Vehicle understructure

Abstract

To provide a vehicle understructure which can absorb an impact load by a suspension member while reducing a deformation amount of a rear part of the suspension member when a vehicle undergoes a front impact, and which can improve a lower arm load receiving portion of the suspension member that receives a force transmitted from a lower arm to the suspension member when steering a steering wheel.SOLUTION: A vehicle understructure includes a suspension member 15 that is provided in a vehicle and includes a cross member 19 and a pair of left and right side rails 22 which are connected to the cross member, extend in a vehicular fore-and-aft direction, and have rear ends connected to a battery 70, and arm support portions 25 that support lower arms 30 which are provided at intermediate portions in the fore-and-aft direction of the side rails and support front wheels, and a shear panel 40 including a front side closed-section structure portion 55 that is located between rear portions of the pair of side rails in a plan view, extends along a straight line connecting the left and right arm support portions in a plan view, and is connected to the pair of side rails.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle undercarriage. [Background technology]

[0002] The following Patent Document 1 discloses a protector that connects a suspension member and a battery of a vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-29245 Summary of the Invention [Problem to be solved by the invention]

[0004] When a vehicle experiences a frontal collision, there are cases where it is desirable to increase the amount of deformation of the front portion of the suspension member while minimizing the amount of deformation of the rear portion of the suspension member. Furthermore, there are cases where it is desirable to improve the rigidity of the lower arm force-contact portion of the suspension member, which is the portion that receives the force transmitted from the lower arm to the suspension member when the steering wheel is turned. The invention of Patent Document 1 leaves room for improvement in these respects.

[0005] In consideration of the above, an object of the present invention is to provide a vehicle undercarriage structure that can absorb collision loads with suspension members while minimizing deformation of the rear portions of the suspension members when a vehicle frontal collision occurs, and that can improve the rigidity of the lower arm force contact portion of the suspension member, which is the portion that receives the force transmitted from the lower arm to the suspension member when the steering wheel is turned. [Means for solving the problem]

[0006] The vehicle undercarriage structure described in claim 1 comprises a suspension member provided on a vehicle and having: a cross member; a pair of left and right side rails connected to the cross member and extending in the fore-and-aft direction of the vehicle with their rear ends connected to a battery; and an arm support portion provided in the middle of the side rails in the fore-and-aft direction and supporting a lower arm that supports a front wheel whose steering angle changes when the steering wheel is steered; and a shear panel located between the rear portions of the pair of side rails in a plan view, extending along a straight line connecting the left and right arm support portions in a plan view, and having a front closed cross-sectional structure portion connected to the pair of side rails.

[0007] In the vehicle undercarriage structure of claim 1, when a vehicle frontal collision occurs, the battery absorbs the rearward movement of the suspension member, causing each side rail to receive a reaction force from the battery. Furthermore, because the front closed cross-sectional structure portion extending along the straight line connecting the left and right arm support portions is connected to the longitudinally intermediate portions of the left and right side rails, the mechanical strength of the intermediate portions of the side rails is higher than that of the portions forward of the intermediate portions of the side rails. Therefore, when each side rail receives a reaction force from the battery, the portions forward of the intermediate portions of the left and right side rails can be intentionally deformed. In other words, when a vehicle frontal collision occurs, the suspension members can absorb the collision load while minimizing the deformation of the rear portions of the suspension members.

[0008] Furthermore, in the vehicle undercarriage structure of claim 1, the force transmitted from the lower arm to the lower arm force-contact portion of the suspension member when the steering wheel is turned is received by the front closed cross-sectional structure portion that extends along a straight line connecting the left and right arm support portions in a plan view, thereby improving the rigidity of the lower arm force-contact portion of the suspension member, which is the portion that receives the force transmitted from the lower arm to the suspension member when the steering wheel is turned.

[0009] The vehicle undercarriage structure of claim 2 is the same as claim 1, wherein the pair of side rails have connected portions that are connected to front side members and are located rearward of the arm support portion, and the shear panel includes a first intermediate closed cross-sectional structure portion that connects a right end of the front closed cross-sectional structure portion to the connected portion of the left side rail in a plan view and is connected to the left connected portion, and a second intermediate closed cross-sectional structure portion that connects a left end of the front closed cross-sectional structure portion to the connected portion of the right side rail in a plan view and is connected to the right connected portion.

[0010] In the vehicle undercarriage structure of claim 2, the rear ends of the first intermediate closed cross-sectional structural portion and the second intermediate closed cross-sectional structural portion of the shear panel are connected to the connected portions of the left and right side rails, respectively. Therefore, the mechanical strength of the portion rearward of the intermediate portion of the side rail is higher than that of the portion forward of the intermediate portion of the side rail. Therefore, in the event of a frontal collision of the vehicle, the suspension member can easily absorb the collision load while minimizing deformation of the rear portion of the suspension member. Furthermore, a portion of the force transmitted from the lower arm to the lower arm force-contact portion of the suspension member during steering is absorbed by the first intermediate closed cross-sectional structural portion and the second intermediate closed cross-sectional structural portion. This improves the rigidity of the lower arm force-contact portion of the suspension member, which receives the force transmitted from the lower arm to the suspension member during steering.

[0011] The vehicle undercarriage structure of claim 3 is the same as claim 2, and includes a first rear closed cross-sectional structure portion extending diagonally rearward to the left from the right end of the second intermediate closed cross-sectional structure portion in a plan view, and a second rear closed cross-sectional structure portion extending diagonally rearward to the right from the left end of the first intermediate closed cross-sectional structure portion in a plan view, with a rear end portion connected to the rear end portion of the first rear closed cross-sectional structure portion and the battery.

[0012] In the vehicle undercarriage structure of claim 3, the first intermediate closed cross-sectional structure, the second intermediate closed cross-sectional structure, the first rear closed cross-sectional structure, and the second rear closed cross-sectional structure form an annular structure, thereby improving the mechanical strength of the shear panel. This makes it easier to increase the mechanical strength of the area rearward of the side rail's intermediate portion compared to the area forward of the side rail's intermediate portion. This makes it easier for the suspension member to absorb the collision load while minimizing deformation of the rear portion of the suspension member in the event of a frontal collision. Furthermore, the rigidity of the lower arm force-contact portion of the suspension member, which receives the force transmitted from the lower arm to the suspension member when the steering wheel is turned, can be improved.

[0013] The vehicle underbody structure according to a fourth aspect is the vehicle underbody structure according to the first or second aspect, wherein the side rail has a bent portion located forward of the front closed cross-sectional structure portion.

[0014] In the vehicle undercarriage structure of claim 4, when each side rail receives a reaction force from the battery, the bent portions of the left and right side rails are prone to deformation. [Effects of the Invention]

[0015] The vehicle undercarriage structure according to the present invention has the excellent effect of being able to absorb collision loads with the suspension member when a frontal collision occurs to the vehicle while reducing the amount of deformation of the rear portion of the suspension member, and further being able to improve the rigidity of the lower arm force contact portion of the suspension member, which is the portion that receives the force transmitted from the lower arm to the suspension member when the steering wheel is turned. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a plan view showing some components of a front portion of a vehicle to which a vehicle undercarriage structure according to an embodiment is applied. [Figure 2] FIG. [Figure 3] FIG. 3 is a cross-sectional view taken along the arrow line 3-3 in FIG. [Figure 4] FIG. 4 is a cross-sectional view taken along the arrow 4-4 in FIG. [Figure 5] FIG. 5 is a cross-sectional view taken along the arrow line 5-5 in FIG. [Figure 6] FIG. 6 is a cross-sectional view taken along the arrow line 6-6 in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0017] Hereinafter, an embodiment of a vehicle undercarriage according to the present invention will be described with reference to the accompanying drawings. Note that the arrow FR shown as appropriate in each drawing indicates the front of the vehicle, which is the front side in the vehicle longitudinal direction, the arrow LH indicates the left side of the vehicle, which is the left side in the vehicle lateral direction, and the arrow UP indicates the upper side of the vehicle, which is the upper side in the vehicle vertical direction. In the following description, the longitudinal direction, the lateral direction, and the vertical direction respectively represent the longitudinal direction of the vehicle, the lateral direction of the vehicle, and the vertical direction of the vehicle.

[0018] 1 and 2, a vehicle undercarriage 13 applied to the front of a body 12 of a vehicle 10 includes a pair of left and right front side members 14 extending in the longitudinal direction. The vehicle undercarriage 13 further includes a suspension member 15, a connecting bracket 27, a lower arm 30, and a shear panel 40.

[0019] The metal suspension member 15 includes a cross member 19 extending in the left-right direction, a pair of left and right side rails 22 extending rearward from both left and right ends of the cross member 19, and a pair of left and right brackets (arm support portions) 25. As shown in FIG. 3, the cross member 19 and the side rails 22 are hollow bodies formed by joining an upper panel 16 that forms the upper portion of the suspension member 15 and a lower panel 17 that forms the lower portion of the suspension member 15. As shown in FIG. 1, the left and right side rails 22 are symmetrical in a plan view and have a substantially arc shape. Furthermore, as shown in FIG. 2, the longitudinal intermediate portions of the left and right side rails 22 are gently curved in a side view. Furthermore, a bent portion 22A is provided at a position forward from the longitudinal center of the left and right side rails 22. The top surfaces of the side rails 22 are recessed downward at the bent portion 22A. The suspension member 15 is located below the left and right front side members 14, and the upper surfaces of the connected portions 23, which are near the rear ends of the left and right side rails 22, and a predetermined portion of the left and right side rails 22 forward of the connected portions 23 are fixed to the lower surfaces of the left and right front side members 14, respectively.

[0020] Metal brackets 25 each having a substantially U-shape in plan view are fixed to the longitudinal center of the outer side surfaces of the left and right side rails 22. That is, the brackets 25 are fixed to support portions (lower arm force-receiving portions) 24, which are predetermined portions of the side rails 22. Furthermore, the front ends of metal connecting brackets 27 each having a substantially V-shape in plan view are connected to the rear ends of the left and right side rails 22 via connecting pins 29 that penetrate the rear ends of the side rails 22 in the vertical direction.

[0021] The left and right brackets 25 are connected to the respective inboard ends of lower arms 30. The lower arms 30 have a first arm (not shown) located on the front side and a second arm 31 located rearward of the first arm. The inner ends of the left and right second arms 31 are supported by the left and right brackets 25, respectively, and the inner ends of the left and right first arms are connected to portions of the left and right side rails 22 forward of the brackets 25 (not shown). As shown in FIG. 1, the left and right second arms 31 are parallel to the left-right direction in a plan view. The left and right first arms are inclined relative to the left-right direction in a plan view. Front wheels are supported on the outer ends of the left and right lower arms 30 via knuckles or the like. The lower arms 30 may be of a double wishbone type, for example. When a steering wheel (not shown) provided on the vehicle 10 is turned by an occupant, the steering angle of the left and right front wheels changes.

[0022] The rear ends 28 of the two bifurcated portions of the left and right connection brackets 27 are fixed to the front of a battery 70 fixed to the vehicle body 12. That is, the left and right side rails 22 are connected to the battery 70 via the connection brackets 27. The battery 70 supplies electricity to, for example, an electric motor (not shown) that is the drive source of the vehicle 10. That is, the battery 70 is large and heavy.

[0023] The shear panel 40 is a metal member located below the rear portions of the left and right side rails 22. As shown in FIG. 3, the shear panel 40 includes a lower panel 41 and an upper panel 42, both of which are made of metal and joined together. The first boundary line 45 shown in FIG. 1 has an annular shape that is approximately nonagonal in plan view. The portion of the shear panel 40 located on the outer periphery of the first boundary line 45 is formed by an outer peripheral flat plate portion 46 formed by joining the flat outer peripheral portion of the lower panel 41 and the flat outer peripheral portion of the upper panel 42. The second boundary line 48 shown in FIG. 1 has an annular shape that is approximately pentagonal in plan view. The portion of the shear panel 40 located on the inner periphery of the second boundary line 48 is a first inner peripheral flat plate portion 49 formed by joining the flat plate portion of the lower panel 41 and the flat plate portion of the upper panel 42. As shown in FIG. 1, a through hole 51 that is approximately diamond-shaped in plan view is formed in the rear portion of the shear panel 40. 1 has a generally diamond-shaped planar shape and an annular shape located on the outer circumferential side of the through hole 51. The area of ​​the shear panel 40 between the through hole 51 and the third boundary line 52 is a second inner peripheral flat plate portion 53 formed by joining the flat plate portion of the lower panel 41 and the flat plate portion of the upper panel 42.

[0024] A front closed cross-sectional structure portion 55 is formed near the front end of the shear panel 40, extending linearly in the left-right direction in a plan view. As shown in Figures 3 and 4, the lower panel 41 and the upper panel 42 that make up the front closed cross-sectional structure portion 55 are vertically separated from each other. That is, the front closed cross-sectional structure portion 55 is a hollow portion that extends linearly in the left-right direction. Furthermore, as shown in Figure 4, the cross-sectional shape of the front closed cross-sectional structure portion 55 when cut along a plane perpendicular to the left-right direction is annular. That is, the cross-sectional shape of the front closed cross-sectional structure portion 55 is a closed cross-sectional shape.

[0025] In the region between the front edge of the shear panel 40 and the through hole 51, a first intermediate closed cross-sectional structure portion 57 and a second intermediate closed cross-sectional structure portion 58 are formed, which linearly extend in a direction inclined relative to the left-right direction in a plan view. The right end (front end) of the first intermediate closed cross-sectional structure portion 57 is connected to the right end of the front closed cross-sectional structure portion 55, and the left end (front end) of the second intermediate closed cross-sectional structure portion 58 is connected to the left end of the front closed cross-sectional structure portion 55. Furthermore, the centers of the first intermediate closed cross-sectional structure portion 57 and the second intermediate closed cross-sectional structure portion 58 intersect with each other. As shown in FIG. 5 , the portions of the lower panel 41 and the upper panel 42 that constitute the first intermediate closed cross-sectional structure portion 57 are vertically separated from each other. That is, the first intermediate closed cross-sectional structure portion 57 is a hollow portion that linearly extends in a direction inclined relative to the left-right direction. Furthermore, the cross-sectional shape of the first intermediate closed cross-sectional structure portion 57 when cut along a plane perpendicular to the extension direction of the first intermediate closed cross-sectional structure portion 57 is annular. That is, the cross-sectional shape of the first intermediate closed cross-sectional structure portion 57 is a closed cross-sectional shape. Although not shown in the figure, the second intermediate closed cross-sectional structure portion 58 is a hollow portion that extends linearly in a direction inclined with respect to the left-right direction. That is, the cross-sectional shape when the second intermediate closed cross-sectional structure portion 58 is cut along a plane perpendicular to the extension direction of the second intermediate closed cross-sectional structure portion 58 is annular.

[0026] In the region between the rear edge of the shear panel 40 and the through-hole 51, a first rear closed cross-sectional structure 61 and a second rear closed cross-sectional structure 62 are formed, extending linearly in a direction inclined relative to the left-right direction in a plan view. The right end (front end) of the first rear closed cross-sectional structure 61 is connected to the right end (rear end) of the second intermediate closed cross-sectional structure 58, and the left end (front end) of the second rear closed cross-sectional structure 62 is connected to the left end (rear end) of the first intermediate closed cross-sectional structure 57. Furthermore, the rear ends of the first rear closed cross-sectional structure 61 and the second rear closed cross-sectional structure 62 are connected to each other. The rear ends of the first rear closed cross-sectional structure 61 and the second rear closed cross-sectional structure 62 and their peripheral areas constitute the rear end 43 of the shear panel 40. As shown in FIG. 1 , the rear end 43 is fixed to the front of the battery 70.

[0027] As shown in FIG. 6 , the portions of the lower panel 41 and the upper panel 42 that constitute the first rear closed cross-sectional structure portion 61 are vertically separated from each other. That is, the first rear closed cross-sectional structure portion 61 is a hollow portion that extends linearly along a direction inclined with respect to the left-right direction. Furthermore, the cross-sectional shape of the first rear closed cross-sectional structure portion 61 when cut along a plane perpendicular to the extension direction of the first rear closed cross-sectional structure portion 61 is annular. That is, the cross-sectional shape of the first rear closed cross-sectional structure portion 61 is a closed cross-sectional shape. Although not shown, the second rear closed cross-sectional structure portion 62 is a hollow portion that extends linearly along a direction inclined with respect to the left-right direction. That is, the cross-sectional shape of the second rear closed cross-sectional structure portion 62 when cut along a plane perpendicular to the extension direction of the second rear closed cross-sectional structure portion 62 is annular.

[0028] In this way, the front closed cross-sectional structure portion 55, the first intermediate closed cross-sectional structure portion 57, the second intermediate closed cross-sectional structure portion 58, the first rear closed cross-sectional structure portion 61 and the second rear closed cross-sectional structure portion 62 have closed cross-sectional structures, and therefore their mechanical strength is higher than the mechanical strength of the outer peripheral flat plate portion 46, the first inner peripheral flat plate portion 49 and the second inner peripheral flat plate portion 53. Furthermore, the internal spaces of the front closed cross-sectional structure portion 55, the first intermediate closed cross-sectional structure portion 57, the second intermediate closed cross-sectional structure portion 58, the first rear closed cross-sectional structure portion 61 and the second rear closed cross-sectional structure portion 62 are connected to one another.

[0029] As shown in Fig. 1, both left and right ends of the front end of the shear panel 40 are fixed to the underside of the support portions 24 of the left and right side rails 22. The left and right ends of the front end of the shear panel 40 are fixed to the underside of the support portions 24 using, for example, bolts that vertically pass through the left and right ends and the undersides of the support portions 24 (lower panel 17) and weld nuts that are fixed to the upper surface of the lower panel 17 and into which the bolts are screwed. The support portions 24 of the left and right side rails 22, the left and right brackets 25, and the front closed cross-sectional structure portion 55 are located on a straight line extending in the left-right direction in a plan view. Furthermore, both left and right ends of the shear panel 40 near the rear end are fixed to the undersides of the connected portions 23 of the left and right side rails 22. That is, a portion located to the right of the intersection between the second intermediate closed cross-sectional structural portion 58 and the first rear closed cross-sectional structural portion 61 is fixed to the right-side connected portion 23, and a portion located to the left of the intersection between the first intermediate closed cross-sectional structural portion 57 and the second rear closed cross-sectional structural portion 62 is fixed to the left-side connected portion 23. The portion located to the right of the right intersection of the shear panel 40 is fixed to the underside of the connected portion 23 by, for example, a bolt that vertically penetrates the portion and the underside of the connected portion 23 (lower panel 17) and a weld nut that is fixed to the upper surface of the lower panel 17 and into which the bolt is screwed. Similarly, the portion located to the left of the left intersection of the shear panel 40 is fixed to the underside of the connected portion 23 by, for example, a bolt that vertically penetrates the portion and the underside of the connected portion 23 (lower panel 17) and a weld nut that is fixed to the upper surface of the lower panel 17 and into which the bolt is screwed. 1, the bent portions 22A of the left and right side rails 22 are located forward of the front edge of the shear panel 40. Alternatively, the vicinity of the right-side intersection of the second intermediate closed cross-sectional structural portion 58 and the first rear closed cross-sectional structural portion 61 may be fixed to the rear end of the right side rail 22 via the connecting pin 29, and the vicinity of the left-side intersection of the second intermediate closed cross-sectional structural portion 58 and the first rear closed cross-sectional structural portion 61 may be fixed to the rear end of the left side rail 22 via the connecting pin 29.

[0030] (Action and effect) Next, the operation and effects of the embodiment will be described.

[0031] Assume now that the vehicle 10 has experienced a frontal collision. In this case, the rearward moving force of the suspension member 15 due to the frontal collision is transmitted to the battery 70 via the left and right connecting brackets 27 and the rear end 43 of the shear panel 40, and this moving force is absorbed by the large and heavy battery 70. As a result, each side rail 22 and shear panel 40 receives a forward reaction force from the battery 70. Furthermore, the shear panel 40 has a front closed cross-sectional structure portion 55 extending along a straight line connecting the left and right brackets 25. In a plan view, the shear panel 40 has a portion aligned with the front closed cross-sectional structure portion 55 in the left-right direction, which is fixed to the support portion 24 of each side rail 22. Furthermore, two locations on the left and right of the shear panel 40 are fixed to the connection portions 23 of the left and right side rails 22. Furthermore, the rear portion of the first intermediate closed cross-sectional structure portion 57, the rear portion of the second intermediate closed cross-sectional structure portion 58, the first rear closed cross-sectional structure portion 61, and the second rear closed cross-sectional structure portion 62 of the shear panel 40 form an annular structure, so the mechanical strength of the rear portion of the shear panel 40 is high. Therefore, the mechanical strength of the support portions 24 and the portions of the left and right side rails 22 located rearward of the support portions 24 is greater than the mechanical strength of the portions of the side rails 22 located forward of the support portions 24. Furthermore, the left and right side rails 22 are provided with bent portions 22A. Therefore, when each side rail 22 receives a forward reaction force from the battery 70, the bent portions 22A of the left and right side rails 22 can be intentionally deformed (bent). In other words, when the vehicle 10 experiences a frontal collision, the side rails 22 can absorb the collision load by deforming the bent portions 22A while minimizing the deformation of the rear portions of the left and right side rails 22.

[0032] Next, assume that the steering wheel of the vehicle 10 is turned by an occupant. In this case, a force in the vehicle width direction is transmitted from the second arm 31 to the left and right brackets 25 and then to the support portion 24. However, the front closed cross-sectional structure portion 55 of the shear panel 40 extends along a straight line connecting the left and right brackets 25 in a plan view, and the mechanical strength of the front closed cross-sectional structure portion 55 is greater than the mechanical strength of the outer peripheral flat plate portion 46, the first inner peripheral flat plate portion 49, and the second inner peripheral flat plate portion 53. Furthermore, the mechanical strength of the support portion 24, to which the bracket 25 of the side rail 22 is fixed, tends to be greater than that of other portions of the side rail 22. Therefore, a portion of the force in the vehicle width direction transmitted from the bracket 25 to the side rail 22 (support portion 24) is easily received by the front closed cross-sectional structure portion 55 connected to the support portion 24. Furthermore, the mechanical strength of the connected portion 23 of the side rail 22 fixed to the front side member 14 tends to be greater than that of other portions of the side rail 22. Therefore, another portion of the force in the vehicle width direction transmitted from the bracket 25 to the side rail 22 (support portion 24) can be easily received by the second intermediate closed cross-section structure portion 58 connected to the connected portion 23. Furthermore, the force transmitted to the support portions 24 of the left and right side rails 22 is transmitted from the shear panel 40 and the left and right connecting brackets 27 to the battery 70, and is received by the battery 70. This improves the rigidity of the support portions 24 of the side rails 22, which are portions that receive the force transmitted from the lower arm 30 to the suspension member 15 (side rail 22) when the steering wheel is turned.

[0033] Although the vehicle underbody structure according to the embodiment has been described above, the present invention can be modified in design as appropriate within the scope of the gist thereof.

[0034] For example, the rear ends of the left and right side rails 22 may be fixed directly to the front of the battery 70 without using the connection bracket 27 .

[0035] While the rear ends of the left and right side rails 22 may be connected to the front of the battery 70 directly or via the connecting brackets 27, the rear end 43 of the sheer panel 40 may not be connected to the battery 70.

[0036] The rear ends of the left and right side rails 22 may be directly or indirectly connected to left and right rockers (not shown) which are body frame members.

[0037] The shear panel 40 may be a solid structure rather than a hollow structure. [Explanation of symbols]

[0038] 10 vehicles 13 Vehicle undercarriage 14 Front side member 15 Suspension member 19 Cross member 22 Side rail 22A Bend part 23 Connected part 25 Bracket (arm support part) 40 Shear Panel 55 Front closed section structure 57 1st intermediate closed section structure section 58 Second intermediate closed section structure 61 1st rear closed section structure 62 2nd rear closed section structure 70 Battery

Claims

1. a suspension member provided on a vehicle, the suspension member having: a cross member; a pair of left and right side rails connected to the cross member, extending in the fore-and-aft direction of the vehicle, and having rear ends connected to a battery; and an arm support portion provided at an intermediate portion of the side rails in the fore-and-aft direction, the arm support portion supporting a lower arm that supports a front wheel whose steering angle changes when the steering wheel is steered; a shear panel located between the rear portions of the pair of side rails in a plan view, extending along a straight line connecting the left and right arm support portions in a plan view and having a front closed cross-sectional structure portion connected to the pair of side rails; A vehicle undercarriage comprising:

2. the pair of side rails each have a connected portion connected to the front side member and located rearward of the arm support portion, The shear panel is a first intermediate closed cross-sectional structure portion that connects a right end portion of the front closed cross-sectional structure portion to the connected portion of the left side rail in a plan view and is connected to the connected portion on the left side; a second intermediate closed cross-sectional structure portion that connects a left end of the front closed cross-sectional structure portion to the connected portion of the right side rail in a plan view and is connected to the connected portion on the right side; The vehicle undercarriage according to claim 1 , comprising:

3. a first rear closed cross-sectional structure portion extending diagonally rearward and to the left from a right end portion of the second intermediate closed cross-sectional structure portion in a plan view; a second rear closed cross-sectional structure portion extending diagonally rearward to the right from a left end portion of the first intermediate closed cross-sectional structure portion in a plan view, the rear end portion of which is connected to a rear end portion of the first rear closed cross-sectional structure portion and the battery; 3. The vehicle undercarriage according to claim 2, further comprising:

4. 3. The vehicle underbody structure according to claim 1, wherein the side rail has a bent portion located forward of the front closed cross-sectional structure portion.

Images