JP2018002006A - Lower structure of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a lower structure of a vehicle body, which has increased rigidity.SOLUTION: Front brackets 14A, 14B each for supporting a lower arm are mounted on a pair of side rails 20A, 20B respectively. A second cross member 24 spans between the side rails 20A, 20B, at positions where the front brackets 14A, 14B are mounted. A rack housing 40 of an electric power steering device (EPS) 18 is fixed to the second cross member 24, the rack housing spanning along the second cross member 24, between mounting portions 38A, 38B. This structure reinforces the second cross member with the EPS 18, thus improving rigidity of the second cross member, and increasing rigidity of a suspension member 12. Consequently, when the load is inputted from the lower arm to the side rail 20A through the front bracket 14A, the second cross member 24 of which rigidity is reinforced with the EPS 18 withstands the load, thus inhibiting deformation of the suspension member 12.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body lower structure.

  Conventionally, a suspension member including a pair of left and right side rails extending in the vehicle front-rear direction and a plurality of cross members disposed between the side rails is disposed at the lower portion of the vehicle body. Each side rail is provided with a lower arm attachment portion (bracket) on the vehicle front side (front side) to which the lower arm is attached from the outside in the vehicle width direction and a lower arm attachment portion (bracket) on the vehicle rear side (rear side).

  For example, Patent Document 1 describes a structure in which four first to fourth cross members are disposed between a pair of left and right side rails, and a front lower arm mounting portion in the side rails in the vehicle front-rear direction. The third cross member is disposed at the mounting position of the (lower arm support section in Patent Document 1), and the first and second cross members are disposed at the mounting position of the rear lower arm mounting section.

JP2013-203241A

  In the vehicle body lower structure described in Patent Document 1, since the third cross member is disposed at the position of the front lower arm mounting portion of the side rail, the load input from the lower arm to the front lower arm mounting portion is applied to the third cross member. The suspension member is supported and deformation of the suspension member is suppressed.

  By the way, the downsizing of the cross section of the side rails and the like is desired due to the upsizing of parts arranged near the suspension member in recent years. In this case, there is room for improvement in improving the rigidity of the suspension member with respect to load input from the front lower arm mounting portion with respect to the side rail.

  The present invention has been made in view of the above facts, and an object of the present invention is to obtain a vehicle body lower structure with improved rigidity.

  The vehicle body lower part structure according to the first aspect of the present invention includes a pair of side rails extending in the vehicle front-rear direction and spaced apart in the vehicle width direction, and front end portions of the side rails in the vehicle front-rear direction. A front lower arm mounting portion that is disposed at an intermediate portion with respect to the rear end portion and to which a lower arm that supports the suspension is mounted, and is disposed closer to the rear end portion than the front lower arm mounting portion in each side rail, and the lower arm is mounted. A rear lower arm mounting portion; a first cross member spanned between the pair of side rails on the rear end side of the side rail from the mounting position of the front lower arm mounting portion; and the front side of the side rail. The second cross member spanned between the pair of side rails along the first cross member at the mounting position of the lower arm mounting portion. , And a, and an electric power steering apparatus is disposed a rack housing is attached to said second cross member in the longitudinal direction of the second cross member.

  In the vehicle body lower part structure according to the first aspect, the lower arm is attached to each side rail via the front lower arm attachment portion and the rear lower arm attachment portion. A second cross member spanned between the pair of side rails is disposed at the mounting position of the front lower arm mounting portion on the side rail.

  The mounting position of the front lower arm mounting portion on the side rail is the “intermediate portion” between the front end portion and the rear end portion of the side rail, but this “intermediate portion” is the distance between the front end portion and the rear end portion of the side rail. It means “between” and not the center between the front end and the rear end.

  In addition, a rack housing of the electric power steering device disposed along the longitudinal direction of the second cross member is attached to the second cross member. That is, the second cross member arranged at the attachment position of the front lower arm attachment portion in the side rail is reinforced by the electric power steering device, and the rigidity is further improved.

  Therefore, when a load is input from the front lower arm attachment portion to the side rail, the second cross member reinforced by the electric power steering device supports the load. As a result, it is possible to suppress or prevent deformation of the side rails and the like due to load input from the lower arm.

  As described above, the rigidity of the vehicle body lower part structure according to the present invention can be improved.

It is a top view which shows the vehicle body lower part structure concerning one Embodiment of this invention. It is a bottom view which shows the vehicle body lower part structure concerning one Embodiment of this invention. It is a side view which shows the vehicle body lower part structure which concerns on one Embodiment of this invention. (A) is a perspective view which shows the front lower arm attachment bracket which concerns on one Embodiment of this invention, (B) is a perspective view which shows the deformation | transformation state of the front lower arm attachment bracket at the time of the load input from a lower arm. It is a bottom view which shows the front side lower arm attachment bracket which concerns on one Embodiment of this invention. It is the perspective view seen from the vehicle front side which shows the attachment state with respect to the side rail of the rear lower arm attachment bracket which concerns on one Embodiment of this invention. It is the perspective view seen from the vehicle width direction outer side which shows the attachment state with respect to the side rail of the rear side lower arm attachment bracket which concerns on one Embodiment of this invention. It is a bottom view which shows the attachment state with respect to the side rail of the rear side lower arm attachment bracket which concerns on one Embodiment of this invention. It is the sectional view on the AA line of FIG. It is a bottom view which shows the welding process with respect to the side rail of the rear lower arm attachment bracket which concerns on one Embodiment of this invention. It is the perspective view seen from diagonally back which shows the welding process with respect to the side rail of the rear side lower arm attachment bracket which concerns on one Embodiment of this invention. (A) is a perspective view which shows the front lower arm attachment bracket which concerns on a 1st comparative example, (B) is a perspective view which shows the deformation | transformation state of the front lower arm attachment bracket at the time of the load input from a lower arm. (A) is the side view which showed a part of side rail which concerns on a 2nd comparative example, (B) is the side view which showed a part of side rail which concerns on this embodiment. It is sectional drawing which shows the deformation | transformation state of the rear side lower arm attachment bracket and side rail at the time of the load input from the lower arm in the sectional view on the AA line of FIG.

<Embodiment>
Hereinafter, the vehicle body lower structure 10 according to the embodiment of the present invention will be described with reference to FIGS. 1 to 14. Note that arrows FR, W, RH, and UP appropriately shown in the drawings indicate the front of the vehicle, the vehicle width direction, the right side of the vehicle, and the upper side of the vehicle, respectively.

(Constitution)
As shown in FIGS. 1 and 2, the vehicle body lower structure 10 has a substantially rectangular front suspension member (hereinafter referred to as “suspension member”) 12 and a pair of lower arms (not shown) attached to the suspension member 12. Front lower arm mounting brackets (hereinafter referred to as “front brackets”) 14A and 14B, rear lower arm mounting brackets (hereinafter referred to as “rear brackets”) 16A and 16B, and an electric power steering device mounted on the suspension member 12. (Hereinafter referred to as “EPS”) 18.

  The suspension member 12 includes a pair of side rails 20A and 20B extending substantially in the vehicle front-rear direction at both ends in the vehicle width direction, and a first cross member 22 and a second cross that connect the side rails 20A and 20B in the vehicle width direction. A member 24 and a third cross member 26 are provided.

  Since the side rails 20A and 20B are substantially bilaterally symmetric in the suspension member 12, only the side rail 20A will be described. The components of the side rail 20B are denoted by the same reference numerals as those of the side rail 20A. Detailed description is omitted.

  The side rail 20A is formed in a substantially rectangular cross section by joining the side rail upper 28A and the side rail lower 30A. Further, as shown in FIGS. 1 and 2, the side rail 20 </ b> A has a vehicle front side end (hereinafter referred to as “front end”) 33 </ b> A to a vehicle rear side end (hereinafter referred to as “rear end”) in plan view. It is formed so as to be inclined inward in the vehicle width direction toward 35 </ b> A, curved outward in the vehicle width direction on the rear end portion 35 </ b> A side, and inclined and extended outward in the vehicle width direction. In the side rail 20A, an engine mount bracket 31A is attached between the front bracket 14A and the rear bracket 16A.

  As shown in FIG. 3, the side rail 20A is formed as a horizontal portion 32A extending horizontally from the front end portion 33A to a position just before the second cross member 24 is connected, and is directed rearward from the rear end of the horizontal portion 32A. An inclined portion 34A inclined obliquely downward and a horizontal portion 36A extending in the horizontal direction from the rear end of the inclined portion 34A to the rear end portion 35A of the side rail 20A.

  As shown in FIGS. 1 and 2, it extends in the vehicle width direction between the mounting position of the rear bracket 16A of the side rail 20A (horizontal portion 36A) and the mounting position of the rear bracket 16B of the side rail 20B. The existing first cross member 22 is attached.

  Further, the second cross member 24 is disposed so as to connect the lower end portion of the inclined portion 34A of the side rail 20A and the lower end portion of the inclined portion 34B of the side rail 20B. The second cross member 24 includes a second cross member upper 24A and a second cross member lower 24B, and has a rectangular cross section when they are joined together. The second cross member upper 24A is joined to the side rail upper 28A, and the second cross member lower 24B is joined to the front bracket 14A.

  A third cross member 26 extending in the vehicle width direction is disposed so as to connect the front end portion 33A of the side rail 20A and the front end portion 33B of the side rail 20B. At both ends in the vehicle width direction of the third cross member 26, mounting portions 38A and 38B having a thickness greater than that of the central portion are formed.

  As shown in FIGS. 1 and 2, the EPS 18 includes a rack housing 40 extending in the vehicle width direction, an ECU that calculates a power assist amount for the rack housing 40, and a motor that is driven in accordance with the power assist amount. Drive unit 42.

  The rack housing 40 is disposed so that the longitudinal direction thereof is along the longitudinal direction (vehicle width direction) of the second cross member 24 by being fastened to the attachment portions 38A, 38B of the third cross member 26 by the fastening portions 44A, 44B. Is done. Further, the rack housing 40 is fastened to the second cross member 24 via the fastening portion 44C at an intermediate position between the fastening portions 44A and 44B in the vehicle width direction.

  As shown in FIG. 3, a front bracket 14A is attached to the outer side in the vehicle width direction of the inclined portion 34A of the side rail 20A.

  As shown in FIGS. 3 and 4A, the front bracket 14A includes a bracket body 50 for pivotally supporting a pin of a lower arm (not shown), and an upper plate 52 disposed on the upper side of the bracket body 50. Yes.

  As shown in FIG. 4A, the bracket main body 50 includes a substantially rectangular bottom wall 54, and a substantially rectangular inner wall 56 extending upward from the inner end of the bottom wall 54 in the vehicle width direction. A substantially rectangular front wall 58 extending upward from the front end of the bottom wall 54 and a substantially rectangular rear wall 60 extending upward from the rear end of the bottom wall 54 are provided.

  Holes 62 are provided in the front wall 58 and the rear wall 60, respectively. A lower arm pin is pivotally supported between the holes 62 and 62 so that the lower arm is supported by the front bracket 14A. As shown in FIG. 4A, the bracket main body 50 is formed with a flange portion 59 that is bent forward from the vehicle width direction outer side end portion of the front wall 58 to the upper end of the vehicle. A flange portion 61 is formed that is bent toward the vehicle rear side from the outer end portion in the width direction to the upper end.

  An inner wall 56 and a rear wall 60 of the bracket body 50 are joined to the side rail 20A. In addition, since the front wall 58 is located below the inclined portion 34A of the side rail 20A, it is not joined to the side rail 20A.

  As shown in FIG. 5, the bottom wall 54, the front wall 58, and the rear wall 60 of the bracket body 50 are joined to the end of the second cross member lower 24B. That is, the front bracket 14 </ b> A is directly joined to the second cross member 24. As shown in FIGS. 4A and 5, the joint portion where the stress is concentrated from the lower arm when a load is input is referred to as a welded portion W <b> 1 among the portions joined to the front wall 58 and the second cross member lower 24 </ b> B.

  Further, as shown in FIG. 4A, the inner end 63 of the front wall 58 in the vehicle width direction is folded back to the rear of the vehicle and overlapped with the inner wall 56, and is joined by arc welding (welded portion W2). ing.

  On the other hand, the upper plate 52 is joined to the top surface 80A of the side rail upper 28A, and is joined to the flange portions 59 and 61 positioned at the upper ends of the front wall 58 and the rear wall 60 of the front bracket 14A.

  Further, as shown in FIGS. 1 to 3, a rear bracket 16A is attached to the front end side of the outer inclined portion in the horizontal portion 36A of the side rail 20A.

  As shown in FIGS. 6 and 9, the rear bracket 16 </ b> A includes a bracket main body 64 that pivotally supports the rear side of the lower arm, and a patch 66 attached to the lower side of the bracket main body 64.

  As shown in FIGS. 6 and 7, the bracket body 64 has an upper wall 68 that extends in the horizontal direction after being curved upward from the top of the top surface 80A of the side rail upper 28A toward the outside in the vehicle width direction. A front wall 70 extending downward from the vehicle front side end of the upper wall 68 and a rear wall 72 extending downward from the vehicle rear side end of the upper wall 68 are provided.

  The front wall 70 and the rear wall 72 are each provided with a hole 74. The lower arm pin is inserted between the holes 74 and 74 and pivotally supported, whereby the lower arm is supported by the rear bracket 16A.

  As shown in FIG. 6, the bracket body 64 is formed with a flange portion 76 bent from the lower end of the front wall 70 toward the front side of the vehicle, and from the lower end of the rear wall 72 as shown in FIG. 7. A flange portion 78 that is bent toward the vehicle rear side is formed. The flange portions 76 and 78 each extend inward in the vehicle width direction and extend to the lower side of the side rail 20A (side rail lower 30A).

  As shown in FIGS. 6 and 7, the front wall 70 and the rear wall 72 are joined to the side rail upper 28A by arc welding from the top surface 80A to the vertical wall portion 82A (FIGS. 6, 7 and 7). (See welds W3 and W4). Moreover, as FIG. 8 shows, the vehicle width direction inner side edge part of the flange parts 76 and 78 is joined to the side rail lower 30A (refer FIG. 8, welding part W5, W6).

  A flat patch 66 is attached between the flange portion 76 and the flange portion 78 of the bracket body 64. That is, as shown in FIG. 8, the vehicle front side of the patch 66 is the flange portion 76 of the bracket body 64, the vehicle rear side is the flange portion 78, and the vehicle width direction inner end is the top surface 84A of the side rail lower 30A. By joining (refer to FIG. 8, welded portions W7 to W9), the patch 66 is fixed to the side rail 20A and to the bracket body 64.

  When the rear bracket 16A is attached to the side rail 20A by arc welding, as shown in FIG. 10, the rear bracket 16A is used using the torch 86 before the engine mounting bracket 31A is attached to the side rail 20A. Join.

  When the welds W3 and W4 are formed by arc welding, as shown in FIG. 11, first, the torch 86 is moved in the horizontal direction while holding the suspension member 12 in the horizontal direction (FIG. 11). The arc welding on the top surface 80A side is performed. Next, the suspension member 12 is rotated 90 degrees (see arrow B in FIG. 11) to hold the suspension member 12 in the vertical direction, and the torch 86 is moved in the horizontal direction (the arrow shown in the vertical direction in FIG. 11). The vertical wall 82A side is welded by moving to (see C).

(Comparative example)
In addition, the vehicle body lower part structure which concerns on the comparative example referred in order to demonstrate the effect | action of the vehicle body lower structure 10 which concerns on this embodiment mentioned later is demonstrated. In the vehicle body lower structure according to the comparative example, the same components as those of the vehicle body lower structure according to the present embodiment are denoted by the same reference numerals plus 100, and detailed description thereof is omitted.

  The vehicle body lower structure 200 according to the first comparative example is different from the vehicle body lower structure 10 only in the structure of the front brackets 114A and 114B, as shown in FIG. Specifically, as shown in FIG. 12A, an opening 202 extending from the upper end to the lower end is formed between the front wall 158 and the inner wall 156.

  The vehicle body lower structure 300 according to the second comparative example is different from the vehicle body lower structure 10 only in the structure of the side rails 120A, 120B and the rear bracket 116A (116B), as shown in FIG. It is. That is, the sectional area (sectional height) of the side rail 120A is larger than that of the side rail 20A shown in FIG. As a result, the positions of the holes 174 and 174 formed in the front wall 170 and the rear wall 172 of the rear bracket 116A attached to the horizontal portion 136A of the side rail 120A are lower than the top surface 180A of the side rail upper 128A. positioned.

The operation of the vehicle body lower structure 10 thus configured will be described.
As shown in FIGS. 1 and 2, when a load is input from the lower arm to the suspension member 12 via the front bracket 14A and the rear bracket 16A, the side rail 20A is attached to the side rail 20A at the mounting position of the front bracket 14A. The second cross member 24 is bridged between the side rail 20B. Further, the second cross member 24 and the front bracket 14A are directly joined.

  Therefore, the load input from the lower arm to the suspension member 12 via the front bracket 14A is transmitted to the side rail 20A and to the second cross member 24, and the second cross member 24 and the front bracket 14A are transmitted. It is possible to suppress stress concentration at the joint (welded portion W1). As a result, the suspension member 12, particularly the side rail 20A, is prevented from being deformed by the load input from the lower arm.

  Further, the rack housing 40 of the EPS 18 disposed in parallel with the second cross member 24 by being fastened to the attachment portions 38A and 38B of the third cross member 26 is substantially at the center in the vehicle width direction. It is concluded with. In this way, by fastening the EPS 18 fixed between the attachment portions 38A and 38B to the second cross member 24, the rigidity of the second cross member 24 can be improved. That is, the deformation of the suspension member 12 due to the load input from the lower arm can be further suppressed.

  In order to suppress the deformation of the side rail 20A, it is conceivable to improve the rigidity of the side rail 20A. For example, the cross-sectional area of the side rail 20A is increased or the plate thickness is increased. However, an increase in the cross-sectional area of the side rail 20A has a disadvantage in that the installation space for members disposed on the suspension member 12 is reduced. In addition, the increase in the thickness of the side rail 20A further reduces the moldability of the side rail 20A, and increases the weight more than the additional weight by adding the second cross member 24.

  In this regard, the vehicle body lower structure 10 is. By disposing the second cross member 24 and attaching the existing EPS 18 to the second cross member 24, the rigidity of the suspension member 12 can be increased without impairing the formability of the suspension member 12 and without excessively increasing the weight. Can be improved.

  The load input from the lower arm to the rear bracket 16A is supported by the first cross member 22, so that the deformation of the side rail 20A is suppressed.

  Next, the operation of the front bracket 14A will be described in comparison with the vehicle body lower structure 200 according to the first comparative example.

  That is, when a load is input from the lower arm to the front bracket 114A of the vehicle body lower structure 200 according to the first comparative example, as shown in FIG. 12B, the joint between the front wall 158 and the second cross member 124 Stress concentrates on (welded portion W1), and welded portion W1 is greatly deformed out of plane. As a result, the front wall 158 not joined to the side rail 120A and the inner wall 156 joined to the side rail 120A are separated from each other, and the opening 202 is enlarged. That is, the front bracket 114A is greatly deformed by the load input from the lower arm.

  On the other hand, as shown in FIG. 4A, the front bracket 14A according to the present embodiment bends the inner end 63 of the front wall 58 in the vehicle width direction to the vehicle rear side and overlaps the inner wall 56. Are joined by arc welding (welded portion W2). That is, the front bracket 14A is a first comparative example in which the opening 202 is formed by joining the front wall 58 joined only to the second cross member 24 to the inner wall 56 joined to the side rail 20A. The rigidity of the front wall 58 can be improved compared to the front bracket 114A.

  Therefore, as shown in FIG. 4B, when a load is input from the lower arm to the front bracket 14A, the stress acting on the welded portion W1 between the front bracket 14A and the second cross member 24 is suppressed, and the front side Deformation of the bracket 14A is suppressed. As a result, the durability of the front bracket 14A is also improved.

  Next, the operation of the rear bracket 16A will be described in comparison with the vehicle body lower structure 300 according to the second comparative example.

  As shown in FIG. 13B, the side rail 20A to which the rear bracket 16A is attached is a side rail 120A according to the second comparative example at the horizontal portion 36A on the rear end side (see FIG. 13A). The cross-sectional area (height) is reduced compared to. This is because the arrangement space is reduced in response to an increase in the size of the differential unit arranged on the upper portion of the side rail 20A.

  That is, as shown in FIG. 13B, the holes 74 and 74 (centers) of the rear bracket 16A are positioned higher than the top surface 80A of the side rail upper 28A. Therefore, as shown in FIG. 9, when a load F in the vehicle width direction is input to the rear bracket 16A from the lower arm, there is a counterclockwise rotational moment in the figure that crushes the side rail upper 28A. It acts on the side rail 20A. Here, since the cross-sectional area of the side rail 20A is reduced as compared with the side rail 120A of the second comparative example, the rigidity of the side rail 20A is lower than that of the side rail 120A. However, since the welded portions W3 and W4 on which high stress acts when a load is input from the lower arm are extended from the top surface 80A of the side rail upper 28A to the vertical wall portion 82A, that is, the areas of the welded portions W3 and W4 are reduced. Since it is made to increase, the rigidity of welding part W3, W4 is improved. As a result, the stress acting on the welds W3 and W4 is suppressed. Therefore, the input height of the load F to the rear bracket 16A (the height of the hole 74) is higher than the top surface 80A of the side rail 20A, and the cross-sectional area of the side rail 20A is smaller than the cross-sectional area of the side rail 120A. As shown in FIG. 14, when the load F is input from the lower arm to the rear bracket 16A, the deformation of the side rail 20A (side rail upper 28A) is suppressed.

  The bracket body 64 is joined to the side rail upper 28A at the welded portions W3 and W4, and is joined to the side rail lower 30A at the welded portions W5 and W6. Further, on the side opposite to the upper wall 68 side of the bracket main body 64, a patch 66 is joined between the flange portions 76 and 78 by welding portions W7 to W9. As a result, the rigidity of the rear bracket 16A increases, and the deformation of the side rail 20A is further suppressed when a load is input from the lower arm to the rear bracket 16A.

  In addition, since the welded portions W3 and W4, which are joint portions between the rear bracket 16A and the side rail upper 28A, extend from the top surface 80A of the side rail upper 28A to the vertical wall portion 82A, the top surface 80A side is welded. First, the suspension member 12 is held in a horizontal state by a jig (not shown), and the torch 86 is moved in the horizontal direction (see FIG. 11, arrow A) and welded. Thereafter, the suspension member 12 is rotated 90 degrees with a jig (see FIG. 11, arrow B), the vertical wall portion 82A is set in a horizontal state, and the torch 86 is shown in the horizontal direction (vertical direction in FIG. 11). Move to welding (see arrow C). That is, when welding the vertical wall portion 82A side of the welded portions W3 and W4, the vertical wall portion 82A is placed in a horizontal state to prevent arc sag and enable welding.

  In addition, since the engine mounting bracket 31A is not attached to the side rail 20A as shown in FIG. 10 before the welding of the welded portions W3 and W4 when the vehicle body lower structure 10 is manufactured, the torch 86 The degree of freedom of movement is improved, and welding of the welded portions W3 and W4 (vertical wall portion 82A portion) is facilitated.

  In the vehicle body lower structure 10 of the present embodiment, the first cross member 22, the second cross member 24, and the third cross member 26 are provided. However, the third cross member 26 may be omitted.

  In the present embodiment, the rack housing 40 of the EPS 18 is arranged along the longitudinal direction of the second cross member 24 by being attached to the attachment portions 38A and 38B. However, the present invention is not limited to this. Absent. That is, the rack housing 40 may have other configurations as long as it is fixed to a member on the vehicle body side other than the second cross member 24 and arranged along the longitudinal direction of the second cross member 24. Alternatively, the rack housing 40 may be attached to the second cross member 24 itself at a plurality of different positions in the vehicle width direction.

  In addition, the present invention can be implemented with various modifications without departing from the scope of the invention. It goes without saying that the scope of rights of the present invention is not limited to the above embodiment.

10 Car body lower structure 14A, 14B Front lower arm mounting bracket (front lower arm mounting part)
16A, 16B Rear lower arm mounting bracket (rear lower arm mounting part)
18 Electric power steering apparatus 20A, 20B Side rail 22 First cross member 24 Second cross member 40 Rack housing

Claims (1)

A pair of side rails extending in the vehicle longitudinal direction and spaced apart in the vehicle width direction;
A front lower arm mounting portion disposed at an intermediate portion between the front end portion and the rear end portion of each side rail in the vehicle longitudinal direction, to which a lower arm that supports the suspension is mounted;
A rear lower arm mounting portion that is disposed on the side of the rear end of the side rail relative to the front lower arm mounting portion, and to which the lower arm is mounted;
A first cross member spanned between a pair of the side rails on the rear end side of the side rail relative to the mounting position of the front lower arm mounting portion;
A second cross member spanned between the pair of side rails along the first cross member at the mounting position of the front lower arm mounting portion of the side rail;
An electric power steering device in which a rack housing disposed along the longitudinal direction of the second cross member is attached to the second cross member;
Body lower structure with

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