Vehicle undercarriage

Abstract

To provide a vehicular lower part structure which can inhibit battery units from being sandwiched between a connection member and a side sill at a side collision of a vehicle and inhibit deformation of the battery units.SOLUTION: A vehicular lower part structure includes: a side sill 1 extending in a vehicle fore-and-aft direction on an outer side in a vehicle width direction; a first battery unit 21 and a second battery unit 22 which are provided adjacent to an inner side in the vehicle width direction of the side sill 1 and spaced apart from each other in the vehicle width direction below a floor panel 8; and a connection member 60 which connects between the first battery unit 21 and the second battery unit 22. The connection member 60 includes: a vehicle width direction connection part 61 which connects these battery units 21, 22 with each other in a manner that a load may be transmitted in the vehicle width direction; and multiple deformation promotion parts 63, 64 which are disposed adjacent to the vehicle width direction connection part 61 and serve as starting points of deformation against a side collision load in the vehicle width direction.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle underbody structure in which a battery unit is mounted under a floor. [Background technology]

[0002] Conventionally, as disclosed in Patent Document 1, a BEV (battery electric vehicle) structure is known in which a battery unit is placed under the floor and side sills, which serve as vehicle body strength members located on both the left and right sides of the floor panel in the vehicle width direction, are configured to absorb side impact load energy during a vehicle side impact.

[0003] In the case of a plug-in hybrid electric vehicle (PHEV), the left and right battery units must be spaced apart on the left and right sides of the floor tunnel in the vehicle width direction due to the location of the exhaust pipe.

[0004] With such a structure, when a collision load is applied inward in the vehicle width direction to a position forward of the battery unit's center of gravity, such as in the case of a pole side impact, the side sill deforms into a V shape when viewed from the top of the vehicle, and the battery unit receives a side impact load from a localized location forward of the center of gravity, causing the front of the battery unit to rotate and displace inward in the vehicle width direction.

[0005] If there is a high-voltage cable connecting the above-mentioned battery unit to a high-voltage device such as an inverter in front of the battery unit, there is a concern that the high-voltage cable will be pulled strongly when the front of the battery unit is rotated and displaced inward in the vehicle width direction.

[0006] One way to solve this problem is to provide a connecting member that transmits the side collision load to the opposite side in the vehicle width direction, connect the left and right battery units in the vehicle width direction with this connecting member, and use this connecting member to brace the battery units.

[0007] However, if the rigidity of the connecting member is too high, the battery unit on the side receiving the side impact load will be pinched between the connecting member and the side sill, causing a new problem in that the battery unit will be deformed. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] JP 2020-11640 A Summary of the Invention [Problem to be solved by the invention]

[0009] Therefore, an object of the present invention is to provide a vehicle underbody structure that can prevent a battery unit from being pinched between a connecting member and a side sill during a vehicle side collision and can suppress deformation of the battery unit. [Means for solving the problem]

[0010] The understructure of a vehicle according to the present invention includes a side sill extending in a front-rear direction of the vehicle on an outer side in a vehicle width direction, a first battery unit and a second battery unit provided adjacent to an inner side in the vehicle width direction of the side sill and spaced apart in the vehicle width direction below a floor panel, and a connecting member connecting between the first battery unit and the second battery unit, the connecting member including a vehicle width direction connecting portion connecting the first battery unit and the second battery unit so as to be able to transmit a load in the vehicle width direction, and a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portion and serving as a deformation trigger in response to a side collision load in the vehicle width direction. The plurality of deformation promoting portions are arranged side by side in the front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion between them. This is what was done.

[0011] In addition, the understructure of a vehicle according to the present invention comprises a side sill extending in the fore-and-aft direction of the vehicle on the outer side in the vehicle width direction, a first battery unit and a second battery unit adjacent to the inner side in the vehicle width direction of the side sill and spaced apart in the vehicle width direction below the floor panel, and a connecting member connecting the first battery unit and the second battery unit, the connecting member comprising a vehicle width direction connecting portion that connects the battery unit so as to be able to transmit a load in the vehicle width direction, and a plurality of deformation promoting portions that are arranged adjacent to the vehicle width direction connecting portions and act as deformation triggers in response to a side impact load in the vehicle width direction, and a rigidity changing portion at the rear of the deformation promoting portion whose rigidity changes in response to a vehicle width direction input during a side impact, and the deformation promoting portions are connected to the rigidity changing portion.

[0012] In addition, the understructure of a vehicle according to the present invention comprises a side sill extending in the fore-and-aft direction of the vehicle on the outer side in the vehicle width direction, a first battery unit and a second battery unit adjacent to the inner side in the vehicle width direction of the side sill and spaced apart in the vehicle width direction below the floor panel, and a connecting member connecting between the first battery unit and the second battery unit, the connecting member comprising a vehicle width direction connecting portion that connects the battery unit so as to transmit a load in the vehicle width direction, and a plurality of deformation promoting portions that are arranged adjacent to the vehicle width direction connecting portion and act as deformation triggers in response to a side collision load in the vehicle width direction, the rear extension portion on the rear side of the vehicle width direction connecting portion having a notch extending in the vehicle width direction, and the deformation promoting portions being connected to the notch.

[0013] In addition, the undercarriage structure of a vehicle according to the present invention comprises a side sill extending in the fore-and-aft direction of the vehicle on the outer side in the vehicle width direction, a first battery unit and a second battery unit adjacent to the inner side in the vehicle width direction of the side sill and spaced apart in the vehicle width direction below the floor panel, and a connecting member connecting between the first battery unit and the second battery unit, the connecting member comprising a vehicle width direction connecting portion that connects the battery unit so as to be able to transmit a load in the vehicle width direction, and a plurality of deformation promoting portions that are arranged adjacent to the vehicle width direction connecting portion and act as deformation triggers in response to a side collision load in the vehicle width direction, and the deformation promoting portions connected to the front portions of the vehicle width direction connecting portions are formed in a slope shape that protrudes downwardly toward the rear of the vehicle. The deformation promoting portion which serves as a trigger for deformation as described above may be formed by a bead.

[0014] According to the above configuration, in the event of a vehicle side collision, the vehicle width direction connecting portion of the connecting member transmits the side collision load to the opposite side in the vehicle width direction, while the multiple deformation promoting portions act as deformation triggers to bend and deform the vehicle width direction connecting portion, thereby absorbing the side collision energy and suppressing deformation of the battery unit.

[0015] In addition, by providing a plurality of deformation promoting portions, the transverse connecting portion deforms at a plurality of points in the vehicle width direction during a side collision. As a result, even if the battery unit is displaced relative to the vehicle in the vertical direction, the connecting member is not stretched, and the load input to the battery unit can be reduced. In short, it is possible to prevent the battery unit from being pinched between the connecting member and the side sill during a vehicle side collision, thereby suppressing deformation of the battery unit.

[0016] Also , As mentioned above, The plurality of deformation promoting portions are provided side by side in the front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion therebetween. According to the above-mentioned configuration, stress is effectively concentrated in the deformation promoting portion, and the vehicle width direction connecting portion is reliably bent and deformed, so that the energy of a side collision can be absorbed.

[0017] As described above, the deformation promoting portion is provided at its rear with a rigidity changing portion whose rigidity changes in response to a vehicle width direction input during a side collision, and the deformation promoting portion is connected to the rigidity changing portion. According to the above configuration, since the rear portion of the deformation promoting portion is connected to the rigidity change portion, stress is more likely to be concentrated at the portion where the deformation promoting portion is connected to the rigidity change portion, i.e., the rigidity change point, in response to a side impact load input in the vehicle width direction, and this rigidity change point effectively acts as a deformation trigger.

[0018] As described above, the rearward extending portion on the rear side of the vehicle width direction connecting portion has a notch portion extending in the vehicle width direction, and the deformation promoting portion is connected to the notch portion.

[0019] The above configuration has the following advantages. In other words, if the connecting member were to bend and deform, if there were no notch, it would be necessary to also bend the portion further to the rear of the rear extension, which would require a large amount of energy to break, but the presence of the notch makes it possible to break the connecting member easily without requiring a large amount of energy to break it.As a result, the tension of the connecting member can be suppressed without impeding the bending behavior of the connecting member.

[0020] As described above, the deformation promoting portion connected to the front portion of the vehicle width direction connecting portion is formed in a slope shape that protrudes downward toward the rear of the vehicle.

[0021] According to the above configuration, the deformation promoting portion can promote bending deformation of the vehicle width direction connecting portion, while improving the aerodynamic performance. In detail, the underfloor traveling wind attached to the front end side of the deformation promoting section is guided toward the rear and downward of the vehicle along the sloping shape of the deformation promoting section, thereby preventing the underfloor traveling wind from flowing into the space above the connecting member, thereby improving aerodynamic performance.

[0022] In one embodiment of the present invention, the vehicle width direction connecting portion includes a plurality of ridge portions extending in the vehicle width direction. According to the above-mentioned configuration, since the ridgeline portion is a path for transmitting the side collision load, by folding this ridgeline portion, it is possible to improve the amount of absorption of the side collision energy.

[0023] In one embodiment of the present invention, the deformation promoting portion is formed by a longitudinal bead that protrudes downwardly of the vehicle and extends in the longitudinal direction of the vehicle. According to the above-mentioned configuration, by forming the deformation promoting portion with the longitudinal bead, it is possible to obtain the effect of absorbing the energy of a side collision by using the longitudinal bead as a deformation trigger, even with a simple configuration. 。 Effect of the Invention

[0024] According to the present invention, it is possible to suppress the battery unit from being pinched between the connecting member and the side sill during a vehicle side collision, thereby suppressing deformation of the battery unit. [Brief description of the drawings]

[0025] [Figure 1] FIG. 1 is a bottom view of a main part of a vehicle equipped with a vehicle undercarriage of the present invention; [Diagram 2] FIG. 2 is a perspective view showing the structure of FIG. 1 as viewed from below the vehicle. [Diagram 3] Cross-sectional view of line AA in Figure 1 [Figure 4] Cross-sectional view of line BB in Figure 1 [Diagram 5] Bottom view of the connecting member [Figure 6] A bottom perspective view of the connecting member [Figure 7] FIG. 7 is a bottom perspective view of the connecting member shown at an angle different from that of FIG. 6; [Figure 8] Cross-sectional view of line DD in Figure 5 [Figure 9] FIG. 1 is a bottom view showing a state of a vehicle underbody structure according to an embodiment during a side collision; [Figure 10] FIG. 10 is a longitudinal sectional view of the main part of FIG. [Figure 11] FIG. 1 is a bottom view showing a vehicle underbody structure according to a comparative example; [Figure 12] FIG. 1 is a bottom view showing a state of a vehicle underbody structure of a comparative example during a side collision; [Figure 13] FIG. 13 is a longitudinal sectional view of the main part of FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] The battery unit has an objective of suppressing deformation of the battery unit by suppressing the battery unit from being pinched between a connecting member and a side sill during a vehicle side collision, the objective comprising: a side sill extending in the front-rear direction of the vehicle on the outer side in the vehicle width direction; a first battery unit and a second battery unit provided adjacent to the inner side in the vehicle width direction of the side sill and spaced apart in the vehicle width direction below the floor panel; and a connecting member connecting the first battery unit and the second battery unit, the connecting member comprising a vehicle width direction connecting portion connecting the first battery unit and the second battery unit so as to be able to transmit a load in the vehicle width direction, and a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portion and serving as a deformation trigger in response to a side collision load in the vehicle width direction. The plurality of deformation promoting portions are arranged side by side in the front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion between them. This was achieved through the above configuration. EXAMPLES

[0027] An embodiment of the present invention will now be described in detail with reference to the accompanying drawings. The drawings show the undercarriage of a vehicle, with Fig. 1 being a bottom view of a key portion of the vehicle equipped with the undercarriage, more specifically, a bottom view showing the undercarriage at a position corresponding to the center pillar and its fore-and-aft surroundings, Fig. 2 being an oblique view showing the structure of Fig. 1 as seen from below the vehicle, Fig. 3 being a cross-sectional view taken along line AA in Fig. 1, and Fig. 4 being a cross-sectional view taken along line BB in Fig. 1.

[0028] 5 is a bottom view of the connecting member, FIG. 6 is a bottom perspective view of the connecting member, FIG. 7 is a bottom perspective view of the connecting member shown at an angle different from that of FIG. 6, and FIG. 8 is a cross-sectional view taken along line DD in FIG.

[0029] In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow LE indicates the left outer side in the vehicle width direction, arrow RI indicates the right outer side in the vehicle width direction, and arrow UP indicates the top of the vehicle.

[0030] As shown in Fig. 3, a side sill 1 is provided as a vehicle body strength member extending in the front-rear direction of the vehicle on both the left and right outer sides in the vehicle width direction. This side sill 1 has a side sill closed cross section 4 extending in the front-rear direction of the vehicle by joining and fixing a side sill outer 2 and a side sill inner 3. In this embodiment, a center pillar inner 5 is sandwiched between the side sill outer 2 and the side sill inner 3 at the center pillar installation site.

[0031] Instead of the structure in which the center pillar is sandwiched between the side sill outer panel 2 and the side sill inner panel 3, a structure in which a side sill reinforcement is sandwiched between these two panels 2, 3 may be adopted.

[0032] As shown in Figures 2 and 3, the center pillar 6 is a vehicle body strength member having a center pillar closed cross section extending in the vertical direction of the vehicle and having a center pillar inner 5 (see Figure 3) and a center pillar outer 7 (see Figure 2) joined and fixed together.

[0033] As shown in Fig. 3, a floor panel 8 constituting the floor surface of the vehicle compartment is provided between the side sill inners 3, 3 of a pair of left and right side sills 1, and a tunnel portion 9 is provided in the center in the vehicle width direction of this floor panel 8. This tunnel portion 9 may be formed integrally with the floor panel 8, or a structure in which a separate tunnel portion 9 is attached to the floor panel 8 may be adopted.

[0034] As shown in Figures 3 and 4, tunnel reinforcements 10 (so-called high mount backbone frames) are attached to the upper left and right corners of tunnel section 9, which protrudes into the passenger compartment and extends in the fore-and-aft direction of the vehicle, and an upper tunnel closed cross section 11 extending in the fore-and-aft direction of the vehicle is formed between this tunnel reinforcement 10 and tunnel section 9, thereby improving the rigidity of the tunnel section.

[0035] As shown in Figures 3 and 4, tunnel side members 12 are attached to the lower left and right corners of the above-mentioned tunnel section 9, and a lower tunnel closed cross section 13 extending in the fore-and-aft direction of the vehicle is formed between these tunnel side members 12 and the tunnel section 9, thereby improving the rigidity of the tunnel section.

[0036] As shown in Figures 1 and 2, an underfloor floor frame 14 with an inverted Hat-shaped cross section is attached to both the left and right sides of the floor panel 8 and on the inside of the side sill inner 3 in the vehicle width direction, and a floor frame closed cross section 14a (see Figure 3) extending in the fore-and-aft direction of the vehicle is formed between the underside of the floor panel 8 and the underfloor floor frame 14, thereby improving floor rigidity. The under-floor floor frame 14 described above extends in the front-rear direction of the vehicle from the front end of the floor panel 8 to a predetermined position on the floor panel 8 corresponding to the rear portion of the center pillar 6 .

[0037] 1 and 2, a pair of left and right rear side frames 15 are provided that extend in the vehicle front-rear direction from the rear end of the under-floor floor frame 14 to a rear end panel (not shown). The rear side frames 15 are vehicle body strength members provided on both sides of the rear seat pan 16 and the luggage compartment floor in the vehicle width direction, and a closed cross section of the rear side frame extending in the vehicle front-rear direction is formed between the rear side frames 15 and the rear floor (rear seat pan 16, luggage compartment floor).

[0038] As shown in FIG. 1, the rear portion of the side sill 1 and the front portion of the rear side frame 15 are configured to overlap in the vehicle width direction. In this embodiment, a PHEV (plug-in hybrid electric vehicle) is exemplified as the vehicle, and the vehicle is provided with the above-mentioned tunnel section 9 in order to guide exhaust gas emitted from an engine mounted at the front of the vehicle to the rear of the vehicle.

[0039] As shown in FIG. 3, a first battery unit 21 and a second battery unit 22 are provided adjacent to the inside of the side sill 1 in the vehicle width direction, below the floor panel 8 and separated from each other in the vehicle width direction with a tunnel portion 9 between them.

[0040] As shown in FIG. 3, each of the first and second battery units 21, 22 described above includes a battery 18 consisting of a plurality of battery modules 17, a battery tray 23 having a concave cross-section that covers the lower part of the battery 18, and a battery cover 24 having an inverted concave cross-section that covers the upper part of the battery 18.

[0041] That is, in each of the first and second battery units 21, 22, the battery 18 is supported by the battery tray 23, and the battery 18 is disposed in a battery storage space 25 surrounded by the battery tray 23 and the battery cover 24. Moreover, the bottom surface of the battery tray 23 in each of the battery units 21, 22 described above is formed to be approximately flat in consideration of aerodynamic performance (see FIG. 3).

[0042] As shown in Figures 1 and 2, a connector connection portion 26 is provided at the front inside of the first battery unit 21 in the vehicle width direction, and a high-voltage cable 28 is configured to connect between an inverter 27, which serves as a high-voltage device provided in front of the first battery unit 21, and the above-mentioned connector connection portion 26.

[0043] The high-voltage cable 28 described above is equipped with an inverter-side connector 29 and a battery-side connector 30 at its front and rear ends, and the inverter-side connector 29 is connected to the inverter 27, and the battery-side connector 30 is connected to the connector connection portion 26. The high-voltage cable 28 described above is arranged to extend forward from the front of the first battery unit 21.

[0044] The above-mentioned inverter 27 is a power conversion device that obtains AC power from DC power of the battery 18, and this is for driving the wheels with an AC motor in order to increase the efficiency of the motor drive system.

[0045] As shown in FIG. 1, a relay unit 31 that switches an electric circuit of the vehicle is fixed to at least one of the first battery unit 21 and the second battery unit 22. In this embodiment, a plurality of relays 33, 34, 35, and 36 are attached to the back surface of a junction box 32 that is erected at the rear of the first battery unit 21 located on the left side of the vehicle, and these relays 33 to 36 constitute the relay section 31 described above.

[0046] Relay 33 is a negative side quick charging relay, relay 34 is a positive side quick charging relay, relay 35 is a negative side normal charging relay, and relay 36 is a positive side normal charging relay, but the types of relays 33 to 36 are not limited to this.

[0047] The outer sides in the vehicle width direction of first battery unit 21 and second battery unit 22, which are heavy objects, are fixed to the vehicle body by intermediate fixing member 37 and rear fixing member 38 shown in Figs. Furthermore, the inner sides of the first battery unit 21 and the second battery unit 22 in the vehicle width direction are suspended and supported by the vehicle body by suspension members 43 (see FIG. 4) described later.

[0048] As shown in Figures 1 to 3, the above-mentioned intermediate fixing member 37 fixes the vehicle fore-and-aft direction intermediate portion of each battery unit 21, 22 to the vehicle body, and as shown in Figures 1 to 3, the intermediate fixing member 37 has a battery side mounting portion 37a and a vehicle body side mounting portion 37b.

[0049] The battery-side mounting portion 37a of the intermediate fixing member 37 is fastened to the side surface of the battery tray 23 of each battery unit 21, 22 using fastening members 39 such as bolts (see FIGS. 1 and 2). The vehicle-body-side mounting portion 37b is fastened to the underside of the underfloor frame 14, which is the vehicle body frame, using fastening members 40 such as bolts and nuts (see FIG. 3).

[0050] The intermediate fixing member 37 is formed by an extrusion molding of aluminum or an aluminum alloy, with the battery side mounting portion 37a being formed into a solid structure and the vehicle body side mounting portion 37b being formed into a hollow structure.

[0051] In addition, since the upper surface of the hollow structure vehicle body side mounting portion 37b described above is fastened to the underfloor floor frame 14, an opening 37c for inserting the fastening member 40 is formed in the lower surface of the hollow structure vehicle body side mounting portion 37b.

[0052] In this embodiment, bolts and nuts are used as the above-mentioned fastening members 40, and the nuts are pre-welded and fixed to the upper surface of the bottom portion of the under-floor floor frame 14. The vehicle body side mounting portion 37b is attached to the under-floor floor frame 14 by screwing a bolt inserted from the opening 37c of the vehicle body side mounting portion 37b into the above-mentioned nut. Furthermore, the intermediate fixing member 37 also serves as an energy absorbing member that absorbs a side collision load during a vehicle side collision.

[0053] On the other hand, the rear fixing member 38 fixes the rear of each battery unit 21, 22 in the fore-and-aft direction of the vehicle to the vehicle body, and as shown in Figures 1 and 2, the rear fixing member 38 has a battery side mounting portion 38a and a vehicle body side mounting portion 38b.

[0054] 1 and 2, the battery-side mounting portion 38a of the rear fixing member 38 is fastened to the rear side surface of the battery tray 23 of each battery unit 21, 22 using fastening members 41 such as bolts. Moreover, the vehicle-body-side mounting portion 38b is fastened to the underside of the rear side frame 15, which is the vehicle body frame, using fastening members 42 such as bolts and nuts. The insides of first battery unit 21 and second battery unit 22, which are heavy objects, in the vehicle width direction are suspended and supported by the vehicle body by suspension members 43 shown in FIG.

[0055] Figure 4 is a cross-sectional view taken along line BB in Figure 1, where line BB in Figure 1 corresponds to the front side of center pillar 6, and line CC in Figure 1 corresponds to the rear side of center pillar 6. Also, while Figure 4 only shows the structure at line BB, at line CC, as at line BB, each battery unit 21, 22 is supported by being suspended from the vehicle body by hanging members 43, and therefore the cross-sectional view taken along line CC is omitted.

[0056] As shown in FIG. 4, left and right hanging members 43, 43 that support first battery unit 21 and second battery unit 22 by suspending them from the vehicle body each have a battery side mounting portion 43a at the bottom and a vehicle body side mounting portion 43b at the top.

[0057] As shown in FIG. 4, a flange portion 23b is integrally formed with the upper end of a side wall portion 23a extending upward from the inner side in the vehicle width direction of the battery tray 23, and a flange portion 24b is also integrally formed with the lower end of a side wall portion 24a extending downward from the inner side in the vehicle width direction of the battery cover 24.

[0058] These flange portions 24b, 23b are abutted in the vertical direction, and the battery side mounting portion 43a at the bottom of the hanging member 43 is overlapped on the upper portion of the flange portions 24b, 23b, and the three portions 43a, 24b, 23b are fastened together and fixed by using long bolts 44 and nuts 45. In other words, the three portions 43a, 24b, 23b are fastened together by the bolts 44 and nuts 45.

[0059] As shown in FIG. 4, a bracket 46 is welded and fixed across the lower surface of the upper part of the tunnel portion 9 and the inner surface of the side of the tunnel portion 9, corresponding to the upper part of the battery hanging position by the hanging member 43. The vehicle body side mounting portion 43b at the top of the hanging member 43 is fastened and fixed to the mounting seat surface of the bracket 46 using fastening members such as bolts 47 and nuts 48.

[0060] In this embodiment, the above-mentioned nut 48 is preliminarily welded and fixed to the upper surface of the mounting seat of the bracket 46, and the bolt 47 is fastened to the above-mentioned nut 48 via the vehicle body side mounting portion 43b on the upper part of the hanging member 43, thereby fastening the vehicle body side mounting portion 43b to the mounting seat surface of the bracket 46.

[0061] As a result, the inner side of each battery unit 21, 22 in the vehicle width direction is suspended and supported by the tunnel section 9, which is a vehicle body strength member, via suspension members 43 at multiple points spaced apart in the front-rear direction middle of the vehicle.

[0062] 1 to 4, a front insulator 51, a middle insulator 52, and a rear insulator 53 are provided under the vehicle to cover the exhaust passage formed by the exhaust pipe. Each of these insulators 51, 52, and 53 is formed separately and attached to the vehicle body so as to be continuous in the front-rear direction of the vehicle.

[0063] 1 to 4, the intermediate insulator 52 is located below the tunnel portion 9 between the first battery unit 21 and the second battery unit 22. The front insulator 51 is located further forward of the vehicle than the intermediate insulator 52. The rear insulator 53 is located further rearward of the vehicle than the intermediate insulator 52.

[0064] As shown in FIGS. 1 to 4, below the intermediate insulator 52, a connecting member 60 is provided to connect the first battery unit 21 and the second battery unit 22 in the vehicle width direction. In detail, the above-mentioned connecting member 60 connects between the inner side in the vehicle width direction of the bottom wall of the battery tray 23 of the first battery unit 21 and the inner side in the vehicle width direction of the bottom wall of the battery tray 23 of the second battery unit 22 in the vehicle width direction (see FIG. 4).

[0065] As shown in FIG. 5, the above-mentioned connecting member 60 is formed by integrally forming the elements of the vehicle width direction connecting portion 61, the diagonal direction connecting portion 62, the deformation promoting portions 63, 64, the rigidity changing portion 65, and the cutout portion 66 from a plate-shaped base member 60B by pressing. That is, the connecting member 60 includes a vehicle width direction connecting portion 61, an oblique direction connecting portion 62, a plurality of deformation promoting portions 63, 64, a rigidity changing portion 65, and a notch portion 66.

[0066] The above-mentioned vehicle width direction connecting portion 61 connects the front portions of each element 21, 22 in the vehicle width direction at the front portion of the first battery unit 21 so as to enable side collision load to be transmitted in the vehicle width direction from the front portion of the first battery unit 21 to the front portion of the second battery unit 22.

[0067] Further, the above-mentioned diagonal connecting portion 62 connects the second battery unit 22 to the rear portion of the first battery unit 21. In this embodiment, the above-mentioned diagonal connecting portion 62 connects the front portion of the second battery unit 22 to the rear portion of the first battery unit 21 in a diagonal direction.

[0068] 5 to 7, a left-side front coupling portion 67 located at the left end in the vehicle width direction of the forward extending portion 61a and the rear extending portion 61b on the first battery unit 21 side of the vehicle width direction coupling portion 61 is coupled to the front portion of the first battery unit 21 by a plurality of bolts B1, B2 serving as fixing members spaced apart in the vehicle front-rear direction. In detail, the above-mentioned left-side front coupling portion 67 is fixed to the bottom wall of the battery tray 23 in the front portion of the first battery unit 21 by the plurality of bolts B1, B2.

[0069] As shown in Figures 5 to 7, the left rear connecting portion 68, which is the rear connecting portion on the first battery unit 21 side of the diagonal connecting portion 62, is connected to the rear of the first battery unit 21 by a plurality of bolts B3, B4, B5, which serve as fixing members spaced apart in the fore-and-aft direction of the vehicle.

[0070] In detail, the above-mentioned left side rear connecting portion 68 is located rearward of the above-mentioned left side front connecting portion 67 in the vehicle fore-and-aft direction, and this left side rear connecting portion 68 is fixed to the bottom wall of the battery tray 23 at the rear of the first battery unit 21 using a plurality of bolts B3, B4, B5.

[0071] 5 to 7, a right-side front coupling portion 69 located at the right end in the vehicle width direction of the lateral extension portion 61c on the second battery unit 22 side of the vehicle width direction coupling portion 61 is coupled to the front portion of the second battery unit 22 by a plurality of bolts B6, B7, and B8 serving as fixing members spaced apart in the vehicle front-rear direction. In detail, the right-side front coupling portion 69 is fixed to the bottom wall of the battery tray 23 in the front portion of the second battery unit 22 by the plurality of bolts B6, B7, and B8. Here, in this embodiment, the above-mentioned right front coupling portion 69 also serves as a right front coupling portion 70 that is the front coupling portion of the diagonal coupling portion 62 on the second battery unit 22 side.

[0072] As shown in Figures 5 to 7, the multiple deformation promoting portions 63, 64 are arranged adjacent to the front portion of the vehicle width direction connecting portion 61 and serve as deformation triggers in response to a side collision load in the vehicle width direction. In this embodiment, two deformation promoting portions 63, 64 are provided spaced apart in the vehicle width direction.

[0073] As a result, during a vehicle side collision, such as a pole collision, the vehicle width direction connecting portion 61 of the connecting member 60 transmits the side collision load to the opposite side in the vehicle width direction, while the multiple deformation promoting portions 63, 64 act as deformation triggers, causing the vehicle width direction connecting portion 61 to bend and deform, thereby absorbing the side collision energy and suppressing deformation of the battery unit.

[0074] In addition, by providing multiple deformation promoting portions 63, 64, the vehicle width direction connecting portion 61 deforms at multiple locations in the vehicle width direction during a vehicle side collision, so that even if the battery unit is displaced relatively in the vertical direction, the connecting member 60 is not stiffened, and the load input to the battery unit is reduced. In other words, the battery unit is configured to prevent being pinched between the connecting member 60 and the side sill 1, more specifically, between the connecting member 60 and the underfloor floor frame 14, in the event of a vehicle side collision, thereby suppressing deformation of the battery unit.

[0075] As shown in Figs. 5 and 8, the vehicle width direction connecting portion 61 is formed by a bead 71 that protrudes downward, and this bead 71 has a plurality of ridge portions X1, X2, X3, and X4 that extend in the vehicle width direction. The above-mentioned multiple ridge portions X1 to X4 extending in the vehicle width direction are paths for transmitting a side collision load, so that, during a vehicle side collision, the deformation promoting portions 63, 64 act as deformation triggers to fold the ridge portions X1 to X4, thereby improving the amount of absorption of side collision energy.

[0076] As shown in Figs. 5 to 7, the above-mentioned plurality of deformation promoting portions 63, 64 are provided side by side in the vehicle front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion 61 therebetween. More specifically, one of the deformation promoting portions 63 has a front deformation promoting portion 63a located in front of the bead 71, and a rear deformation promoting portion 63b located in the rear of the bead 71. The front and rear deformation promoting portions 63a, 63b are arranged side by side in the vehicle front-rear direction at the same position in the vehicle width direction via the bead 71.

[0077] The other deformation promoting portion 64 also has a front deformation promoting portion 64a located in front of the bead 71 and a rear deformation promoting portion 64b located in the rear of the bead 71. The front and rear deformation promoting portions 64a, 64b are arranged side by side in the vehicle front-rear direction at the same position in the vehicle width direction via the bead 71.

[0078] In this way, by arranging each deformation promoting portion 63, 64 side by side in the fore-and-aft direction of the vehicle at the same position in the vehicle width direction, separated by the vehicle width direction connecting portion 61 formed by the bead 71, stress is effectively concentrated in each deformation promoting portion 63, 64, reliably bending and deforming the vehicle width direction connecting portion 61, thereby absorbing side impact energy.

[0079] As shown in Figure 5, one deformation promoting portion 63 having a front deformation promoting portion 63a and a rear deformation promoting portion 63b, and the other deformation promoting portion 64 having a front deformation promoting portion 64a and a rear deformation promoting portion 64b are each formed by longitudinal beads 63B, 64B that protrude downwardly of the vehicle and extend in the fore-and-aft direction of the vehicle.

[0080] In this way, by forming the deformation promoting portions 63, 64 with the longitudinal beads 63B, 64B, the structure is simple, but the longitudinal beads 63B, 64B act as deformation triggers, causing the vehicle width connecting portion 61 to bend and deform, thereby absorbing side impact energy.

[0081] As shown in Figure 5, the rear portion of the other deformation promoting portion 64 is provided with a rigidity changing portion 65 whose rigidity changes in response to a vehicle width direction input during a side collision, and the other deformation promoting portion 64 is connected to the rigidity changing portion 65. The above-mentioned rigidity changing portion 65 extends in the vehicle width direction along the ridge line portion X4 of the bead 71 from the vehicle width right end portion of the bead 71 to the rear deformation promoting portion 64b at a vehicle width intermediate position of the bead 71, and is formed by a bead having a so-called upward convex structure that protrudes upward as shown in Fig. 8. The rigidity changing portion 65 is formed so as to have greater rigidity against a side collision than the rear deformation promoting portion 64b.

[0082] As a result, in the event of a side impact load in the vehicle width direction, stress is more likely to be concentrated at the location where the other deformation promoting portion 64b is connected to the rigidity change portion 65, i.e., the rigidity change point, and this rigidity change point is configured to effectively act as a deformation trigger.

[0083] As shown in Figure 5, the rear extension portion 61b on the rear side of the above-mentioned vehicle width direction connecting portion 61 has a cutout portion 66 extending in the vehicle width direction, and the rear deformation promoting portion 63b of one of the multiple deformation promoting portions 63, 64 is connected to the above-mentioned cutout portion 66. As shown in FIG. 5, the above-mentioned cutout portion 66 is open on the outer left side in the vehicle width direction of the connecting member 60 and terminates near the right end in the vehicle width direction of the rear deformation promoting portion 63b and is closed at that portion.

[0084] In the event of a vehicle side collision, when the above-mentioned connecting member 60 is bent and deformed, if the notch 66 does not exist, the portion further rearward of the rear extension 61b must also be bent, which requires a large amount of energy when bending, but due to the presence of the notch 66, a large amount of energy is not required when bending, and the connecting member 60 can be easily bent. This allows the connecting member 60 to be configured to suppress tension without interfering with the bending behavior of the connecting member 60.

[0085] Furthermore, as shown in Figure 6, the deformation promoting portions 63, 64 connected to the front of the above-mentioned vehicle width direction connecting portion 61, i.e., the front deformation promoting portions 63a, 64a of the deformation promoting portions 63, 64, are formed in a slope shape that protrudes downward toward the rear of the vehicle.

[0086] In detail, the above-mentioned front deformation promotion parts 63a, 64a are formed in a triangular shape in a side view of the vehicle. The upper side parts of the front deformation promotion parts 63a, 64a, which correspond to the opposite sides of the triangle, are connected to the forward extension part 61a. The rear side parts of the front deformation promotion parts 63a, 64a, which correspond to the base of the triangle, are connected to the front part of the bead 71. The lower side parts of the front deformation promotion parts 63a, 64a, which correspond to the hypotenuse of the triangle, have their front ends connected to the forward extension part 61a, protrude downward toward the rear of the vehicle, and are formed in a slope shape with their rear ends located near the ridge part X2 under the front of the bead 71.

[0087] As a result, the deformation promoting portions 63, 64 promote bending deformation of the widthwise connecting portion 61, while the front deformation promoting portions 63a, 64a promote improvement in aerodynamic performance. Specifically, the underfloor traveling wind that adheres to the front end sides of the front deformation promoting portions 63a, 64a is guided rearward and downward of the vehicle along the sloped shapes of the front deformation promoting portions 63a, 64a.

[0088] If the wind generated when traveling under the floor were to flow into the cavity between the connecting member 60 and the intermediate insulator 52 (see Figures 3 and 4) above it, aerodynamic energy loss (so-called energy loss) would occur; however, the above-mentioned sloping shape is designed to prevent the wind generated when traveling under the floor from flowing into the cavity, thereby improving aerodynamic performance.

[0089] As shown in FIG. 5, a plurality of bolts B3, B4, B5 serving as fixing members for connecting the left rear connecting portion 68 to the first battery unit 21 are provided spaced apart in the vehicle front-rear direction. In the above-mentioned left side rear connecting portion 68, which is the connecting portion on the first battery unit 21 side of the diagonal connecting portion 62, a second bead 72 extending in the fore-and-aft direction of the vehicle is provided adjacent to the vehicle width inner side of the bolts B3, B4, B5 of the left side rear connecting portion 68, thereby avoiding concentration of stress on a specific bolt B3 and distributing the stress to each of the bolts B3, B4, B5, and ensuring the strength reliability of the connecting member 60.

[0090] As shown in FIG. 5, a plurality of bolts B6, B7, B8 serving as fixing members for connecting the right front connecting parts 69, 70 to the second battery unit 22 are also provided spaced apart in the vehicle front-rear direction. The right front connecting portions 69, 70 described above serve as the connecting portion of the vehicle width direction connecting portion 61 on the second battery unit 22 side and the connecting portion of the diagonal direction connecting portion 62 on the second battery unit 22 side.

[0091] Furthermore, a third bead 73 extending in the fore-and-aft direction of the vehicle is provided adjacent to the inner side in the vehicle width direction of each of the above-mentioned bolts B6, B7, B8, which is configured to avoid concentration of stress on a specific bolt B8 and to distribute the stress to each of the bolts B6, B7, B8, thereby ensuring the strength reliability of the connecting member 60.

[0092] Fig. 9 is a bottom view showing the state of the undercarriage of the vehicle of this embodiment in a side collision, Fig. 10 is a vertical cross-sectional view of the main parts of Fig. 9, Fig. 11 is a bottom view showing the undercarriage of the vehicle of the comparative example, Fig. 12 is a bottom view showing the state of the undercarriage of the vehicle of the comparative example in a side collision, and Fig. 13 is a vertical cross-sectional view of the main parts of Fig. 12. In Figs. 11 to 13, the same reference numerals are used for the same parts as Figs. 1, 9 and 10, and detailed explanations thereof will be omitted.

[0093] When a colliding object 80 such as a pole collides with the vehicle inward in the vehicle width direction in front of the center of gravity of the first battery unit 21 as shown in FIG. 9 from the normal state shown in FIG. 1, and a side impact load shown by arrow a in FIG. 9 is input, the side sill 1 deforms into a V-shape when viewed from above the vehicle.

[0094] As a result, a side impact load is input to the first battery unit 21 from a localized location forward of its center of gravity position, causing the front of the first battery unit 21 to rotate and displace inward in the vehicle width direction. However, the vehicle width direction connecting portion 61 of the connecting member 60 transmits the side impact load to the second battery unit 22 side, which is the opposite side in the vehicle width direction, while the multiple deformation promoting portions 63, 64 act as deformation triggers, bending and deforming the vehicle width direction connecting portion 61 into an inverted hat shape as shown in Figure 10, thereby absorbing the side impact energy and suppressing deformation of the first battery unit 21.

[0095] In addition, since a plurality of deformation promoting portions 63, 64 are provided, the widthwise connecting portion 61 deforms at a plurality of locations in the widthwise direction of the vehicle during a side collision. As a result, even if the first battery unit 21 is relatively displaced in the up-down direction, the connecting member 60 is not strained, and the load input to the first battery unit 21 can be reduced. That is, in the event of a vehicle side collision, the first battery unit 21 is prevented from being pinched between the connecting member 60 and the side sill 1, and deformation of the first battery unit 21 can be suppressed.

[0096] In FIG. 9, reference numeral 81 denotes a catalytic converter, 82 denotes an exhaust pipe upstream of the catalytic converter 81, and 83 denotes an exhaust pipe downstream of the catalytic converter 81. 1, 9, and 10, in the comparative example shown in Figures 11 to 13, the front portion of the first battery unit 21 and the front portion of the second battery unit 22 are connected by a front connecting member 91, and the rear portion of the first battery unit 21 and the rear portion of the second battery unit 22 are connected by a rear connecting member 92. That is, in the comparative example, the front portions and rear portions of the battery units 21, 22 are connected in the vehicle width direction by separate connecting members 91, 92 spaced apart in the vehicle front-rear direction.

[0097] In the structure of the comparative example, when a colliding object 80 such as a pole collides with the vehicle inward in the vehicle width direction in front of the center of gravity of the first battery unit 21 as shown in FIG. 12 from the normal state shown in FIG. 11 and a side impact load shown by arrow a in FIG. 12 is input, the side sill 1 deforms into a V-shape when viewed from above the vehicle.

[0098] As a result, a side collision load is input to the first battery unit 21 from a local portion forward of the center of gravity, causing the front of the first battery unit 21 to pivotally displace inward in the vehicle width direction. In this case, since the front portion of the first battery unit 21 and the front portion of the second battery unit 22 are connected in the vehicle width direction by the front connecting member 91 described above, the side collision load can be transmitted via the front connecting member 91 to the second battery unit 22 on the opposite side in the vehicle width direction.

[0099] However, as shown in FIG. 13, due to its high rigidity, the front connecting member 91 bends at one location in the middle in the vehicle width direction, forming a V-shape when viewed from the front of the vehicle, restricting the vertical displacement of the first battery unit 21, and the bend point 91a shown in FIG. 13 and the fixed point 91b of the front connecting member 91 to the first battery unit 21 act to tension the first battery unit 21, causing the first battery unit 21 to be pinched between the front connecting member 91 and the side sill 1, and deforming the first battery unit 21, which is not preferable.

[0100] In contrast to the structure of the comparative example shown in Figures 11 to 13, in this embodiment shown in Figures 1, 9 and 10, multiple deformation promoting portions 63, 64 act as deformation triggers to cause bending deformation of the vehicle width direction connecting portion 61, thereby absorbing the side collision energy and suppressing deformation of the first battery unit 21.

[0101] As described above in detail, the undercarriage structure of the vehicle in the above embodiment comprises a side sill 1 extending in the fore-and-aft direction of the vehicle on the outer side in the vehicle width direction, a first battery unit 21 and a second battery unit 22 adjacent to the inner side in the vehicle width direction of the side sill 1 and spaced apart in the vehicle width direction below the floor panel 8, and a connecting member 60 connecting between the first battery unit 21 and the second battery unit 22, the connecting member 60 comprising a vehicle width direction connecting portion 61 that connects the battery units so as to be able to transmit load in the vehicle width direction, and a plurality of deformation promoting portions 63, 64 that are arranged adjacent to the vehicle width direction connecting portion 61 and act as a deformation trigger in response to a side collision load in the vehicle width direction (see Figures 1 and 5).

[0102] According to this configuration, during a vehicle side collision, the vehicle width direction connecting portion 61 of the connecting member 60 transmits the side collision load to the opposite side in the vehicle width direction, while the multiple deformation promoting portions 63, 64 act as deformation triggers, causing the vehicle width direction connecting portion 61 to bend and deform (see Figure 10), thereby absorbing the side collision energy and suppressing deformation of the battery unit (in this embodiment, the first battery unit 21).

[0103] Furthermore, by providing a plurality of deformation promoting portions 63, 64, the vehicle width direction connecting portion 61 deforms at a plurality of locations in the vehicle width direction during a side collision. As a result, even if the battery unit (first battery unit 21) is relatively displaced in the up-down direction, the connecting member 60 is not strained, and the load input to the battery unit (first battery unit 21) can be reduced.

[0104] In short, it is possible to prevent the battery unit (first battery unit 21) from being pinched between the connecting member 60 and the side sill 1 during a vehicle side collision, and to prevent deformation of the battery unit (first battery unit 21).

[0105] In one embodiment of the present invention, the plurality of deformation promoting portions 63, 64 are provided side by side in the front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion 61 between them (see FIG. 5). According to this configuration, stress is effectively concentrated on the above-mentioned deformation promoting portions 63, 64, and the vehicle width direction connecting portion 61 is reliably bent and deformed, so that the energy of a side collision can be absorbed.

[0106] In one embodiment of the present invention, the vehicle width direction connecting portion 61 includes a plurality of ridge lines X1 to X4 extending in the vehicle width direction (see Figs. 5 and 8). According to this configuration, since the above-mentioned ridge lines X1 to X4 are paths for transmitting a side collision load, bending these ridge lines X1 to X4 can improve the amount of absorption of side collision energy.

[0107] In one embodiment of the present invention, the deformation promoting portions 63, 64 are formed by longitudinal beads 63B, 64B that protrude downwardly of the vehicle and extend in the longitudinal direction of the vehicle (see FIG. 5). According to this configuration, by forming the deformation promoting portions 63, 64 by the longitudinal beads 63B, 64B, it is possible to obtain the effect that the longitudinal beads 63B, 64B act as deformation triggers and absorb the energy of a side collision, even with a simple configuration.

[0108] In one embodiment of the present invention, a rigidity changing portion 65, whose rigidity changes in response to a vehicle width direction input during a side collision, is provided at the rear of the deformation promoting portion 64, and the deformation promoting portion 64 is connected to the rigidity changing portion 65 (see Figure 5). According to this configuration, since the rear portion of the deformation promoting portion 64 is connected to the rigidity changing portion 65, when a side impact load is input in the vehicle width direction, stress is likely to be concentrated at the portion where the deformation promoting portion 64 is connected to the rigidity changing portion 65, i.e., the rigidity changing point, and this rigidity changing point effectively acts as a deformation trigger.

[0109] In one embodiment of the present invention, the rear extension portion 61b on the rear side of the vehicle width direction connecting portion 61 has a notch portion 66 extending in the vehicle width direction, and the deformation promoting portion 63 is connected to the notch portion 66 (see Figure 5).

[0110] This configuration has the following advantages. That is, when the connecting member 60 is bent and deformed, if the notch 66 does not exist, it is necessary to bend the portion further to the rear of the rear extension 61b as well, which requires a large amount of energy to bend, but due to the presence of the notch 66, it is possible to easily bend the connecting member 60 without requiring a large amount of energy to bend it. As a result, the tension of the connecting member 60 can be suppressed without impeding the bending behavior of the connecting member 60.

[0111] In one embodiment of the present invention, the deformation promoting portion (front deformation promoting portion 63a, 64a) connected to the front portion of the vehicle width direction connecting portion 61 is formed in a slope shape that protrudes downward toward the rear of the vehicle (see Figure 6).

[0112] According to this configuration, the deformation promoting portions 63, 64 promote bending deformation of the widthwise connecting portion 61, while the front deformation promoting portions 63a, 64a improve the aerodynamic performance. In detail, the underfloor traveling wind attached to the front end side of the deformation promoting portions 63, 64 is guided toward the rear and downward of the vehicle along the sloping shape of the front deformation promoting portions 63a, 64a, thereby preventing the underfloor traveling wind from flowing into the space above the connecting member 60 (see Figures 3 and 4), thereby improving aerodynamic performance.

[0113] In the configuration of the present invention and the above-mentioned embodiment, The deformation promoting portion connected to the cutout portion 66 of the present invention corresponds to one of the deformation promoting portions 63 of the plurality of deformation promoting portions 63 and 64 of the embodiment, Similarly, The deformation promoting portion connected to the rigidity changing portion 65 corresponds to the other deformation promoting portion 64 of the multiple deformation promoting portions 63, 64, The deformation promoting portion connected to the front portion of the vehicle width direction connecting portion 61 corresponds to the front deformation promoting portions 63a, 64a. The present invention is not limited to the configurations of the above-described embodiments. [Industrial Applicability]

[0114] INDUSTRIAL APPLICABILITY As described above, the present invention is useful for a vehicle understructure in which a battery unit is mounted under the floor. [Explanation of symbols]

[0115] 1...Side sill 8…Floor panel 21…1st battery unit 22…Second battery unit 60...Connecting member 61…Vehicle width direction connection part 61b...Rear extension part 63,64…Deformation promotion section 63a, 64a…Front deformation promotion section 63B, 64B…Front and rear beads 65…Rigidity change section 66…Notch X1,X2,X3,X4...Ridge line

Claims

1. A side sill extending in a vehicle front-rear direction on an outer side in a vehicle width direction; a first battery unit and a second battery unit provided adjacent to an inner side of the side sill in a vehicle width direction and spaced apart from each other in a vehicle width direction under a floor panel; a connecting member connecting the first battery unit and the second battery unit, The connecting member includes a vehicle width direction connecting portion that connects the vehicle width direction so as to be able to transmit a load in the vehicle width direction, a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portions and serving as deformation triggers in response to a side collision load in the vehicle width direction; The plurality of deformation promoting portions are arranged side by side in the front-rear direction at the same position in the vehicle width direction with the vehicle width direction connecting portion therebetween. The undercarriage of the vehicle.

2. The vehicle width direction connecting portion has a plurality of ridge portions extending in the vehicle width direction. The vehicle underbody structure according to claim 1 .

3. The deformation promoting portion is formed by a longitudinal bead that protrudes downwardly of the vehicle and extends in the longitudinal direction of the vehicle. The vehicle underbody structure according to claim 1 .

4. A side sill extending in a vehicle front-rear direction on an outer side in a vehicle width direction; a first battery unit and a second battery unit provided adjacent to an inner side of the side sill in a vehicle width direction and spaced apart from each other in a vehicle width direction under a floor panel; a connecting member connecting the first battery unit and the second battery unit, The connecting member includes a vehicle width direction connecting portion that connects the vehicle width direction so as to be able to transmit a load in the vehicle width direction, a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portions and serving as deformation triggers in response to a side collision load in the vehicle width direction; a rigidity changing portion having a rigidity that changes in response to a vehicle width direction input during a side collision is provided at a rear portion of the deformation promoting portion, and the deformation promoting portion is connected to the rigidity changing portion. The undercarriage of the vehicle.

5. A side sill extending in a vehicle front-rear direction on an outer side in a vehicle width direction; a first battery unit and a second battery unit provided adjacent to an inner side of the side sill in a vehicle width direction and spaced apart from each other in a vehicle width direction under a floor panel; a connecting member connecting the first battery unit and the second battery unit, The connecting member includes a vehicle width direction connecting portion that connects the vehicle width direction so as to be able to transmit a load in the vehicle width direction, a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portions and serving as deformation triggers in response to a side collision load in the vehicle width direction; The rear extension portion on the rear side of the vehicle width direction connecting portion has a notch portion extending in the vehicle width direction, and the deformation promoting portion is connected to the notch portion. The undercarriage of the vehicle.

6. A side sill extending in a vehicle front-rear direction on an outer side in a vehicle width direction; a first battery unit and a second battery unit provided adjacent to an inner side of the side sill in a vehicle width direction and spaced apart from each other in a vehicle width direction under a floor panel; a connecting member connecting the first battery unit and the second battery unit, The connecting member includes a vehicle width direction connecting portion that connects the vehicle width direction so as to be able to transmit a load in the vehicle width direction, a plurality of deformation promoting portions disposed adjacent to the vehicle width direction connecting portions and serving as deformation triggers in response to a side collision load in the vehicle width direction; The deformation promoting portion connected to the front portion of the vehicle width direction connecting portion is formed in a slope shape that protrudes downward toward the rear of the vehicle. The undercarriage of the vehicle.

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