Exhaust structure of fan for cooling battery

Abstract

This exhaust structure of a fan for cooling a battery comprises: a fan that is provided above a floor panel and cools a battery; a first duct that is connected to the fan, extends rearward, and guides exhaust air from the fan rearward; and a second duct that is connected to the first duct, extends rearward, is disposed between a rear seat of a vehicle and the floor panel, and guides exhaust air from the first duct rearward of the rear seat.

Description

Exhaust structure for the fan that cools the battery

[0001] The present invention relates to an exhaust structure for a fan that cools a battery.

[0002] Patent Document 1 discloses an exhaust structure having a floor on which a battery is located and an exhaust duct that discharges air that has cooled the battery, with the exhaust outlet of the exhaust duct being located between the rear seat and the floor.

[0003] International Publication No. 2021 / 240803

[0004] In the exhaust structure of Patent Document 1, the cooling air discharged from the exhaust duct is guided rearward by a cutout formed in the underside of the rear seat. Therefore, when an occupant sits in the rear seat, the cutout in the underside of the rear seat is compressed and deformed, blocking the exhaust path of the cooling air from the exhaust duct and causing the cooling air to leak from unintended locations.

[0005] An object of the present invention is to appropriately guide exhaust air discharged from a duct rearward in an exhaust structure for a fan that cools a battery, thereby preventing the exhaust air from leaking from unintended locations.

[0006] An exhaust structure for a fan that cools a battery according to one aspect of the present invention includes a fan that is provided above a floor panel and cools the battery, a first duct that is connected to the fan and extends rearward, and that guides exhaust air from the fan rearward, and a second duct that is connected to the first duct and extends rearward, is positioned between the rear seat of the vehicle and the floor panel, and that guides exhaust air from the first duct behind the rear seat.

[0007] According to the exhaust structure of the fan that cools the battery, the exhaust air discharged from the duct can be appropriately guided rearward, and the exhaust air can be prevented from leaking from unintended locations.

[0008] Fig. 1 is a perspective view showing an exhaust structure of a fan that cools a battery according to an embodiment. Fig. 2 is a side view showing the exhaust structure of a fan that cools a battery. Fig. 3 is a plan view showing the exhaust structure of a fan that cools a battery. Fig. 4A is a perspective view showing the structure of a second duct in the exhaust structure of a fan that cools a battery. Fig. 4B is a plan view showing the structure of the second duct. Fig. 4C is a side view showing the structure of the second duct. Fig. 4D is a plan view showing the cross-sectional structure of the second duct.

[0009] Hereinafter, with reference to the drawings, an example will be described in which an exhaust structure for a fan for cooling a battery according to an embodiment is applied to a vehicle, such as an electric vehicle, that runs using an electric motor as a power source. In each figure, FR and RR indicate the front and rear in the longitudinal direction of the vehicle, respectively, UP and DN indicate the upper and lower in the vertical direction of the vehicle, respectively, and LH and RH indicate the left and right in the width direction of the vehicle, respectively. In the following description, the front and rear in the longitudinal direction of the vehicle, the upper and lower in the vertical direction of the vehicle, and the left and right in the width direction of the vehicle will be simply referred to as the front, rear, upper, lower, left, and right, respectively. Furthermore, components having the same functions as those already described will be designated by the same reference numerals, and description thereof will be omitted.

[0010] The exhaust structure of the fan that cools the battery includes a fan 3 that cools the battery 2, a first duct 11 connected to the fan 3 and directing the exhaust air from the fan 3 rearward, and a second duct 21 connected to the first duct 11 and directing the exhaust air from the first duct 11 rearward (see Figures 1-3).

[0011] The battery 2 is disposed above the floor panel 1. In the following description, the floor panel 1 includes a member that constitutes the floor of the vehicle body. The battery 2 is, for example, contained in a battery pack that extends in the vehicle width direction. The battery 2 may be disposed below a pair of left and right front seats (not shown) that are adjacent in the vehicle width direction.

[0012] The fan 3 that cools the battery 2 is provided above the floor panel 1 (see FIG. 1). The fan 3 may be disposed below a center console (not shown). The fan 3 according to this embodiment is disposed behind the battery 2 in the vehicle front-rear direction (see FIG. 1).

[0013] An inlet portion 11F of a first duct 11 is connected to the fan 3 (see FIG. 1). The first duct 11 extends rearward from the fan 3 and guides the exhaust air flowing from the fan 3 rearward. The first duct 11 is arranged along the floor panel 1 (see FIGS. 1-3). As illustrated in FIG. 3, the first duct 11 extends rearward, then bends upward along a vertical wall 1A formed on the floor panel 1, and then bends rearward and upward again. As illustrated in FIG. 3, the vertical wall 1A of the floor panel 1 is formed below a front portion 5F of the seating area 5 of the rear seat 4. The outlet portion 11R of the first duct 11 is arranged, for example, below the front portion 5F of the rear seat 4 and above the floor panel 1 (see FIG. 3). As illustrated in FIG. 3, the first duct 11 is a cylindrical body with a generally rectangular cross section, and the inlet portion 11F and the outlet portion 11R are formed to be connected to each other.

[0014] An inlet 21F of a second duct 21 is connected to the first duct 11. The second duct 21 is connected to the first duct 11 and extends rearward from the first duct 11, guiding the exhaust air flowing from the first duct 11 rearward (see FIGS. 1-3 ). As illustrated in FIG. 3 , the inlet 21F of the second duct 21 is connected to the outlet 11R of the first duct 11 below the front portion 5F of the rear seat 4. The second duct 21 extends rearward, and the outlet 21R of the second duct 21 is located below the rear portion 5R of the seating portion 5 of the rear seat 4 (see FIG. 3 ). Therefore, the second duct 21 can appropriately exhaust the exhaust air flowing from the first duct 11 rearward of the rear seat 4. Therefore, when an occupant is seated in the rear seat 4, the exhaust path of the exhaust air discharged from the second duct 21 is not blocked. This makes it possible to prevent exhaust gas from leaking from unintended locations and causing discomfort to passengers seated in the rear seats 4.

[0015] As illustrated in FIG. 3 , the outlet 21R of the second duct 21 is located rearward of a position 5H where the weight of an occupant sitting on the rear seat 4 is applied. The position 5H where the weight of an occupant sitting on the rear seat 4 is applied may be, for example, the so-called hip point. That is, the position 5H where the weight is applied may be a position corresponding to the buttocks or hip joints of the human body when seated on the rear seat 4 (see FIG. 3 ). As illustrated in FIG. 3 , the outlet 21R may be located forward of a rear end 5R1, which is the rear end of the seating portion 5 of the rear seat 4. The location of the outlet 21R is not limited to the above, as long as the exhaust path of the exhaust gas discharged from the second duct 21 is not blocked when the occupant sits on the rear seat 4. For example, the outlet 21R may be located at a predetermined position 0 to 100 mm forward of the rear end 5R1 of the seating portion 5 of the rear seat 4.

[0016] As shown in Fig. 3, the floor panel 1 includes an inclined portion 1B that extends rearward and upward below the rear end 5R1 of the rear seat 4. In this case, the outlet portion 21R of the second duct 21 may be disposed a predetermined distance L forward from the front end of the inclined portion 1B (see Fig. 3). In the case of the above-described arrangement, when the second duct 21 is assembled to the first duct 11, interference between the outlet portion 21R of the second duct 21 and the floor panel 1 and the inclined portion 1B can be suppressed, facilitating the assembly work.

[0017] A cross member 6 extending in the vehicle width direction may be provided on the floor panel 1 below the front portion 5F of the rear seat 4 (see FIG. 1-3). In this case, the second duct 21 may be disposed so as to penetrate the cross member 6 (see FIG. 1-3). That is, the second duct 21 may penetrate the cross member 6 by being inserted into a tunnel-shaped opening 6A formed in the cross member 6. The opening 6A may be open, for example, along the extension direction of the second duct 21. The cross member 6 may be installed on the floor panel 1 or may be formed as a protrusion protruding upward from the floor panel 1. The cross member 6 may function, for example, as a protrusion (anti-submarine bar) to suppress the behavior (submarine behavior) of the buttocks of an occupant in the rear seat 4 moving forward due to inertial force during a frontal collision.

[0018] 1-3 , the second duct 21 is formed as a separate component separate from the first duct 11. When the first duct 11 and the second duct 21 are separate components, the second duct 21 can be easily inserted into the opening 6A of the cross member 6 and assembled to the first duct 11. Furthermore, when the second duct 21 is connected to the first duct 11, the overall length of the first duct 11 and the second duct 21 (the length from the inlet 11F of the first duct 11 to the outlet 21R of the second duct 21) is set to a length that does not cause the exhaust (air) in the first duct 11 and the second duct 21 to resonate.

[0019] The flow path cross-sectional area S2 of the outlet portion 21R of the second duct 21 may be larger than the flow path cross-sectional area S1 of the inlet portion 21F (see FIGS. 4A-4D). As illustrated in FIG. 4C, the opening of the outlet portion 21R according to the embodiment is wider in the vertical direction than the opening of the inlet portion 21F. As a result, the flow velocity of the exhaust gas at the outlet portion 21R is relatively lower than the flow velocity of the exhaust gas at the inlet portion 21F. The shape of the opening of the flow path of the outlet portion 21R is not limited to the above, and the outlet portion 21R may be wider in the vehicle width direction, diagonal direction, or the like than the opening of the flow path of the inlet portion 21F.

[0020] The second duct 21 may branch into multiple paths 31 in a portion downstream from the inlet 21F (see FIGS. 4A, 4B, and 4D). Because the portion downstream from the inlet 21F branches into multiple paths 31, the second duct 21 includes path walls 22 separating the multiple paths 31. According to the embodiment, the multiple paths 31 branch into three paths aligned substantially in the vehicle width direction (see FIGS. 4A, 4B, and 4D). Therefore, the second duct 21 includes path walls 22 separating the three paths. The path walls 22 are formed, for example, along the exhaust flow direction and substantially perpendicular to the exhaust flow direction. In the embodiment, the path walls 22 include two walls formed vertically and along the extension direction of the second duct 21 (see FIGS. 4A, 4B, and 4D). This improves the rigidity of the second duct 21 against vertical loads. The positions, lengths, number of branches, and branching directions of the multiple paths 31 are not limited to those described above, as long as they are formed in the downstream portion from the inlet 21F.

[0021] 4A and 4B , the second duct 21 according to the embodiment is formed with outer walls 23 that connect the multiple paths 31. The outer walls 23 extend between the multiple paths 31 in approximately the vehicle width direction, connecting adjacent paths among the multiple paths 31. This makes it possible to suppress deformation of the multiple paths 31 and suppress changes in the shape of the second duct 21 when a load is applied in the vertical direction to the second duct 21. The outer walls 23 according to the embodiment are formed at multiple locations from the upstream portion to the downstream portion of the multiple paths 31, but in FIGS. 4A and 4B , only some of the outer walls 23 are denoted with reference numerals.

[0022] As illustrated in Figures 4A, 4B, and 4D, the multiple paths 31 converge at the outlet 21R of the second duct 21. That is, the multiple paths 31 branching off from the inlet 21F downstream may converge at the outlet 21R to form a single path. This reduces the flow velocity of the exhaust near the outlet 21R compared to the flow velocity of the exhaust passing through the multiple paths 31. This reduces wind noise caused by the exhaust. Furthermore, the flow direction of the exhaust is disrupted at the confluence, thereby suppressing local temperature increases caused by the exhaust. Note that the position where the multiple paths 31 converge may be before (upstream of) the outlet 21R.

[0023] As illustrated in Figures 4A, 4B, and 4D, the multiple paths 31 are arranged side by side in the vehicle width direction and include two first paths 31A arranged at the outermost positions in the vehicle width direction and one or more second paths 31B arranged between the two first paths 31A. The first paths 31A and the second paths 31B may each include a bent portion 32 (see Figures 4A, 4B, and 4D). In this case, the flow path cross-sectional area S3 of the bent portion 32 of the second path 31B is configured to be larger than the flow path cross-sectional area S4 of the bent portions 32 of the two first paths 31A (see Figure 4D). This reduces the resistance (flow path resistance) of the exhaust gas passing through the bent portion 32 of the second path 31B. Furthermore, due to the above-described arrangement and shape, a difference in flow velocity of the exhaust gas passing through the second path 31B and the first path 31A occurs, which disrupts the flow direction of the exhaust gases that merge at the outlet 21R, thereby reducing local temperature increases due to the exhaust gas.

[0024] The second duct 21 may be formed in an S-shape in either or both a plan view and a side view (see FIGS. 4A-4D). If the second duct 21 is linear, the air flow at the outlet 21R is not disturbed. By forming the second duct 21 in an S-shape, the flow direction of the exhaust gas at the outlet 21R can be disturbed more than in a linear shape, thereby suppressing local temperature increases due to the exhaust gas. Note that FIG. 4D corresponds to a top view of the lower portion of the second duct 21 cut along a curved surface that follows the shape of the second duct 21, in order to show the cross-sectional structure of the second duct 21.

[0025] (1) The exhaust structure according to the embodiment includes a fan 3 disposed above a floor panel 1 for cooling a battery 2, a first duct 11 connected to the fan 3 and extending rearward to guide exhaust air from the fan 3 rearward, and a second duct 21 connected to the first duct 11 and extending rearward, disposed vertically between a rear seat 4 of the vehicle and the floor panel 1, and guides exhaust air from the first duct 11 rearward. This configuration allows the exhaust air from the first duct 11 to be appropriately discharged rearward of the rear seat 4. When an occupant sits in the rear seat 4, the exhaust path for the exhaust air discharged from the second duct 21 is not blocked, thereby preventing the exhaust air from leaking above the rear seat 4. This prevents the exhaust air from leaking from unintended locations and prevents a local temperature rise in the seating area 5 of the rear seat 4 due to the exhaust air, thereby preventing the occupant in the rear seat 4 from feeling uncomfortable.

[0026] (2) In the embodiment, the second duct 21 branches into multiple paths 31 downstream from the inlet 21F connected to the rear end of the first duct 11. With the above configuration, path walls 22 are formed that separate the multiple paths 31. This improves the rigidity of the second duct 21 against vertical loads. This makes it possible to suppress deformation of the second duct 21 even when an occupant sits in the rear seat 4 and inputs the occupant's weight to the second duct 21.

[0027] (3) Furthermore, in the embodiment, a predetermined number of paths 31 are configured. This makes it possible to improve the rigidity of the second duct 21 while suppressing the increase in flow path resistance when the exhaust gas passes through the second duct 21 within a predetermined range.

[0028] (4) In the embodiment, the multiple paths 31 converge at the outlet 21R of the second duct 21. With the above configuration, the flow velocity of the exhaust gas near the outlet 21R is relatively slower than the flow velocity of the exhaust gas passing through the multiple paths 31. This reduces wind noise caused by the exhaust gas being discharged from the outlet 21R. Furthermore, because the flow direction of the exhaust gases that converge near the outlet 21R is disrupted, local temperature increases caused by the exhaust gas can be suppressed downstream of the outlet 21R.

[0029] (5) Furthermore, in the embodiment, the multiple paths 31 are arranged side by side in the vehicle width direction, each having a curved portion 32, and the multiple paths 31 are configured of two first paths 31A arranged on the outermost sides in the vehicle width direction and one or more second paths 31B arranged between the two first paths 31A. The flow path cross-sectional area S3 at the curved portion 32 of the second path 31B is formed to be larger than the flow path cross-sectional area S4 at the curved portion 32 of the two first paths 31A.

[0030] The multiple paths 31 each include a bend 32, improving layout flexibility. For example, the second duct 21 can be positioned to avoid components such as the buckle of the rear seat 4. Furthermore, by making the flow path cross-sectional area S3 of the bend 32 of the second path 31B relatively larger than the flow path cross-sectional area S4 of the first path 31A, the flow path resistance of the second path 31B can be reduced, and a certain amount of the flow path resistance increased by the bend 32 can be absorbed. Furthermore, due to the above-described arrangement and shape, a difference in flow velocity occurs between the second path 31B and the first path 31A. Therefore, the flow direction of the exhaust gases that merge at the outlet 21R is further disturbed due to the difference in flow velocity. Therefore, local temperature increases due to the exhaust gas can be further suppressed downstream of the outlet 21R.

[0031] (6) In the embodiment, the flow path cross-sectional area S2 of the outlet portion 21R is larger than the flow path cross-sectional area S1 of the inlet portion 21F. By forming the flow path cross-sectional area S2 of the outlet portion 21R larger than the flow path cross-sectional area S1 of the inlet portion 21F, the flow velocity of the exhaust gas at the outlet portion 21R can be reduced. Therefore, wind flow noise caused by the exhaust gas can be further suppressed.

[0032] (7) Furthermore, in the embodiment, the outlet 21R is located behind the position 5H where the weight of the occupant in the rear seat 4 is applied and in front of the rear end 5R1 of the rear seat 4. With the above configuration, when an occupant is seated in the rear seat 4, the exhaust path behind the second duct 21 can be prevented from being blocked by the weight of the occupant in the rear seat 4.

[0033] (8) In the embodiment, the floor panel 1 includes an inclined portion 1B that extends rearward and upward below the rear end 5R1 of the rear seat 4, and the outlet portion 21R is located a predetermined distance L forward from the inclined portion 1B. Because the outlet portion 21R is located the predetermined distance L forward of the inclined portion 1B, when assembling the second duct 21 to the first duct 11, interference between the outlet portion 21R of the second duct 21 and the floor panel 1 can be avoided. Therefore, the second duct 21 can be easily assembled to the first duct 11.

[0034] (9) Furthermore, in the embodiment, a cross member 6 extending in the vehicle width direction is provided below the front portion 5F of the rear seat 4, and the second duct 21 is disposed so as to penetrate the cross member 6. With the above configuration, the second duct 21 can be disposed without giving a foreign body sensation to the occupants of the rear seat 4. Furthermore, there is no need to change the height of the cross member 6. Therefore, if the cross member 6 is a protrusion for suppressing submarine behavior in a frontal collision, the second duct 21 can be disposed without reducing its function.

[0035] (10) In the embodiment, the second duct 21 is formed as a separate part from the first duct 11. This makes it easy to insert the second duct 21 into the opening 6A of the cross member 6 and assemble it to the first duct 11.

[0036] (11) Furthermore, in the embodiment, the second duct 21 is formed in an S-shape in either or both of a plan view and a side view. This makes it possible to disrupt the flow direction of the exhaust gas at the outlet portion 21R and suppress a local temperature rise due to the exhaust gas, compared to when the second duct 21 is linear.

[0037] The above-described embodiments are merely examples described to facilitate understanding of the invention. The technical scope of the invention is not limited to the specific technical matters disclosed in the above-described embodiments, but also includes various modifications, changes, alternative technologies, etc. that can be easily derived therefrom.

[0038] REFERENCE SIGNS LIST 1 Floor panel 1B Inclined portion 2 Battery 3 Fan 4 Rear seat 5F Front portion of rear seat 5H Position where occupant weight is applied 5R1 Rear end of rear seat 6 Cross member 11 First duct 21 Second duct 21F Inlet portion 21R Outlet portion 31 Multiple paths 31A First path 31B Second path 32 Bending portion L Predetermined distance S1 Flow path cross-sectional area of ​​inlet portion S2 Flow path cross-sectional area of ​​outlet portion S3 Flow path cross-sectional area at bend portion of first path S4 Flow path cross-sectional area at bend portion of second path

Claims

1. An exhaust structure comprising: a fan provided above a floor panel for cooling a battery; a first duct connected to the fan and extending rearward to guide exhaust air from the fan rearward; and a second duct connected to the first duct and extending rearward, positioned between a rear seat of a vehicle and the floor panel, and directing exhaust air from the first duct behind the rear seat.

2. The exhaust structure according to claim 1, wherein the second duct branches into a plurality of paths downstream from an inlet portion connected to the rear end of the first duct.

3. The exhaust structure according to claim 2, wherein the plurality of paths are configured in a predetermined number.

4. The exhaust structure according to claim 2 or 3, wherein the plurality of paths join together at the outlet of the second duct.

5. An exhaust structure according to any one of claims 2 to 4, wherein the plurality of paths are arranged side by side in the vehicle width direction and each have a bent portion, the plurality of paths are composed of two first paths arranged at the outermost sides in the vehicle width direction and one or more second paths arranged between the two first paths, and the flow path cross-sectional area at the bent portion of the second path is larger than the flow path cross-sectional area at the bent portion of the two first paths.

6. An exhaust structure according to claim 5, which relies on claim 4, wherein the flow path cross-sectional area of ​​the outlet portion is larger than the flow path cross-sectional area of ​​the inlet portion.

7. An exhaust structure as described in claim 5 or 6, which cites claim 4, wherein the outlet portion is located rearward of the position where the weight of the rear seat occupant is applied and forward of the rear end of the rear seat.

8. An exhaust structure as set forth in any one of claims 5 to 7, which cites claim 4, wherein the floor panel has an inclined portion that extends rearward and upward below the rear end of the rear seat, and the outlet portion is located a predetermined distance forward from the inclined portion.

9. An exhaust structure according to any one of claims 1 to 8, further comprising a cross member extending in the vehicle width direction below the front portion of the rear seat, and the second duct is disposed so as to pass through the cross member.

10. The exhaust structure according to claim 9, wherein the second duct is formed as a separate part from the first duct.

11. The exhaust structure according to claim 5, wherein the second duct is formed in an S-shape in either or both of a plan view and a side view.

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