Vehicle battery cooling structure

Abstract

This cooling structure 4 comprises: a cooling part 44, which has cooling flow paths 41A, 42A, 43A through which a coolant flows in a predetermined direction, and on which a battery 5 is placed; a front side flow path part 50A that has flow paths connected to the cooling flow paths 41A, 42A, 43A and is disposed on the vehicle front side of the cooling unit 44; a rear side flow path part 50B that has flow paths connected to the cooling flow paths 41A, 42A, 43A and is disposed on the vehicle rear side of the cooling unit 44; and a side flow path part 55 that is disposed on one side among both sides in the vehicle width direction of the cooling unit 44, is connected to the rear side flow path part 50B, and extends from the vehicle front side to the vehicle rear side, wherein the coolant flows in the reverse direction of the predetermined direction in the side flow path part 55.

Description

Technical Field

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[0001] The present disclosure relates to a vehicle battery cooling structure.

Background Art

[0002] Conventionally, as a vehicle battery cooling structure, the technology described in Patent Document 1 is known. Specifically, Patent Document 1 discloses a cooling plate including a long plate-shaped plate body disposed on the bottom surface side of a plurality of battery cells (batteries), an inflow pipe for allowing a coolant (refrigerant) to flow into the plate body, and an outflow pipe for allowing the coolant to flow out from the plate body, and a cooling device that cools each battery from the bottom surface side by heat exchange with the coolant flowing inside the plate body. The plate body extends in the longitudinal direction of the battery (the short side direction of the plate body) and has a coolant pipe through which the coolant circulates inside. One end of the coolant pipe communicates with the inflow pipe and the other end communicates with the outflow pipe, and a plurality of them are arranged side by side in the long side direction of the plate body.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the configuration disclosed in Patent Document 1, if the short side direction of the plate body is the width direction (side direction) of the vehicle, both side portions (one end portion and the other end portion) of the coolant pipe in the vehicle width direction communicate with the inflow pipe or the outflow pipe, and a refrigerant flow path is provided. In that case, both side portions of the coolant pipe and the flow path between the both side portions and the inflow pipe and the outflow pipe are likely to be affected by a vehicle collision.

[0005] The present disclosure is a technology completed based on the above circumstances, and an object thereof is to provide a vehicle battery cooling structure capable of suppressing the influence of a vehicle collision. [Means for solving the problem]

[0006] This disclosure provides a vehicle battery cooling structure comprising: a cooling section on which a battery is mounted, having a cooling channel through which a refrigerant flows in a predetermined direction; a front channel section having a channel connected to the cooling channel and located on the front side of the vehicle of the cooling section; a rear channel section having a channel connected to the cooling channel and located on the rear side of the vehicle of the cooling section; and a lateral channel section located on one of the two sides of the vehicle width direction of the cooling section, connected to at least one of the front channel section and the rear channel section, and extending from the front side of the vehicle to the rear side of the vehicle, wherein in the lateral channel section, the refrigerant flows in a direction opposite to the predetermined direction.

[0007] With this type of vehicle battery cooling structure, for example, the refrigerant that flows from the front flow channel through the cooling channel of the cooling section in a predetermined direction to the rear flow channel flows in the opposite direction to the predetermined direction in the lateral flow channel located on one of the sides of the cooling section in the vehicle width direction, thereby returning the refrigerant to the front flow channel side. As a result, there is no need to provide a refrigerant flow channel on the other side of the cooling section in the vehicle width direction, and effects such as refrigerant leakage due to collisions from the other side can be suppressed.

[0008] In the above configuration, the lateral flow path may be positioned on either side of the vehicle width direction of the cooling section, on the side facing the driver's seat of the vehicle.

[0009] With this type of vehicle battery cooling structure, for example, even if a vehicle moving towards the driver's side is hit from the side by an oncoming vehicle, the lateral flow path is located on the driver's side (opposite the part being hit), so it is possible to suppress the leakage of refrigerant from the lateral flow path due to this collision.

[0010] The above-described vehicle battery cooling structure comprises two first frame sections arranged on both sides of the vehicle width direction of the cooling section and extending in the vehicle front-rear direction, and the lateral flow path section may be housed inside one of the two first frame sections.

[0011] With this type of vehicle battery cooling structure, one of the two first frame sections can protect the lateral airflow section from side impacts. Furthermore, both first frame sections can protect the cooling section and the battery from side impacts.

[0012] In the above configuration, there does not need to be a joint in the portion of the lateral flow path that is located outside the vehicle width direction of the cooling section.

[0013] With this type of vehicle battery cooling structure, there is no need to provide a joint on the side of the cooling section to connect the first and second flow paths and allow the refrigerant to flow through each flow path, further suppressing the possibility of refrigerant leakage due to side impacts.

[0014] In the above configuration, the cooling section comprises at least a first flow path extending in the longitudinal direction of the vehicle and a second flow path extending in the longitudinal direction of the vehicle and arranged to the side of the first flow path, the front flow path section comprises a front first connection section connected to the first flow path and a front second connection section connected to the second flow path, the rear flow path section comprises a rear first connection section connected to the first flow path and a rear second connection section connected to the second flow path, and the length of the first path from the front first connection section to the first flow path, the rear first connection section, the rear second connection section, and the lateral flow path section may be equal to the length of the second path from the front first connection section to the front second connection section, the second flow path, the rear second connection section, and the lateral flow path section.

[0015] When multiple flow paths are provided in the cooling section, different pressure losses may occur in each flow path as the refrigerant flows. This can result in areas with different temperatures in the cooling section, making it difficult to cool the battery placed in the cooling section evenly. However, with the vehicle battery cooling structure described above, by making the lengths of the first and second flow paths equal, the difference in pressure loss between the first and second flow paths can be reduced. This allows the battery placed in the cooling section to be cooled evenly.

[0016] In the above configuration, the first total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front first connection and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear first connection, is different from the second total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front second connection and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear second connection. The first total area and the second total area may be determined such that the difference between the pressure loss of the refrigerant flowing through the first path and the pressure loss of the refrigerant flowing through the second path is small.

[0017] With this type of vehicle battery cooling structure, the structure of the first connection part can reduce the difference in pressure loss between the first and second paths. This allows for more uniform cooling of the battery placed on the cooling section. If multiple flow paths are provided in the first connection part, the "cross-sectional area of ​​the flow path" may refer to the total cross-sectional area of ​​the multiple flow paths.

[0018] In the above configuration, the first total area may be adjusted at least one of the front first connecting portion and the rear first connecting portion without the use of other members, and the second total area may be adjusted at least one of the front second connecting portion and the rear second connecting portion without the use of other members.

[0019] This type of vehicle battery cooling structure makes it possible to provide a vehicle battery cooling structure with a reduced number of components.

[0020] The above-described vehicle battery cooling structure comprises two second frame portions that are arranged on both sides of the vehicle in the front-rear direction of the cooling section and extend in the vehicle width direction, and a third frame portion that extends in the vehicle front-rear direction between the two second frame portions, and the front flow path portion may penetrate the third frame portion in the vehicle width direction.

[0021] With this type of vehicle battery cooling structure, the third frame section can protect the front airflow section from vehicle collisions. In addition, the two second frame sections can protect the cooling section and battery from collisions from the front and rear of the vehicle.

Advantages of the Invention

[0022] According to the present disclosure, it is possible to provide a vehicle battery cooling structure that can suppress the influence of a vehicle collision.

Brief Description of the Drawings

[0023] [Figure 1] Perspective view of the vehicle according to the embodiment as viewed from the upper left [Figure 2] Exploded perspective view of the cooling structure [Figure 3] Perspective view of the housing of the cooling structure as viewed from the upper left [Figure 4] Perspective view of the cooling structure body as viewed from the upper left [Figure 5] Cross-sectional view of the housing (cross-section taken along line V-V in FIG. 3) [Figure 6] Cross-sectional view of the housing (cross-section taken along line VI-VI in FIG. 3) [Figure 7] Enlarged cross-sectional view of the periphery of the first frame portion on the right side in FIG. 5 (showing the state where the upper panel is attached)

Modes for Carrying Out the Invention

[0024] <Embodiment> Embodiments of the present disclosure will be described with reference to FIGS. 1 to 7. In this embodiment, a cooling structure (vehicle battery cooling structure) 4 for a battery provided in an automobile (vehicle) 1 will be described. In addition, in each figure, the arrow direction FR is the front (front of the vehicle), the arrow direction RR is the rear (rear of the vehicle), the arrow direction U is the upper side, the arrow direction D is the lower side, the arrow direction L is the left side, and the arrow direction R is the right side. Also, the left-right direction may be referred to as the vehicle width direction (width direction of the vehicle).

[0025] As shown in Figure 1, the automobile 1 comprises seats 2 and 3 arranged in the passenger compartment, a cooling structure 4 located below the seats 2 and 3, a plurality of batteries 5 (see Figure 5) located inside the cooling structure 4, and a radiator 6 and a pump 7 connected to the cooling structure 4 via refrigerant pipes 8 (shown by dashed lines). The seats 2 and 3 are mounted on the upper side of the floor panel (not shown) that constitutes the floor of the passenger compartment. The cooling structure 4 is mounted on the lower side of the floor panel. In this embodiment, the automobile 1 is a right-hand drive vehicle with the steering wheel located on the right side, and of the seats 2 and 3, the right seat 2 is the driver's seat and the left seat 3 is the passenger seat.

[0026] Automobile 1 is defined as an electric vehicle or hybrid vehicle, which moves using electricity stored in a battery 5. Automobile 1 cools the battery 5 with a cooling system consisting of a cooling structure 4, a radiator 6, and a pump 7 connected by a refrigerant pipe 8. A refrigerant (cooling water), such as LLC (Long Life Coolant), circulates within the refrigerant pipe 8. The refrigerant, heated by heat exchange with the battery 5 in the cooling structure 4, circulates within the refrigerant pipe 8, is cooled by heat exchange with the outside air passing through the radiator 6, and is then sent back to the cooling structure 4 by the drive of the pump 7. Note that this method of cooling the refrigerant is just one example and is not limited to this embodiment.

[0027] The cooling structure 4 has a plate surface 4A that extends in the front-rear direction (vehicle front-rear direction) and the vehicle width direction, forming an overall elongated plate shape with the front-rear direction as the longer side. The front portion 4F of the cooling structure 4 has a shape in which the length in the vehicle width direction decreases as it moves forward. As shown in Figures 2 and 3, the cooling structure 4 comprises a housing 11 with an open top and an upper panel 10 that covers the housing 11 from above. The upper panel 10 is made of sheet metal such as aluminum and constitutes the top surface of the cooling structure 4. Above the upper panel 10, a floor panel is provided to which seats 2 and 3 are attached.

[0028] The housing 11 is a structure made of a metal such as aluminum. The housing 11 comprises a plate-shaped lower panel 90 having the same external shape as the upper panel 10, a support 70 positioned above the lower panel 90, a cooling structure 40 positioned above the support 70, and a frame-shaped frame 20 that forms the skeleton of the housing 11.

[0029] As shown in Figures 4 and 5, the cooling structure 40 comprises a cooling section 44 on which multiple batteries 5 are mounted, having a plurality (three) cooling channels 41A, 42A, 43A through which a refrigerant flows in a predetermined direction, and a flow channel section 50 arranged on the outside of the cooling section 44 in the vehicle width direction and connected to the plurality of cooling channels 41A, 42A, 43A. The cooling section 44 extends in a plane that extends in the front-rear and left-right directions and comprises a first cooling section 41, a second cooling section 42, and a third cooling section 43, which are rectangular in shape when viewed from above and have the front-rear direction as the longer side. The first cooling section 41 has a tubular shape extending in the front-rear direction inside and comprises a plurality of first channels 41A arranged in the vehicle width direction. The second cooling section 42 is provided to the right (side) of the first cooling section 41. The second cooling section 42 has a tubular shape extending in the front-rear direction inside and comprises a plurality of second channels 42A arranged in the vehicle width direction. Multiple second flow channels 42A are located to the right of multiple first flow channels 41A. The third cooling section 43 is located to the right of the second cooling section 42. The third cooling section 43 has a tubular shape extending in the front-rear direction and comprises multiple third flow channels 43A arranged in the vehicle width direction. Multiple third flow channels 43A are located to the right of multiple second flow channels 42A.

[0030] The flow path section 50 comprises a front flow path section 50A having a flow path that connects to a plurality of cooling flow paths 41A, 42A, 43A, and is located on the front side of the cooling section 44 and extends in the vehicle width direction; a rear flow path section 50B having a flow path that connects to a plurality of cooling flow paths 41A, 42A, 43A, and is located on the rear side of the cooling section 44 and extends in the vehicle width direction; and a lateral flow path section 55 located to the right of the cooling section 44 (one of the two sides in the vehicle width direction, on the driver's seat 2 side), connected to the right end of the rear flow path section 50B (the right end of the rear third connection section 58), and extending from the front side of the vehicle (front flow path section 50A side) to the rear side of the vehicle (rear flow path section 50B side). The flow path section 50 is a tubular body with a flow path formed inside through which refrigerant flows, and multiple such sections are connected to each other. At the front end of the lateral flow path section 55, an outlet pipe 50D is connected to the radiator 6 via a refrigerant pipe 8 (see Figure 1), and extends inclined inward (to the left) in the vehicle width direction as it approaches the front.

[0031] The front flow path section 50A includes a front first connection section 51 provided on the front side of the first cooling section 41, extending in the vehicle width direction, with its internal flow path connected to the first flow path 41A; a front second connection section 52 provided on the front side of the second cooling section 42 and to the right of the front first connection section 51 (between the front first connection section 51 and the front third connection section 53), extending in the vehicle width direction, with its internal flow path connected to the second flow path 42A; and a front third connection section 53 provided on the front side of the third cooling section 43 and to the right of the front second connection section 52, extending in the vehicle width direction, with its internal flow path connected to the third flow path 43A. Furthermore, the front flow path section 50A is tubular in shape extending in the vehicle width direction and includes a front joint section 54A that connects the right end of the front first connection section 51 and the left end of the front second connection section 52, and a front joint section 54B that is tubular in shape extending in the vehicle width direction and connects the right end of the front second connection section 52 and the left end of the front third connection section 53. An inlet pipe 50C is connected to the left end of the front first connection section 51 via a refrigerant pipe 8 (see Figure 1) and extends inclined inward (to the right) in the vehicle width direction as it approaches the front.

[0032] The rear flow path section 50B includes a rear first connection section 56 provided on the rear side of the first cooling section 41, extending in the vehicle width direction, with an internal flow path connected to the first flow path 41A; a rear second connection section 57 provided on the rear side of the second cooling section 42 and to the right of the rear first connection section 56 (between the rear first connection section 56 and the rear third connection section 58), extending in the vehicle width direction, with an internal flow path connected to the second flow path 42A; and a rear third connection section 58 provided on the rear side of the third cooling section 43 and to the right of the rear second connection section 57, extending in the vehicle width direction, with an internal flow path connected to the third flow path 43A. Furthermore, the rear flow channel section 50B is tubular in shape extending in the vehicle width direction and includes a rear joint section 59A that connects the right end of the rear first connection section 56 and the left end of the rear second connection section 57, and a rear joint section 59B that is tubular in shape extending in the vehicle width direction and connects the right end of the rear second connection section 57 and the left end of the rear third connection section 58.

[0033] The lateral flow path section 55 is a straight pipe without joints (branched sections) like the joint section described above, and there are no joints in the portion of the lateral flow path section 55 that is outside the cooling section 44 in the vehicle width direction. The length of the lateral flow path section 55 in the longitudinal direction is approximately equal to the length of the cooling section 44 in the longitudinal direction, and is longer than the length of the front flow path section 50A and the rear flow path section 50B in the vehicle width direction. In the cooling structure 40, the refrigerant flowing in from the inlet pipe 50C flows in the order of front flow path section 50A, cooling section 44, rear flow path section 50B, and lateral flow path section 55, and flows out from the outlet pipe 50D. In this case, in the cooling section 44, the refrigerant flows rearward (opposite direction to the predetermined direction) RR, and in the lateral flow path section 55, the refrigerant flows forward (predetermined direction) FR.

[0034] The refrigerant flowing through the front flow path section 50A is partially divided into multiple first flow paths 41A through the front first connection section 51, partially divided into multiple second flow paths 42A through the front second connection section 52, and partially divided into multiple third flow paths 43A through the front third connection section 53. The refrigerant flowing rearward through the multiple first flow paths 41A merge at the rear first connection section 56 and flows to the right (rear joint section 59A). The refrigerant flowing rearward through the multiple second flow paths 42A merge at the rear second connection section 57 with the refrigerant flowing to the right from the rear first connection section 56 and flows further to the right (rear joint section 59B). The refrigerant flowing rearward through the multiple third flow paths 43A merge at the rear third connection section 58 with the refrigerant flowing to the right from the rear second connection section 57 and flows further to the right (side flow path section 55).

[0035] In Figure 4, the refrigerant flow path is shown by a dashed line. For convenience, the multiple first flow paths 41A (see Figure 5) provided in the first cooling section 41 are shown by a single dashed line extending in the front-rear direction in the central part of the first cooling section 41 in the vehicle width direction (the same applies to the second flow path 42A provided in the second cooling section 42 and the third flow path 43A provided in the third cooling section 43). The length of the first path L1, which extends from the front first connection part 51 to the first flow path 41A, the rear first connection part 56, the rear joint part 59A, the rear second connection part 57, the rear joint part 59B, the rear third connection part 58, and the lateral flow path part 55, is equal to the length of the second path L2, which extends from the front first connection part 51 to the front joint part 54A, the front second connection part 52, the second flow path 42A, the rear second connection part 57, the rear joint part 59B, the rear third connection part 58, and the lateral flow path part 55. Furthermore, the lengths of the first path L1 and the second path L2 are equal to the length of the third path L3, which extends from the front first connection part 51 through the front joint part 54A, the front second connection part 52, the front joint part 54B, the front third connection part 53, the third flow path 43A, the rear third connection part 58, and the lateral flow path part 55.

[0036] The lengths of each path L1, L2, and L3 should be equal. The joints 54A, 54B, 59A, 59B and the lateral flow channels 55 are not essential components of each path L1, L2, and L3. Each path L1, L2, and L3 may be a path that omits the joints 54A, 54B, 59A, 59B and the lateral flow channels 55. Furthermore, regardless of which of the multiple first flow channels 41A the first path L1 passes through, the lengths of each path are equal. For example, in the first path L1, the length of the left-side path passing through the left-side flow channel 41A1 (see Figure 5), which is the leftmost of the multiple first flow channels 41A, is equal to the length of the central path passing through the central flow channel 41A2, which is located towards the center of the multiple first flow channels 41A, and the length of the right-side path passing through the right-side flow channel 41A3, which is the rightmost of the multiple first flow channels 41A. The same applies to the second path L2 and the third path L3.

[0037] As shown in Figure 6, the front first connection section 51 comprises a cylindrical front main pipe section 61 extending in the vehicle width direction, and a front connecting pipe section 62 connected to the front main pipe section 61 and extending in the front-rear direction, which is inclined downward as it approaches the first cooling section 41 (rear). Similarly, the rear first connection section 56 comprises a cylindrical rear main pipe section 66 extending in the vehicle width direction, and a rear connecting pipe section 67 connected to the rear main pipe section 66 and forming a cylindrical pipe extending in the front-rear direction, which is inclined downward as it approaches the first cooling section 41 (front). The same configuration is applied to the front second connection section 52, the front third connection section 53, the rear second connection section 57, and the rear third connection section 58. Specifically, the front second connection section 52 and the front third connection section 53 each comprise a front main pipe section with the same configuration as the front main pipe section 61 and a front connecting pipe section with the same configuration as the front connecting pipe section 62, respectively, while the rear second connection section 57 and the rear third connection section 58 each comprise a rear main pipe section with the same configuration as the rear main pipe section 66 and a plurality of rear connection sections with the same configuration as the rear connecting pipe section 67. Figure 6 shows a cross-section including the right-side flow path 41A3, which is the rightmost of the plurality of first flow paths 41A, and the front connecting pipe section 62 connected to the right-side flow path 41A3.

[0038] As shown in Figure 6, the front connecting pipe section 62 and the rear connecting pipe section 67 are integrally formed members. Multiple cylindrical flow paths through which refrigerant flows are drilled in the front connecting pipe section 62 and the rear connecting pipe section 67. By adjusting the diameter of the holes in these drilled flow paths, the cross-sectional area of ​​the flow path (and thus the first total area described later) can be adjusted. The hole diameter is adjusted in the section of the flow path drilled in the front connecting pipe section 62 and the rear connecting pipe section 67 that has the smallest cross-sectional area and the greatest impact on pressure loss. As a result, the first total area described later is adjusted in the front first connecting section 51 and the rear first connecting section 56 without the use of other members. The front second connecting section 52 and the rear second connecting section 57, as well as the front third connecting section 53 and the rear third connecting section 58, have the same configuration as the front first connecting section 51 and the rear first connecting section 56. As a result, the front second connection part 52 and the rear second connection part 57 have their second total area adjusted without the use of other components, and the front third connection part 53 and the rear third connection part 58 have their third total area adjusted without the use of other components. With this configuration, a cooling structure 4 with a reduced number of components can be provided.

[0039] The refrigerant flowing through the front main pipe section 61 is divided by multiple front connecting pipe sections 62 and flows into multiple first flow paths 41A. The refrigerant flowing through the multiple first flow paths 41A passes through multiple rear connecting pipe sections 67 and flows into the rear main pipe section 66 where they merge.

[0040] As shown in Figure 5, each of the channels 41A1, 41A2, and 41A3 of the first channel 41A is a portion enclosed on both the upper and lower sides and both the left and right sides by plate sections, and its cross-section is rectangular with the vehicle width direction as the longer side. The cross-sectional shapes of the second channel 42A and the third channel 43A may be the same as the cross-sectional shape of the first channel 41A.

[0041] Here, the sum of the cross-sectional areas of the refrigerant flow path at the front first connection 51 and the rear first connection 56 is defined as the first total area, the sum of the cross-sectional areas of the refrigerant flow path at the front second connection 52 and the rear second connection 57 is defined as the second total area, and the sum of the cross-sectional areas of the refrigerant flow path at the front third connection 53 and the rear third connection 58 is defined as the third total area. The first total area is different from the second total area. The first and second total areas are determined such that the difference between the pressure loss of the refrigerant flowing through the first path L1 and the pressure loss of the refrigerant flowing through the second path L2 is smaller than when the first and second total areas are equal. The third total area is also different from the second total area. The third and second total areas are set such that the difference between the pressure loss of the refrigerant flowing through the third path L3 and the pressure loss of the refrigerant flowing through the second path L2 is smaller than when the third and second total areas are equal. Furthermore, the first and third total areas are set such that the difference between the pressure loss of the refrigerant flowing through the first path L1 and the pressure loss of the refrigerant flowing through the third path L3 is smaller. Specifically, the first total area is smaller than the second total area. The first total area may also be equal to the third total area, or they may be adjusted to different cross-sectional areas in order to reduce the difference in pressure loss. The second total area is larger than both the first and third total areas.

[0042] Furthermore, in this technology, the cross-sectional area of ​​the flow channels (total area) is adjusted by adjusting the diameter of the holes drilled in each connecting pipe section, as described above. Therefore, the cross-sectional areas of the multiple cooling flow channels 41A, 42A, and 43A are to be uniform. In addition, the diameter of the holes in each flow channel in the cooling flow channels 41A, 42A, and 43A is to be larger than the diameter of the holes drilled in each connecting pipe section.

[0043] As shown in Figure 3, the frame 20 is arranged to surround the cooling unit 44, dividing the upper surface of the cooling unit 44 into six regions A1 to A6. The frame 20 comprises two columnar first frame sections 21 and 22 that are arranged on both sides of the cooling unit 44 in the vehicle width direction (outside in the vehicle width direction) and extend in the front-rear direction, two columnar second frame sections 23 and 24 that are arranged on both sides of the cooling unit 44 in the front-rear direction and extend in the vehicle width direction, two columnar third frame sections 25 and 26 that extend in the front-rear direction between the two second frame sections 23 and 24, and a columnar fourth frame section 27 that extends in the vehicle width direction between the two first frame sections 21 and 22.

[0044] On the upper surface of the cooling unit 44, in each of the regions A1 to A6, multiple rectangular parallelepiped-shaped batteries 5 (see Figures 5 and 6), with the vehicle width direction as the longer side, are arranged in a row in the front-to-back direction. The configuration of the batteries 5 is not particularly limited, but secondary batteries such as lead-acid batteries and lithium-ion batteries can be used.

[0045] As shown in Figure 5, of the two first frame sections 21 and 22, the right-side (driver's seat 2 side) first frame section 21 houses the lateral flow channel 55 inside the frame body 21A. The right-side first frame section 21 is a frame body 21A that extends in the front-rear direction, and has a frame body 21A whose cross-section (referred to as the axial cross-section, the same applies hereinafter) perpendicular to the axial direction (front-rear direction) of its extension is L-shaped as a whole. The frame body 21A includes a main body section 21B whose axial cross-section is rectangular with the vertical direction as the longer side as a whole, and a protruding section 21C that protrudes outward (to the right) in the vehicle width direction from the lower right end of the main body section 21B. The left-side first frame section 22 is configured symmetrically to the right-side first frame section 21, except that it does not house the lateral flow channel 55 inside. For example, the left-side first frame section 22 includes a frame body 22A having a main body section 22B and a protruding section 21C.

[0046] As shown in Figure 7, the main body 21B comprises a first outer wall portion (outer wall portion) 32A which is plate-shaped and extends in the vertical and front-rear directions, and a first inner wall portion (inner wall portion) 32B which is plate-shaped and extends in the vertical and front-rear directions, faces the battery 5, and is positioned inward in the vehicle width direction (inward towards the vehicle) from the first outer wall portion 32A. The main body 21B also comprises a first upper wall portion (upper wall portion) 32C which is plate-shaped and extends in the front-rear direction and vehicle width direction, connecting the upper end of the first outer wall portion 32A and the upper end of the first inner wall portion 32B, and a first lower wall portion 32D which is plate-shaped and extends inward (to the left) in the vehicle width direction from the lower end of the lower part 32A3 of the first outer wall portion 32A. The first outer wall portion 32A extends downward from the first inner wall portion 32B.

[0047] Inside the main body 21B, a plate-shaped first inclined portion (inclined section) 33A is provided, connecting the inner surface 32A1 of the first outer wall 32A and the inner surface 32B1 of the first inner wall 32B. Below the first inclined portion 33A, a lateral flow channel 55 is positioned. In the axial cross-section of the frame body 21A, the first inclined portion 33A extends upward (in a direction that separates it from the lateral flow channel 55 in the height direction) as it moves from the first outer wall 32A side (outside in the vehicle width direction: outside the vehicle) to the first inner wall 32B side (inside in the vehicle width direction). The first inclined portion 33A is positioned below the central portion in the vertical direction of the main body 21B. The portion where the first outer wall 32A and the first inclined portion 33A are connected is designated as a connecting portion 34.

[0048] Furthermore, the interior of the main body 21B is provided with a plate-shaped first intermediate wall 33B connecting the upper surface of the first inclined section 33A and the lower surface of the first upper wall 32C, a plate-shaped second intermediate wall 33C connecting the lower surface of the first inclined section 33A and the left end of the first lower wall 32D, a plate-shaped third intermediate wall 33D connecting the lower surface of the first inclined section 33A and the inner surface 32B1 of the first inner wall 32B, and a plate-shaped fourth intermediate wall 33E connecting the inner surface of the first intermediate wall 33B and the inner surface 32B1 of the first inner wall 32B.

[0049] The first intermediate wall section 33B, in its axial cross-section, extends with an upward inclination from the first outer wall section 32A towards the first inner wall section 32B, and comprises a lower wall section 33B1 connecting the first inclined section 33A and the right end of the fourth intermediate wall section 33E, and an upper wall section 33B2 extending vertically and connecting the upper end of the lower wall section 33B1 and the first upper wall section 32C. The first intermediate wall section 33B is bent in the portion between the lower wall section 33B1 and the upper wall section 33B2, and the right end of the fourth intermediate wall section 33E is connected to this bent portion. The portion enclosed by the first outer wall section 32A, the first inclined section 33A, the first intermediate wall section 33B, and the first upper wall section 32C is defined as the hollow section S1. The hollow section S1 is located to the upper right of the lateral flow channel section 55 and widens on both sides in the vehicle width direction as it extends upward. The hollow section S1 is a portion that does not have a wall section extending in the vehicle width direction that connects the first outer wall section 32A and the first intermediate wall section 33B (it does not have an intermediate rib extending in the inward or outward direction of the vehicle).

[0050] The second intermediate wall section 33C is connected to the first inclined section 33A at a position where its upper end is inward in the vehicle width direction compared to the lower end of the first intermediate wall section 33B. The third intermediate wall section 33D is located inward in the vehicle width direction compared to the first intermediate wall section 33B and the second intermediate wall section 33C, and extends in a downward inclined manner toward the first inner wall section 32B. The area enclosed by the second intermediate wall section 33C, the first inclined section 33A, the third intermediate wall section 33D, the first inner wall section 32B, and the base 71A of the lateral support section 71, which will be described later, is defined as the housing section S2. The lateral flow path section 55 is housed in the housing section S2.

[0051] The fourth intermediate wall portion 33E extends in a shape that is slightly inclined upward toward the first inner wall portion 32B. The portion enclosed by the first inner wall portion 32B, the first upper wall portion 32C, the upper wall portion 33B2 of the first intermediate wall portion 33B, and the fourth intermediate wall portion 33E is defined as the receiving portion S3. The first upper wall portion 32C includes a first mounting portion (mounting portion) 32C1 to which the upper panel 10 covering the cooling portion 44 and the battery 5 is attached by mounting members such as screws 93. The first mounting portion 32C1 is a hole that penetrates in the vertical direction and is located in the vehicle width direction between the first outer wall portion 32A and the first inner wall portion 32B (and further, between the upper wall portion 33B2 of the first intermediate wall portion 33B and the first inner wall portion 32B). The first mounting portion 32C1 is in communication with the receiving portion S3. The tip (lower end) of the screw 93 is inserted into the receiving portion S3.

[0052] The protruding portion 21C comprises a second outer wall portion 36A which is plate-shaped and extends in the vertical and front-rear directions, a second upper wall portion 36B which is plate-shaped and extends in the front-rear direction and connects the upper end of the second outer wall portion 36A to the first outer wall portion 32A (more specifically, connects the upper end of the second outer wall portion 36A to the connecting portion 34), and a second lower wall portion 36C which is located below the second upper wall portion 36B and extends outward (to the right) in the vehicle width direction from the lower end of the lower part 32A3 of the first outer wall portion 32A. The protruding portion 21C also includes a second mounting portion 39 which penetrates vertically through the second upper wall portion 36B and the sixth intermediate wall portion 37C. The second mounting portion 39 is attached to a side sill or the like (not shown) that constitutes the frame of the automobile 1 via mounting members such as bolts.

[0053] Furthermore, a plate-shaped second inclined portion (inclined portion) 37A is provided inside the protruding portion 21C, connecting the lower surface of the upper wall body portion 36B1 of the second upper wall portion 36B and the outer surface of the lower part 32A3 of the first outer wall portion 32A. The second inclined portion 37A extends downward (in a direction away from the lateral flow path portion 55) as it moves from the second outer wall portion 36A side (outside in the vehicle width direction) towards the lower part 32A3 side of the first outer wall portion 32A (inside in the vehicle width direction) in the axial cross-section of the frame body 21A. Since the lateral flow path portion 55 does not exist on the extension line of the second inclined portion 37A, when a collision occurs from the outside of the automobile 1, the force applied to the frame body 21A by this collision can be transmitted through the second inclined portion 37A in a way that avoids the lateral flow path portion 55.

[0054] The second upper wall portion 36B comprises an upper wall main body portion 36B1 extending in the vehicle width direction, and a third inclined portion (inclined portion) 36B2 located to the left of the upper wall main body portion 36B1 (inward in the vehicle width direction) and connected to the connecting portion 34. A lateral flow channel portion 55 is arranged on the extension of the upper wall main body portion 36B1 inward in the vehicle width direction. The third inclined portion 36B2 extends in an upward inclination (in a direction away from the lateral flow channel portion 55) from the upper wall main body portion 36B1 side (outward in the vehicle width direction) towards the connecting portion 34 side (inward in the vehicle width direction) in the axial cross-section of the frame body 21A. The angle of the third inclined portion 36B2 with respect to the horizontal plane is equal to the angle of the first inclined portion 33A with respect to the horizontal plane. The first inclined portion 33A is located inward in the vehicle width direction of the third inclined portion 36B2 and on the extension of the third inclined portion 36B2. The distance between the first inclined section 33A and the third inclined section 36B2 and the second inclined section 37A increases as it moves inward in the vehicle width direction. The lateral flow path section 55 is provided between the first inclined section 33A and the third inclined section 36B2 and the second inclined section 37A.

[0055] Furthermore, inside the protruding portion 21C, there is a plate-shaped fifth intermediate wall portion 37B connecting the lower surface of the second inclined portion 37A and the right end of the second lower wall portion 36C, and a sixth intermediate wall portion 37C connecting the outer surface of the fifth intermediate wall portion 37B and the inner surface of the second outer wall portion 36A. The fifth intermediate wall portion 37B extends in a manner that is inclined outward in the vehicle width direction as it goes downward. The sixth intermediate wall portion 37C extends horizontally.

[0056] As shown in Figures 3 and 6, the front second frame section 23 comprises a central section 23A, a right-side section 23B connected to the central section 23A and the right-side first frame section 21, which extends with a slight inclination towards the rear as it moves to the right, and a left-side section 23C connected to the central section 23A and the left-side first frame section 22, which extends with a slight inclination towards the rear as it moves to the left. An inlet pipe 50C is housed inside the left-side section 23C. An outlet pipe 50D is housed inside the right-side section 23B. A rear flow path section 50B is housed inside the rear second frame section 24.

[0057] As shown in Figures 3 and 5, the left third frame section 25 comprises a plate-shaped base 25A extending in the front-rear and vehicle width directions, and a rising section 25B rising upward from the central portion of the base 25A in the vehicle width direction, and as a whole, its axial cross-section is in the shape of an inverted T. The battery 5 is attached to the base 25A via mounting members such as bolts. The lower surface of the base 25A faces the lower panel 90. The left and right ends of the base 25A fit into the right end of the first cooling section 41 and the left end of the second cooling section 42, thereby connecting the first cooling section 41 and the second cooling section 42 in the vehicle width direction. The right third frame section 26 has the same configuration as the left third frame section 25 and connects the second cooling section 42 and the third cooling section 43 in the vehicle width direction.

[0058] As shown in Figures 3 and 6, the front end 25E of the left third frame section 25 is provided with a frame opening 25E1 that opens in the vehicle width direction. The front joint section 54A of the front flow channel section 50A passes through the frame opening 25E1 in the vehicle width direction. Similarly, the front end 26E of the right third frame section 26 is provided with a frame opening 26E1 that opens in the vehicle width direction. The front joint section 54B of the front flow channel section 50A passes through the frame opening 26E1 in the vehicle width direction.

[0059] As shown in Figure 3, the fourth frame section 27 intersects with the two third frame sections 25 and 26.

[0060] As shown in Figure 2, the support 70 comprises two plate-shaped lateral support portions (first intervening portions) 71 arranged on both sides in the vehicle width direction, and a plate-shaped front support portion (second intervening portion) 72 arranged in front of the two lateral support portions 71.

[0061] As shown in Figure 5, the two lateral support portions 71 are interposed between the cooling unit 44 and the frame bodies 21A and 22A of the two first frame portions 21 and 22, respectively, and are interposed portions that do not have a flow path for the refrigerant. As shown in Figures 4 and 5, the left lateral support portion 71 is positioned on the outside in the vehicle width direction of the first cooling unit 41 and extends in the front-rear direction along the side plate portion 41D, which is the left end (end in the vehicle width direction) of the first cooling unit 41. The right lateral support portion 71 is positioned on the outside in the vehicle width direction of the third cooling unit 43 and extends in the front-rear direction along the side plate portion 43E, which is the right end (end in the vehicle width direction) of the third cooling unit 43.

[0062] As shown in Figure 7, the right-side lateral support portion 71 comprises a plate-shaped base portion 71A, a fourth mounting portion 71B located in the central part of the base portion 71A in the vehicle width direction and to which the battery 5 is attached via mounting members such as bolts, and a recess 71C located on the inside of the base portion 71A in the vehicle width direction. A lateral flow path portion 55 is located on the upper right side of the base portion 71A. The lower surface of the fourth mounting portion 71B faces the lower panel 90. The recess 71C is fitted into a protrusion 43E1 that projects outward in the vehicle width direction from the right-side plate portion 43E of the third cooling portion 43. The left-side lateral support portion 71 has a configuration symmetrical to that of the right-side lateral support portion 71.

[0063] As shown in Figure 6, the left third frame section 25 has an extended portion 25E2 at its front end 25E that extends forward (outward in the longitudinal direction of the vehicle) of the first cooling section 41. The front support section 72 is located between the cooling section 44 and the second frame section 23 and below the extended portion 25E2 (and the extended portion in the right third frame section 26), and is an intervening portion that does not have a flow path for the refrigerant. The front support section 72 has a plate section 72B that has the same shape as the base section 71A and the fourth mounting section 71B of the lateral support section 71. The rear end 72B1 of the plate section 72B is fitted into the respective connection sections 51, 52, and 53 of the front flow path section 50A.

[0064] Next, the effects of this embodiment will be described. In this embodiment, a cooling structure 4 is shown, comprising: a cooling unit 44 on which a battery 5 is mounted, having cooling channels 41A, 42A, and 43A through which a refrigerant flows in a predetermined direction; a front channel section 50A having channels connected to the cooling channels 41A, 42A, and 43A and located on the front side of the vehicle of the cooling unit 44; a rear channel section 50B having channels connected to the cooling channels 41A, 42A, and 43A and located on the rear side of the vehicle of the cooling unit 44; and a lateral channel section 55 located on one of the two sides in the vehicle width direction of the cooling unit 44, connected to the rear channel section 50B, and extending from the front side of the vehicle to the rear side of the vehicle, wherein in the lateral channel section 55, the refrigerant flows in the opposite direction to the predetermined direction.

[0065] With this cooling structure 4, for example, the refrigerant that flows from the front flow path section 50A through the cooling passages 41A, 42A, and 43A of the cooling section 44 in a predetermined direction to the rear flow path section 50B flows in the opposite direction to the predetermined direction in the lateral flow path section 55 located on one side (right side) of the cooling section 44 in the vehicle width direction, thereby returning this refrigerant to the front flow path section 50A side. As a result, there is no need to provide a refrigerant flow path on the other side (left side) of the cooling section 44 in the vehicle width direction, and effects such as refrigerant leakage due to collisions from the other side can be suppressed.

[0066] The lateral flow path section 55 is positioned on either side of the cooling section 44 in the vehicle width direction, on the side facing the driver's seat 2 of the vehicle.

[0067] With this cooling structure 4, for example, even if an oncoming vehicle collides with a vehicle moving in a way that curves towards the driver's seat 2 from the side, the lateral flow path 55 is located on the driver's seat 2 side (opposite side of the part that is hit), so it is possible to suppress the leakage of refrigerant from the lateral flow path 55 due to this collision.

[0068] The cooling structure 4 is arranged on both sides of the cooling section 44 in the vehicle width direction and comprises two first frame sections 21 and 22 extending in the vehicle longitudinal direction, with the lateral flow path section 55 housed inside one of the two first frame sections 21 and 22, which is the first frame section 21.

[0069] With this cooling structure 4, the lateral flow path 55 can be protected from side impacts by one of the two first frame sections 21, 22, the first frame section 21. In addition, the cooling section 44 and the battery 5 can be protected from side impacts by both first frame sections 21, 22.

[0070] No joints are present in the portion of the lateral flow path 55 that is located outside the vehicle width direction of the cooling section 44.

[0071] With this cooling structure 4, there is no need to provide a joint on the side of the cooling section 44 to connect the first flow path 41A and the second flow path 42A and allow the refrigerant to flow through each flow path, and the possibility of refrigerant leakage due to side impact can be further suppressed.

[0072] The length of the first path L1, which extends from the front first connection part 51 to the first flow path 41A, the rear first connection part 56, the rear second connection part 57, and the lateral flow path part 55, is equal to the length of the second path L2, which extends from the front first connection part 51 to the front second connection part 52, the second flow path 42A, the rear second connection part 57, and the lateral flow path part 55.

[0073] With this cooling structure 4, by making the lengths of the first path L1 and the second path L2 equal, the difference in pressure loss between the first flow path 41A and the second flow path 42A can be reduced. As a result, even if the cooling unit 44 is provided with multiple flow paths (first flow path 41A and second flow path 42A), the occurrence of areas with different temperatures in the cooling unit 44 can be suppressed, and the battery 5 placed on the cooling unit 44 can be cooled uniformly.

[0074] The first total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front first connection part 51 and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear first connection part 56, differs from the second total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front second connection part 52 and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear second connection part 57. The first total area and the second total area are determined such that the difference between the pressure loss of the refrigerant flowing through the first path L1 and the pressure loss of the refrigerant flowing through the second path L2 is smaller than when the first total area and the second total area are equal.

[0075] With this cooling structure 4, the difference in pressure loss between the first path L1 and the second path L2 can be reduced due to the structure of the front first connection part 51. As a result, the cooling of the battery 5 placed on the cooling unit 44 can be made more uniform.

[0076] The cooling structure 4 is arranged on both sides of the cooling section 44 in the vehicle's longitudinal direction and comprises two second frame sections 23 and 24 extending in the vehicle's width direction, and third frame sections 25 and 26 extending in the vehicle's longitudinal direction between the two second frame sections 23 and 24, with the front flow path section 50A penetrating the third frame sections 25 and 26 in the vehicle's width direction.

[0077] With this cooling structure 4, the third frame sections 25 and 26 can protect the front flow path section 50A from collisions with vehicles. In addition, the two second frame sections 23 and 24 can protect the cooling section 44 and the battery 5 from collisions from the front and rear sides of vehicles.

[0078] The cooling section 44 includes cooling passages 41A, 42A, and 43A that extend in the longitudinal direction of the vehicle and include a third passage 43A located to the side of the second passage 42A. The front passage section 50A includes a front third connection section 53 connected to the third passage 43A. The rear passage section 50B includes a rear third connection section 58 connected to the third passage 43A. The front second connection section 52 is provided between the front first connection section 51 and the front third connection section 53. The second total area is greater than the first total area, or the third total area which is the sum of the cross-sectional area of ​​the passage through which the refrigerant flows in the front third connection section 53 and the cross-sectional area of ​​the passage through which the refrigerant flows in the rear third connection section 58.

[0079] When one flow path (front flow path section 50A) branches into multiple flow paths (first flow path 41A, second flow path 42A, and third flow path 43A) and then rejoins into a single flow path (rear flow path section 50B), the pressure loss in the path (second path L2) that includes the central flow path (second flow path 42A) among the multiple flow paths may be greater than the pressure loss in the path (first path L1 or third path) that includes the flow paths (first flow path 41A or third flow path 43A) located to its side. However, with the cooling structure 4 described above, the second total area is larger than the first total area or the third total area, so the difference between the pressure loss in the second path L2 and the pressure loss in the first path L1 or third path can be reduced. This suppresses the occurrence of areas with different temperatures in the cooling section 44 and allows the battery 5 placed on the cooling section 44 to be cooled uniformly.

[0080] The cooling section 44 comprises a first cooling section 41 having a first flow path 41A, and a second cooling section 42 having a second flow path 42A and provided to the side of the first cooling section 41. The third frame section 25 is configured to connect the first cooling section 41 and the second cooling section 42 in the vehicle width direction.

[0081] With this cooling structure 4, the third frame section 25 that protects the front flow path section 50A can also serve the function of connecting the first cooling section 41 and the second cooling section 42 in the vehicle width direction. This makes it possible to reduce the number of components and secure space for mounting the battery 5.

[0082] Furthermore, in this embodiment, the cooling structure 4 is shown, comprising a flow channel section 50 arranged on the outside in the vehicle width direction of the cooling section 44 and connected to the cooling channels 41A, 42A, and 43A, and a frame 20 arranged to surround the cooling section 44, wherein the frame 20 houses the flow channel section 50 inside its frame body 21A, and the frame body 21A has inclined sections 33A, 36B2, and 37A in its axial cross-section that are inclined in a direction that moves away from the flow channel section 50 in the height direction as it moves from the outside in the vehicle width direction to the inside in the vehicle width direction.

[0083] With this cooling structure 4, in the event of a collision from the outside of the vehicle, the force applied to the frame body 21A by the collision can be transmitted through the inclined sections 33A, 36B2, and 37A in a manner that avoids the flow path section 50. This protects the flow path section 50 from the collision and suppresses effects such as refrigerant leakage from the flow path section 50.

[0084] The cooling structure 4 is interposed between the cooling unit 44 and the frame body 21A and includes intervening parts 71 and 72 that do not have a flow path for the refrigerant.

[0085] With this cooling structure 4, the force applied to the frame body 21A by impact can be transmitted to the intervening parts 71 and 72 (and further transmitted from the intervening parts 71 and 72 to the cooling unit 44) to cushion the force. As a result, the force of the impact is less likely to be directly transmitted to the battery 5 mounted on the cooling unit 44. In addition, since the intervening parts 71 and 72 do not have flow paths for the refrigerant, no flow path malfunctions occur in the intervening parts 71 and 72 during an impact.

[0086] The frame body 21A has a hollow section S1 above the flow path section 50 that does not have a central rib extending in the direction inward or outward of the vehicle.

[0087] With this cooling structure 4, since there is no portion extending in the inward or outward direction of the vehicle in the hollow section S1, the force transmitted from the outside in the vehicle width direction of the hollow section S1 during a collision is less likely to be directly transmitted to the inside in the vehicle width direction of the hollow section S1. If the battery 5 is positioned in the direction of the inside in the vehicle width direction of the hollow section S1, it becomes easier to protect the battery 5 from collisions.

[0088] Intervening portions 71 and 72 are interposed between the cooling portion 44 and the first frame portions 21 and 22, and include a first intervening portion 71 that extends in the longitudinal direction of the vehicle along both ends 41D and 43E in the vehicle width direction of the cooling portion 44 and does not have a flow path for the refrigerant.

[0089] With this cooling structure 4, the first frame portions 21 and 22 can protect the cooling unit 44 from side impacts. Furthermore, the force applied to the first frame portions 21 and 22 from the side due to a side impact can be transmitted to the first intervening portion 71 (and further transmitted from the first intervening portion 71 to the cooling unit 44) to cushion the force. As a result, the force from a side impact is less likely to be directly transmitted to the battery 5 mounted on the cooling unit 44. In addition, since the first intervening portion 71 does not have a flow path for the refrigerant, no flow path malfunction occurs in the first intervening portion 71 during a side impact.

[0090] The third frame section 25 includes an extended section 25E2 that extends outward in the longitudinal direction of the vehicle compared to the cooling section 44, and the intervening sections 71 and 72 include a second intervening section 72 located between the cooling section 44 and the second frame sections 23 and 24, and below the extended section 25E2.

[0091] With this configuration, the third frame sections 25 and 26, which protect the cooling section 44 and the battery 5, connect the first cooling section 41 and the second cooling section 42 in the vehicle width direction, and can dampen the force applied to the second frame sections 23 and 24 by a collision from the front or rear direction of the vehicle by transmitting it to the second intervening section 72 located below the extended section 25E2 (and further transmitting it from the second intervening section 72 to the cooling section 44). As a result, the force from a collision from the front or rear direction of the vehicle is less likely to be directly transmitted to the battery 5 mounted on the cooling section 44.

[0092] The frame body 21A comprises a first outer wall portion 32A, a first inner wall portion 32B positioned inward in the vehicle width direction from the first outer wall portion 32A, and a first upper wall portion 32C connecting the upper part of the first outer wall portion 32A and the upper part of the first inner wall portion 32B. The first upper wall portion 32C has an upper panel 10 that covers the cooling section 44 attached to it, and has a mounting portion located between the first outer wall portion 32A and the first inner wall portion 32B.

[0093] With this cooling structure 4, if the upper panel 10 is attached to the mounting portion using screws 93 or the like, the tip of the screw 93 or the like will be contained between the first outer wall portion 32A and the first inner wall portion 32B. This prevents the tip from being exposed beyond the first outer wall portion 32A in the vehicle width direction.

[0094] <Other Embodiments> This disclosure is not limited to the embodiments described above and in the drawings. For example, the following embodiments are also included in the technical scope of this disclosure, and various modifications can be made without departing from the spirit of the disclosure.

[0095] (1) The direction in which the refrigerant flows in the lateral flow channel and the cooling section may be the opposite direction to that of the above embodiment. For example, the refrigerant may flow backward in the lateral flow channel and forward in the cooling section.

[0096] (2) The number of cooling channels is not particularly limited. For example, a fourth channel, a fifth channel, etc., having a configuration similar to the first channel, may be provided in the direction of the vehicle width.

[0097] (3) The frame body may have at least one of the first inclined section, the second inclined section, and the third inclined section as an inclined section. For example, the frame body may have only the first inclined section as an inclined section, or it may have only the first inclined section and the second inclined section as an inclined section.

[0098] (4) In the above embodiment, the driver's seat is provided on the right side of the vehicle in the width direction, but the vehicle is not limited to this. For example, the driver's seat may be provided on the left side of the vehicle in the width direction. In that case, the lateral flow path is housed inside the frame body of the left side first frame.

[0099] (5) The vehicle battery cooling structure exemplified in the above embodiments is not limited to vehicles and may be provided for various types of vehicles. For example, the vehicle battery cooling structure can also be applied to ground vehicles such as trains and amusement vehicles. [Explanation of Symbols]

[0100] 1...Automobile (vehicle), 2...Driver's seat, 4...Cooling structure (vehicle battery cooling structure), 5...Battery, 20...Frame, 21,22...First frame section, 21A,22A...Frame body, 23,24...Second frame section, 25,26...Third frame section, 25E2...Extending section, 32A...First outer wall section (outer wall section), 32B...First inner wall section (inner wall section), 32C1...First mounting section (mounting section), 32C...First upper wall section (upper wall section), 33A...First inclined section (inclined section), 37A...Second inclined section (inclined section), 36B2...Third inclined section (inclined section), 41...First cooling section, 41A...First flow path (cooling flow path), 42...Second cooling section, 4 2A...Second flow path (cooling flow path), 43...Third cooling section, 43A...Third flow path (cooling flow path), 44...Cooling section, 50...Flow path section, 50A...Front flow path section, 50B...Rear flow path section, 51...Front first connection section, 52...Front second connection section, 53...Front third connection section, 54A...Front joint section, 54B...Front joint section, 55...Lateral flow path section, 56...Rear first connection section, 57...Rear second connection section, 58...Rear third connection section, 59A...Rear joint section, 59B...Rear joint section, 71...Lateral support section (first intervening section), 72...Front support section (second intervening section), 93...Screw, L1...First path, L2...Second path, L3...Third path, S1...Hollow section

Claims

1. A cooling section having a cooling channel through which a refrigerant flows in a predetermined direction, on which a battery is mounted, A front flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the front side of the vehicle of the cooling section, A rear flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the rear side of the vehicle of the cooling section, The cooling section comprises a lateral flow path located on one of the two sides in the vehicle width direction, connected to at least one of the front flow path and the rear flow path, and extending from the front of the vehicle to the rear of the vehicle, In the aforementioned lateral flow channel, the refrigerant flows in a direction opposite to the predetermined direction. The cooling section is provided with two first frame sections arranged on both sides in the vehicle width direction and extending in the vehicle front-rear direction, The aforementioned lateral flow channel is housed inside one of the two first frame sections, and is a vehicle battery cooling structure.

2. A cooling section having a cooling channel through which a refrigerant flows in a predetermined direction, on which a battery is mounted, A front flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the front side of the vehicle of the cooling section, A rear flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the rear side of the vehicle of the cooling section, The cooling section comprises a lateral flow path located on one of the two sides in the vehicle width direction, connected to at least one of the front flow path and the rear flow path, and extending from the front of the vehicle to the rear of the vehicle, In the aforementioned lateral flow channel, the refrigerant flows in a direction opposite to the predetermined direction. A vehicle battery cooling structure in which there are no joints in the portion of the lateral flow path that is located outside the vehicle width direction of the cooling section.

3. A cooling unit having a cooling channel through which a refrigerant flows in a predetermined direction, on which a battery is mounted, A front flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the front side of the vehicle of the cooling section, A rear flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the rear side of the vehicle of the cooling section, The cooling section comprises a lateral flow path located on one of the two sides in the vehicle width direction, connected to at least one of the front flow path and the rear flow path, and extending from the front of the vehicle to the rear of the vehicle, In the aforementioned lateral flow channel, the refrigerant flows in a direction opposite to the predetermined direction. The cooling section has, as the cooling channel, A first channel extending in the longitudinal direction of the vehicle, It comprises at least a second flow path extending in the longitudinal direction of the vehicle and arranged to the side of the first flow path, The aforementioned front flow channel section is The front first connection part connected to the first flow path, It comprises a front second connection part connected to the second flow path, The aforementioned rear channel section is The rear first connection part connected to the first flow path, It comprises a rear second connection part connected to the second flow path, The length of the first path from the front first connection to the first flow path, the rear first connection, the rear second connection, and the lateral flow path is: A vehicle battery cooling structure, wherein the length of the second path from the front first connection portion to the front second connection portion, the second flow path, the rear second connection portion, and the lateral flow path portion is equal to the length of the second path.

4. The first total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front first connection and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear first connection, differs from the second total area, which is the sum of the cross-sectional area of ​​the flow path through which the refrigerant flows at the front second connection and the cross-sectional area of ​​the flow path through which the refrigerant flows at the rear second connection. The vehicle battery cooling structure according to claim 3, wherein the first total area and the second total area are determined such that the difference between the pressure loss of the refrigerant flowing through the first path and the pressure loss of the refrigerant flowing through the second path is minimized.

5. At least one of the front first connecting portion and the rear first connecting portion, the first total area is adjusted without the use of any other member. The vehicle battery cooling structure according to claim 4, wherein the second total area is adjusted at least one of the front second connection portion and the rear second connection portion without the use of other members.

6. A cooling unit having a cooling channel through which a refrigerant flows in a predetermined direction, on which a battery is mounted, A front flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the front side of the vehicle of the cooling section, A rear flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the rear side of the vehicle of the cooling section, The cooling section comprises a lateral flow path located on one of the two sides in the vehicle width direction, connected to at least one of the front flow path and the rear flow path, and extending from the front of the vehicle to the rear of the vehicle, In the aforementioned lateral flow channel, the refrigerant flows in a direction opposite to the predetermined direction. The cooling section is arranged on both sides of the vehicle in the front-rear direction and comprises two second frame sections extending in the vehicle width direction, Between the two aforementioned second frame sections, a third frame section extending in the longitudinal direction of the vehicle is provided, The aforementioned front flow channel section penetrates the third frame section in the vehicle width direction, forming a vehicle battery cooling structure.

7. A cooling unit having a cooling channel through which a refrigerant flows in a predetermined direction, on which a battery is mounted, A front flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the front side of the vehicle of the cooling section, A rear flow channel section having a flow channel connected to the aforementioned cooling channel, and located on the rear side of the vehicle of the cooling section, The cooling section comprises a lateral flow path located on one of the two sides in the vehicle width direction, connected to at least one of the front flow path and the rear flow path, and extending from the front of the vehicle to the rear of the vehicle, In the aforementioned lateral flow channel, the refrigerant flows in a direction opposite to the predetermined direction. A vehicle battery cooling structure, wherein on the other of the two sides in the vehicle width direction, there is no flow channel connected to at least one of the front flow channel and the rear flow channel, and the flow channel extending from the front side of the vehicle to the rear side of the vehicle is not provided.

8. The vehicle battery cooling structure according to any one of claims 1 to 7, wherein the lateral flow channel is positioned on the side of the vehicle's driver's seat side of the cooling section on both sides in the vehicle width direction.

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