery, and a plurality of connectors. When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, each of the plurality of connectors protrudes from the case toward the first direction. Therefore, compared to a configuration where each of the multiple connectors protrudes upward from the case towards the vehicle, the number of structural parts protruding upward from the case towards the vehicle can be reduced.

[0008] In the embodiments described later, the first direction is the vehicle forward direction, but the first direction in this embodiment is not limited to this. For example, the first direction may be the vehicle rear direction, the vehicle right direction, or the vehicle left direction.

[0009] In the embodiments described later, only connectors protruding from the case in the first direction will be described as connectors provided by the battery pack. However, the battery pack of this embodiment may or may not have connectors other than those protruding from the case in the first direction. In particular, the battery pack of this embodiment may have connectors protruding from the case in the direction upward of the vehicle, in addition to the connectors protruding from the case in the first direction. Since each of the "multiple connectors" in this embodiment protrudes from the case in the first direction, the number of structural parts protruding from the case in the direction upward of the vehicle can be reduced compared to the embodiment in which each of the "multiple connectors" protrudes from the case in the direction upward of the vehicle.

[0010] In the second embodiment of the battery pack, the plurality of connectors include a first connector that is de-energized while the vehicle is running, and the first connector protrudes in the first direction more than any of the other connectors among the plurality of connectors.

[0011] Incidentally, in battery packs with a structure in which each of the multiple connectors protrudes from the case toward the first direction, when the battery pack moves toward the vehicle body toward the first direction due to inertia during a vehicle collision, the multiple connectors may come into strong contact with the structural members of the vehicle body, potentially causing malfunctions such as short circuits. Therefore, in this embodiment, the plurality of connectors include a first connector that is de-energized while the vehicle is in motion, and the first connector protrudes in the first direction more than any of the other connectors among the plurality of connectors. Therefore, in the event of a vehicle collision, when the battery pack moves in the first direction relative to the vehicle's frame due to inertia, the first connector is more likely to hit the frame first. As a result, strong contact between other connectors and the frame can be suppressed, and malfunctions such as short circuits can be prevented. Furthermore, since the first connector is a connector that is not energized while the vehicle is in motion, there is no concern about short circuits even if it is crushed between the frame and the case.

[0012] In the third embodiment, the battery pack, in the first embodiment, is such that the first direction is either the vehicle forward direction or the vehicle rear direction, the plurality of connectors include a plurality of out-of-area connectors that are located outside the central region in the vehicle width direction when the battery pack is mounted on the vehicle, the plurality of out-of-area connectors include a first connector that is de-energized while the vehicle is running, and the first connector protrudes toward the first direction more than any of the plurality of out-of-area connectors other than the first connector.

[0013] In this embodiment, the first direction is either the vehicle forward direction or the vehicle rear direction, and the plurality of connectors include a plurality of out-of-region connectors that are located outside the central region in the vehicle width direction when the battery pack is mounted on the vehicle. Therefore, if a vehicle equipped with a battery pack has a pair of cross members provided on both sides in the vehicle width direction, flanking the central region in the vehicle width direction, and the battery pack is mounted on the side of the pair of cross members opposite to the first direction, the multiple out-of-region connectors will be positioned so that they can come into contact with the cross members when the battery pack moves in the first direction relative to the cross members due to inertia during a vehicle collision.

[0014] Therefore, in this embodiment, the multiple out-of-bounds connectors include a first connector that is de-energized while the vehicle is in motion, and the first connector protrudes in the first direction more than any of the other out-of-bounds connectors among the multiple out-of-bounds connectors. Therefore, in the event of a vehicle collision, when the battery pack moves in the first direction relative to the vehicle's frame due to inertia, the first connector is more likely to make contact with the frame first. As a result, strong contact between other out-of-bounds connectors and the frame can be suppressed, thereby preventing malfunctions such as short circuits.

[0015] (Vehicle understructure) A vehicle understructure according to the fourth embodiment is a vehicle understructure comprising a battery pack according to any of the first to third embodiments and a skeletal member, wherein the plurality of connectors include a plurality of opposing connectors provided at positions where they can contact the skeletal member when the battery pack moves in a first direction relative to the skeletal member due to inertia during a vehicle collision, the plurality of opposing connectors include a first connector that is de-energized while the vehicle is running, and the first connector is closer to the skeletal member in the first direction than any of the plurality of opposing connectors other than the first connector.

[0016] This embodiment relates to a vehicle understructure. The vehicle understructure comprises a skeletal member and a battery pack mounted on the underside of the passenger compartment. The battery pack comprises a battery, a case housing the battery, and a plurality of connectors. When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, each of the plurality of connectors protrudes from the case toward the first direction.

[0017] Furthermore, in this embodiment, the plurality of connectors includes a plurality of opposing connectors. The opposing connectors are positioned so as to come into contact with the skeletal member when the battery pack moves in a first direction relative to the skeletal member due to inertia during a vehicle collision. However, if multiple connectors include such opposing connectors, there is a risk that during a vehicle collision, the opposing connectors may come into strong contact with the structural members, potentially causing malfunctions such as short circuits. Therefore, in this embodiment, the plurality of opposing connectors include a first connector that is de-energized while the vehicle is in motion, and the first connector is closer to the skeletal member in the first direction than any of the plurality of opposing connectors other than the first connector. Therefore, in the event of a vehicle collision, when the battery pack moves in the first direction relative to the frame member due to inertia, the first connector will make contact with the frame member first. As a result, strong contact between other opposing connectors and the frame member can be suppressed, thereby preventing malfunctions such as short circuits.

[0018] In the embodiments described later, the vehicle understructure is that of a plug-in hybrid electric vehicle (PHEV), but this embodiment is not limited to this. The vehicle understructure may also be that of a battery electric vehicle (BEV).

[0019] In the embodiment described later, the first connector among the multiple opposing connectors is positioned to contact the skeletal member (cross member body) when it moves parallel to the first direction. On the other hand, the opposing connectors other than the first connector are not positioned to contact the skeletal member (cross member extension) when they move parallel to the first direction, but are positioned to contact the skeletal member when they move slightly diagonally upward in the first direction. Such opposing connectors can also be said to be "positioned to contact the skeletal member when the battery pack moves relative to the skeletal member in the first direction due to inertia during a vehicle collision."

[0020] In the embodiments described later, the plurality of connectors include connectors that are not opposing connectors (non-opposing connectors), and these non-opposing connectors are connectors that connect to a drive motor via an inverter or the like. However, this embodiment is not limited to this. For example, the plurality of connectors do not have to include non-opposing connectors. Also, for example, if the plurality of connectors include non-opposing connectors, these non-opposing connectors do not have to be connectors that connect to a drive motor.

[0021] In the embodiments described below, each of the plurality of connectors includes a pack-side connector fixed to the case, and a vehicle-side connector connected to the pack-side connector and fixed to the tip of the cable. Here, the pack-side connector is a component of the battery pack, while the vehicle-side connector may be considered not to be a component of the battery pack. However, at least in this aspect, the vehicle-side connector is also regarded as a component of the battery pack.

[0022] In the vehicle underbody structure according to the fifth aspect, in the fourth aspect, the first connector is a DC charging connector.

[0023] In this aspect, the first connector is a DC charging connector. Therefore, when the first connector contacts the skeletal member during a vehicle collision, the crushing of the first connector can be suppressed, and as a result, the inertial movement of the battery pack can be effectively suppressed. This is because the DC charging connector has a structure capable of handling large currents and thus is necessarily a high-strength connector.

[0024] In the vehicle underbody structure according to the sixth aspect, in the fourth or fifth aspect, the first connector includes a first pack-side connector fixed to the case, and a first vehicle-side connector connected to the first pack-side connector and fixed to the tip of the cable, and the first vehicle-side connector is provided at a position where it contacts the skeletal member when it is assumed that the first vehicle-side connector moves in parallel in the first direction.

[0025] In this aspect, the first connector includes a first pack-side connector fixed to the case, and a first vehicle-side connector connected to the pack-side connector and fixed to the tip of the cable. Here, the first vehicle-side connector is provided at a position where it contacts the skeletal member when it is assumed that the first vehicle-side connector moves in parallel in the first direction. Therefore, when the battery pack moves in the first direction relative to the frame member due to inertia during a vehicle collision, the first vehicle-side connector is more likely to come into contact with the frame member. As a result, the inertial movement of the battery pack can be suppressed more effectively.

[0026] In the seventh embodiment of the vehicle understructure, in any of the fourth to sixth embodiments, the first direction is the vehicle forward direction.

[0027] In this embodiment, the first direction is the direction of the vehicle forward. Therefore, it is possible to suppress malfunctions such as short circuits during frontal collisions of vehicles.

[0028] The vehicle understructure according to the eighth embodiment, in the seventh embodiment, comprises a skeletal member extending in the longitudinal direction of the vehicle and a second skeletal member extending in the width direction of the vehicle, wherein the first skeletal member and the second skeletal member are connected, and the first connector is located on the rear side of the skeletal member at the portion where the first skeletal member and the second skeletal member are connected.

[0029] In this embodiment, the frame member comprises a first frame member extending in the longitudinal direction of the vehicle and a second frame member extending in the width direction of the vehicle. The first frame member and the second frame member are connected. Here, the first connector is located on the rear side of the vehicle at the point where the first and second structural members of the frame are connected. Therefore, the load from the first connector can be received by the high-strength portion of the skeletal member.

[0030] The vehicle understructure according to the ninth embodiment is, in the eighth embodiment, the first skeletal member is one of a pair of front side members extending in the longitudinal direction of the vehicle from the front of the vehicle, and the second skeletal member is one of a pair of cross members connected to the rear ends of the pair of front side members.

[0031] In this embodiment, the first structural member is one of a pair of front side members extending in the longitudinal direction of the vehicle from the front of the vehicle, and the second structural member is one of a pair of cross members connected to the rear ends of the pair of front side members. Therefore, the front side members and cross members can be effectively utilized to suppress malfunctions during vehicle collisions.

[0032] The vehicle understructure according to the tenth embodiment, in the seventh embodiment, comprises a skeletal member extending in the longitudinal direction of the vehicle and a second skeletal member extending in the width direction of the vehicle, wherein the first skeletal member and the second skeletal member are connected, the first skeletal member is one of a pair of front side members extending in the longitudinal direction of the vehicle at the front of the vehicle, the second skeletal member is one of a pair of cross members connected to the rear ends of the pair of front side members, the vehicle understructure includes an exhaust pipe, the first connector is located at a position offset to one side in the width direction from the center position in the width direction of the vehicle, the exhaust pipe passes between the pair of cross members and through the space on the other side in the width direction of the vehicle relative to the battery pack.

[0033] In this embodiment, the vehicle understructure includes an exhaust pipe. The first connector is located offset to one side in the vehicle width direction from the center position in the vehicle width direction, and the exhaust pipe passes between a pair of cross members and through the space on the other side in the vehicle width direction relative to the battery pack. Therefore, in a structure equipped with an exhaust pipe, the battery pack equipped with the first connector and the exhaust pipe can be efficiently arranged.

[0034] In the embodiments described later, the first connector is located on the rear side of the vehicle at the point where the first and second structural members are connected, but this embodiment is not limited to this. The first connector in this embodiment may be positioned at a location offset in the vehicle width direction from the point where the first and second structural members are connected.

[0035] In the 11th embodiment, the vehicle understructure, in any of the 4th to 10th embodiments, includes non-opposing connectors other than the plurality of opposing connectors, and the non-opposing connectors are connectors connected to a vehicle drive motor.

[0036] In this embodiment, the multiple connectors include multiple non-opposing connectors other than the multiple opposing connectors, and the non-opposing connectors are connectors that connect to the vehicle drive motor. Therefore, the connector that connects to the vehicle's drive motor can be placed in a safer location. [Effects of the Invention]

[0037] As explained above, according to this disclosure, the structural portion that protrudes upward from the case of the battery pack mounted on the underside of the passenger compartment can be reduced. Furthermore, according to this disclosure, the occurrence of malfunctions in the vehicle understructure equipped with a battery pack mounted on the underside of the passenger compartment can be suppressed during a vehicle collision. [Brief explanation of the drawing]

[0038] [Figure 1] This is a schematic underside view of the vehicle's understructure. [Figure 2] This is a schematic cross-sectional view of the vehicle's understructure (section 2-2 in Figure 1). [Figure 3] This is a cross-sectional view showing a more detailed portion of Figure 2. [Modes for carrying out the invention]

[0039] Preferred embodiments of this disclosure are described below.

[0040] In each diagram, arrows FR indicate the front of the vehicle, UP indicates the top of the vehicle, and LH indicates the left side in the vehicle's width direction. Furthermore, in the following explanations, unless otherwise specified, the directions front / back, up / down, and left / right refer to the front / back direction of the vehicle, the up / down direction of the vehicle, and the left / right direction in the vehicle's width direction.

[0041] In this disclosure, a specific direction perpendicular to the vertical direction of the vehicle may be referred to as the first direction, and in this embodiment, the first direction is the direction forward of the vehicle. In addition, in this disclosure, the terms one side in the vehicle width direction and the other side in the vehicle width direction may be used, and in this embodiment, one side in the vehicle width direction is the left side in the vehicle width direction, and the other side in the vehicle width direction is the left side in the vehicle width direction.

[0042] (Vehicle understructure 10) Figure 1 is a schematic bottom view of the vehicle understructure 10 according to this embodiment.

[0043] The vehicle understructure 10 is the understructure of a plug-in hybrid electric vehicle (PHEV).

[0044] The vehicle understructure 10 comprises a frame member 50, a battery pack 20 mounted on the underside of the passenger compartment 90, and an exhaust pipe 80.

[0045] (Skeleton member 50) The frame member 50 comprises a pair of front side members 51 extending in the longitudinal direction of the vehicle at the front of the vehicle, and a pair of cross members 52 connected to the rear ends of the pair of front side members 51 and extending in the width direction of the vehicle.

[0046] Each front side member 51 comprises a front portion extending substantially parallel to the vehicle's longitudinal direction and a rear portion extending diagonally upward toward the front of the vehicle. In each figure, only the rear portion of the front side member 51 is shown.

[0047] There is a gap in the vehicle width direction between the cross member 52 on one side in the vehicle width direction and the cross member 52 on the outside in the vehicle width direction. Each cross member 52 has a cross member main body portion 52A and a cross member extension portion 52B.

[0048] The cross member body 52A is connected to the rear end of the front side member 51. The cross member body 52A extends outward in the vehicle width direction from the rear end of the front side member 51. The direction in which the cross member body 52A extends is slightly inclined towards the rear of the vehicle when extending outward in the vehicle width direction. The front end of a rocker (not shown) is connected to the outer part of the cross member body 52A in the vehicle width direction. The rocker is a skeletal member whose outer end in the vehicle width direction extends in the longitudinal direction of the vehicle.

[0049] The cross member extension 52B extends substantially parallel to the inward direction in the vehicle width direction from the inner end of the cross member main body 52A in the vehicle width direction.

[0050] The lower surface of the cross member extension 52B is positioned higher on the vehicle than the lower surface of the cross member main body 52A. In other words, the amount of the cross member extension 52B protruding downwards on the vehicle is less than the amount of the cross member main body 52A protruding downwards on the vehicle. A step portion 53 is formed between the lower surface of the cross member extension 52B and the lower surface of the cross member main body 52A.

[0051] Furthermore, the connection point between the lower surface of the cross member main body 52A and the lower surface of the front side member 51 is smoother than the connection point between the lower surface of the cross member main body 52A and the lower surface of the cross member extension 52B.

[0052] (Battery pack 20) The battery pack 20 comprises a battery 21, a case 22 for housing the battery 21, and a number of connectors 24, 25, 26, and 27.

[0053] (Battery 21) Although not shown in the diagram, the battery 21 includes multiple battery modules. Each battery module includes multiple battery cells. The stacking direction of the multiple battery cells is, for example, the vehicle's longitudinal direction or the vehicle's width direction.

[0054] (Case 22) Case 22 has a recess 22L at its front and on the other side in the vehicle width direction (right side in the vehicle width direction). In other words, the front wall portion 22F of case 22 has a general front wall portion 22F1 extending in the vehicle width direction, and rear front wall portions 22F2 and 22F3 located further rearward than the general front wall portion 22F1. At the position where the rear front wall portions 22F2 and 22F3 are formed, the front wall portion 22F of case 22 is recessed toward the rear of the vehicle.

[0055] More specifically, the rear front wall sections 22F2 and 22F3 include a first rear front wall section 22F2 extending in the vehicle width direction, and a second rear front wall section 22F3 connecting the general front wall section 22F1 and the first rear front wall section 22F2 in an oblique direction.

[0056] As shown in Figure 3, the case 22 comprises a lower case 22A and an upper case 22B.

[0057] The lower case 22A has a front wall portion 22AF in which an opening 22AF1 is formed. A connector block 22C is joined to the front wall portion 22AF of the lower case 22A at the position where the opening 22AF1 is formed, from the outside of the case 22. The connector block 22C is a die-cast product made of aluminum or the like.

[0058] (Multiple connectors 24, 25, 26, 27) As shown in Figure 1, each of the multiple connectors 24, 25, 26, and 27 protrudes from the case 22 in the first direction. Specifically, the multiple connectors 24, 25, 26, and 27 protrude from the front wall portion 22AF (see Figure 3) of the lower case 22A, which constitutes a part of the first-direction wall (front wall portion 22F) of the case 22, in the first direction, which is the vehicle forward direction.

[0059] The multiple connectors 24, 25, 26, and 27 are positioned as a whole to one side (left side) in the vehicle width direction relative to the center position in the vehicle width direction. The multiple connectors 24, 25, 26, and 27 protrude in the first direction from the general front wall portion 22F1 of the front wall portion 22F of the case 22. The multiple connectors 24, 25, 26, and 27 include a first connector 24, a second connector 25, a third connector 26, and a fourth connector 27.

[0060] The first connector 24 is a DC charging connector used for rapid charging. Therefore, the first connector 24 is de-energized while the vehicle is in motion. The first connector 24 is located on the rear side (directly behind) of the vehicle where the front side member 51 on one side in the vehicle width direction connects to the cross member 52 on the other side in the vehicle width direction.

[0061] The second connector 25 is a communication connector. The second connector 25 functions to connect the battery ECU inside the case 22 to the ECU located on the vehicle body side. The second connector 25 is a low-voltage connector. The second connector 25 is located on the other side in the vehicle width direction (right side in the vehicle width direction) relative to the first connector 24.

[0062] The third connector 26 is, for example, an AC charging connector. The AC charging connector is used, for example, for charging using a household power supply. The third connector 26 is located on the other side in the vehicle width direction (right side in the vehicle width direction) relative to the first connector 24.

[0063] The fourth connector 27 is a connector that connects to the vehicle drive motor via an inverter (not shown). The inverter and the vehicle drive motor are located on the vehicle front side of the pair of cross members 52. The fourth connector 27 is located on the other side in the vehicle width direction (right side in the vehicle width direction) relative to the first connector 24.

[0064] The first connector 24 protrudes in the first direction more than any of the other connectors 25, 26, and 27 among the multiple connectors 24, 25, 26, and 27, excluding the first connector 24: the second connector 25, the third connector 26, and the fourth connector 27.

[0065] Multiple connectors 24, 25, 26, and 27 can be classified into in-domain connectors 27 and out-domain connectors 24, 25, and 26.

[0066] An in-region connector is a connector that is positioned within the central region in the vehicle width direction when the battery pack 20 is mounted on the vehicle. In this embodiment, the central region in the vehicle width direction means the region corresponding to the space between the pair of cross members 52 in the vehicle width direction. An out-of-bounds connector is a connector that is located outside the central region in the vehicle width direction when the battery pack 20 is mounted on the vehicle. In this embodiment, the first connector 24, the second connector 25, and the third connector 26 are out-of-bounds connectors, and the fourth connector 27 is also an out-of-bounds connector.

[0067] The multiple out-of-bounds connectors 24, 25, and 26 are located almost directly behind one of the pair of cross members 52 in the vehicle width direction. Therefore, it can be said that the multiple out-of-bounds connectors 24, 25, and 26 are positioned so that they can come into contact with the frame member 50 when the battery pack 20 moves in a first direction relative to the frame member 50 due to inertia during a vehicle collision. Hereinafter, the multiple out-of-bounds connectors 24, 25, and 26 may be referred to as multiple opposing connectors 24, 25, and 26.

[0068] The first connector 24 protrudes in the first direction more than any of the other opposing connectors 25, 26 among the multiple opposing connectors 24, 25, 26, excluding the first connector 24. As a result, the first connector 24 is closer to the skeletal member 50 in the first direction than any of the other opposing connectors 25, 26 among the multiple opposing connectors 24, 25, 26, excluding the first connector 24.

[0069] The fourth connector 27, which is an in-region connector 27, coincides with the position between the pair of cross members 52 in the vehicle width direction. In other words, the fourth connector 27, which is an in-region connector 27, does not face the skeletal member 50 in the first direction. Hereinafter, the fourth connector 27, which is an in-region connector 27, may be referred to as the non-facing connector 27.

[0070] As shown in Figures 2 and 3, the first connector 24 comprises a first pack-side connector 24A fixed to the case 22, and a first vehicle-side connector 24B connected to the first pack-side connector 24A and fixed to the end of the cable 29.

[0071] As shown in Figure 1, the other connectors 25, 26, and 27 also include a first pack-side connector fixed to the case 22 and a first vehicle-side connector connected to the first pack-side connector 24A and fixed to the end of the cable 29 (partially not shown). However, individual reference numerals are omitted in Figure 1.

[0072] The first pack-side connector 24A is positioned to penetrate a portion of the front wall portion 22F (front wall portion 22AF) of the case 22.

[0073] The first vehicle-side connector 24B is attached to the end of the cable 29 and connects to the first pack-side connector 24A. A rubber boot (not shown) is attached at the boundary between the cable 29 and the first vehicle-side connector 24B.

[0074] The axial direction of the first connector 24 is oriented towards the front of the vehicle and slightly inclined downwards towards the vehicle. The axial direction of the first connector 24 coincides with the connection direction between the first pack-side connector 24A and the first vehicle-side connector 24B. Furthermore, the first vehicle-side connector 24B is positioned so that it contacts the skeletal member 50 when assumed to have moved parallel to the first direction (see dashed arrow in Figure 3).

[0075] Although not shown in the diagram, the first connector 24 is a connector with a shield structure. Specifically, both the first pack-side connector 24A and the first vehicle-side connector 24B include a central conductor and a substantially cylindrical shielding conductor surrounding the central conductor.

[0076] (Exhaust pipe 80) The exhaust pipe 80 carries exhaust gases discharged from the vehicle's engine. The engine is located forward of the pair of cross members 52.

[0077] As shown in Figure 1, the exhaust pipe 80 passes between a pair of cross members 52 and through the space on the other side in the vehicle width direction relative to the battery pack 20. The exhaust pipe 80 is also arranged to pass through a recess 22L in the case 22 of the battery pack 20.

[0078] <Effects and Effects> Next, the effects and advantages of this embodiment will be described.

[0079] (Battery pack 20) This embodiment relates to a battery pack 20 mounted on the underside of the vehicle compartment 90, as shown in Figure 2. As shown in Figure 1, the battery pack 20 comprises a battery 21, a case 22 housing the battery 21, and a plurality of connectors 24, 25, 26, and 27. When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, each of the plurality of connectors 24, 25, 26, and 27 protrudes from the case 22 toward the first direction. Therefore, compared to a configuration in which each of the multiple connectors 24, 25, 26, and 27 protrudes upward from the case 22, the number of structural parts protruding upward from the case 22 can be reduced.

[0080] Incidentally, in a battery pack 20 having a structure in which each of the multiple connectors 24, 25, 26, and 27 protrudes from the case 22 toward the first direction, when the battery pack 20 moves toward the first direction relative to the vehicle body due to inertia during a vehicle collision, the multiple connectors 24, 25, 26, and 27 may come into strong contact with the vehicle body's frame member 50, potentially causing malfunctions such as short circuits. Therefore, in this embodiment, as shown in Figure 1, the plurality of connectors 24, 25, 26, 27 include a first connector 24 that is de-energized while the vehicle is running, and the first connector 24 protrudes in the first direction more than any of the plurality of connectors 24, 25, 26, 27 other than the first connector 24. Therefore, when the battery pack 20 moves in the first direction relative to the vehicle's frame member 50 due to inertia during a vehicle collision, the first connector 24 is more likely to hit the frame member 50 first. As a result, strong contact between the other connectors 25, 26, and 27 and the frame member 50 can be suppressed, and malfunctions such as short circuits can be prevented. Furthermore, since the first connector 24 is a connector that is not energized while the vehicle is in motion, there is no concern about short circuits even if it is crushed between the frame member 50 and the case 22.

[0081] Furthermore, in this embodiment, as shown in Figure 1, the first direction is either the vehicle forward direction or the vehicle rear direction, and the plurality of connectors 24, 25, 26, 27 include a plurality of out-of-area connectors 24, 25, 26 that are located outside the central area in the vehicle width direction when the battery pack 20 is mounted on the vehicle. Therefore, as shown in Figure 1, when a vehicle on which the battery pack 20 is mounted has a pair of cross members 52 provided on both sides in the vehicle width direction, flanking the central region in the vehicle width direction, and the battery pack 20 is mounted on the side of the pair of cross members 52 opposite to the first direction, the multiple out-of-region connectors 24, 25, 26 are positioned so that they can come into contact with the cross member 52 when the battery pack 20 moves in the first direction relative to the cross member 52 due to inertia during a vehicle collision.

[0082] Therefore, in this embodiment, the multiple out-of-bounds connectors 24, 25, 26 include a first connector 24 that is de-energized while the vehicle is in motion, and the first connector 24 protrudes in the first direction more than any of the other out-of-bounds connectors 25, 26 among the multiple out-of-bounds connectors 24, 25, 26 except for the first connector 24. Therefore, when the battery pack 20 moves in the first direction relative to the vehicle body frame member 50 due to inertia during a vehicle collision, the first connector 24 is more likely to make contact with the frame member 50 first. As a result, strong contact between the other out-of-bounds connectors 25 and 26 and the frame member 50 can be suppressed, thereby preventing malfunctions such as short circuits.

[0083] (Vehicle understructure 10) Furthermore, this embodiment relates to a vehicle understructure 10, as shown in Figure 1. The vehicle understructure 10 comprises a skeletal member 50 and a battery pack 20 mounted on the underside of the passenger compartment 90. The battery pack 20 comprises a battery 21, a case 22 housing the battery 21, and a plurality of connectors 24, 25, 26, 27. When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, each of the plurality of connectors 24, 25, 26, 27 protrudes from the case 22 toward the first direction.

[0084] Furthermore, in this embodiment, as shown in Figure 1, the plurality of connectors 24, 25, 26, 27 includes a plurality of opposing connectors 24, 25, 26. The opposing connectors 24, 25, 26 are positioned so as to come into contact with the skeletal member 50 when the battery pack 20 moves in a first direction relative to the skeletal member 50 due to inertia during a vehicle collision. However, if multiple connectors 24, 25, 26, 27 include such opposing connectors 24, 25, 26, there is a risk that during a vehicle collision, the opposing connectors 24, 25, 26 may come into strong contact with the frame member 50, potentially causing malfunctions such as short circuits. Therefore, in this embodiment, the plurality of opposing connectors 24, 25, 26 include a first connector 24 that is de-energized while the vehicle is running, and the first connector 24 is closer to the skeletal member 50 in the first direction than any of the plurality of opposing connectors 24, 25, 26 other than the first connector 24. Therefore, in the event of a vehicle collision, when the battery pack 20 moves in the first direction relative to the frame member 50 due to inertia, the first connector 24 makes contact with the frame member 50 first. As a result, strong contact between the other opposing connectors 25 and 26 and the frame member 50 can be suppressed, thereby preventing malfunctions such as short circuits.

[0085] Furthermore, in this embodiment, the first connector 24 is a DC charging connector. Therefore, when the first connector 24 comes into contact with the skeletal member 50 during a vehicle collision, the crushing of the first connector 24 can be suppressed, and as a result, the inertial movement of the battery pack 20 can be effectively suppressed. This is because DC charging connectors have a structure that can handle large currents, and therefore are inherently high-strength connectors.

[0086] Furthermore, in this embodiment, as shown in Figure 3, the first connector 24 comprises a first pack-side connector 24A fixed to the case 22, and a first vehicle-side connector 24B connected to the first pack-side connector 24A and fixed to the end of the cable 29. Here, the first vehicle-side connector 24B is provided at a position that contacts the skeletal member 50 when it is assumed that the first vehicle-side connector 24B is moved parallel in the first direction. Therefore, when the battery pack 20 moves in the first direction relative to the frame member 50 due to inertia during a vehicle collision, the first vehicle-side connector 24B is more likely to come into contact with the frame member 50. As a result, the inertial movement of the battery pack 20 can be suppressed more effectively.

[0087] Furthermore, in this embodiment, the first direction is the forward direction of the vehicle. Therefore, it is possible to suppress malfunctions such as short circuits during frontal collisions of vehicles.

[0088] Furthermore, in this embodiment, as shown in Figure 1, the frame member 50 comprises a first frame member 51 extending in the vehicle's longitudinal direction and a second frame member 52 extending in the vehicle's width direction. The first frame member 51 and the second frame member 52 are connected. Here, the first connector 24 is located on the rear side of the vehicle at the point where the first structural member 51 and the second structural member 52 of the structural member 50 are connected. Therefore, the load from the first connector 24 can be received by the high-strength portion of the skeletal member 50.

[0089] Furthermore, in this embodiment, as shown in Figure 1, the first structural member 51 is one of a pair of front side members 51 that extend in the longitudinal direction of the vehicle at the front of the vehicle, and the second structural member 52 is one of a pair of cross members 52 that connect to the rear ends of the pair of front side members 51. Therefore, the front side member 51 and the cross member 52 can be effectively utilized to suppress malfunctions during vehicle collisions.

[0090] Furthermore, in this embodiment, as shown in Figure 1, the vehicle understructure 10 includes an exhaust pipe 80. The first connector 24 is located at a position offset to one side in the vehicle width direction from the center position in the vehicle width direction, and the exhaust pipe 80 passes between a pair of cross members 52 and through the space on the other side in the vehicle width direction relative to the battery pack 20. Therefore, in a structure equipped with an exhaust pipe 80, the battery pack 20 equipped with the first connector 24 and the exhaust pipe 80 can be efficiently arranged.

[0091] Furthermore, in this embodiment, as shown in Figure 1, the plurality of connectors 24, 25, 26, 27 include non-opposing connectors 27 other than the plurality of opposing connectors 24, 25, 26, and the non-opposing connectors 27 are connectors that connect to the vehicle drive motor. Therefore, the connector that connects to the vehicle's drive motor can be placed in a safer location.

[0092] While preferred embodiments of the present disclosure have been described above, the present disclosure is not limited to those described above.

[0093] In the above embodiment, as shown in Figure 1, a portion of the cable 29 connected to the first connector 24 is arranged to extend in the vehicle width direction on the front side of the cross member body 52A. However, a portion of the cable 29 connected to the first connector 24 may be arranged to extend in the vehicle width direction on the rear side of the cross member body 52A. With such a structure, when the battery pack 20 moves forward due to inertia during a vehicle collision, a portion of the cable 29 can be sandwiched between the cross member body 52A and the first connector 24. As a result, it may be possible to effectively suppress the inertial movement of the battery pack 20. [Explanation of symbols]

[0094] 10. Vehicle understructure 20 battery packs 21 Batteries 22 cases 24. First connector (out-of-bounds connector, opposing connector) 24A First pack side connector 24B First vehicle side connector 25. Second connector (out-of-bounds connector, opposing connector) 26. Third connector (out-of-bounds connector, opposing connector) 27. Fourth connector (intra-region connector, non-opposing connector) 50 skeletal members 51 Front side member (first structural member) 52 Cross member (second structural member) 80 Exhaust pipe 90 Cabin

Claims

1. A battery pack mounted on the underside of the vehicle compartment, The aforementioned battery pack is Batteries and A case for housing the aforementioned battery, Multiple connectors, Equipped with, When a specific direction perpendicular to the vertical direction of the vehicle is designated as the first direction, Each of the aforementioned plurality of connectors protrudes from the case toward the first direction, Battery pack.

2. The aforementioned plurality of connectors include a first connector that is de-energized while the vehicle is in motion. The first connector protrudes in the first direction more than any of the other connectors among the plurality of connectors, The battery pack according to claim 1.

3. The first direction is either the forward direction of the vehicle or the rear direction of the vehicle. The aforementioned multiple connectors are Multiple out-of-area connectors located outside the central area in the vehicle width direction when the battery pack is mounted on the vehicle. Includes, The aforementioned multiple out-of-region connectors include a first connector that is de-energized while the vehicle is in motion. The first connector protrudes in the first direction more than any of the other out-of-area connectors among the plurality of out-of-area connectors, excluding the first connector. The battery pack according to claim 1.

4. The battery pack according to claim 1, Structural members, A vehicle understructure comprising, The aforementioned multiple connectors are Multiple opposing connectors are provided in positions where they can come into contact with the frame member when the battery pack moves in a first direction relative to the frame member due to inertia during a vehicle collision. Includes, The plurality of opposing connectors include a first connector that is de-energized while the vehicle is in motion. The first connector is closer to the skeletal member in the first direction than any of the other opposing connectors among the plurality of opposing connectors, Vehicle understructure.

5. The first connector is a DC charging connector. The vehicle understructure according to claim 4.

6. The first connector is, The first pack-side connector fixed to the aforementioned case, The first vehicle-side connector is connected to the first pack-side connector and fixed to the end of the cable, Equipped with, The first vehicle-side connector is provided at a position where it contacts the skeletal member when it is assumed that the first vehicle-side connector is moved parallel in the first direction. The vehicle understructure according to claim 4.

7. The aforementioned first direction is the forward direction of the vehicle. The vehicle understructure according to claim 4.

8. The aforementioned skeletal member is A first skeletal member extending in the longitudinal direction of the vehicle, A second structural member extending in the vehicle width direction, Equipped with, The first skeletal member and the second skeletal member are connected, The first connector is located on the rear side of the vehicle at the portion of the frame member where the first frame member and the second frame member are connected. The vehicle understructure according to claim 7.

9. The first structural member is one of a pair of front side members that extend in the longitudinal direction of the vehicle at the front of the vehicle, The second structural member is one of a pair of cross members connected to the rear ends of the pair of front side members. The vehicle understructure according to claim 8.

10. The aforementioned skeletal member is A first skeletal member extending in the longitudinal direction of the vehicle, A second structural member extending in the vehicle width direction, Equipped with, The first skeletal member and the second skeletal member are connected, The first structural member is one of a pair of front side members that extend in the longitudinal direction of the vehicle at the front of the vehicle, The second structural member is one of a pair of cross members connected to the rear ends of the pair of front side members. The aforementioned vehicle understructure is equipped with an exhaust pipe, The first connector is located at a position offset to one side in the vehicle width direction from the center position in the vehicle width direction. The exhaust pipe passes between the pair of cross members and also passes through the space on the other side in the vehicle width direction relative to the battery pack. The vehicle understructure according to claim 7.

11. The plurality of connectors include non-opposing connectors other than the plurality of opposing connectors, The aforementioned non-opposing connector is a connector that connects to the vehicle drive motor. The vehicle understructure according to claim 4.

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