Vehicle frame structure

Abstract

A vehicle frame structure comprises: a pair of frame elements provided at respective end parts in the vehicle width direction and extending in the vehicle length direction; a cross member provided between the pair of frame elements and extending in the vehicle width direction; and a battery housing arranged on a vehicle underside of the cross member, wherein: the frame elements comprise an upper inner wall section facing the cross member in the vehicle width direction and a lower inner wall section facing the battery housing in the vehicle width direction, and the upper inner wall section is provided further in the direction of an inside in the vehicle width direction than the lower inner wall section.

Description

BACKGROUND Technical area

[0001] The present invention relates to a vehicle frame structure. State of the art

[0002] Japanese patent application JP 2019-18760A (hereinafter referred to as patent document 1) discloses a structure in which a battery housing is formed under the floor of a vehicle. In the configuration described in patent document 1, a sill is formed at both end sections in the width direction of the vehicle, with a lower section of the sill facing the battery housing and an upper section of the sill positioned higher than the floor panel. It should be noted that the lower section of the sill described in patent document 1 is arranged further inwards in the width direction of the vehicle than the upper section.

[0003] If the lower section of the sill is positioned further inwards in the direction of the vehicle's width than the upper section, as described in the aforementioned patent document 1, the battery's installation size cannot be increased because the length of the battery housing in the direction of the vehicle's width is reduced. Conversely, if the lower section of the sill is designed with a width approximately equal to that of the upper section, it will be difficult to maintain satisfactory collision performance in the event of a side impact. SUMMARY

[0004] The present invention relates to a vehicle frame structure that is able to ensure the installation size of the battery while advantageously maintaining the collision performance in the event of a side impact of the vehicle.

[0005] A vehicle frame structure according to a first aspect comprises: a pair of frame elements formed at respective end parts in the vehicle width direction and extending in the vehicle longitudinal direction; a cross member formed between the pair of frame elements and extending in the vehicle width direction; and a battery housing arranged on a vehicle underside of the cross member, wherein: the frame elements comprise an upper inner wall section facing the cross member in the vehicle width direction and a lower inner wall section facing the battery housing in the vehicle width direction, and the upper inner wall section is formed further in the direction of an inside in the vehicle width direction than the lower inner wall section.

[0006] In the vehicle frame structure according to the first aspect, a left and a right pair of frame elements are formed at the respective end sections in the vehicle's width direction, and the frame elements each extend in the vehicle's longitudinal direction. A cross member extending in the vehicle's width direction is formed between the pair of frame elements, and a battery housing is arranged below the cross member. Here, the frame element is configured to include an upper inner wall section facing the cross member in the vehicle's width direction and a lower inner wall section facing the battery housing in the vehicle's width direction. The upper inner wall section is positioned further inward in the vehicle's width direction than the lower inner wall section.Thus, the lower inner wall section is positioned relatively further towards the outside of the vehicle width direction than the upper inner wall section, which allows the battery housing to be extended to this extent in the vehicle width direction.

[0007] The upper inner wall section is positioned further towards the inside of the vehicle width direction than the lower inner wall section, and since the upper inner wall section faces the cross member in the vehicle width direction, in the event of a lateral collision of the vehicle (hereinafter referred to as a "side collision") a collision load is transferred from the upper inner wall section to the cross member, and the collision load can be effectively transferred to the non-collising side.

[0008] A vehicle frame structure according to a second aspect of the present invention is the first aspect wherein: the upper inner wall section is arranged at a distance from the cross member, the lower inner wall section is arranged at a distance from the battery housing, and the distance between the upper inner wall section and the cross member is smaller than the distance between the lower inner wall section and the battery housing.

[0009] In the case of the vehicle frame structure according to the second aspect, even in a configuration where assembly with the frame elements is carried out in a state where the crossmember is attached to the battery housing, the assembly can be completed without interference between the frame element and the crossmember, since a gap is formed between the upper inner wall section and the crossmember. Furthermore, since a gap is formed between the lower inner wall section and the battery housing, the impact force on the battery housing in a side collision of the vehicle can be suppressed.

[0010] Furthermore, the distance between the upper inner wall section and the crossmember is smaller than the distance between the lower inner wall section and the battery housing. This means that in a side collision, the upper inner wall section can come into contact with the crossmember before the lower inner wall section, and the impact load can be transferred via the crossmember.

[0011] A vehicle frame structure according to a third aspect is the first aspect, wherein an inclined section is formed between the upper inner wall section and the lower inner wall section, inclined from the outside in the vehicle width direction to the inside in the vehicle width direction towards the upper part of the vehicle.

[0012] In the vehicle frame structure according to the third aspect, since the inclined section is formed between the upper inner wall section and the lower inner wall section, the inclined section can act as a guide element when assembling the cross member with the frame element from the underside of the vehicle, and the cross member can be positioned between the left and right pair of frame elements.

[0013] A vehicle frame structure according to a fourth aspect is the third aspect, wherein an upper end section of the inclined section is formed at a position which, viewed from the vehicle width direction, overlaps with a lower end section of the cross member.

[0014] In the vehicle frame structure according to the fourth aspect, local deformation of the frame element can be suppressed because a collision load is transferred from the upper end of the inclined section, where the thickness is greater in the vehicle width direction, to the cross member.

[0015] A vehicle frame structure according to a fifth aspect is the third aspect, wherein a lower end section of the inclined section is positioned further towards a vehicle upper part than a connection element of a battery housed in the battery casing.

[0016] In the case of the vehicle frame structure according to the fifth aspect, even in a case where the frame element has penetrated the battery housing in a side collision, impairment of the battery connection element by the inclined section can be suppressed.

[0017] As explained above, the vehicle frame structure according to the present invention makes it possible to ensure the installation size of the battery while maintaining favorable collision performance in the event of a side collision of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Exemplary embodiments of the present invention are described in detail with reference to the following figures, showing: Fig. 1 a schematic top view showing a frame of a vehicle in which a vehicle frame structure according to a first exemplary embodiment is used; Fig. 2 an enlarged cross-section, which represents an enlarged state along line 2-2 in Fig. 1 shows; and Fig. 3 an enlarged cross-section of relevant parts, which forms the sill Fig. 2 shows enlarged. DETAILED DESCRIPTION

[0019] The following is an explanation of a vehicle frame structure according to an exemplary embodiment with reference to the drawings.

[0020] Fig. Figure 1 is a schematic top view showing the frame of a vehicle 10 in which a vehicle frame structure according to an exemplary embodiment is used. It should be noted that in the drawings, the arrows FR, UP, and RH indicate the forward direction of the vehicle, the upward direction of the vehicle, and the rightward direction of the vehicle 10, respectively. Unless expressly stated otherwise, in the following explanation, the terms front and rear, top and bottom, and left and right refer to front and rear in the longitudinal direction of the vehicle, top and bottom in the vertical direction of the vehicle, and left and right in the transverse direction (width direction).

[0021] As in Fig. As shown in Figure 1, a vehicle 10 of the present exemplary embodiment comprises sills 12 as a left and right pair of frame elements. The sills 12 are formed at both end sections in the width direction of the vehicle 10, and each of the sills 12 extends in the longitudinal direction of the vehicle.

[0022] A cross member 16 is formed between the left and right sills 12. In the present exemplary embodiment, for example, two cross members 16 are arranged at the front and rear, each extending in the direction of the vehicle's width. A seat (not shown in the drawings), which forms a driver's seat, a passenger seat, or the like, is attached to the cross member 16.

[0023] A battery housing 14 is arranged on the underside of the vehicle crossmember 16. The battery housing 14 is a housing containing a battery BT (see Fig. 2) protects. Details of the battery housing 14 will be described later.

[0024] Fig. 2 is an enlarged cross-section, representing an enlarged state along the line 2-2 in Fig. 1 shows. As in Fig. As shown in Figure 2, the battery housing 14 is arranged below the floor of the vehicle 10 and comprises a lower housing part 20 and an upper housing part 22.

[0025] The lower housing part 20 has a substantially hat-shaped cross-section, which, viewed from the longitudinal direction of the vehicle, is open at the top of the vehicle, and a lower flange 20A is formed at both end sections of the lower housing part 20 in the vehicle width direction. Furthermore, the upper housing part 22 has a substantially hat-shaped cross-section, which, viewed from the longitudinal direction of the vehicle, is open at the bottom of the vehicle, and an upper flange 22A is formed at both end sections of the upper housing part 22 in the vehicle width direction. The lower flange 20A and the upper flange 22A are connected to each other in an overlapping position by a screw 24. The screw 24 is screwed onto a nut 26, which is formed on a first energy absorption element 36 that forms the sill 12.

[0026] A battery BT is housed in the battery casing 14. The battery BT is configured to supply electrical energy to a drive source of the vehicle 10, such as a motor (not shown in the drawings). A connection element 60 is formed at one end section of the battery BT. The connection element 60 is a busbar made of metal and electrically connects the battery cells that make up the battery BT.

[0027] A cross member 16 is formed above the upper housing part 22 of the battery housing 14. The cross member 16 has a substantially hat-shaped cross-section, which is open towards the underside of the vehicle when viewed in the vehicle width direction, and a flange 16A is formed at each front and rear end part of the cross member 16.

[0028] The flange 16A of the cross member 16 overlaps the upper housing part 22 of the battery housing 14 and is fastened to the battery housing 14 by a threaded bolt 28 and a nut 30. There are no particular restrictions regarding the fastening points between the cross member 16 and the battery housing 14, and they are fastened, for example, at four points at regular intervals along the width of the vehicle.

[0029] The following is an explanation of the details of the sill 12, which is a relevant part of the present invention.

[0030] The sill 12 is primarily configured with a first energy absorption element 36 and a second energy absorption element 38. The sill 12 comprises an inner sill plate and an outer sill plate, which are not shown in the drawings and serve as an outer shell, wherein a first energy absorption element 36 and a second energy absorption element 38 are arranged in a closed cross-section formed by the inner sill plate and the outer sill plate.

[0031] The first energy absorption element 36 is arranged on an inner side of the sill 12 in the vehicle width direction and comprises a hollow main body section 40. The main body section 40 and the cross member 16 are connected to each other by a bracket 44. Although not shown in the drawings, the other sill is similarly connected to the cross member 16 by a bracket, so that one sill 12 and the other sill are connected by a cross member.

[0032] The bracket 44 of the present exemplary embodiment, viewed from the longitudinal direction of the vehicle, is formed in a substantially clamp-like shape, and an inner side of the bracket 44 in the vehicle width direction is fastened by a fastening device (not shown in the drawings) in a position in which it overlaps the top of the cross member 16. An outer side of the bracket 44 in the vehicle width direction is fastened by a bolt 46 in a position in which it overlaps the top of the main body section 40.

[0033] Fig. 3 is an enlarged cross-section of relevant sections, which forms the sill. Fig. 2 enlarged. As in Fig. As shown in Figure 3, the main body section 40 is configured to include an upper wall section 40A, an upper inner wall section 40B, a lower inner wall section 40C, an inclined section 40D, a lower wall section 40E and an outer wall section 40F.

[0034] The upper wall section 40A forms the top of the main body section 40 and slopes downwards from the outside in the direction of the vehicle width to the inside in the direction of the vehicle width.

[0035] The upper inner wall section 40B extends vertically and longitudinally along the vehicle, and an upper end section of the upper inner wall section 40B is connected to an inner side end section of the upper wall section 40A that is oriented in the vehicle's width direction. Furthermore, a lower inner wall section 40C extends further towards the underside of the vehicle than the upper inner wall section 40B. The lower inner wall section 40C extends vertically and longitudinally along the vehicle, and an inclined section 40D is formed between the upper inner wall section 40B and the lower inner wall section 40C.

[0036] The inclined section 40D is inclined from the outside in the direction of the vehicle width to the inside in the direction of the vehicle width towards the top of the vehicle. A lower end section of the inclined section 40D is connected to the lower inner wall section 40C, and an upper end section of the inclined section 40D is connected to the upper inner wall section 40B.

[0037] It should be noted that the upper inner wall section 40B extends further inwards in the vehicle width direction than the lower inner wall section 40C. Thus, one side wall on the inside of the main body section 40, in the vehicle width direction, is formed in a shape where a lower section is cut out. The upper inner wall section 40B faces the cross member 16 in the vehicle width direction, and the lower inner wall section 40C faces the battery housing 14 in the vehicle width direction (see Fig. 2).

[0038] The lower wall section 40E forms an underside of the main body section 40 and extends in the vehicle width direction and in the vehicle length direction. An inner end section of the lower wall section 40E in the vehicle width direction is connected to a lower end of the lower inner wall section 40C, and an outer end section in the vehicle width direction of the lower wall section 40E is connected to a lower end of the outer wall section 40F.

[0039] The outer wall section 40F extends in the vehicle vertical direction and vehicle longitudinal direction, and an upper end section of the outer wall section 40F is connected to an outer end section in the vehicle width direction of the upper wall section 40A.

[0040] An upper partition 50, a lower partition 52, an outer vertical connecting wall 54, and an inner vertical connecting wall 56 are formed within the main body section 40. Furthermore, a partition part of the present invention is configured to comprise the upper partition 50 and the lower partition 52.

[0041] The upper partition 50 is arranged on an upper part of the main body section 40 and extends in the vehicle width direction such that an outer wall, positioned on the outside of the main body section 40 in the vehicle width direction, and an inner wall, positioned on the inside of the main body section 40 in the vehicle width direction, are connected in the vehicle width direction. The interior of the main body section 40 is divided into an upper and a lower part by the upper partition 50. The lower partition 52 is arranged lower than the upper partition 50 and extends in the vehicle width direction. The interior of the main body section 40 is divided into an upper and a lower part by the lower partition 52.

[0042] Here, the upper partition 50, in the vehicle's vertical direction, has a greater wall thickness on its inner side (in the vehicle's width direction) than on its outer side (in the vehicle's width direction). In particular, an upper transition area 50A, where the wall thickness changes, is formed on the vehicle's width-direction outer side of a vehicle-width-direction central section of the upper partition 50. As an example, in the present exemplary embodiment, the wall thickness on the right side of the upper partition 50 is set to no more than one-third of the wall thickness on the left side, with the upper transition area 50A serving as the boundary.

[0043] Similar to the upper partition 50, the lower partition 52 has a greater wall thickness on its inner side (in the vehicle width direction) than on its outer side (in the vehicle width direction). Specifically, a lower transition area 52A, where the wall thickness changes, is formed on the outer side (in the vehicle width direction) of a central section (in the vehicle width direction) of the lower partition 52. For example, in the present exemplary embodiment, the thickness on the right side of the lower partition 52 is limited to no more than one-third of the thickness on the left side, with the lower transition area 52A serving as the boundary. In the present exemplary embodiment, the upper transition area 50A and the lower transition area 52A are formed at positions that overlap when viewed from the vehicle's vertical direction.

[0044] The upper transition area 50A and the lower transition area 52A are connected in the vehicle vertical direction by an outer vertical connecting wall 54. The outer vertical connecting wall 54 extends essentially vertically, and the wall thickness of the outer vertical connecting wall 54 is thicker than a thin section of the upper partition 50 and thinner than a thick section of the same.

[0045] An inner vertical connecting wall 56 extends further inward in the vehicle width direction than the outer vertical connecting wall 54. The inner vertical connecting wall 56 extends substantially parallel to the outer vertical connecting wall 54 in the vehicle vertical direction and has approximately the same thickness as the outer vertical connecting wall 54. A space enclosed by the upper partition 50, the lower partition 52, the outer vertical connecting wall 54, and the main body section 40 is divided into a left and a right half by the inner vertical connecting wall 56.

[0046] A second energy absorption element 38 with a closed cross-sectional structure is formed further outwards in the vehicle width direction of the main body section 40. The second energy absorption element 38 comprises a hollow main body section 38A and an upper-lower partition 38B, which divides an interior space of the main body section 38A into an upper and a lower part and in which a middle section is curved upwards or downwards in the vehicle width direction. For example, in the present embodiment, the upper-lower partition 38B is formed in the vertically central section of the second energy absorption element 38, and a central section in the vehicle width direction is curved upwards.

[0047] Here, the upper wall of the second energy absorption element 38 is arranged in a position which, viewed from the vehicle width direction, overlaps with the upper partition 50 of the first energy absorption element 36, and a lower wall of the second energy absorption element 38 is arranged in a position which, viewed from the vehicle width direction, overlaps with the lower partition 52 of the first energy absorption element 36.

[0048] As in Fig. As shown in Figure 2, the upper inner wall section 40B is arranged with a gap between itself and the crossbeam 16. Furthermore, the lower inner wall section 40C is arranged with a gap between itself and the battery housing 14.

[0049] Here, the gap (the distance) between the upper inner wall section 40B and the cross member 16 is smaller than the gap (the distance) between the lower inner wall section 40C and the battery housing.

[0050] An upper end section of the inclined section 40D of the main body section 40 is formed at a position that, viewed in the vehicle width direction, overlaps with a lower end section of the cross member 16. A lower end section of the inclined section 40D is positioned higher in the vehicle than the connection element 60 housed in the battery housing 14.

[0051] Furthermore, the upper ridge line of the crossbeam 16 and the upper partition 50 of the first energy absorption element 36 are formed at the same height. In other words, the ridge line of the crossbeam 16 and the upper partition 50 are formed at positions that overlap when viewed in the vehicle width direction. Here, the ridge line of the crossbeam 16 refers to a section between the top and the front of the crossbeam 16 and a section between the top and the rear of the crossbeam 16.

[0052] Furthermore, the flange 16A is positioned at the lower end of the crossbeam 16, and the lower partition 52 of the first energy absorption element 36 is arranged at the same height. In other words, the lower end of the crossbeam 16 and the lower partition 52 are located at positions that overlap when viewed in the vehicle width direction.

[0053] Furthermore, the outer vertical connecting wall 54 is formed on the vehicle width-direction outer side of a center line CL of the mounting section between the battery housing 14 and the first energy absorption element 36. In other words, a mounting hole for attaching the battery housing 14 and the sill 12 is formed further towards the vehicle width-direction inwards than the outer vertical connecting wall 54.

[0054] Next, an explanation of the mechanism of the vehicle frame structure according to the present exemplary embodiment will follow.

[0055] As in Fig. As shown in Figure 1, the vehicle 10, in which the vehicle frame structure according to the present exemplary embodiment is used, comprises a pair of left and right sills 12, which are formed at both end sections in the vehicle width direction, with the sills 12 each extending in the vehicle length direction. Furthermore, a cross member 16 extending in the vehicle width direction is formed between the pair of sills 12, and the battery housing 14 is arranged below the cross member 16.

[0056] As in Fig.As shown in Figure 2, the first energy absorption element 36, which forms the sill 12, is configured to include an upper inner wall section 40B facing the cross member 16 in the vehicle width direction, and a lower inner wall section 40C facing the battery housing 14 in the vehicle width direction. Furthermore, the upper inner wall section 40B extends further inward in the vehicle width direction than the lower inner wall section 40C. Because the lower inner wall section 40C is positioned relatively further outward in the vehicle width direction than the upper inner wall section 40B, the battery housing can be extended to this extent in the vehicle width direction. This means that more batteries BT can be installed than in a configuration where the lower inner wall section 40C is flush with the upper inner wall section 40B.

[0057] Furthermore, in the present exemplary embodiment, the upper inner wall section 40B is positioned further inwards in the vehicle width direction than the lower inner wall section 40C, and the upper inner wall section 40B faces the cross member 16 in the vehicle width direction. As a result, in the event of a lateral collision of the vehicle 10, the collision load is transferred from the upper inner wall section 40B to the cross member 16, and the collision load can be effectively transferred to the non-collising side.

[0058] Since in the present exemplary embodiment a gap (a space) is formed between the upper inner wall section 40B and the cross member 16, assembly can also be carried out in a configuration in which the cross member 16 is assembled with the sill 12 in a state in which the cross member 16 is attached to the battery housing 14, without interaction between the sill 12 and the cross member 16.

[0059] Furthermore, since a gap (a space) is formed between the lower inner wall section 40C and the battery housing 14, the effect of a collision load on the battery housing 14 in the event of a side collision of the vehicle 10 can be suppressed.

[0060] In particular, in the present exemplary embodiment, the gap between the upper inner wall section 40B and the cross member 16 is smaller than the gap between the lower inner wall section 40C and the battery housing 14. This allows the upper inner wall section 40B to come into contact with the cross member 16 before the lower inner wall section 40C comes into contact with the battery housing 14 in the event of a side collision of the vehicle 10, and the collision load can be transferred via the cross member 16.

[0061] Since in the present exemplary embodiment the inclined section 40D is formed between the upper inner wall section 40B and the lower inner wall section 40C, the inclined section 40D can act as a guide element when assembling the cross member 16 with respect to the sill 12 from the underside of the vehicle, and the cross member 16 can be positioned between the left and right pair of first energy absorption elements 36 (the sills 12).

[0062] Since in the present exemplary embodiment the collision load is transferred from the upper end of the inclined section 40D, where the thickness is greater in the vehicle width direction, to the cross member 16, a local deformation of the sill 12 can be suppressed.

[0063] Since, in the present exemplary embodiment, the lower end of the inclined section 40D is arranged further towards the top of the vehicle than the connection element 60, even in cases where the first energy absorption element 36 has penetrated the battery housing 14 during a side collision, damage to the battery BT's connection element 60 by the inclined section 40D can be suppressed. That is, a large distance between the connection element 60 and the sill 12 can be ensured, and a collapse of the connection element 60 during a side collision of the vehicle 10 can be prevented.

[0064] Although a vehicle frame structure according to the present invention has been described above, various embodiments can of course be practiced within a scope that does not deviate from the core of the present invention. For example, in the present exemplary embodiment, the sill 12 is configured to include the first energy absorption element 36 and the second energy absorption element 38; however, this is not limiting, and the sill 12 can be configured to include only the first energy absorption element 36.

[0065] Furthermore, in the present exemplary embodiment, a gap was formed between the upper inner wall 40B of the main body section 40 and the cross member 16; however, this is not limiting, and the configuration can, for example, be such that the cross member 16 rests against the upper inner wall section 40B. In such a case, the cross member 16 can be arranged after the battery housing 14 has been attached to the first energy absorption element 36 and connected directly to the first energy absorption element 36.

[0066] Furthermore, in the present exemplary embodiment, the connection element 60 of the battery BT is arranged further towards the underside of the vehicle than the inclined section 40D; however, this is not limiting, and at least part of the connection element 60 may be arranged in a position which, viewed from the outside in the vehicle width direction, overlaps with the inclined section 40D.

[0067] Furthermore, in the present exemplary embodiment, an inclined section 40D is formed between the upper inner wall section 40B and the lower inner wall section 40C; however, this is not limiting, and a substantially right-angled step section can be formed. From the point of view of suppressing stress concentrations, however, it is advantageous to provide the inclined section 40D.

[0068] With regard to the foregoing exemplary embodiment, additional remarks are disclosed below. (Additional note 1)

[0069] Vehicle frame structure, including: a pair of frame elements which are formed at their respective end parts in the vehicle width direction and extend in the vehicle length direction; a cross member formed between the pair of frame elements and extending in the direction of the vehicle's width; and a battery housing located on the underside of the crossmember of a vehicle, wherein: the frame elements comprise an upper inner wall section facing the cross member in the direction of the vehicle width, and a lower inner wall section facing the battery housing in the direction of the vehicle width, and The upper inner wall section extends further inwards in the direction of the vehicle width than the lower inner wall section. (Additional note 2)

[0070] The vehicle frame structure of Additional Note 1, wherein: the upper inner wall section is arranged at a distance from the crossbeam, the lower inner wall section is arranged at a distance from the battery housing, and The distance between the upper inner wall section and the crossbeam is smaller than the distance between the lower inner wall section and the battery housing. (Additional note 3)

[0071] The vehicle frame structure of supplementary note 1 or 2, wherein an inclined section is formed between the upper inner wall section and the lower inner wall section, inclined from the outside in the direction of the vehicle width to the inside in the direction of the vehicle width in the direction of the upper part of the vehicle. (Additional note 4)

[0072] The vehicle frame construction of Additional Note 3, wherein an upper end section of the inclined section is formed at a position which, viewed from the vehicle width direction, overlaps with a lower end section of the cross member. (Additional note 5)

[0073] The vehicle frame construction of supplementary note 3 or 4, wherein a lower end section of the inclined section is positioned further towards a vehicle upper part than a connection element of a battery housed in the battery casing. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2019 - 18 760 A

[0002]

Claims

[1] Vehicle frame structure, comprising: a pair of frame elements (12) which are formed at respective end parts in the vehicle width direction and extend in the vehicle longitudinal direction; a cross member (16) formed between the pair of frame elements (12) and extending in the direction of the vehicle width; and a battery housing (14) arranged on the underside of the cross member (16) of the vehicle, wherein: the frame elements (12) comprise an upper inner wall section (40B) which faces the cross member (16) in the direction of the vehicle width, and a lower inner wall section (40C) which faces the battery housing (14) in the direction of the vehicle width, and the upper inner wall section (40B) extends further towards an inside in the direction of the vehicle width than the lower inner wall section (40C). [2] Vehicle frame structure according to claim 1, wherein: the upper inner wall section (40B) is arranged at a distance from the crossbeam (16), the lower inner wall section (40C) is arranged at a distance from the battery housing (14), and the distance between the upper inner wall section (40B) and the cross member (16) is smaller than the distance between the lower inner wall section (40C) and the battery housing (14). [3] Vehicle frame structure according to claim 1, wherein an inclined section (40D) is formed between the upper inner wall section (40B) and the lower inner wall section (40C), which is inclined from the outside in the vehicle width direction to the inside in the vehicle width direction towards the upper part of the vehicle. [4] Vehicle frame structure according to claim 3, wherein an upper end section of the inclined section (40D) is formed at a position which, viewed from the vehicle width direction, overlaps with a lower end section of the cross member (16). [5] Vehicle frame structure according to claim 3, wherein a lower end section of the inclined section (40D) is positioned further towards a vehicle upper part than a connection element (60) of a battery (BT) which is housed in the battery housing (14).

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