Vehicle body structure

Abstract

A vehicle body structure that gives consideration to both the lightweight of the vehicle body and the protection of the battery by dispersively transmitting a collision load input at the time of a side collision of the vehicle to the vehicle body and the battery case. A side load transmitting member (120) is provided inside a lower side member (73) that extends in the vehicle front-rear direction and transmits a load from the vehicle width direction outside toward the inside toward the vehicle width direction inside. A lower portion of the lower side member (73) is disposed so as to overlap the battery case (10) when viewed from the vehicle side. The side load transmitting member (120) has a first longitudinal wall portion (123) that overlaps a floor side cross member (110) when viewed from the vehicle side and a second longitudinal wall portion (124) that overlaps the battery case (10).

Description

Technical Field

[0001] This invention relates to the body structure of electric vehicles. Background Technology

[0002] For example, in the case of a car equipped with a motor for driving, a battery cell for supplying power to the motor is provided, and the battery cell is made larger in capacity in order to extend the driving range based on the motor.

[0003] Patent Document 1 discloses a car with a battery cell mounted under the floor. In the car of Patent Document 1, swing devices extending in the longitudinal direction of the vehicle are respectively provided at both ends of the floor panel in the vehicle width direction. The swing devices are composed of an extruded material with an inner and outer closed cross-section, including an outer wall, an upper wall, and a bottom wall. A ladder-shaped impact-absorbing section is formed within the closed cross-section of the swing device. When viewed from the side, the upper part of the impact-absorbing section is arranged to overlap with a crossbeam on the floor panel, while the lower part of the impact-absorbing section is arranged to overlap with the battery cell.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2018-187986

[0007] In Patent Document 1, when a collision load is input to the swing device during a side collision of a vehicle, the upper part of the impact absorption section undergoes plastic deformation and absorbs the collision energy due to the reaction force from the swing device on the side opposite to the swing device to which the collision load was input. In addition, the lower part of the impact absorption section undergoes plastic deformation and absorbs the collision energy due to the reaction force from the battery cell.

[0008] However, there is a growing demand for improved crash safety in automobiles. In particular, when large collision loads are input from the side of the vehicle, it is essential to suppress the deformation of the passenger compartment caused by such loads, and also to protect the battery cells mounted under the floor. On the other hand, there is also a strong demand for lightweight vehicle bodies. Therefore, balancing the improvement of crash safety with the reduction of vehicle weight has become a key challenge.

[0009] Regarding this point, in Patent Document 1, impact energy was absorbed by plastically deforming the impact-absorbing part. However, the swing device is a component located at both ends of the floor panel in the vehicle width direction. Therefore, considering the interior space, it is difficult to increase the width dimension, thus making it impossible to ensure a large amount of impact energy can be absorbed. Furthermore, if the width dimension of the swing device is increased to ensure a larger amount of impact energy can be absorbed, it will also result in an increase in weight, making it difficult to achieve vehicle weight reduction. Summary of the Invention

[0010] The present invention was made in view of the above-mentioned problems, and its object is to achieve both vehicle body lightweighting and battery protection by dispersing the impact load input during a side collision of the vehicle to the vehicle body and the battery pack.

[0011] To achieve the above objectives, in the first aspect of this disclosure, an electric vehicle body structure is provided, wherein the electric vehicle includes a drive motor and a battery pack housing a battery supplying power to the drive motor is disposed below a floor panel. The body structure includes: a floor side beam mounted on the floor panel and extending along the floor panel in the vehicle width direction; a pair of hollow lower side beams arranged at both ends of the floor panel in the vehicle width direction, extending in the vehicle longitudinal direction; and a hollow lateral load-transfer member disposed inside the lower side beams, extending in the vehicle longitudinal direction, and transmitting loads from the outer to the inner side in the vehicle width direction toward the inner side in the vehicle width direction. The lower portion of the lower side beams is arranged to overlap with the battery pack when viewed from the side of the vehicle. The lateral load transfer component includes: a first longitudinal wall portion that overlaps with the floor side crossbeam and extends vertically when viewed from the side of the vehicle; a second longitudinal wall portion that overlaps with the battery box and extends vertically when viewed from the side of the vehicle; and an intermediate wall portion that extends from the lower end of the first longitudinal wall portion to the upper end of the second longitudinal wall portion along the vehicle width direction. A first rib is formed inside the lateral load transfer component, extending in the vehicle width direction, and the inner end of the first rib in the vehicle width direction connects to the middle portion of the first longitudinal wall portion in the vertical direction. The lower part of the inner side of the lower side beam in the vehicle width direction is formed with a first recess that is recessed outward in the vehicle width direction, opening downward and inward in the vehicle width direction and extending along the vehicle front-rear direction. The lower part of the interior side of the lateral load transfer component is formed with a second recess that is recessed outward in the vehicle width direction in a manner corresponding to the first recess. The second recess is composed of a second longitudinal wall portion and the intermediate wall portion. The outer side of the battery box in the vehicle width direction is formed to be embedded in the first recess. The battery box is fixed to the lower side beam and directly fixed to the intermediate wall portion of the lateral load transfer component by a metal cylindrical member extending in the vertical direction.

[0012] According to this structure, in the event of a side collision, the collision load is input to the lower side beam from the outside to the inside in the vehicle width direction. A lateral load transfer component is installed inside this lower side beam, thus the collision load is input to the lateral load transfer component from the outside to the inside in the vehicle width direction. At this time, since the first longitudinal wall of the lateral load transfer component overlaps with the floor side beam and the second longitudinal wall overlaps with the battery box, the collision load is distributed and transferred to the floor side beam and the battery box. The floor side beam extends along the vehicle width direction when mounted on the floor panel, therefore it has high resistance to lateral loads. As a result, a portion of the collision load is absorbed, reducing the collision load input to the battery box. Consequently, the battery can be protected without the need for a large swing device in the vehicle width direction. Furthermore, the battery box can also absorb the collision load.

[0013] According to this structure, the direction of the collision load can be made to be approximately consistent with the extension direction of the first rib. Therefore, the first rib acts on the collision load in a lifting manner, and the collision load is transmitted to the first longitudinal wall portion through the first rib. The first rib can extend horizontally, or it can be inclined in a manner that the closer it is to the inside in the vehicle width direction, the higher or lower it is.

[0014] According to this structure, collision loads are reliably transferred to the battery pack via the lateral load transfer components. Furthermore, during normal driving, the lateral load transfer components are reinforced by the battery pack, thus improving vehicle body rigidity.

[0015] According to this structure, when the battery box is installed on the vehicle body, by embedding the outer side of the battery box in the vehicle width direction into the first recess of the lower side beam, the downward protrusion of the battery box can be reduced, and the battery box can be installed on the vehicle body.

[0016] In a second aspect of this disclosure, a second rib is formed inside the lateral load transfer member, the second rib extending in the vehicle width direction, and the inner end of the second rib in the vehicle width direction is connected to the second longitudinal wall portion.

[0017] According to this structure, the direction of the collision load can be made to be approximately consistent with the extension direction of the second rib. Therefore, the second rib acts on the collision load in a lifting manner, and the collision load is transmitted to the second longitudinal wall through the second rib. The second rib can extend horizontally, or it can be inclined in a manner that the closer it is to the inside in the vehicle width direction, the higher or lower it is.

[0018] In a third aspect of this disclosure, when viewed from the side of the vehicle, the first longitudinal wall portion and the upper portion of the battery box overlap.

[0019] According to this structure, the impact load is reliably transferred to the battery box via the first longitudinal wall.

[0020] The effects of the invention

[0021] As explained above, the lateral load transfer component installed inside the lower side beam has a first longitudinal wall portion that overlaps with the floor side beam when viewed from the side of the vehicle and a second longitudinal wall portion that overlaps with the battery box. Therefore, it can disperse the collision load input during a side collision of the vehicle to the vehicle body and the battery box, thus achieving both vehicle body lightweighting and battery protection. Attached Figure Description

[0022] Figure 1 This is a side view of an electric vehicle according to an embodiment of the present invention.

[0023] Figure 2 This is a side view showing the state of an electric vehicle divided into a lower structure and an upper structure.

[0024] Figure 3 This is a three-dimensional view of the lower structure from above.

[0025] Figure 4 This is a top view of the lower structure.

[0026] Figure 5 It is equivalent to a lower structure with a small battery box. Figure 4 The image.

[0027] Figure 6 This is a left-side view of the lower structure with the height of the front central beam increased.

[0028] Figure 7 This is a cross-sectional view of the center section of an electric vehicle in the left-right direction.

[0029] Figure 8 This is a cross-sectional view of an electric vehicle viewed from the front.

[0030] Figure 9 This is a cross-sectional view of an electric vehicle viewed from the rear.

[0031] Figure 10 It is a three-dimensional view taken from the front, showing a cross-section of the front seat section of an electric vehicle.

[0032] Figure 11 It is a schematic diagram representing the floor panel, front seat, front occupant, and battery unit.

[0033] Figure 12 It is Figure 10 A magnified view of section C from the front.

[0034] Figure 13 It is a three-dimensional view from below, showing a cross-section of the rear of an electric vehicle.

[0035] Figure 14This is a schematic diagram illustrating the floor panel and battery unit involved in the modified example.

[0036] Explanation of symbols

[0037] 1 Electric vehicles

[0038] 10 Battery Box

[0039] 11 Front frame components

[0040] 20 Left side square beam

[0041] 21 Right side square beam

[0042] 22 Front end beam

[0043] 22a Protrusion

[0044] 25A, 25B, 25C First to Third Battery Side Crossbeams

[0045] 26. Front central beam (front reinforcing beam)

[0046] 27-29 First to third rear central beams (rear reinforcing beams)

[0047] 30. Outer connecting part (one-sided connecting part)

[0048] 31 Inner connecting part (other connecting part)

[0049] 53, 54 Left side connecting parts

[0050] 55, 56 Right side connecting parts

[0051] 70 Floor

[0052] 70a Front floor section

[0053] 70b Rear floor section (first floor section)

[0054] 70c Upper bend (second floor section)

[0055] 72 Front side bezel

[0056] 73. Bottom beam

[0057] 100 Seat fixing part

[0058] 110A, 110B, 110C First to Third Floor Side Beams

[0059] 120 Lateral load transfer component (internal reinforcement)

[0060] 123 Inner upper longitudinal wall section (first longitudinal wall section)

[0061] 124 Inner lower longitudinal wall section (second longitudinal wall section)

[0062] 150 hinge column

[0063] 151 Floor reinforcement (first longitudinal load transfer component)

[0064] 152 Lower load transfer component (second front-to-back load transfer component)

[0065] 153 Crossbeam

[0066] 160 Connecting Components

[0067] 170 Rear Wheel Cover

[0068] 171 Rear crossbeam (first crossbeam)

[0069] 180 Box-type side crossbeam (second crossbeam)

[0070] A. Body Structure

[0071] B battery

[0072] M Motor for driving Detailed Implementation

[0073] Hereinafter, embodiments of the present invention will be described in detail based on the accompanying drawings. Furthermore, the following description of preferred embodiments is merely illustrative and is not intended to limit the invention, its application, or its uses.

[0074] Figure 1 This is a left-side view of an electric vehicle 1 equipped with the vehicle body structure A according to an embodiment of the present invention. Figure 2 As shown, the electric vehicle 1 has a lower structure 2 and an upper structure 3, which together constitute the vehicle body structure A. Figure 2 The image shows the vehicle after the doors, hood, front fenders, windows, bumpers, and front and rear lights have been removed. Furthermore, in this embodiment, the front of the vehicle is referred to as "front," the rear as "rear," the right side as "right," and the left side as "left." The left-right direction refers to the width of the vehicle.

[0075] like Figure 1 As shown, electric vehicle 1 is a passenger car. Figure 2As shown, a front seat S1 is provided at the front of the passenger compartment R1, which serves as the occupant space, and a rear seat S2 is provided behind the front seat S1 in the passenger compartment R1. A luggage compartment R2 is provided behind the rear seat S2, if necessary. The passenger compartment R1 and the luggage compartment R2 are located in the upper structure 3. Furthermore, the passenger compartment R1 may contain only the front seat S1, or a third row of seats (not shown) may be provided behind the rear seat S2.

[0076] On the other hand, the space in front of the passenger compartment R1, which is the front part of the electric vehicle 1, can serve as, for example, a power compartment R3. That is, the vehicle body structure A includes: a driving motor M that generates power for driving the drive wheels; and a battery box 10 that houses a battery B that supplies power to the driving motor M (only when...). Figure 4 (As shown in the diagram). The powertrain PT may consist solely of a driving motor M, or it may consist of a driving motor M and a reducer or transmission, etc. Figure 1 and Figure 2 The diagram shows the powertrain PT located only in the engine compartment R3, but the powertrain PT can also be located in the space R4 below the luggage compartment R2 (the rear powertrain is not shown). When the powertrain PT is only located in the engine compartment R3, it drives only the front wheels F. When the powertrain PT is located in the space R4 below the engine compartment, it drives only the rear wheels R. In this case, the engine compartment R3 can be used as a luggage compartment, etc. Furthermore, when the powertrain PT is located in both the engine compartment R3 and the space R4 below the engine compartment, it becomes a four-wheel drive vehicle. The battery pack 10 is located below the floor panel 70, which will be described later.

[0077] like Figure 3 and Figure 4 As shown, the lower structure 2 includes a battery case 10, a front frame member 11 extending forward in front of the battery case 10, and a rear frame member 12 extending rearward behind the battery case 10. Figure 3 The left-side front wheel (F), rear wheel (R), suspension arm, etc., are omitted.

[0078] In the case of a typical electric vehicle, the battery box is usually separate from the vehicle body and can be installed and removed under the floor. However, in this embodiment, not only is the battery box 10 integrated, but the front frame component 11 and the rear frame component 12 are also integrated with the battery box 10. The front frame component 11 and the rear frame component 12 can also be installed and removed from the upper structure 3 together with the battery box 10.

[0079] Specifically, the electric vehicle 1 of this embodiment is configured to be divisible into a lower structure 2 having a battery box 10 and an upper structure 3 forming the passenger compartment R1 and the luggage compartment R2. The ability to be divisible means that the lower structure 2 and the upper structure 3 are integrated using bolts, nuts, or screws without welding or bonding. Therefore, when the electric vehicle 1 is handed over to the user for maintenance or repair, the lower structure 2 can be separated from the upper structure 3 as needed, thus improving maintainability.

[0080] Here, a trapezoidal frame type body structure is known as a car body structure. In a trapezoidal frame type body structure, although it can be divided vertically into a trapezoidal frame and a passenger compartment, the trapezoidal frame extends continuously in the longitudinal direction. Therefore, in frontal and rear-end collisions, the trapezoidal frame primarily bears the collision load. In side collisions, the trapezoidal frame only plays a supporting role in bearing the collision load, with the passenger compartment primarily bearing the load. Thus, in a trapezoidal frame type body structure, the components that bear the collision load in frontal and rear-end collisions and side collisions are typically separate.

[0081] In contrast, in the case of the electric vehicle 1 of this embodiment, although the lower structure 2 and the upper structure 3, which have frame components 11 and 12, are separable, the collision load is borne by the lower structure 2 and the upper structure 3 in both frontal collisions, rear-end collisions, and side collisions. This allows the collision load to be distributed and absorbed by the two structures 2 and 3, a technical concept that differs significantly from conventional trapezoidal frame-type vehicle body structures. The structure and function of the lower structure 2 and the upper structure 3 will be explained in turn below.

[0082] (Lower structure)

[0083] First, let's explain the lower structure 2. For example... Figure 3 as well as Figure 4 As shown, the lower structure 2, in addition to the battery box 10, the front frame component 11, and the rear frame component 12, also includes a powertrain PT, a front wheel F, a rear wheel R, a front suspension device 13, and a rear suspension device 14. The form of the front suspension device 13 and the rear suspension device 14 is not particularly limited.

[0084] The battery box 10 is formed below the floor panel 70 (described later) as a large box extending from near the left end to near the right end and from near the front end to near the rear end of the floor panel 70. This allows the battery box 10 to be positioned over a wide area below the floor panel 70, thereby providing a convenient and efficient battery storage solution. Figure 4The diagram shows a high-capacity battery B that can be installed in an electric vehicle 1. Battery B can be, for example, a lithium-ion battery, a solid-state battery, or other rechargeable batteries. Furthermore, battery B can be a single battery cell or a battery pack containing multiple battery cells.

[0085] The battery box 10 includes a left square beam 20, a right square beam 21, a front end beam 22, a rear end beam 23, and a base plate 24. The left square beam 20, right square beam 21, front end beam 22, and rear end beam 23 are made of, for example, extruded aluminum alloy material; alternatively, they may be made of sheet aluminum alloy or stamped steel material. The base plate 24 may also be made of extruded material. In the following description, "extruded material" refers to extruded aluminum alloy material, and "stamped material" refers to stamped aluminum alloy or stamped steel material. Furthermore, each component may also be made of, for example, castings.

[0086] The cross-sectional shape of the left square beam 20, right square beam 21, front end beam 22, and rear end beam 23 in the direction orthogonal to the length direction is all rectangular. In addition, the left square beam 20, right square beam 21, front end beam 22, and rear end beam 23 are all arranged at the same height and extend approximately horizontally.

[0087] A left square beam 20 is located at the left end of the battery box 10 and extends in the front-to-back direction. A right square beam 21 is located at the right end of the battery box 10 and extends in the front-to-back direction. Additionally, a front end beam 22 is located at the front end of the battery box 10 and extends in the left-to-right direction. The left end of the front end beam 22 connects to the front end of the left square beam 20, and the right end of the front end beam 22 connects to the front end of the right square beam 21. A rear end beam 23 is located at the rear end of the battery box 10 and extends in the left-to-right direction. The left end of the rear end beam 23 connects to the rear end of the left square beam 20, and the right end of the rear end member 23 connects to the rear end of the right square beam 21. A base plate 24 extends approximately horizontally and is fixed to the lower surfaces of the left square beam 20, the right square beam 21, the front end beam 22, and the rear end beam 23. Therefore, the left square beam 20, the right square beam 21, the front end beam 22, the rear end beam 23, and the base plate 24 divide the space into a battery housing space S for housing the battery B. Figure 3 (As shown).

[0088] The size of the battery housing space S can be changed according to the capacity of the battery B installed. The size of the battery housing space S can be easily changed by altering the lengths of the left side beam 20, right side beam 21, front end beam 22, and rear end beam 23, as well as the shape of the base plate 24. For example, in a small car with a short wheelbase and narrow tires, the left side beam 20, right side beam 21, front end beam 22, and rear end beam 23 can be shortened, and the shape of the base plate 24 can be correspondingly reduced, thereby making the battery housing space S smaller than that of the small car (see reference). Figure 5 On the other hand, in the case of a large vehicle, the left side beam 20, right side beam 21, front end beam 22, and rear end beam 23 are lengthened, and the shape of the base plate 24 is correspondingly enlarged, thereby increasing the battery storage space S to match the size of the vehicle. When the left side beam 20, right side beam 21, front end beam 22, and rear end beam 23 are made of extruded material, their lengths can be easily changed. Furthermore, the base plate 24 can also be made of extruded material, thereby allowing for easy shape changes.

[0089] The upper part of the battery housing space S can be closed with a cover (not shown) or with a floor panel 70 described later. In addition to the battery B, the battery housing space S may also be equipped with a cooling device for cooling the battery B, a heating device for heating the battery B, etc. (temperature control devices). Furthermore, the power from the battery B is supplied to the motor M for driving via a control device (not shown). Moreover, the battery B can be charged via a charging socket (not shown).

[0090] like Figure 3 As shown, inside the battery box 10, first to third battery side crossbeams 25A, 25B, and 25C are provided as reinforcing members extending in the left-right direction. The first to third battery side crossbeams 25A, 25B, and 25C all have the same height, and are approximately the same height as the left-side square beam 20, etc. The battery side crossbeams 25A, 25B, and 25C can be made of extruded material or stamped material. In this embodiment, three battery side crossbeams 25A, 25B, and 25C are provided, but the number of battery side crossbeams 25A, 25B, and 25C can be increased or decreased depending on the front-rear dimensions of the battery box 10.

[0091] The first to third battery side crossbeams 25A, 25B, and 25C are spaced apart from each other in the front-to-back direction, with the first battery side crossbeam 25A positioned at the front and the third battery side crossbeam 25C positioned at the rear. The lower part of each battery side crossbeam 25A, 25B, and 25C is fixed to the upper surface of the base plate 24. In addition, the left end of each battery side crossbeam 25A, 25B, and 25C is fixed to the inner surface (right side) of the left square beam 20, and the right end of each battery side crossbeam 25A, 25B, and 25C is fixed to the inner surface (left side) of the right square beam 21. That is to say, the battery side crossbeams 25A, 25B, and 25C are components connecting the left square beam 20 and the right square beam 21.

[0092] The above Figure 5 An example of a lower structure 2 having a small battery box 10 is shown, the small battery box 10 having a smaller dimension in the front-to-back direction than... Figure 4 The battery box 10 shown is short in the front-to-back direction, however, in this Figure 5 In the example shown, the third battery side crossbeam 25C is omitted because the front-to-back dimension is shorter. Conversely, a fourth battery side crossbeam could also be provided, although not shown.

[0093] Inside the battery box 10, a front central beam (front reinforcing beam) 26 and first to third rear central beams (rear reinforcing beams) 27 to 29 are provided as reinforcing members extending in the front-rear direction. The front central beam 26 and the first to third rear central beams 27 to 29 are arranged at approximately the same height and are located in the center of the battery box 10 in the left-right direction. The lower ends of the front central beam 26 and the first to third rear central beams 27 to 29 are mounted on the upper surface of the base plate 24.

[0094] The front central beam 26 is disposed between the front end beam 22 and the first battery side crossbeam 25A. The front end of the front central beam 26 is fixed to the center of the front end beam 22 in the left-right direction, and the rear end of the front central beam 26 is fixed to the center of the first battery side crossbeam 25A in the left-right direction. Therefore, the front end beam 22 is a component that extends in such a way as to connect the front ends of the left side square beam 20 and the right side square beam 21 with the front end of the front central beam 26.

[0095] A first rear central beam 27 is disposed between a first battery-side crossbeam 25A and a second battery-side crossbeam 25B. The front end of the first rear central beam 27 is fixed to the center of the first battery-side crossbeam 25A in the left-right direction, and the rear end of the first rear central beam 27 is fixed to the center of the second battery-side crossbeam 25B in the left-right direction. A second rear central beam 28 is disposed between the second battery-side crossbeam 25B and a third battery-side crossbeam 25C. The front end of the second rear central beam 28 is fixed to the center of the second battery-side crossbeam 25B in the left-right direction, and the rear end of the second rear central beam 28 is fixed to the center of the third battery-side crossbeam 25C in the left-right direction. A third rear central beam 29 is disposed between the third battery-side crossbeam 25C and a rear end beam 23. The front end of the third rear central beam 29 is fixed to the center of the third battery-side crossbeam 25C in the left-right direction, and the rear end of the third rear central beam 29 is fixed to the center of the rear end beam 23 in the left-right direction. Therefore, the first to third battery side crossbeams 25A, 25B, 25C, the front central beam 26, and the first to third rear central beams 27 to 29 are arranged in a grid pattern inside the battery box 10 and connected to each other, thus further improving the reinforcement effect of the battery box 10.

[0096] When assuming an imaginary straight line extending in the front-to-back direction when viewed from above, the front central beam 26 and the first to third rear central beams 27 to 29 are positioned in the left-to-right direction on this imaginary straight line. That is, the first to third rear central beams 27 to 29 are positioned on an imaginary extension line extending rearward from the front central beam 26. Furthermore, the front central beam 26 and the first to third rear central beams 27 to 29 can also be constructed from a single continuous component in the front-to-back direction.

[0097] Figure 6 This indicates that the height of the front central beam 26 is greater than that of the first to third rear central beams 27 to 29. Figure 6 The figure shows an example of increased height (not shown in the diagram). Details will be described later. In the floor panel 70 of the upper structure 3, the front floor section 70a is positioned above the rear floor section 70b. A front central beam 26 is provided below the front floor section 70a, and first to third rear central beams 27 to 29 are provided below the rear floor section 70b. The upper end of the front central beam 26 is positioned above the rear floor section 70b. In other words, the upper ends of the first to third rear central beams 27 to 29 are positioned below the upper end of the front central beam 26, corresponding to the relatively lower rear floor section 70b. In this case, the first battery-side crossbeam 25A can be provided below the front floor section 70a, and in this case, the upper end of the first battery-side crossbeam 25A can be positioned above the second and third battery-side crossbeams 25B and 25C.

[0098] like Figure 3 and Figure 4 As shown, a pair of front frame members 11 are provided on the left and right sides, extending in a generally horizontal, straight line below the left and right front side frames 72 described later. Each front frame member 11 can be made of, for example, extruded material, stamped material, etc. In this embodiment, each front frame member 11 is made of extruded material, so the cross-sectional shape in the direction orthogonal to the front-rear direction is approximately equal from the front end to the rear end.

[0099] The left front frame member 11 connects to the leftward portion of the front end beam 22 constituting the front of the battery box 10, relative to the center in the left-right direction. This connection point is located on the right side compared to the left side square beam 20 of the battery box 10. Conversely, the right front frame member 11 connects to the rightward portion of the front end beam 22, relative to the center in the left-right direction. This connection point is located on the left side compared to the right side square beam 21 of the battery box 10. Thus, the spacing between the left and right front frame members 11 is a predetermined spacing, allowing the lower part of the powertrain PT to be arranged between the left and right front frame members 11. The spacing between the left and right front frame members 11 is set to be narrower than the spacing between the left side square beam 20 and the right side square beam 21 of the battery box 10.

[0100] The left and right front frame components 11 are at approximately the same height. In addition, the left and right front frame components 11, the front central beam 26 of the battery box 10, the left square beam 20, and the right square beam 21 are arranged at approximately the same height.

[0101] Each front frame member 11 has its rear side (battery box 10 side) connected to the battery box 10 at multiple locations that are separated from each other in the left-right direction. Specifically, the rear end of the right front frame member 11 is connected to the front end beam 22, and the forward-separated portion of the front frame member 11 compared to the rear end is connected to the front end beam 22 via an outer connecting portion (one connecting portion) 30 and an inner connecting portion (the other connecting portion) 31. As a result, the collision load input to the front frame member 11 during a frontal collision can be distributed to multiple locations of the battery box 10.

[0102] The outer connecting portion 30 and the inner connecting portion 31 are constructed from high-rigidity components, which are made of materials such as extruded or stamped materials. The outer connecting portion 30 and the inner connecting portion 31 are cylindrical, plate-shaped, or columnar. When viewed from above, the width of the outer connecting portion 30 and the inner connecting portion 31 is set to be wider than the width of the front frame member 11, thereby further improving the dispersion effect of the aforementioned collision load. Furthermore, the width of the outer connecting portion 30 and the inner connecting portion 31 can be the same as the width of the front frame member 11, or it can be narrower than the width of the front frame member 11.

[0103] The right-side outer connecting portion 30 is positioned to the right (outer in the vehicle width direction) of the right-side front frame member 11 at approximately the same height as the front frame member 11, tilted relative to the longitudinal direction when viewed from above, with the closer to the rear end being to the right. The front end of the right-side outer connecting portion 30 connects to the portion of the front frame member 11 between the center and the rear end in the longitudinal direction (midway in the longitudinal direction). The outer connecting portion 30 extends from the connection portion with the front frame member 11 toward the right and rear, i.e., the side of the lower side beam 73 (described later) of the upper structure 3. Furthermore, the rear end of the right-side outer connecting portion 30 connects to the portion of the front end beam 22 that separates from the rear end of the front frame member 11 in the right direction. The connection structure between the outer connecting portion 30 and the front frame member 11, and the connection structure between the outer connecting portion 30 and the front end beam 22, can be a connection structure using fasteners such as bolts and nuts, or a connection structure using welding, bonding, etc.

[0104] The inner connecting portion 31 on the right side is positioned to the left (inner side in the vehicle width direction) of the front frame member 11, at approximately the same height as the front frame member 11, and is tilted relative to the longitudinal direction when viewed from above, with the position further to the left as it approaches the rear end. The front end of the inner connecting portion 31 on the right side connects to the portion between the center and the rear end of the front frame member 11 (midway portion in the longitudinal direction). The inner connecting portion 31 on the right side extends from the connection portion with the front frame member 11 toward the left and rear, i.e., to the center of the battery box 10 in the left-right direction. Furthermore, the rear end of the inner connecting portion 31 connects to the portion of the front end beam 22 that separates from the rear end of the front frame member 11 in the left direction. The connection structure between the inner connecting portion 31 and the front frame member 11, and the connection structure between the inner connecting portion 31 and the front end beam 22, can be set to be the same as the connection structure of the outer connecting portion 30.

[0105] In this embodiment, the front frame member 11 on the right side is connected to the front end beam 22 at three positions that are separated from each other in the left-right direction. However, it is not limited to this. Alternatively, one of the outer connecting part 30 and the inner connecting part 31 may be omitted and the connection may be made at two positions. Alternatively, the rear end of the front frame member 11 may not be connected to the front end beam 22, but may be connected to the front end beam 22 only through the outer connecting part 30 and the inner connecting part 31.

[0106] Furthermore, the left front frame member 11 can also be connected to the front end beam 22 in the same way as the right front frame member 11. The connection structure of the left front frame member 11 can be configured to be symmetrical with respect to the connection structure of the right front frame member 11.

[0107] like Figure 3As shown, in the lower structure 2, located forward of the battery box 10, a middle connecting beam 49, a front connecting beam 50, and a rear connecting beam 51 are provided at intervals in the longitudinal direction. The front connecting beam 50 extends from the front of the left front frame member 11 in the vehicle width direction to the front of the right front frame member 11, connecting the left and right front frame members 11. Similarly, the rear connecting beam 51 extends from the rear of the left front frame member 11 in the vehicle width direction to the rear of the right front frame member 11, connecting the left and right front frame members 11. The front connecting beam 50 and the rear connecting beam 51 are made of, for example, extruded material or stamped material. By connecting the left and right front frame members 11 with the front connecting beam 50 and the rear connecting beam 51, a frame structure that appears as a frame when viewed from above is formed.

[0108] Additionally, an intermediate connecting beam 49 is disposed between the front connecting beam 50 and the rear connecting beam 51. The intermediate connecting beam 49 is a component that extends from the front of the left front frame member 11 in the vehicle width direction to the front of the right front frame member 11, connecting the left front frame member 11 and the right front frame member 11. The intermediate connecting beam 49 can be provided as needed or omitted.

[0109] The front connecting beam 50 is configured to extend from the upper surface of the left front frame member 11 to the upper surface of the right front frame member 11, and protrudes upwards compared to the upper surfaces of both front frame members 11. On the other hand, the rear connecting beam 51 is disposed between the left and right front frame members 11, with its left end connected to the side of the left front frame member 11 and its right end connected to the side of the right front frame member 11. Both the front connecting beam 50 and the rear connecting beam 51 can be fixed to the front frame members 11 by fastening components, welding, bonding, or other methods.

[0110] The front-to-back dimensions of the front connecting beam 50 and the rear connecting beam 51 are set to be longer than the left-to-right dimensions of the front frame member 11. This improves the connection strength between the two connecting beams 50 and 51 and the front frame member 11.

[0111] like Figure 4 As shown, the powertrain PT is positioned rearward compared to the front connecting beam 50. Specifically, in a top-down view, the powertrain PT is positioned between the front connecting beam 50 and the rear connecting beam 51. In the lower structure 2, drive shafts 52 are provided on the left and right sides, respectively, to transmit the output of the powertrain PT to the left and right front wheels F.

[0112] Furthermore, the left and right suspension arms 13a, which form part of the front suspension device 13, are flexibly supported on the left and right front frame members 11 via brackets 13b. The brackets 13b are provided at the connection points between the left and right front frame members 11 and the rear connecting beam 51.

[0113] In the lower structure 2, two left-side connecting portions 53 and 54 are provided at intervals in the front-rear direction, connecting the left front frame member 11 to the left front side frame 72 (described later). Similarly, two right-side connecting portions 55 and 56 are provided at intervals in the front-rear direction, connecting the right front frame member 11 to the right front side frame 72 (described later). The left-side connecting portions 53 and 54, and the right-side connecting portions 55 and 56 can be made of sheet metal, cylindrical components, columnar components, etc., extending in the vertical direction. In this embodiment, the left-side connecting portions 53 and 54, and the right-side connecting portions 55 and 56 are made of stamped material, but they can also be made of extruded material, etc. Furthermore, the number of left-side connecting portions 53 and 54 is not limited to two; three or more can be provided at intervals in the front-rear direction. The same applies to the right-side connecting portions 55 and 56.

[0114] The front left connecting portion 53 is provided at the connection point between the front connecting beam 50 and the left front frame member 11. Specifically, the front part of the left front frame member 11 and the left end of the front connecting beam 50 are arranged overlapping in the vertical direction, and the left end of the front connecting beam 50 is connected to the front part of the left front frame member 11, thus forming a connection point through the left end of the front connecting beam 50. The lower end of the front left connecting portion 53 is installed at the left end of the front connecting beam 50.

[0115] Furthermore, the front right-side connecting portion 55 is provided at the connection point between the front connecting beam 50 and the right-side front frame member 11. Specifically, the front part of the right-side front frame member 11 and the right end of the front connecting beam 50 are arranged overlapping in the vertical direction, and the right end of the front connecting beam 50 is connected to the front part of the right-side front frame member 11, thus forming a connection point through the right end of the front connecting beam 50. The lower end of the front right-side connecting portion 55 is installed at the right end of the front connecting beam 50.

[0116] The rear left connecting portion 54 is located at the connection point with the intermediate connecting beam 49 in the left front frame member 11. The lower end of the rear left connecting portion 54 is mounted to the left front frame member 11 and is positioned rearward compared to the left drive shaft 52. Similarly, the rear right connecting portion 56 is located at the connection point with the intermediate connecting beam 49 in the right front frame member 11. The lower end of the rear right connecting portion 56 is mounted to the right front frame member 11 and is positioned rearward compared to the right drive shaft 52. This allows for the widening of the distance between the front and rear left connecting portions 53 and 54, as well as the distance between the front and rear right connecting portions 55 and 56.

[0117] Right front frame component 11 and Figure 8 Compared to the right-side front frame 72 shown, it is positioned on the left side (inner side in the vehicle width direction). Additionally, the left-side front frame component 11 is... Figure 2 The left front side frame 72 shown is positioned on the right side (inner side in the vehicle width direction). Therefore, the distance between the left and right front side frames 72 is wider than the distance between the left and right front frame components 11. A powertrain PT, including a driving electric motor M, is mounted between the left and right front side frames 72.

[0118] like Figure 3 As shown, the right-side connecting portions 55 and 56 are positioned further up on the right (outer in the vehicle width direction). This is because the right-side front frame 72 is positioned on the right side above the right-side front frame member 11 compared to that front frame member 11. The left-side connecting portions 53 and 54 are similarly positioned further up on the left (outer in the vehicle width direction).

[0119] The rear frame members 12, like the front frame members 11, are arranged in a pair on the left and right, extending rearward in a generally horizontal, straight line. Each rear frame member 12 can be made of, for example, extruded material, stamped material, etc. In this embodiment, each rear frame member 12 is made of extruded material.

[0120] The left rear frame member 12 connects to the rear end beam 23, which forms the rear of the battery box 10, at a position to the left of the center in the left-right direction. This connection point is located on the right side of the left square beam 20 of the battery box 10. Similarly, the right rear frame member 12 connects to the rear end beam 23 at a position to the right of the center in the left-right direction. This connection point is located on the left side of the right square beam 21 of the battery box 10. The connection structure between the rear frame member 12 and the rear end beam 23 can be the same as the connection structure between the front frame member 11 and the front end beam 22 described above.

[0121] In addition, Figure 5In the illustrated configuration, the front ends of the left and right rear frame members 12 are connected to the rear end beam 23, and the middle portion of the rear frame members 12 in the front-to-back direction is connected to the rear end beam 23 via connecting members 60. Thus, the battery box 10 side of the rear frame members 12 is connected to the battery box 10 at multiple locations that are separated from each other in the left-to-right direction.

[0122] The left and right suspension arms 14a, which form part of the rear suspension device 14, are supported by the left and right rear frame members 12 via brackets 14b.

[0123] (Upper structure)

[0124] Next, the upper structure 3 will be explained. For example... Figures 7-10 As shown, the upper structure 3 includes a floor panel 70, a front bulkhead 71, a pair of left and right front side frames 72, and a pair of left and right lower side beams 73. Figures 7-10 The image shows the vehicle after the doors, hood, front fenders, windows, bumpers, front and rear lights, some seats, and interior materials have been removed.

[0125] The floor panel 70 forms the floor surface of the vehicle compartment R1 and is constructed of steel plates extending in both the longitudinal and lateral directions. The space above the floor panel 70 forms the vehicle compartment R1. A roof 80 is provided on the upper part of the vehicle compartment R1. Additionally, as... Figure 2 As shown, a front opening 3a and a rear opening 3b are formed on the left side of the upper structure 3. Figure 1 As shown, the front opening 3a and the rear opening 3b are opened and closed freely via the front door 81 and the rear door 82, respectively. In addition, although not shown, a front door and a rear door are also provided on the right side of the upper structure 3 in a manner that allows for easy opening and closing.

[0126] The front bulkhead 71 is a component used to separate the passenger compartment R1 and the engine compartment R3 in the longitudinal direction. This front bulkhead 71 is made of, for example, steel plate and extends in both the left-right and vertical directions. Figures 7-9 As shown, front wheel covers 85 for accommodating the left and right front wheels F are respectively provided on the left and right sides of the front part of the upper structure 3. Figures 7-9 Only the right front wheel arch is shown in the image. The left end of the front bulkhead 71 is connected to the left front wheel arch 85. Figure 2 (as shown) is connected, and the right end of the front bulkhead 71 is connected to the right front wheel arch portion 85 (as shown). Figures 7-9 (As shown) connection.

[0127] like Figure 11 As schematically shown, the floor panel 70 includes a front floor portion 70a and a rear floor portion 70b. Furthermore, as... Figure 10As shown, the floor panel 70 also has an upwardly curved portion 70c at its rear. The front floor portion 70a, the rear floor portion 70b, and the upwardly curved portion 70c can be integrally formed from a single sheet of material, or they can be formed from different sheets of material. When they are formed from different sheets of material, multiple sheets of material can be joined together to form a single floor panel 70.

[0128] like Figure 11 As shown, the front floor portion 70a constitutes the front part of the floor panel 70, and is inclined or curved in such a way that it is positioned higher as it moves forward. The front end of the front floor portion 70a is connected to the lower end of the front bulkhead 71. Therefore, the floor panel 70 is provided to extend rearward from the lower end of the front bulkhead 71.

[0129] The rear floor section 70b extends rearward from the rear end of the front floor section 70a, forming the middle portion of the floor panel 70 in the front-rear direction. The front part of the battery box 10 of the lower structure 2 is located directly below the front floor section 70a, and the rear part of the battery box 10 is located directly below the rear floor section 70b. Therefore, the battery box 10 is formed to extend from below the front floor section 70a to below the rear floor section 70b, thereby allowing the battery B to be mounted mostly under the floor panel 70.

[0130] The middle portion of the floor panel 70 in the front-rear direction is lower than the front floor portion 70a. That is, the front floor portion 70a is located in front of the rear floor portion 70b and is positioned above it. At least a portion of a seat fixing part 100 for securing the front seat S1 is installed on the front side of the rear floor portion 70b. The seat fixing part 100 is, for example, a bracket. It is acceptable for at least the rear portion of the seat fixing part 100 to be installed on the rear floor portion 70b, or for the entire seat fixing part 100 to be installed on the rear floor portion 70b. By installing at least the rear portion of the seat fixing part 100 on the rear floor portion 70b, the front seat S1 can be positioned lower, thus lowering the hip point of the front passenger P. As a result, more headroom is provided for the front passenger P, improving comfort. Furthermore, a lower hip point means that the seating position of the front passenger P is lowered, thereby lowering the vehicle's center of gravity height when in use. In this embodiment, since the entire seat fixing part 100 is installed on the rear floor part 70b, the front seat S1 can be positioned even lower.

[0131] When the driver, as the front passenger P, sits in the front seat S1, the front passenger P's heels P1 are placed on the front floor section 70a. Since the front floor section 70a, where the heels P1 are located, is positioned higher than the rear floor section 70b, the heels P1 are positioned higher than in a typical car (where the front and rear floor sections are at the same height). This arrangement allows the front passenger P's thighs P2 and lower legs P3 to be in a position with a large opening. Figure 11 The symbol 101 represents the center line of thigh P2, and the symbol 102 represents the center line of calf P3. The height difference between the front floor section 70a and the rear floor section 70b is set in a range of 125° to 150° by the angle formed by the center line 101 and the center line 102 (the opening angle α between thigh P2 and calf P3).

[0132] By setting this height difference, the angle between the lower leg P3 and the front floor portion 70a (the angle β between the centerline 101 and the front floor portion 70a) becomes smaller. Therefore, the vertical component of the force input to the heel P1 when operating the pedal is smaller, improving the operability of the brake pedal 103. Specifically, when the front seat occupant P depresses the brake pedal 103, the heel P1 exerts a downward force F on the front floor portion 70a. If this force F is decomposed into a vertical force and a horizontal force, they are force F1 and force F2, respectively. As mentioned above, the angle β decreases, therefore the vertical component of the force F1 input from the heel P1 decreases. This allows for quick and accurate switching operations, such as from the brake pedal 103 to the accelerator pedal (not shown) and vice versa, resulting in improved pedal operability.

[0133] Additionally, the rear floor section 70b is sometimes used to place the rear passenger's feet. Since the rear floor section 70b is lower than the front floor section 70a, the legroom for the rear passenger is increased, and the passenger comfort is improved.

[0134] like Figures 7-9 As shown, the upper bend 70c forms the rear portion of the floor panel 70 and connects to the rear end of the rear floor portion 70b. The upper bend 70c is positioned above the rear floor portion 70b, and a vertically extending longitudinal plate portion 70d is formed between the upper bend 70c and the rear floor portion 70b. The height of the upper bend 70c is set to be higher than the height of the front floor portion 70a. A rear seat S2 is mounted on the upper surface of the upper bend 70c. Figure 2 (As shown). Below the upper bend 70c, a battery B or a control device for the electric vehicle 1 (not shown) may be installed.

[0135] A floor side beam 110 extending in the left-right direction along the floor panel 70 is installed on the floor panel 70. The floor side beam 110 is welded, for example, to the upper surface of the rear floor portion 70b of the floor panel 70. The shape of the floor side beam 110 is not particularly limited; in this embodiment, it bulges upward and opens downward, forming a substantially identical cross-sectional shape at both ends in the left-right direction. By installing the floor side beam 110 on the rear floor portion 70b, a closed cross-section is formed by the floor side beam 110 and the rear floor portion 70b. The left end of the floor side beam 110 is located near the inner surface of the left lower side beam 73 in the vehicle width direction, and the right end of the floor side beam 110 is located near the inner surface of the right lower side beam 73 in the vehicle width direction. Alternatively, the floor side beam 110 may also be installed on the lower surface of the rear floor portion 70b.

[0136] like Figures 7-9 As shown, the left and right front side frames 72 are located at the front of the vehicle body and are high-strength components extending in the front-rear direction. Figures 7-9 In the image, only the front right border 72 is shown. Additionally, in... Figure 2 The left front side frame 72 is shown. That is, the left and right front side frames 72 are positioned in front of the floor panel 70 and above the floor panel 70. Specifically, the left and right front side frames 72 are arranged to extend forward from the left and right sides of the lower part of the front panel 71, respectively.

[0137] The left and right front side frames 72 are symmetrically constructed, for example, by joining multiple stamped materials or by being made of extruded materials. The cross-section of each front side frame 72 in a direction orthogonal to the front-rear direction is set to be larger than the cross-section in the same direction of the front frame member 11 of the lower structure 2. As a result, each front side frame 72 becomes a thicker and stronger component than the front frame member 11.

[0138] The front ends of the left and right front side frames 72 each have a crumple zone 72a that compresses and deforms to absorb impact energy during a frontal collision. The crumple zone 72a is a cylindrical metal component extending in the front-rear direction. Front bumper reinforcement members 86 extending in the left-right direction are fixed to the front ends of the left and right crumple zones 72a.

[0139] like Figure 8 As shown, the upper part of the right-side connecting portion 55, located in front of the lower structure 2, is connected to the right-side collapsible box 72a. Additionally, the left-side connecting portion 53, located in front of the lower structure 2... Figure 2The upper part of the left connecting part 53 (shown) is connected to the left collapsible box 72a. Since the collapsible box 72a is located at the front end of the front side frame 72, by connecting the upper part of the left connecting part 53 to the collapsible box 72a, the connecting part of the left connecting part 53 can be positioned near the front end of the vehicle body. This increases the front-rear spacing of the left connecting parts 53 and 54, thus further enhancing the effect of connecting the front frame member 11 to the front side frame 72 via the left connecting parts 53 and 54. The same applies to the right connecting parts 55 and 56. The connection structure for connecting the left connecting parts 53 and 54 and the right connecting parts 55 and 56 to the front side frame 72 uses fastening components such as bolts and nuts. Furthermore, the front left connecting part 53 and the front right connecting part 55 can also be connected to a position in the front side frame 72 that is further back than the collapsible box 72a.

[0140] In addition, such as Figure 5 As shown, the lower part of the rear right connecting part 56 is connected to the front frame component 11 at a position relative to the drive shaft 52. Additionally, as... Figure 8 As shown, the upper part of the rear right connecting portion 56 is connected to the front side frame 72 at a position further back than the center in the front-to-back direction. This allows for a further increase in the front-to-back spacing of the right connecting portions 55 and 56. The same applies to the left connecting portions 53 and 54.

[0141] The left and right lower beams 73 are respectively installed at the left and right ends of the floor panel 70 in a manner extending in the front-to-back direction. For example... Figure 12 As shown, the left end of the floor panel 70 is connected to the middle of the left lower side beam 73 in the vertical direction. The upper part of the lower side beam 73 protrudes upward from the connection point of the floor panel 70, and the lower part of the lower side beam 73 protrudes downward from the connection point of the floor panel 70. Since the battery box 10 is arranged below the floor panel 70, when viewed from the side of the vehicle, the lower part of the lower side beam 73 and the battery box 10 are arranged in an overlapping manner. Similarly, the right lower side beam 73 is also connected to the right end of the floor panel 70.

[0142] The left and right lower beams 73 are symmetrically constructed. The following is based on... Figure 12The detailed structure of the lower side beam 73 on the left side will be described. The lower side beam 73 on the left side has an inner component 90 and an outer component 91 made of stamped material. The inner component 90 is a component that forms the interior side portion of the lower side beam 73, bulging towards the interior side and being longer in the longitudinal direction. The outer component 91 is a component that forms the exterior side portion of the lower side beam 73, bulging towards the exterior side and being longer in the longitudinal direction. The upper parts of the inner component 90 and the outer component 91 are joined together, and the lower parts of the inner component 90 and the outer component 91 are joined together, thereby forming a lower side beam 73 with a hollow interior.

[0143] 0091 On the lower part of the inner side of the lower side beam 73 in the vehicle width direction, a first recess 73a is formed in a manner extending in the front-rear direction and recessed outward in the vehicle width direction. The first recess 73a is open downward and inward in the vehicle width direction. The outer side of the battery box 10 of the lower structure 2 in the vehicle width direction is formed to be embedded in the first recess 73a. Specifically, the left side square beam 20 of the battery box 10 enters the first recess 73a from below. As a result, the dimension of the battery box 10 in the vehicle width direction can be ensured to be longer, and the downward protrusion of the battery box 10 can be reduced.

[0144] A hollow lateral load transfer component 120 is provided inside the lower side beam 73. This lateral load transfer component 120 extends in the longitudinal direction and is used to transfer loads from the outer side in the vehicle width direction to the inner side in the vehicle width direction. The load transferred by the lateral load transfer component 120 is not the load assumed during normal driving, but a load with a very large degree of deformation of the side components of the electric vehicle 1, such as when an obstacle collides with the side of the electric vehicle 1.

[0145] The lateral load transfer component 120 can be made of, for example, an extruded material, and extends continuously from the front end to the rear end of the lower side beam 73. The lateral load transfer component 120 is fixed to the lower side beam 73 at an appropriate location. The fixing structure of the lateral load transfer component 120 relative to the lower side beam 73 is not particularly limited; for example, a structure using fasteners such as bolts and nuts, rivets, etc., can be cited.

[0146] The lateral load transfer component 120 has high rigidity, enabling it to transfer the load during a side collision inward in the vehicle width direction. Therefore, it is resistant not only to compressive forces but also to bending and torsional forces. During normal driving, it also functions as a reinforcing component to strengthen the lower side beam 73, thus helping to improve the rigidity of the vehicle body. Since this lateral load transfer component 120 is a component that reinforces the lower side beam 73 from within, it can be called an internal reinforcement.

[0147] The lateral load transfer component 120 includes an upper wall portion 121, an outer wall portion 122, an inner upper longitudinal wall portion 123, an inner lower longitudinal wall portion 124, a middle wall portion 125, and a lower wall portion 126. The upper wall portion 121 extends in the vehicle width direction and is disposed near its upper end inside the lower side beam 73. The outer wall portion 122 extends downward from the outer end of the upper wall portion 121 in the vehicle width direction and is disposed near its outer end inside the lower side beam 73 in the vehicle width direction. The upper end of the outer wall portion 122 is located above the upper end of the floor side crossbeam 110. The lower end of the outer wall portion 122 is located below the upper end of the second battery side crossbeam 25B disposed inside the battery box 10. Furthermore, although not shown, the positional relationship between the first battery side crossbeam 25A and the third battery side crossbeam 25C and the lateral load transfer component 120 is also approximately the same.

[0148] The inner upper longitudinal wall portion 123 extends downward from the inner end of the upper wall portion 121 in the vehicle width direction and is disposed inside the lower side beam 73 near the inner end in the vehicle width direction. The upper end of the inner upper longitudinal wall portion 123 is located above the upper end of the floor side crossbeam 110. The lower end of the inner upper longitudinal wall portion 123 is located below the rear floor portion 70b and above the upper end of the second battery side crossbeam 25B.

[0149] The intermediate wall portion 125 extends outward in the vehicle width direction from the lower end of the inner upper longitudinal wall portion 123. The outer end of the intermediate wall portion 125 in the vehicle width direction is located inward of the upper wall portion 121 relative to the center in the vehicle width direction. The inner lower longitudinal wall portion 124 extends downward from the inner end of the intermediate wall portion 125 in the vehicle width direction. The lower end of the inner lower longitudinal wall portion 124 is located below the upper end of the second battery side crossbeam 25B. The vertical dimension of the inner lower longitudinal wall portion 124 is set to be shorter than the vertical dimension of the inner upper longitudinal wall portion 123.

[0150] 0098 Through the inner lower longitudinal wall portion 124 and the middle wall portion 125, the lower part of the interior side of the lateral load transfer member 120 has a second recess 120a that is recessed outward in the vehicle width direction in a manner corresponding to the first recess 73a of the lower side beam 73. The portion of the lower side beam 73 with the first recess 73a is embedded in the second recess 120a of the lateral load transfer member 120.

[0151] The lower wall portion 126 extends from the lower end of the inner lower longitudinal wall portion 124 to the lower end of the outer wall portion 122. The width dimension of the lower wall portion 126 is set to be longer than the width dimension of the intermediate wall portion 125.

[0152] When viewed from the side of the vehicle, the upper portion of the lateral load transfer component 120 overlaps with the floor side crossbeam 110, and the lower portion of the lateral load transfer component 120 overlaps with the second battery side crossbeam 25B. That is, the lateral load transfer component 120 has an inner upper longitudinal wall portion (first longitudinal wall portion) 123 that overlaps with the floor side crossbeam 110 and extends in the vertical direction when viewed from the side of the vehicle, and an inner lower longitudinal wall portion (second longitudinal wall portion) 124 that overlaps with the battery box 10 and extends in the vertical direction when viewed from the side of the vehicle. Furthermore, the lower portion of the inner upper longitudinal wall portion 123 may overlap with the upper portion of the battery box 10.

[0153] First to fourth ribs 131 to 134 are integrally formed inside the lateral load transfer component 120. The first rib 131 extends in the vehicle width direction at the part that separates from the middle wall portion 125 upwards, and the inner end of the first rib 131 in the vehicle width direction is connected to the middle part in the vertical direction of the inner upper longitudinal wall portion 123. The first rib 131 is inclined in such a way that it is located higher as it extends outwards in the vehicle width direction.

[0154] The second rib 132 extends in the vehicle width direction at the portion separating downward from the first rib 131. The inner end of the second rib 132 in the vehicle width direction connects to the upper end of the inner lower longitudinal wall portion 124. The outer end of the second rib 132 in the vehicle width direction connects to the middle portion in the vertical direction of the outer wall portion 122. The first rib 131 and the second rib 132 can extend approximately horizontally, or they can be inclined such that they are positioned higher as they move inward in the vehicle width direction, or they can be inclined such that they are positioned higher as they move outward in the vehicle width direction.

[0155] The third rib 133 extends upward from the upper end of the inner lower longitudinal wall portion 124. The upper end of the third rib 133 connects to the middle portion of the upper wall portion 121 in the vehicle width direction. The third rib 133 is inclined such that it is located further outward in the vehicle width direction as it goes upward. The outer end of the first rib 131 in the vehicle width direction is connected to the middle portion of the third rib 133 in the vertical direction.

[0156] The fourth rib 134 extends along the vehicle width direction at the point where it separates upward from the second rib 132. The inner end of the fourth rib 134 in the vehicle width direction connects to the middle portion of the third rib 133 in the vertical direction. The outer end of the fourth rib 134 in the vehicle width direction connects to the middle portion of the outer wall portion 122 in the vertical direction. The inner end of the fourth rib 134 in the vehicle width direction connects to the outer end of the first rib 131 in the vehicle width direction via the third rib 133, forming a continuous rib in the vehicle width direction consisting of the first rib 131 and the fourth rib 134. The number and shape of the ribs formed inside the lateral load transfer member 120 are not limited to the above-described number and shape; the number of ribs can be three or less, or five or more.

[0157] Battery box 10 is fixed to the lower side beam 73 and directly to the lateral load transfer component 120. Multiple cylindrical metal components 140 extending vertically are fixed to the left side beam 20 of battery box 10. The front-to-back spacing of the cylindrical components 140 can be set to, for example, several tens of centimeters. Figure 2 As shown, multiple cylindrical components 140 are arranged at intervals in the front-to-back direction. Each cylindrical component 140 is inserted below a bolt 141.

[0158] On the other hand, an opening is provided in the lower beam 73 at a location corresponding to the inner surface of the first recess 73a, allowing the shaft portion of the bolt 141 to pass through. Similarly, the intermediate wall portion 125 of the lateral load transfer member 120 also has an opening allowing the shaft portion of the bolt 141 to pass through, and the two openings are identical. A nut 142 is housed inside the lateral load transfer member 120. The nut 142 is fixed to the upper surface of the intermediate wall portion 125 of the lateral load transfer member 120. The number and position of the openings and nuts 142 correspond to the number and position of the cylindrical members 140.

[0159] Therefore, by inserting each bolt 141 into the cylindrical component 140 and screwing it into the opening of the lower side beam 73 and the opening of the side load transfer component 120, and engaging with the nut 142, multiple parts on the left side of the battery box 10 can be fixed to the side load transfer component 120 and the lower side beam 73. The same method can be used to fix the right side of the battery box 10.

[0160] In this embodiment, the side load transfer component 120 is described as a single-piece component, but it is not limited to this. The side load transfer component 120 may also be constructed by combining multiple components. Although not shown, it may also be a two-part structure in which the inner and outer portions of the side load transfer component 120 in the vehicle width direction are formed separately and then integrated. Alternatively, the side load transfer component 120 may also be a three-part structure.

[0161] like Figure 7 As shown, the upper structure 3 has a pair of hinged columns 150 on the left and right sides. The right hinged column 150 extends upward from the front end of the lower right beam 73. Additionally, as... Figure 2 As shown, the left hinge post 150 extends upward from the front end of the left lower beam 73. Left and right front doors 81 are respectively installed on the left and right hinge posts 150. Figure 1 (As shown).

[0162] In addition, such as Figure 10 As shown, the upper structure 3 also has a pair of central columns 157 on the left and right. The central column 157 on the right extends upward from the middle of the lower beam 73 on the right side in the front-rear direction. In addition, as Figure 2As shown, the left-side central pillar 157 extends upwards from the middle of the left-side lower beam 73 in the front-rear direction. Left and right rear doors 82 are respectively installed on the left and right central pillars 157. Figure 1 (As shown).

[0163] like Figure 9 As shown, the upper structure 3 has a pair of left and right floor reinforcement members (first front-to-back load transfer members) 151. The floor reinforcement members 151 extend along the upper surface of the front floor portion 70a in the front-to-back direction. The front end of the right floor reinforcement member 151 is connected to the rear end of the right front side frame 72. The rear end of the right floor reinforcement member 151 is connected to the front end of the right lower side beam 73. Therefore, the front side frame 72 and the lower side beam 73 are connected through the floor reinforcement members 151. Thus, for example, if a collision load during a frontal collision is input to the front side frame 72, the collision load is transferred to the lower side beam 73 via the floor reinforcement members 151.

[0164] The floor reinforcement 151 bulges upward and opens downward, with the bulge shape continuing from the front end to the rear end. By mounting the floor reinforcement 151 to the upper surface of the front floor portion 70a, a closed profile is formed by the floor reinforcement 151 and the front floor portion 70a.

[0165] Since the lower side beam 73 is located outside the vehicle width direction compared to the front side frame 72, the floor reinforcement 151 extends while curving in a top-down view, with its position becoming increasingly outer in the vehicle width direction as it moves rearward. The curvature of the floor reinforcement 151 corresponds to the shape of the lower end of the front wheel arch portion 85. That is, the floor reinforcement 151 extends along the lower end of the front wheel arch portion 85 and is integrated with it. Furthermore, the left floor reinforcement (not shown) has a symmetrical structure to the right floor reinforcement.

[0166] Floor reinforcement 151 is installed on the upper surface of the front floor section 70a, while the outer connecting part 30 of the lower structure 2 ( Figure 3 As shown in the figure, the floor reinforcement 151 and the outer connecting portion 30 are located below the front floor portion 70a, so the floor reinforcement 151 and the outer connecting portion 30 are positioned separately from each other in the vertical direction. Similarly, the floor reinforcement 151 and the inner connecting portion 31 are also positioned separately from each other in the vertical direction.

[0167] Furthermore, when viewed from above, the portion of the floor reinforcement 151 on the lower side beam 73 side (the rear end of the floor reinforcement 151) overlaps with the portion of the outer connecting portion 30 on the battery box 10 side (the rear end of the outer connecting portion 30). The rear end of the floor reinforcement 151 is connected to the lower side beam 73, and therefore is positioned adjacent to the lower side beam 73. On the other hand, the outer connecting portion 30 is connected to the battery box 10, and is therefore separate from the lower side beam 73. However, when viewed from above, the rear end of the outer connecting portion 30 overlaps with the rear end of the floor reinforcement 151, allowing the rear end of the outer connecting portion 30 to approach the lower side beam 73. Therefore, a frontal impact load can reliably act towards the lower side beam 73 via the outer connecting portion 30. The same applies to the left side.

[0168] The rear end of the right floor reinforcement 151 and the base end (lower end) of the right hinge post 150 are positioned in the same location in the front-rear direction. That is, the area near the base end of the hinge post 150 in the lower beam 73 is a particularly rigid part. By connecting the rear end of the floor reinforcement 151 to this particularly rigid part, the lower beam 73 can efficiently absorb impact loads.

[0169] like Figure 7 As shown, the upper structure 3 includes a pair of lower load-transferring members (second front-to-back load-transferring members) 152 on the left and right sides. The lower load-transferring members 152 are positioned above the front frame member 11 of the lower structure 2, and the front frame member 11 and the lower load-transferring members 152 are separated from each other in the vertical direction. Furthermore, the lower load-transferring members 152 extend along the lower surface of the front floor portion 70a in the front-to-back direction. Figure 11 As schematically shown, the front end of the lower load transfer member 152 on the right side is connected to the rear end of the front side frame 72 on the right side. Furthermore, the lower load transfer member 152 extends towards the front of the battery compartment 10; therefore, for example, when a frontal collision load is input rearward to the front side frame 72, the collision load is transferred to the front of the battery compartment 10 via the lower load transfer member 152. The lower load transfer member 152 on the left side is symmetrical to the lower load transfer member on the right side.

[0170] The lower load transfer member 152 bulges downward and opens upward, and the shape of the bulge continues from the front end to the rear end. By mounting the lower load transfer member 152 to the lower surface of the front floor portion 70a, a closed profile is formed by the lower load transfer member 152 and the front floor portion 70a.

[0171] The rear of the lower load transfer component 152 on the right is positioned to the right of the front central beam 26 within the battery box 10 and to the left of the right square beam 21. Conversely, the rear of the lower load transfer component 152 on the left is positioned to the left of the front central beam 26 within the battery box 10 and to the right of the left square beam 20.

[0172] like Figures 7-9 As shown, a crossbeam 153 is provided on the lower surface of the front floor section 70a. This crossbeam 153 extends in the left-right direction and connects the rear portions of the lower load transfer members 152 on the left and right sides. The crossbeam 153 bulges downwards and opens upwards, forming approximately the same cross-sectional shape at both ends in the left-right direction. By mounting the crossbeam 153 on the lower surface of the front floor section 70a, a closed cross-section is formed by the crossbeam 153 and the front floor section 70a. By providing the crossbeam 153, it is possible to suppress the rear portion of the lower load transfer members 152 from displacing in the left-right direction when the lower load transfer members 152 bear the impact load during a frontal collision.

[0173] like Figure 11 As shown, the front end beam 22, which forms the front part of the battery box 10, is positioned directly below the crossbeam 153. The front end beam 22 is fastened to the crossbeam 153 by bolts and nuts (not shown). The fastening method of the front end beam 22 can be the same as the fastening method of the left side beam 20 fastening to the lower side beam 73.

[0174] A protruding portion 22a is provided at the front of the battery box 10. Specifically, the protruding portion 22a is provided at a position in the front end beam 22 that is rearward compared to the crossbeam 153. This protruding portion 22a is located rearward compared to the rear of the lower load transfer member 152. Furthermore, the upper end of the protruding portion 22a is formed such that its upper end is located above the lower surface of the crossbeam 153 and above the lower surface of the rear of the lower load transfer member 152. Thus, when viewed from the front-rear direction, the crossbeam 153 and the lower load transfer member 152 overlap with the protruding portion 22a. The protruding portion 22a is the portion that transmits the impact load from the lower load transfer member 152 when the lower load transfer member 152 moves backward due to the impact load during a frontal collision.

[0175] The protrusion 22a extends continuously in the left-right direction. That is, in a frontal collision, it is possible to consider the case that the rear part of the lower load transfer member 152 is slightly displaced in the left-right direction. However, since the protrusion 22a is continuous in the left-right direction, even if the rear part of the lower load transfer member 152 is displaced in the left-right direction, the collision load will be reliably input to the protrusion 22a. Furthermore, the protrusion 22a is not limited to a structure that is continuous in the left-right direction, as long as it is formed discontinuously and at least partially overlaps with the rear part of the lower load transfer member 152 when viewed from the front-rear direction.

[0176] The protrusion 22a can be integrally formed with the front end beam 22, or it can be composed of different parts. When the front end beam 22 is made of extruded material, the protrusion 22a can be easily integrally formed. The protrusion 22a can be fixed to, for example, the base plate 24, or it can be fixed to the left square beam 20, the right square beam 21, etc. The protrusion 22a can be any shape, such as plate-shaped (rib-shaped), rod-shaped, or cylindrical. By making the protrusion 22a rib-shaped and integrally forming it with the front end beam 22, a strengthening effect on the front end beam 22 can also be obtained.

[0177] The rear portion of the lower load transfer member 152 and the protrusion 22a are arranged at a predetermined interval in the longitudinal direction. By maintaining this predetermined interval, the lower load transfer member 152 does not contact the protrusion 22a during normal driving, thus preventing the generation of interference noise, etc. On the other hand, if the lower load transfer member 152 moves rearward during a frontal collision, the rear portion of the lower load transfer member 152 contacts the protrusion 22a, thus reliably transmitting the collision load to the protrusion 22a. In other words, the predetermined interval refers to an interval set such that the lower load transfer member 152 does not contact the protrusion 22a during normal driving, but the rear portion of the lower load transfer member 152 contacts the protrusion 22a during a frontal collision; for example, it can be set to approximately a few millimeters to a few centimeters. Alternatively, the rear portion of the lower load transfer member 152 may abut against the protrusion 22a. Furthermore, a fastening member may be used to connect the rear portion of the lower load transfer member 152 to the protrusion 22a.

[0178] In addition, Figure 6 In the arrangement shown, the front central beam 26 within the battery box 10 is positioned below the front floor portion 70a and is higher than the height of the first to third rear central beams 27 to 29. Therefore, the vertical dimension of the front central beam 26 is elongated, resulting in a large-section front central beam 26 located at the front of the battery box 10. This suppresses deformation of the battery box 10 when it bears a collision load transmitted from the lower load transfer member 152 at its front.

[0179] (The connection structure between the rear and upper parts of the battery box)

[0180] like Figure 13 As shown, the rear part of the battery box 10 and the upper structure 3 are connected by a connecting member 160. Before describing this connecting structure, the structure of the rear side of the upper structure 3 will be described. Rear wheel covers 170 for accommodating the left and right rear wheels R are respectively provided on the left and right sides of the rear of the upper structure 3. Figures 7-9 Only the right rear wheel arch portion is shown in the diagram. The luggage compartment floor portion 70e, which forms the floor surface of the luggage compartment R2 in the floor panel 70, extends rearward from the rear of the upper bend 70c and is positioned above the rear floor portion 70b. The rear floor portion 70b is considered the first floor portion, and the upper bend 70c and luggage compartment floor portion 70e are considered the relatively higher second floor portions. The left end of the luggage compartment floor portion 70e is adjacent to the left rear wheel arch portion 170 (…). Figure 2 The lower part of the luggage compartment floor 70e is connected to the right rear wheel arch 170 (as shown). Figures 7-9 (As shown) connection.

[0181] like Figures 7-9 As shown, a rear crossbeam (first crossbeam) 171 extending in the left-right direction is mounted on the lower surface of the upper bend 70c. The rear crossbeam 171 bulges downward and opens upward, and the bulging shape continues from the left end to the right end. By mounting the rear crossbeam 171 on the lower surface of the upper bend 70c, a closed section is formed by the rear crossbeam 171 and the upper bend 70c.

[0182] A rear floor side beam 172 extending in a left-right direction directly above the rear crossbeam 171 is mounted on the upper surface of the upper bend 70c. The rear floor side beam 172 bulges upward and opens downward, with the bulging shape continuing from the left end to the right end. By mounting the rear floor side beam 172 on the upper surface of the upper bend 70c, a closed section is formed by the rear floor side beam 172 and the upper bend 70c. When viewed from above, the rear floor side beam 172 overlaps with the rear crossbeam 171.

[0183] Furthermore, the right end of the rear floor side crossbeam 172 is connected to the right rear wheel arch portion 170, and the left end of the rear floor side crossbeam 172 is connected to the left rear wheel arch portion 170. Additionally, the lower end of a side reinforcement member 173 extending upward along the right rear wheel arch portion 170 is connected to the right end of the rear floor side crossbeam 172. Furthermore, the lower end of a side reinforcement member (not shown) extending upward along the left rear wheel arch portion 170 is connected to the left end of the rear floor side crossbeam 172. Moreover, the upper part of the right side reinforcement member 173 and the upper part of the left side reinforcement member are connected by a connecting member 174 extending in the left-right direction. Figure 8 and Figure 9(As shown). That is, a ring structure is formed by the rear floor side crossbeam 172, the left and right side reinforcements 173, and the connecting parts 174. The ring structure can also be formed using a reinforcement (not shown) provided on the side of the roof 80.

[0184] On the other hand, such as Figure 13 As shown, the battery box 10 has a side crossbeam (second crossbeam) 180 (in Figures 2-6 (omitted). The side crossbeam 180 extends in the left-right direction and is mounted on the rear end beam 23 that forms the rear of the battery box 10. The side crossbeam 180 is located above the rear end beam 23. The side crossbeam 180 and the rear crossbeam 171 are arranged opposite each other in the vertical direction.

[0185] like Figure 13 As shown, the connecting member 160 is used to connect the rear end beam 23 of the battery box 10 and the upper bend 70c. Therefore, by using the battery box 10 to reinforce the upper bend 70c, the rigidity of the upper bend 70c is improved. By improving the rigidity of the upper bend 70c, the overall rigidity of the floor panel 70 is also improved. In this embodiment, the connecting member 160 is made of a plate extending in the left-right and up-down directions, but it is not limited to this; it can also be a closed-section beam, shaft-like member, cylindrical member, etc., extending in the up-down direction or obliquely. Alternatively, multiple connecting members 160 may be provided.

[0186] The upper part of the connecting member 160 is fixed to the lower part of the rear crossbeam 171. Thus, the battery box 10 and the upper bend 70c are connected via the rear crossbeam 171 and the connecting member 160. That is, the upper part of the connecting member 160 can be fixed in a portion whose rigidity is increased by providing the rear crossbeam 171, thereby improving the fixing strength of the connecting member 160 to the upper bend 70c. The fixing structure of the upper part of the connecting member 160 can be a removable fastening structure using fasteners such as bolts and nuts (not shown). Alternatively, the upper part of the connecting member 160 can be directly connected to the upper bend 70c.

[0187] Furthermore, the lower part of the connecting member 160 is fixed to the side crossbeam 180 of the battery box 10, which forms part of the battery box 10. This allows for the fixing of the lower part of the connecting member 160 to the battery box 10 with increased rigidity, thereby improving the fixing strength of the connecting member 160 to the battery box 10. Additionally, the lower part of the connecting member 160 can be detachably fixed to the battery box 10 using the aforementioned fastening member. The connecting member 160 can be a component on the upper structure 3 side or a component on the lower structure 2 side.

[0188] (The positional relationship between the beams of the upper and lower structures)

[0189] Figure 14 A variation of the embodiment is shown in a schematic diagram illustrating the positional relationship between the crossbeams of the upper structure 3 and the lower structure 2. First to third floor side crossbeams 110A, 110B, and 110C, extending along the vehicle width direction, are installed on the upper surface of the floor panel 70 of the upper structure 3. Furthermore, a crossbeam 153 is installed on the lower surface of the floor panel 70. The crossbeam 153 is a floor side crossbeam because it is installed on the floor panel 70.

[0190] The first floor side crossbeam 110A is the aforementioned crossbeam 110, and is arranged rearwardly separated from the crossbeam 153. The second floor side crossbeam 110B is arranged rearwardly separated from the first floor side crossbeam 110A. The third floor side crossbeam 110C is arranged rearwardly separated from the second floor side crossbeam 110B. On the other hand, the aforementioned first to third battery side crossbeams 25A, 25B, and 25C are provided in the battery box 10 of the lower structure 2. When viewed from the side, the crossbeam 153, the first to third floor side crossbeams 110A, 110B, 110C, and the first to third battery side crossbeams 25A, 25B, 25C are connected to the lower side beam 73 ( Figure 10 (As shown in the figure) overlap.

[0191] When viewed from the side of the vehicle, the crossbeam 153 and the first to third floor-side crossbeams 110A, 110B, and 110C are staggered from the first to third battery-side crossbeams 25A, 25B, and 25C in the longitudinal direction of the vehicle. That is, the crossbeams 153, 25A, 110A, 25B, 110B, 25C, and 110C are arranged sequentially from the front to the rear of the vehicle, and the crossbeams 153, 110A, 110B, and 110C are alternately arranged with the first to third battery-side crossbeams 25A, 25B, and 25C in the longitudinal direction.

[0192] For example, when considering the first floor side crossbeam 110A and the second floor side crossbeam 110B, the second battery side crossbeam 25B is located in front of the first floor side crossbeam 110A and in the rear compared to the second floor side crossbeam 110B. On the other hand, when considering the first battery side crossbeam 25A and the second battery side crossbeam 25B, the first floor side crossbeam 110A is located in the rear compared to the first battery side crossbeam 25A and in front compared to the second battery side crossbeam 25B. This positional relationship is referred to as "misalignment in the longitudinal direction of the vehicle".

[0193] Additionally, "offset in the longitudinal direction of the vehicle" can also include other methods. For example, it could include a method in which the center of the first floor side crossbeam 110A in the longitudinal direction and the center of the second battery side crossbeam 25B in the longitudinal direction are offset in the longitudinal direction. In this case, it also includes... Figure 14 The manner shown is as described, but it also includes, for example, the rear of the first floor side beam 110A and the front of the second battery side beam 25B being in a positional relationship that overlaps when viewed from above.

[0194] Additionally, the manner in which the front portion of the first floor side crossbeam 110A is located in front of the front portion of the second battery side crossbeam 25B, and the manner in which the rear portion of the second battery side crossbeam 25B is located behind the rear portion of the first floor side crossbeam 110A, are also included in "staggered in the longitudinal direction of the vehicle".

[0195] In a side collision, the crossbeam 153 and the first to third floor-side crossbeams 110A, 110B, 110C and the first to third battery-side crossbeams 25A, 25B, 25C can bear the collision load. Since the crossbeam 153 and the first to third floor-side crossbeams 110A, 110B, 110C and the first to third battery-side crossbeams 25A, 25B, 25C are offset in the longitudinal direction of the vehicle as described above, even if the obstacle is, for example, a thin object like a pole, the collision load of the obstacle can be input to any one of the crossbeam 153 and the first to third floor-side crossbeams 110A, 110B, 110C and the first to third battery-side crossbeams 25A, 25B, 25C.

[0196] When viewed from the side of the vehicle, only those positioned relative to the hinge pillar 150 (at...) Figure 14 (Represented by imaginary lines) The first to third floor-side crossbeams 110A, 110B, 110C and the first to third battery-side crossbeams 25A, 25B, 25C in non-overlapping areas are offset in the front-rear direction. That is, compared to the hinge post 150, the first to third floor-side crossbeams 110A, 110B, 110C and the first to third battery-side crossbeams 25A, 25B, 25C, located on the rear side, are offset in the front-rear direction. In other words, the location of the hinge post 150 has higher strength against lateral impact loads; therefore, even if the floor-side crossbeams and battery-side crossbeams are not offset in the front-rear direction, the hinge post 150 can still withstand the impact load.

[0197] Similarly, when viewed from the side of the vehicle, only the first and third floor side crossbeams 110A and 110C and the first to third battery side crossbeams 25A, 25B and 25C located in areas that do not overlap with the center pillar 157 are staggered in the front-rear direction.

[0198] (Effect during a head-on collision)

[0199] Next, a frontal collision will be described with respect to the electric vehicle 1 configured as described above. The impact load during a frontal collision is transmitted to the left and right front side frames 72 via the front bumper reinforcement 86. Additionally, the impact load during a frontal collision is also transmitted to the left and right front frame members 11.

[0200] Regarding the front frame component 11, since its multiple parts, which are separated in the front-rear direction, are connected to the left front side frame 72 via left connecting parts 53 and 54, the left front frame component 11, when subjected to a collision load, is stable and difficult to tilt in the left-right or up-down directions. The same applies to the right front frame component 11. Thus, the collision load is transmitted linearly to the front of the battery box 10 through the left and right front frame components 11.

[0201] At this time, the front frame component 11 is connected to the battery box 10 through multiple portions that are separated from each other in the left-right direction via the outer connecting portion 30 and the inner connecting portion 31. Therefore, the collision load input to the front frame component 11 is input to the multiple portions that are separated in the left-right direction in the battery box 10. The battery box 10 has a front central beam 26 extending in the front-rear direction, a left square beam 20, and a right square beam 21. Therefore, the collision load input to the multiple portions that are separated in the left-right direction is distributed and transferred to the front central beam 26, the left square beam 20, and the right square beam 21. As a result, the battery box 10 can be actively used to absorb the collision load, thereby increasing the amount of collision load absorbed in the lower structure 2. Correspondingly, the strength of the front side frame 72 and the strength of the components near the rear end of the front side frame 72 can be optimized to achieve overall vehicle weight reduction.

[0202] Furthermore, the collision load input to the front side frame 72 is transferred to the lower side beam 73 via the floor reinforcement 151. Additionally, since the outer connecting portion 30 extends towards the lower side beam 73, the collision load input to the front frame member 11 can also act towards the lower side beam 73 via the outer connecting portion 30. At this time, since the floor reinforcement 151 and the outer connecting portion 30 are separated in the vertical direction, the path of the collision load transferred from the front side frame 72 to the lower side beam 73 and the path of the collision load acting towards the lower side beam 73 from the front frame member 11 become different paths. Therefore, the collision load is transferred to the lower side beam 73 through multiple paths. This lower side beam 73 is a component with particularly high rigidity among the components constituting the vehicle body, thus it can absorb the collision load.

[0203] Furthermore, the impact load input to the front side frame 72 is transferred from the rear of the front side frame 72 to the battery box 10 via both the floor reinforcement 151 and the lower load transfer member 152. This also forms a path for the impact load to be transferred to the battery box 10 via the lower load transfer member 152, thus the impact load is absorbed dispersedly by both the lower side beam 73 and the battery box 10. Additionally, since the floor reinforcement 151 and the lower load transfer member 152 are along the floor panel 70, a portion of the impact load input to the floor reinforcement 151 and the lower load transfer member 152 is also transferred to the floor panel 70 and absorbed by it.

[0204] Furthermore, in the case of a frontal offset collision, a large collision load will be input in either the left or right direction; however, this embodiment is also effective in this case. Additionally, in the case of a rear-end collision, the rear frame member 12 provides the same effect.

[0205] (Effect during side collisions)

[0206] Next, the scenario of a side collision involving the electric vehicle 1 configured as described above will be explained. During a side collision, the impact load is input from the outside to the inside of the lower side beam 73 in the vehicle width direction. A lateral load transfer member 120 is provided inside this lower side beam 73; therefore, the impact load is input from the outside to the inside of the lateral load transfer member 120 in the vehicle width direction. At this time, since the upper inner longitudinal wall portion 123 of the lateral load transfer member 120 overlaps with the floor-side crossbeams 110 and 153, and the lower inner longitudinal wall portion 124 overlaps with the battery box 10, the impact load is distributed and transferred to the floor-side crossbeams 110 and 153 and the battery box 10. The floor-side crossbeams 110 and 153 extend in the vehicle width direction when mounted on the floor panel 70, thus exhibiting high resistance to lateral loads. Consequently, a portion of the impact load is absorbed, reducing the impact load input to the battery box 10, and protecting the battery B. In addition, since the battery box 10 is provided with first to third battery side crossbeams 25A, 25B, 25C, front end beam 22 and rear end beam 23, it is also possible to absorb collision loads through the battery box 10.

[0207] Additionally, when an obstacle such as a pole collides with a vehicle from the side, due to... Figure 14The crossbeam 153 shown, along with the first to third floor-side crossbeams 110A, 110B, and 110C, and the first to third battery-side crossbeams 25A, 25B, and 25C, are offset in the vehicle's longitudinal direction, thus allowing the impact load to be input to any one of the crossbeams. Furthermore, a scenario can be considered where a thin rod collides between the first floor-side crossbeam 110A and the second battery-side crossbeam 25B. In this case, after the high-strength lateral load transfer member 120 absorbs the impact load from the rod, the impact load can be at least distributed to the first floor-side crossbeam 110A and the second battery-side crossbeam 25B for absorption.

[0208] Furthermore, when the obstacle is a large-diameter pole or a car, the collision load is input to both the first to third floor side crossbeams 110A, 110B, 110C and the first to third battery side crossbeams 25A, 25B, 25C, so the collision load is distributed to the floor panel 70 and the battery box 10.

[0209] The above-described embodiments are merely illustrative in all respects and should not be construed as limiting. Furthermore, all modifications and alterations falling within the scope of the claims are within the scope of this invention.

[0210] Industrial availability

[0211] As described above, the vehicle body structure of the present invention is suitable for electric vehicles equipped with a driving electric motor and a battery.

Claims

1. A vehicle body structure for an electric vehicle, the electric vehicle having a drive motor and a battery box housing a battery supplying power to the drive motor disposed below a floor panel, characterized in that it comprises: Floor side crossbeam, which is mounted on the floor panel and extends along the floor panel in the vehicle width direction; A pair of hollow lower side beams, located at both ends of the floor panel in the vehicle width direction, are arranged in a manner extending along the vehicle's longitudinal direction; and A hollow lateral load transfer component is disposed inside the lower side beam, extends along the vehicle's longitudinal direction, and transfers loads from the outer side to the inner side in the vehicle width direction towards the inner side in the vehicle width direction. The lower part of the lower side beam is configured to overlap with the battery box when viewed from the side of the vehicle. The lateral load transfer component includes: a first longitudinal wall portion that overlaps with the floor side crossbeam and extends vertically when viewed from the side of the vehicle; a second longitudinal wall portion that overlaps with the battery box and extends vertically when viewed from the side of the vehicle; and an intermediate wall portion that extends from the lower end of the first longitudinal wall portion to the upper end of the second longitudinal wall portion along the vehicle width direction. A first rib is formed inside the lateral load transfer component. The first rib extends in the vehicle width direction, and the inner end of the first rib in the vehicle width direction is connected to the middle portion of the first longitudinal wall in the vertical direction. On the lower part of the inner side of the lower side beam in the vehicle width direction, a first recess is formed in a manner that opens downward and inward in the vehicle width direction and extends along the vehicle's longitudinal direction, and is recessed outward in the vehicle width direction. A second recess is formed on the lower part of the interior side of the lateral load transfer component, which is recessed outward in the vehicle width direction in a manner corresponding to the first recess. The second recess is composed of the second longitudinal wall portion and the intermediate wall portion. The outer side of the battery box in the vehicle width direction is formed to be embedded into the first recess. The battery box is fixed to the lower side beam and directly fixed to the middle wall of the lateral load transfer component by a metal cylindrical component extending in the vertical direction.

2. The vehicle body structure according to claim 1, characterized in that, A second rib is formed inside the lateral load transfer component. The second rib extends in the vehicle width direction, and the inner end of the second rib in the vehicle width direction is connected to the second longitudinal wall portion.

3. The vehicle body structure according to claim 1 or 2, characterized in that, When viewed from the side of the vehicle, the first longitudinal wall portion overlaps with the upper part of the battery box.

Images