JP2022180719A - Vehicular lower part structure - Google Patents

Abstract

To provide a vehicular lower part structure which inhibits battery units from being sandwiched between a connection member and a side sill to be deformed at a side collision of a vehicle and inhibits an underfloor travel wind from entering 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 vertical wall part 62 extending in the vehicle width direction and protruding to a vehicle lower side; and a slope part 64 which inclines to the vehicle lower side as it goes rearward in the rear of the vertical wall part 62. A lower end of the slope part 64 is located at the vehicle lower side relative to a lower end of the vertical wall part 62.SELECTED DRAWING: Figure 7

Description

The present invention relates to a vehicle underbody structure in which a battery unit is mounted under the floor.

Conventionally, as disclosed in Patent Document 1, a tunnel member is provided for the purpose of suppressing underfloor running wind from flowing into the interior of the floor tunnel portion when the vehicle is running and improving aerodynamic performance. It has been known.

The tunnel member has a front wall, a rear wall, and a bottom wall, and connects the lower end of the floor tunnel portion in the vehicle width direction. Therefore, the aerodynamic performance is improved by guiding the underfloor running wind that tries to enter the inside of the floor tunnel part to the lower side of the vehicle.

On the other hand, in the case of a PHEV (plug-in hybrid electric vehicle), due to the arrangement of the exhaust pipe, it is necessary to separate the left and right battery units on the left and right sides of the floor tunnel in the vehicle width direction. .

In this case, by providing a connecting member having a front wall extending in the vehicle width direction in the lower portion of each of the left and right battery units, like the tunnel member, separation of the underfloor wind generated between the left and right battery units becomes possible. .

However, if a connecting member having a vertical dimension that allows separation of underfloor wind is adopted, the connecting member will be stretched in the event of a vehicle side collision, and the battery unit on the side collision load input side will be placed between the connecting member and the side sill. A new problem arises that the battery unit is deformed by being sandwiched between the two.

JP 2016-132399 A

SUMMARY OF THE INVENTION Accordingly, the present invention provides a vehicle capable of suppressing deformation of a battery unit by being sandwiched between a connecting member and a side sill in the event of a vehicle side collision and suppressing underfloor running wind from entering between the battery units. The purpose is to provide a substructure for

A vehicle lower structure according to the present invention includes a side sill extending in the vehicle longitudinal direction on the vehicle width direction outer side, and a first battery provided adjacent to the vehicle width direction inner side of the side sill and spaced apart in the vehicle width direction below the floor panel. a unit, a second battery unit, and a connection member that connects the first battery unit and the second battery unit, the connection member being a vertical wall that extends in the vehicle width direction and projects downward from the vehicle. and a slope portion that slopes downward toward the vehicle rearward rearward of the vertical wall portion, and the lower end of the slope portion is positioned below the vehicle lower end than the lower end of the vertical wall portion. be.

According to the above configuration, since the lower end of the slope portion is lower than the lower end of the vertical wall portion, the wind traveling under the floor that cannot be completely separated by the vertical wall portion is guided downward by the slope portion and separated. can be done.

In addition, since the vertical wall portion is not raised, bending deformation of the connecting member is not hindered in the event of a vehicle side collision, and it is possible to suppress the stretching action of the connecting member with respect to the battery unit on the side of the side collision load input side. is pinched between the connecting member and the side sill and deformed.

In one embodiment of the present invention, a protruding member is provided between the first battery unit and the second battery unit and protrudes upward from between the bottoms of the battery units, and the rear end of the slope portion is provided. is located at the same position as the lower end position of the side wall extending in the vertical direction of the protruding member or at the outer position in the vehicle width direction.
The projecting member described above may be a tunnel insulator that shields heat from the exhaust pipe.

According to the above configuration, depending on the position of the vehicle width direction outer end of the rear end of the slope portion, it is possible to suppress the separation wind separated from the rear end of the slope portion from entering the inside of the protruding member.

In one embodiment of the present invention, the front portion of the vertical wall portion is provided with a first inclined portion that inclines downward toward the rear of the vehicle.
According to the above configuration, the underfloor airflow is guided downward along the first inclined portion of the vehicle, and the underfloor airflow is directed toward the lower end of the vertical wall portion. , the energy loss is reduced, and the underfloor running wind can be guided to the lower side of the vehicle.

In one embodiment of the present invention, a notch portion extending in the vehicle width direction is provided behind the first inclined portion at the same position in the vehicle width direction as the first inclined portion.
According to the above configuration, by providing the above-described notch portion, it is possible to promote bending deformation of the connecting member in the event of a vehicle side collision. In addition, since the underfloor airflow is guided to the lower part of the vehicle by the above-described first inclined portion so that the underfloor airflow does not enter the notch portion, it is possible to suppress the disturbance of the underfloor airflow due to the notch portion. .

In one embodiment of the present invention, an undercover covering the vehicle lower surface is provided in front of the connecting member with respect to the vehicle, and a second inclined portion that inclines downward with respect to the rearward direction is provided at the rear end of the undercover. and the front end of the first inclined portion located behind the vehicle with respect to the second inclined portion is located rearward of the front end of the connecting member, and the front end of the first inclined portion and the front end of the connecting member and a guide portion that guides the separation wind separated by the undercover to the first inclined portion.

According to the above configuration, the separation wind separated by the undercover is guided to the first inclined portion by the guide portion and then guided downward in the vehicle by the first inclined portion. The aerodynamic performance can be improved by suppressing the flow into the space.

In one embodiment of the present invention, a ridge line portion is formed between the slope portion and a flat portion adjacent to the outside in the vehicle width direction of the slope portion, and the ridge line portion extends outward in the vehicle width direction toward the rear of the vehicle. It is formed in

According to the above configuration, the underfloor running wind that flows along the flat portion is guided outward in the vehicle width direction along the ridge portion and flows toward the battery unit, thereby flowing into the protruding member. It is possible to suppress the flow of the underfloor running wind.

According to the present invention, in the event of a vehicle side collision, the battery unit can be prevented from being sandwiched between the connecting member and the side sill and deformed, and underfloor wind can be prevented from entering between the battery units. effective.

1 is a bottom view of a main part of a vehicle provided with the vehicle lower structure of the present invention; FIG. FIG. 2 is a perspective view showing the structure of FIG. 1 as viewed from below the vehicle; FIG. 1 is a cross-sectional view taken along the line AA of FIG. 1; A cross-sectional view taken along the line BB in FIG. The bottom view of a connection member. The bottom perspective view of a connection member. FIG. 5 is a cross-sectional view taken along line DD of FIG. A cross-sectional view taken along line EE in FIG. FIG. 2 is a bottom view of the essential parts of the vehicle lower structure shown with the undercover attached; (a) is a cross-sectional view taken along the line GG of FIG. 9, and (b) is a partially enlarged view of FIG. 10(a). FIG. 2 is a bottom view showing a state of the lower structure of the vehicle of the embodiment at the time of a side collision; FIG. 12 is a vertical cross-sectional view of the main part of FIG. 11; The bottom view which shows the lower structure of the vehicle of a comparative example. FIG. 10 is a bottom view showing a state of the lower structure of the vehicle of the comparative example at the time of a side collision; FIG. 15 is a vertical cross-sectional view of the main part of FIG. 14;

For the purpose of suppressing deformation of the battery unit by being caught between the connecting member and the side sill in the event of a vehicle side collision, and suppressing underfloor running wind from entering between the battery units, a a side sill extending in the front-rear direction; a first battery unit and a second battery unit provided adjacent to the inner side of the side sill in the vehicle width direction and spaced apart in the vehicle width direction below the floor panel; a connecting member that connects with the second battery unit, the connecting member including a vertical wall portion extending in the vehicle width direction and projecting downward of the vehicle; and an inclined slope portion, and the lower end of the slope portion is configured to be located below the vehicle lower end than the lower end of the vertical wall portion.

An embodiment of the invention will be described in detail below with reference to the drawings.
The drawings show the lower structure of a vehicle, and FIG. 1 is a bottom view of the main part of the vehicle including the lower structure of the vehicle. 2 is a perspective view showing the structure of FIG. 1 as viewed from below the vehicle, FIG. 3 is a cross-sectional view taken along the line AA of FIG. 1, and FIG. 4 is a cross-sectional view taken along the line BB of FIG.

5 is a bottom view of the connecting member, FIG. 6 is a bottom perspective view of the connecting member, FIG. 7 is a cross-sectional view taken along line DD of FIG. 5, and FIG. 8 is a cross-sectional view taken along line EE of FIG. 9 is a bottom view of the essential parts of the vehicle lower structure with the undercover attached, FIG. 10(a) is a cross-sectional view taken along the line GG of FIG. ) is a partially enlarged view.

In the drawings, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow LE indicates the left outward direction in the vehicle width direction, arrow RI indicates the right outward direction in the vehicle width direction, and arrow UP indicates the right outward direction. Shows the top of the vehicle.

As shown in FIG. 3, side sills 1 are provided as vehicle body strength members extending in the vehicle longitudinal direction on both left and right outer sides in the vehicle width direction. The side sill 1 has a side sill closed section 4 extending in the longitudinal direction of the vehicle by joining and fixing a side sill outer 2 and a side sill inner 3 together. In this embodiment, the center pillar inner 5 is sandwiched between the side sill outer 2 and the side sill inner 3 at the center pillar arrangement portion.

Instead of the structure in which the center pillar is sandwiched between the side sill outer 2 and the side sill inner 3, a structure in which the side sill reinforcement is sandwiched between the two may be employed.

As shown in FIGS. 2 and 3, the center pillar 6 is formed by joining and fixing a center pillar inner 5 (see FIG. 3) and a center pillar outer 7 (see FIG. 2) to form a center pillar closed cross section extending in the vertical direction of the vehicle. The center pillar 6 connects the roof side rail and the side sill 1 in the vertical direction.

As shown in FIG. 3, between the side sill inners 3, 3 of the pair of left and right side sills 1, a floor panel 8 forming the floor surface of the vehicle compartment is provided. A tunnel portion 9 is provided extending in the direction. The tunnel portion 9 may be formed integrally with the floor panel 8, or a structure in which the separate tunnel portion 9 is attached to the floor panel 8 may be adopted.

As shown in FIGS. 3 and 4, tunnel reinforcements 10 (so-called high-mount backbone frames) are attached to the upper left and right corners of the tunnel portion 9 that protrudes into the vehicle interior and extends in the vehicle front-rear direction. Between the tunnel reinforcement 10 and the tunnel portion 9, a tunnel upper closed section 11 extending in the longitudinal direction of the vehicle is formed to improve the rigidity of the tunnel portion.

As shown in FIGS. 3 and 4, tunnel side members 12 are attached to the left and right corners of the lower portion of the tunnel portion 9. A tunnel lower closed cross section 13 extending to the upper part of the tunnel is formed to improve the rigidity of the tunnel part.

As shown in FIGS. 1 and 2, on both the left and right sides of the floor panel 8 and inside the side sill inner 3 in the vehicle width direction, an underfloor frame 14 having an inverted hat-shaped cross section is attached. A floor frame closed cross-section 14a (see FIG. 3) extending in the longitudinal direction of the vehicle is formed between the underfloor floor frame 14 to improve the floor rigidity.
The underfloor floor frame 14 extends in the longitudinal direction of the vehicle from the front end portion of the floor panel 8 to a predetermined position on the floor panel 8 corresponding to the rear portion of the center pillar 6 .

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

Here, 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) vehicle is exemplified as the vehicle. A tunnel section 9 is provided.

As shown in FIG. 3, left and right battery units 21 and 22 are provided adjacent to the inner side of the side sill 1 in the vehicle width direction and below the floor panel 8 with the tunnel portion 9 therebetween and separated in the vehicle width direction. That is, a first battery unit 21 and a second battery unit 22 are provided.

Each of the first and second battery units 21 and 22 described above includes, as shown in FIG. A battery cover 24 having an inverted concave cross-section that covers the upper part of the battery 18 is provided.

That is, in each of the first and second battery units 21 and 22 described above, the battery 18 is supported by the battery tray 23, and the battery 18 is surrounded by the battery tray 23 and the battery cover 24 in a battery storage space 25. placed inside.
Further, the bottom surface of the battery tray 23 in each of the battery units 21 and 22 is formed substantially flat in consideration of aerodynamic performance (see FIG. 3).

As shown in FIGS. 1 and 2, at the bottom of the first battery unit 21, a connector connecting portion 26 is provided at the inner front portion in the vehicle width direction. A high voltage cable 28 is used to connect an inverter 27 as a high voltage device and the above-described connector connection portion 26 .

The high-voltage cable 28 described above has an inverter-side connector 29 and a battery-side connector 30 at its front and rear ends. Connected. The high voltage cable 28 described above is routed so as to extend forward of the vehicle from the front portion of the first battery unit 21 toward the inverter 27 .

The inverter 27 described above is a power conversion device that obtains AC power from the DC power of the battery 18. This is for the purpose of increasing the efficiency of the motor drive system and driving the wheels with the AC motor.

As shown in FIG. 1, at least one of the first battery unit 21 and the second battery unit 22 is fixed with a relay unit 31 for switching the electric circuit of the vehicle.
In this embodiment, a plurality of relays 33, 34, 35, and 36 are attached to the back of a junction box 32 erected in the rear portion of the first battery unit 21 located on the left side of the vehicle. It constitutes a relay section 31 .

Here, the relay 33 described above is a negative side quick charge relay, the relay 34 is a positive side quick charge relay, the relay 35 is a negative side normal charge relay, and the relay 36 is a positive side normal charge relay. Although they are charging relays, the types of the relays 33 to 36 are not limited to this.

Next, a support structure for the battery units 21 and 22 will be described with reference to FIGS. 1 to 4. FIG.
The outer sides in the vehicle width direction of the first battery unit 21 and the second battery unit 22, which are heavy objects, are fixed to the vehicle body with an intermediate fixing member 37 and a rear fixing member 38 shown in FIGS.
In addition, the inner sides of the first battery unit 21 and the second battery unit 22 in the vehicle width direction are suspended from the vehicle body by suspension members 43 (see FIG. 4), which will be described later.

As shown in FIGS. 1 to 3, the intermediate fixing member 37 fixes the intermediate portions of the battery units 21 and 22 in the longitudinal direction of the vehicle to the vehicle body. The member 37 has a battery side mounting portion 37a and a vehicle body side mounting portion 37b.

The battery-side attachment portion 37a of the intermediate fixing member 37 described above is fastened and fixed to the side surface of the battery tray 23 of each of the battery units 21 and 22 using fastening members 39 such as a plurality of bolts (FIGS. 1 and 2). reference). The vehicle-body-side mounting portion 37b is fastened and fixed to the lower surface of the underfloor frame 14, which is the vehicle body frame, using fastening members 40 such as a plurality of bolts and nuts (see FIG. 3).

The above-described intermediate fixing member 37 is formed by extrusion molding of aluminum or aluminum alloy, the battery side mounting portion 37a is formed in a solid structure, and the vehicle body side mounting portion 37b is formed in a hollow structure.

In order to fasten the upper surface of the hollow-structured vehicle-body-side mounting portion 37b to the underfloor frame 14, a plurality of fastening members 40 are provided on the lower surface of the hollow-structured vehicle-body-side mounting portion 37b. is formed (see FIGS. 1 and 2).

In this embodiment, bolts and nuts are used as the above-described fastening members 40, and the nuts are preliminarily welded and fixed to the upper surface of the bottom surface of the underfloor floor frame 14, and are inserted from the opening 37c of the vehicle body side mounting portion 37b. The vehicle body side mounting portion 37b is mounted to the underfloor floor frame 14 by screwing the bolt into the nut described above.
Furthermore, the intermediate fixing member 37 described above also serves as an energy absorbing member that absorbs the side impact load in the event of a vehicle side impact.

On the other hand, the above-mentioned rear fixing member 38 fixes the rear part of each battery unit 21, 22 in the longitudinal direction of the vehicle to the vehicle body, and as shown in FIGS. It has a portion 38a and a vehicle body side mounting portion 38b.

As shown in FIGS. 1 and 2, the battery side attachment portion 38a of the rear fixing member 38 is fastened and fixed to the rear side surface of the battery tray 23 in each of the battery units 21 and 22 using fastening members 41 such as a plurality of bolts. It is The vehicle-body-side mounting portion 38b is fastened and fixed to the lower surface of the rear side frame 15, which is the vehicle body frame, using fastening members 42 such as bolts and nuts.

In this embodiment, the vehicle body side mounting portion 38b of the rear fixing member 38 is fixed to the lower surface of the rear side frame 15 using a single fastening member 42. A structure in which members 42, 42 are used to fix to the rear side frame 15 as a vehicle body frame may be adopted.
The inner sides in the vehicle width direction of the first battery unit 21 and the second battery unit 22, which are heavy objects, are suspended from the vehicle body by a suspension member 43 shown in FIG.

4 is a cross-sectional view taken along line BB in FIG. 1. The position of line BB in FIG. handle. In addition, although FIG. 4 shows only the structure at the BB line position, each battery unit 21, 22 is attached to the vehicle body by the hanging member 43 at the CC line position as well as at the BB line position. Since it is suspended and supported, a cross-sectional view taken along the line CC is omitted.

As shown in FIG. 4, the left and right suspension members 43, 43 for suspending and supporting the first battery unit 21 and the second battery unit 22 on the vehicle body are connected to the battery-side attachment portion 43a at the lower portion of the suspension member 43. It has a vehicle body side mounting portion 43b on the upper portion of the lowering member 43. As shown in FIG.

As shown in FIG. 4, in each of the battery units 21 and 22, a flange portion 23b is formed integrally with the upper end of a side wall portion 23a extending upward from the inner side of the battery tray 23 in the vehicle width direction. A flange portion 24b is also integrally formed at the lower end of the side wall portion 24a extending downward from the direction inner side.

With these flanges 24b and 23b in contact with each other in the vertical direction, and with the battery-side mounting portion 43a of the lower portion of the suspension member 43 placed thereon, a long bolt 44 and a nut 45 as fastening members are fastened. These three members 43a, 24b, and 23b are integrally fastened and fixed by using. That is, the three members 43a, 24b, and 23b are fixed together by bolts 44 and nuts 45 (fastening members).

As shown in FIG. 4, a bracket 46 is welded and fixed across the upper and lower surfaces of the tunnel portion 9 and the inner surface of the side portion of the tunnel portion 9 corresponding to the upper portion of the battery suspension position by the suspension member 43. there is
A vehicle-body-side mounting portion 43b on the upper portion of the suspension 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. As shown in FIG.

In this embodiment, the above-mentioned nut 48 is preliminarily welded to the upper surface of the mounting seat surface of the bracket 46, and the bolt 47 is fastened and fixed to the above-described nut 48 via the vehicle body side mounting portion 43b on the upper portion of the suspension member 43. , the vehicle body side mounting portion 43b is fastened to the mounting seat surface of the bracket 46. As shown in FIG.

As a result, the inside of each of the battery units 21 and 22 in the vehicle width direction is suspended and supported by the tunnel portion 9, which is a vehicle body strength member, via the suspension member 43 at a plurality of locations spaced apart in the front-rear direction in the middle portion in the vehicle front-rear direction. It is.

Next, the arrangement structure of the insulator will be described with reference to FIGS. 1 to 4 and 8. FIG.
As shown in FIGS. 1 to 4, a front insulator 51, a middle insulator 52, and a rear insulator 53 are provided in the lower portion of the vehicle to cover an exhaust passage formed by an exhaust pipe. Each of these insulators 51, 52, 53 is formed separately and attached to the vehicle body so as to be continuous in the longitudinal direction of the vehicle.

As shown in FIGS. 1 to 4, intermediate insulator 52 (so-called tunnel insulator) is located below tunnel portion 9 between first battery unit 21 and second battery unit 22 . The front insulator 51 is located on the front side of the vehicle relative to the intermediate insulator 52 and is offset from the tunnel portion 9 to the right side in the vehicle width direction. The rear insulator 53 is located on the rear side of the vehicle relative to the intermediate insulator 52 and at the center in the vehicle width direction.

As shown in FIGS. 4 and 8, the above-described intermediate insulator 52 is positioned between the first battery unit 21 and the second battery unit 22, and between the bottoms of the battery trays 23 of these battery units 21 and 22. is a protruding member that protrudes upward from the .

The intermediate insulator 52 includes a left side wall 52a, a right side wall 52b, an upper wall 52c connecting upper portions of the side walls 52a and 52b in the vehicle width direction, Left and right flange portions 52d and 52e extending outward are integrally formed.

Further, the side walls 52a and 52b described above extend upward from the vehicle width direction inner end portions of the left and right flange portions 52d and 52e. That is, the side walls 52a and 52b extend vertically to connect the upper wall 52c and the left and right flanges 52d and 52e.

As shown in FIGS. 1 to 4, a connecting member 60 is provided below the intermediate insulator 52 to connect the first battery unit 21 and the second battery unit 22 in the vehicle width direction.

Specifically, the connecting member 60 described above is provided between the inner side of the bottom wall of the battery tray 23 of the first battery unit 21 in the vehicle width direction and the inner side of the bottom wall of the battery tray 23 of the second battery unit 22 in the vehicle width direction. , are connected in the vehicle width direction (see FIG. 4).

Next, referring to FIG. 9, the arrangement structure of the undercover will be described.
FIG. 1 is a bottom view showing the lower structure of a vehicle with undercovers 54, 55 and 56 removed, and FIG. 9 is a bottom view of the essential parts of the lower structure of the vehicle with undercovers 54, 55 and 56 attached. is. As is clear from a comparison between FIGS. 1 and 9, a front side undercover 54 is provided in front of the connecting member 60 to cover the lower surface of the vehicle.

A left undercover 55 that covers the lower surface of the vehicle including the lower surface of the first battery unit 21 is provided on the left side of the connecting member 60 in the vehicle width direction. The inner end portion of the left undercover 55 in the vehicle width direction overlaps a portion of the left side of the connecting member 60 in the vehicle width direction (specifically, connecting portions 70 and 71 to be described later).

Further, a right undercover 56 that covers the lower surface of the vehicle including the lower surface of the second battery unit 22 is provided on the right side of the connecting member 60 in the vehicle width direction. The inner end portion of the right undercover 56 in the vehicle width direction overlaps a portion of the right side of the connecting member 60 in the vehicle width direction (specifically, the right front connecting portions 72 and 73 to be described later).
As shown in FIG. 9, the connecting member 60 is exposed below the vehicle at its intermediate portion in the vehicle width direction, except for the left portion in the vehicle width direction and the right portion in the vehicle width direction.

Next, the connecting member 60 and its peripheral structure will be described in detail.
As shown in FIG. 5, the connecting member 60 described above is formed by pressing a plate-shaped base member 60B to form a vertical wall portion 62 of a vehicle width direction connecting portion 61, an oblique direction connecting portion 63, a slope portion 64, a notch portion, and a cutout portion. 65, a guide portion 66, a flat portion 67, a plurality of first inclined portions 68 and 69, and a plurality of ridge portions X1 and X2 are integrally formed.

That is, the connection member 60 described above includes a vertical wall portion 62 of the vehicle width direction connection portion 61, an oblique direction connection portion 63, a slope portion 64, a notch portion 65, a guide portion 66, a flat portion 67, It has a plurality of first inclined portions 68 and 69 and a plurality of ridgeline portions X1 and X2.

As shown in FIGS. 1 and 5, the vehicle width direction connecting portion 61 is capable of transmitting a side impact load from the front portion of the first battery unit 21 to the front portion of the second battery unit 22 in the vehicle width direction. Therefore, the front portions of these elements 21 and 22 are connected in the vehicle width direction. In this embodiment, the above-described vehicle width direction connecting portion 61 is connected to the front of the vehicle from the position of the center of gravity of the first battery unit 21 via a left front connecting portion 70 which will be described later.

As shown in FIG. 7 which is a cross section taken along line DD of FIG. , and the above-described vertical wall portion 62 is formed between the front two edge line portions X3 and X4 of the plurality of edge line portions X3 to X6. . As shown in FIGS. 5 and 7, the vertical wall portion 62 extends in the vehicle width direction and protrudes downward from the vehicle.

As shown in FIGS. 1 and 5 , the oblique connecting portion 63 connects the second battery unit 22 and the rear portion of the first battery unit 21 . In this embodiment, the above-described oblique connecting portion 63 obliquely connects the front portion of the second battery unit 22 and the rear portion of the first battery unit 21 .

As shown in FIGS. 5 and 6 , a left front portion connecting the front extending portion 61 a of the vehicle width direction connecting portion 61 on the side of the first battery unit 21 and the rear extending portion 61 b located at the left end portion in the vehicle width direction The portion 70 is connected to the front portion of the first battery unit 21 by a plurality of bolts B1 and B2 as fixing members spaced apart in the vehicle front-rear direction.

Specifically, the left front connecting portion 70 described above is fixed to the bottom wall of the battery tray 23 in the front portion of the first battery unit 21 using a plurality of bolts B1 and B2. More specifically, the left front connecting portion 70 is connected and fixed in front of the vehicle relative to the position of the center of gravity of the first battery unit 21 .

As shown in FIGS. 5 and 6 , a plurality of left rear connecting portions 71 as rear connecting portions of the oblique direction connecting portion 63 on the side of the first battery unit 21 are provided as fixing members spaced apart in the vehicle front-rear direction. are connected to the rear portion of the first battery unit 21 by bolts B3, B4, and B5.

More specifically, the left rear connecting portion 71 is positioned behind the left front connecting portion 70 in the longitudinal direction of the vehicle, and the left rear connecting portion 71 is secured by bolts B3, B4 and B5. It is fixed to the bottom wall of the battery tray 23 at the rear of the 1-battery unit 21 .

As shown in FIGS. 5 and 6, the right front connecting portion 72 positioned at the right end in the vehicle width direction of the laterally extending portion 61c of the vehicle width direction connecting portion 61 on the second battery unit 22 side extends in the vehicle longitudinal direction. It is connected to the front portion of the second battery unit 22 by a plurality of bolts B6, B7, B8 as fixing members that are spaced apart from each other.

Specifically, the right front connecting portion 72 described above is fixed to the bottom wall of the battery tray 23 in the front portion of the second battery unit 22 using a plurality of bolts B6, B7, B8.

Here, in this embodiment, the right front connecting portion 72 also serves as the front connecting portion of the oblique connecting portion 63 on the second battery unit 22 side.
The slope portion 64 described above is formed in a so-called high-front-rear-low shape that slopes downward toward the rear of the vertical wall portion 62 (see FIG. 7).

As shown in FIG. 7, when the length of the connecting member 60 in the longitudinal direction of the vehicle, that is, the total length is L2, the slope portion 64 extends from the rear end 60a of the connecting member 60 toward the front intermediate portion of the connecting member 60. It is formed in the range of the length L1 in the front-rear direction which is about 40% of the length L2.

Moreover, as shown in FIG. 7, the lower end of the slope portion 64 (see the rear end 60a of the connecting member 60) is positioned below the lower end of the vertical wall portion 62 with respect to the vehicle. That is, as shown in the figure, there is a height difference ΔH between the lower end of the slope portion 64 and the lower end of the vertical wall portion 62 . In other words, the lower end of the slope portion 64 is located below the lower end of the vertical wall portion 62 by the height difference ΔH.

In this way, the lower end of the slope portion 64 is lower than the lower end of the vertical wall portion 62 by the height difference ΔH. It is configured to be guided downward and peeled off.

Further, since the height of the vertical wall portion 62 in the vertical direction of the vehicle is not increased, the vertical wall portion 62 does not hinder bending deformation of the connecting member 60 in the event of a vehicle side collision. As a result, the connecting member 60 is prevented from exerting a strain on the side collision load input side battery unit (the first battery unit 21 in this embodiment), and the battery unit is connected to the connecting member 60 and the side sill 1. It is configured to suppress deformation due to being sandwiched between them.

By the way, as shown in FIG. 8, the vehicle width direction outside end portion 64a on the right rear end of the slope portion 64 is located at the vehicle width direction at the lower end 52g of the right side wall 52b extending in the vertical direction of the intermediate insulator 52 as a protruding member. It is located at the same position as the directional position or at the outer position in the vehicle width direction. In this embodiment, the vehicle width direction outer end portion 64a on the right rear end of the slope portion 64 is positioned on the vehicle width direction right outer side with respect to the position of the lower end 52g of the side wall 52b of the intermediate insulator 52 .

Due to the position of the vehicle width direction outside end portion 64a at the rear end of the slope portion 64, the separation wind separated from the rear end of the slope portion 64 is configured to be suppressed from entering the intermediate insulator 52 described above. ing.

As shown in FIGS. 5 and 6, the plurality of first inclined portions 68 and 69 are formed integrally with the front portion of the vertical wall portion 62 as the front wall of the vehicle width direction connecting portion 61. As shown in the figure, the plurality of first inclined portions 68 and 69 are formed so as to incline downward toward the rear of the vehicle.

In this embodiment, the oblique sides of the beads 68B and 69B, which are deformation promoting portions in the shape of a substantially right triangle when viewed from the side of the vehicle, provided at the front portion of the vertical wall portion 62 cause the first inclined portions 68 and 69 to move. A plurality of beads 68B and 69B are provided spaced apart in the vehicle width direction.

As a result, the underfloor airflow is guided downward along the plurality of first inclined portions 68 and 69, and flows to the lower end of the vertical wall portion 62, so that the underfloor airflow hits the vertical wall portion 62 directly. On the other hand, the energy loss is reduced, and the underfloor running wind is guided to the lower side of the vehicle.

Further, by providing a plurality of beads 68B and 69B spaced apart in the vehicle width direction, the vehicle width direction connection portion 61 of the connection member 60 collides to the opposite side in the vehicle width direction in the event of a vehicle side collision such as a pole side collision. While transmitting the load, the plurality of beads 68B and 69B serve as deformation triggers to bend and deform the vehicle width direction connecting portion 61, absorb side impact energy, and suppress deformation of the battery unit. there is

Furthermore, since a plurality of beads 68B and 69B are provided as the deformation promoting portions, the vehicle width direction connecting portion 61 is deformed at a plurality of locations in the vehicle width direction in the event of a vehicle side collision, thereby causing the battery unit to move vertically. It is configured so as to reduce the load input to the battery unit without the connecting member 60 being stretched even if the relative displacement is .

That is, in the event of a vehicle side collision, the battery unit is prevented from being caught between the connecting member 60 and the side sill 1, more specifically, between the connecting member 60 and the underfloor frame 14, thereby suppressing deformation of the battery unit. It is configured.

As shown in FIGS. 5 and 6, in this embodiment, two first inclined portions 68, 69 (in other words, beads 68B, 69B) are spaced apart in the vehicle width direction, and are relatively At the same position in the vehicle width direction as one of the first inclined portions 68 located on the left side in the vehicle width direction, a cut extending in the vehicle width direction is provided immediately behind the rear extending portion 61b as the rear of the first inclined portion 68. A notch 65 is provided.
By providing the notch portion 65 described above, the connecting member 60 is configured to facilitate the bending deformation of the connecting member 60 in the event of a vehicle side collision.

As shown in FIG. 5, the notch portion 65 is opened at the left outer side of the connecting member 60 in the vehicle width direction, and ends at a position corresponding to the right end of the bead 68B in the vehicle width direction. is formed in

In the event of a vehicle side collision, when the connecting member 60 is bent and deformed, if the notch 65 does not exist, it is necessary to fold the rear portion of the rearwardly extending portion 61b as well. Although a large amount of energy is required, the existence of the notch portion 65 makes it possible to fold easily without requiring a large amount of energy. As a result, the connecting member 60 is configured to be restrained from being stretched without hindering the bending behavior of the connecting member 60 .

Moreover, the underfloor airflow is guided downward by the first inclined portion 68 so that the underfloor airflow does not enter the notch portion 65, thereby preventing the underfloor airflow from being disturbed by the notch portion 65. is configured to suppress

As shown in FIGS. 5 and 6, the plurality of ridge line portions X1 and X2 are formed between the slope portion 64 and the flat portion 67 adjacent to the left outer side of the slope portion 64 in the vehicle width direction. ing. These ridge line portions X1 and X2 extend parallel to each other in the longitudinal direction of the vehicle from the rear wall 61d of the bead having a downward convex structure forming the vehicle width direction connecting portion 61 to the starting point portion 64b (see FIG. 7) of the slope portion 64. ing.

Further, the plurality of ridgeline portions X1 and X2 are formed from the starting point portion 64b to the rear end 60a of the connecting member 60 so as to extend outward in the vehicle width direction toward the rear of the vehicle. The separation distance is formed so as to gradually increase toward the rear of the vehicle.
As a result, between the plurality of ridgeline portions X1 and X2 and the slope portion 64 are formed to have a widening shape toward the left outer side in the vehicle width direction toward the rear of the vehicle.

By forming the above-described ridgeline portions X1 and X2 so as to extend outward in the vehicle width direction toward the rear of the vehicle, the underfloor running wind flowing through the flat portion 67 is directed along the wall portion XW between the ridgeline portions X1 and X2 to the width of the vehicle. It is configured to suppress the flow of the underfloor running wind that is guided outward in the direction and flows toward the first battery unit 21, thereby attempting to flow into the interior of the intermediate insulator 52, which is a protruding member.

As shown in FIGS. 9 and 10, the rear end of the front undercover 54 of the connecting member 60 positioned in front of the vehicle is provided with a second inclined portion 54a that inclines downward toward the rear of the vehicle. As shown in FIG. 10(a), in this embodiment, the second inclined portion 54a is inclined forward and backward so that the angle between the main surface portion of the front side undercover 54 and the second inclined portion 54a is approximately 15 degrees. Although it is inclined downward, it is not limited to the numerical values of the above angles.

As shown in FIG. 10(b), the front ends 68a and 69a of the first inclined portions 68 and 69, which are positioned behind the vehicle with respect to the second inclined portion 54a, are located at a distance ΔL from the front end 60f of the connecting member 60 described above. located only behind the vehicle.

10(a) and 10(b), between the front ends 68a, 69a of the first inclined portions 68, 69 and the front end 60f of the connecting member 60, the second undercover 54 is provided. A guide portion 66 is formed to guide the separation wind separated by the inclined portion 54a to the first inclined portions 68 and 69. As shown in FIG. The length of the guide portion 66 in the longitudinal direction of the vehicle corresponds to the distance ΔL.

Here, the guide portion 66 described above extends on a flat plate at the same height as the forward extending portion 61a.
As a result, the separation wind separated by the second inclined portion 54a of the front side undercover 54 is guided to the first inclined portions 68 and 69 by the guide portion 66 described above, and then travels under the floor by the first inclined portions 68 and 69. It guides the wind down the vehicle. As a result, the underfloor running wind is suppressed from flowing into the space above the connecting member 60, specifically, the hollow portion of the intermediate insulator 52 shown in FIG. 3, thereby improving the aerodynamic performance. It consists of

As shown in FIGS. 5 and 6, a plurality of bolts B3, B4, and B5 as fixing members that connect the left rear connecting portion 71 to the first battery unit 21 are spaced apart in the vehicle front-rear direction.

In the above-described left rear connecting portion 71, which is the connecting portion of the oblique direction connecting portion 63 on the first battery unit 21 side, the bolts B3, B4, and B5 of the left rear connecting portion 71 are adjacent to the vehicle width direction inner side of the vehicle front and rear connection portion 71. A second bead 74 extending in a direction is provided to avoid concentration of stress on a specific bolt B3, distribute the stress substantially evenly to each bolt B3, B4, B5, and ensure the strength reliability of the connecting member 60. It consists of

As shown in FIGS. 5 and 6, a plurality of bolts B6, B7, and B8 as fixing members that connect the right front connecting portions 72 and 73 to the second battery unit 22 are also spaced apart in the vehicle front-rear direction. is provided.

As described above, the right front connecting portions 72 and 73 include the connecting portion of the vehicle width direction connecting portion 61 on the second battery unit 22 side, the connecting portion of the oblique direction connecting portion 63 on the second battery unit 22 side, It also serves as

A third bead 75 extending in the longitudinal direction of the vehicle is provided adjacent to the inner side of each of the bolts B6, B7, and B8 in the vehicle width direction to avoid concentration of stress on a specific bolt B8. , B7 and B8, and the strength reliability of the connecting member 60 is ensured.

As shown in FIGS. 5 and 6, along the rear wall 61 d of the vehicle width direction connecting portion 61 from the rear end portion of the third bead 75 to the corresponding position of the other first inclined portion 69 in the vehicle width direction. A rigidity changing portion 76 extending to the .

As shown in FIG. 7, in this embodiment, the above-described rigidity changing portion 76 is formed by a bead projecting upward (a so-called bead having an upwardly projecting structure). In the event of a vehicle side collision, the left end portion of the rigidity change portion 76 in the vehicle width direction becomes a rigidity change point, and stress tends to concentrate on this rigidity change point, effectively acting as a deformation hook. As a result, bending deformation of the connecting member 60 in the event of a vehicle side collision can be facilitated by the rigidity changing portion 76 .

Next, the flow of the underfloor wind will be described with reference to FIG. 10(a).
As shown in FIG. 10(a), the underfloor wind e1 flowing from the front of the vehicle toward the rear of the vehicle on the lower surface of the front undercover 54 is guided downward by the second inclined portion 54a at the rear end of the front undercover 54. As shown in FIG. and peeled off at the peeling point at the rear end of the second inclined portion 54a.

The separation wind e2 separated at the rear end of the front side undercover 54 hits the guide portion 66 in front of the front ends of the first slopes 68 and 69, and the underfloor running wind e3 after contacting the first slopes 68 and 69 It is guided downward in the vehicle along the slope 69 to flow the underfloor running wind e3 to the lower end of the vertical wall portion 62 .

The underfloor airflow e4 that cannot be completely separated by the vertical wall portion 62 flows along the lower surface of the connecting member 60 from the front of the vehicle toward the rear of the vehicle, is guided downward by the slope portion 64, and then flows behind the slope portion 64. It is to be peeled off at the peeling point of the edge.

On the other hand, as shown in FIGS. 5 and 6, the underfloor airflow flowing through the flat portion 67 adjacent to the outside of the slope portion 64 in the vehicle width direction flows along the wall portion XW between the ridge portions X1 and X2. It is guided to the outside and guided to the first battery unit 21 side, thereby suppressing the flow of the underfloor running wind that tries to flow into the interior of the intermediate insulator 52 .

11 is a bottom view showing the state of the undercarriage of the vehicle of this embodiment at the time of a side collision, FIG. 12 is a vertical cross-sectional view of the main part of FIG. 11, and FIG. 13 is a bottom view showing the undercarriage of the vehicle of the comparative example. FIG. 14 is a bottom view showing the state of the lower structure of the vehicle of the comparative example at the time of side collision, and FIG. 15 is a vertical cross-sectional view of the main part of FIG. 13 to 15, the same parts as in FIGS. 1, 11, and 12 are denoted by the same reference numerals, and detailed description thereof is omitted.

Next, with reference to FIGS. 11 to 15, the operation at the time of a side collision of the vehicle such as a pole collision will be described.
From the normal state shown in FIG. 1, as shown in FIG. When a side impact load indicated by an arrow a is input to 11, the side sill 1 deforms into a V shape when viewed from the bottom of the vehicle.

As a result, a side impact load is input to the first battery unit 21 from a localized portion forward of the center of gravity, and the front portion of the first battery unit 21 tends to rotate inward in the vehicle width direction. However, the vehicle width direction connection portion 61 of the connection member 60 transmits the side impact load to the second battery unit 22 side on the opposite side in the vehicle width direction.

The connecting member 60 described above has the vertical wall portion 62. Since the vertical wall portion 62 does not have a high vertical height, the bending deformation of the connecting member 60 is not hindered in the event of a vehicle side collision, and the bending deformation of the connecting member 60 is not hindered. The connecting portion 61 is bent and deformed into an inverted hat shape as shown in FIG. As a result, the connecting member 60 can be prevented from stretching with the first battery unit 21, and the first battery unit 21 can be prevented from being pinched and deformed between the connecting member 60 and the side sill 1. can.

11, 81 is a catalytic converter, 82 is an exhaust pipe upstream of the catalytic converter 81, and 83 is an exhaust pipe downstream of the catalytic converter 81. As shown in FIG.
1, 11, and 12, the front portion of the first battery unit 21 and the front portion of the second battery unit 22 are positioned to the front in the comparative example shown in FIGS. While connecting with the connecting member 91 , the rear side connecting member 92 connects the rear portion of the first battery unit 21 and the rear portion of the second battery unit 22 . That is, in the comparative example, the front portions and the rear portions of the battery units 21 and 22 are connected in the vehicle width direction by separate connecting members 91 and 92 that are spaced apart in the vehicle front-rear direction. Further, the front connecting member 91 described above has a front wall 91a extending in the width direction of the vehicle at a height that allows separation of underfloor wind.

In the structure of the comparative example, as shown in FIG. 14 from the normal state shown in FIG. When a side impact load indicated by arrow a in FIG. 14 is input, the side sill 1 deforms into a V shape when viewed from the bottom of the vehicle.

As a result, a side impact load is input to the first battery unit 21 from a localized portion forward of the center of gravity, and the front portion of the first battery unit 21 is pivotally displaced inward in the vehicle width direction. Become. 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, the side impact load is transferred via the front connecting member 91. The load can be transmitted to the second battery unit 22 on the opposite side in the vehicle width direction.

However, as shown in FIG. 15 , due to its high rigidity, the front connecting member 91 bends at one point in the vehicle width direction middle portion and becomes V-shaped when viewed from the front of the vehicle, thereby restricting the vertical displacement of the first battery unit 21 . 15 and the fixing point 91c of the front connecting member 91 to the first battery unit 21 act as if they are braced, and the first battery unit 21 is connected between the front connecting member 91 and the side sill 1. It is not preferable because the first battery unit 21 is deformed by being sandwiched between them.

In contrast to the structure of the comparative example shown in FIGS. 13 to 15, in this embodiment shown in FIGS. Without hindering the bending deformation of the first battery unit 21, the connecting member 60 can suppress the thrusting action between the connecting member 60 and the first battery unit 21, absorb the side impact energy, and suppress the deformation of the first battery unit 21. .

As described above, the vehicle lower structure of the above embodiment includes the side sill 1 extending in the vehicle front-rear direction on the vehicle width direction outer side, and the side sill 1 extending in the vehicle width direction below the floor panel 8 adjacent to the vehicle width direction inner side of the side sill 1 . A first battery unit 21 and a second battery unit 22 provided apart from each other, and a connecting member 60 connecting between the first battery unit 21 and the second battery unit 22, the connecting member 60 , a vertical wall portion 62 extending in the vehicle width direction and projecting downward of the vehicle, and a slope portion 64 sloping downward toward the vehicle rearward at the rear of the vertical wall portion 62, the lower end of the slope portion 64 It is configured to be positioned below the vehicle from the lower end of the wall portion 62 (see FIGS. 1, 5, 6, and 7).

According to this configuration, since the lower end of the slope portion 64 is lower than the lower end of the vertical wall portion 62, the underfloor running wind that cannot be separated by the vertical wall portion 62 is guided downward by the slope portion 64. can be peeled off.

In addition, since the vertical wall portion 62 is not raised, the bending deformation of the connecting member 60 is not hindered in the event of a vehicle side collision. It is possible to prevent the battery unit (first battery unit 21 ) from being pinched and deformed between the connecting member 60 and the side sill 1 .

In one embodiment of the present invention, a protruding member (intermediate portion The insulator 52) is provided, and the vehicle width direction outer end 64a at the rear end of the slope portion 64 is positioned at the same position as the lower end 52g of the side wall 52b extending in the vertical direction of the projecting member (intermediate insulator 52), or at the same position as the vehicle width. It is located in the directional outer position (see FIG. 8).

According to this configuration, due to the position of the vehicle width direction outer end portion 64a at the rear end of the slope portion 64, the separation wind separated from the rear end of the slope portion 64 is directed inward of the above-described projecting member (intermediate insulator 52). You can prevent it from entering.

In one embodiment of the present invention, the front portion of the vertical wall portion 62 is provided with first inclined portions 68 and 69 that are inclined downward toward the rear of the vehicle (see FIGS. 6 and 10).
According to this configuration, the underfloor airflow is guided downward along the first inclined portions 68 and 69 and flows to the lower end of the vertical wall portion 62 . However, the energy loss is reduced, and the underfloor wind can be guided to the lower part of the vehicle.

In one embodiment of the present invention, at the same position in the vehicle width direction as the first inclined portion (in this embodiment, the first inclined portion 68 of the plurality of first inclined portions 68 and 69), the A notch portion 65 extending in the vehicle width direction is provided behind the first inclined portion 68 (see FIGS. 5 and 6).

According to this configuration, by providing the notch portion 65 described above, it is possible to promote bending deformation of the connecting member 60 in the event of a vehicle side collision. Further, since the underfloor airflow is guided to the lower part of the vehicle by the above-described first inclined portion 68 so that the underfloor airflow does not enter the notch portion 65, disturbance of the underfloor airflow due to the notch portion 65 is suppressed. be able to.

In one embodiment of the present invention, an undercover (front side undercover 54) that covers the vehicle lower surface portion is provided in front of the vehicle of the connecting member 60, and a rear end of the undercover (front side undercover 54) is provided. is provided with a second inclined portion 54a which inclines downward with respect to the vehicle toward the rear. , and between the front ends 68a, 69a of the first inclined portions 68, 69 and the front end 60f of the connecting member 60, the separation wind separated by the undercover (front side undercover 54) to the first inclined portions 68 and 69 (see FIGS. 9 and 10).

According to this configuration, the separation wind separated by the undercover (front side undercover 54) is guided to the first inclined portions 68 and 69 by the guide portion 66, and then is guided to the vehicle downward direction by the first inclined portions 68 and 69. Therefore, it is possible to suppress the underfloor running wind from flowing into the space above the connecting member 60 (see the cavity in the intermediate insulator 52), thereby improving the aerodynamic performance.

In one embodiment of the present invention, ridgeline portions X1 and X2 are formed between the slope portion 64 and a plane portion 67 adjacent to the outside of the slope portion 64 in the vehicle width direction, and the ridgeline portions X1 and X2 are formed on the vehicle. It is formed so as to extend outward in the vehicle width direction toward the rear (see FIGS. 5 and 6).

According to this configuration, the underfloor airflow flowing through the flat portion 67 is guided outward in the vehicle width direction along the ridgelines X1 and X2 (more specifically, the wall portion XW between the ridgelines X1 and X2). As a result, it is possible to suppress the flow of the underfloor running wind that attempts to flow into the protruding member (intermediate insulator 52).

In correspondence with the configuration of the present invention and the above-described embodiments,
The projecting member of the present invention corresponds to the intermediate insulator 52 of the embodiment,
and so on,
Although the undercover corresponds to the front side undercover 54,
The present invention is not limited to the configurations of the above embodiments.

INDUSTRIAL APPLICABILITY As described above, the present invention is useful for a vehicle underbody structure in which a battery unit is mounted under the floor.

REFERENCE SIGNS LIST 1 side sill 8 floor panel 21 first battery unit 22 second battery unit 52 intermediate insulator (protruding member)
52b... Side wall 52g... Lower end of side wall 54... Front side undercover (undercover)
54a Second inclined portion 60 Connecting member 60f Front end 62 Vertical wall portion 64 Slope portion 64a Vehicle width direction outer end portion 65 Notch portion 66 Guide portion 67 Flat portions 68, 69 First inclined portion Parts 68a, 69a... Front ends X1, X2... Ridge line parts

Claims (6)

a side sill extending in the vehicle front-rear direction on the vehicle width direction outer side;
a first battery unit and a second battery unit provided adjacent to the inner side of the side sill in the vehicle width direction and spaced apart in the vehicle width direction below the floor panel;
a connecting member that connects between the first battery unit and the second battery unit;
The connection member includes a vertical wall portion extending in the vehicle width direction and projecting downward of the vehicle;
a slope portion that slopes downward toward the rear of the vertical wall portion,
A lower portion structure for a vehicle, wherein a lower end of the slope portion is positioned below the lower end of the vertical wall portion of the vehicle. a protruding member positioned between the first battery unit and the second battery unit and protruding upward from between the bottoms of the battery units;
2. The lower structure of a vehicle according to claim 1, wherein the vehicle width direction outer end of the rear end of the slope portion is located at the same position as the lower end position of the side wall extending in the vertical direction of the protruding member or at the vehicle width direction outer position. . 3. The lower structure of a vehicle according to claim 1 or 2, wherein a first inclined portion inclined downward toward the rear of the vehicle is provided on the front portion of the vertical wall portion. 4. The lower structure of a vehicle according to claim 3, wherein a notch portion extending in the vehicle width direction is provided behind the first inclined portion at the same position in the vehicle width direction as the first inclined portion. In front of the vehicle of the connecting member, an undercover is provided to cover the underside of the vehicle,
The rear end of the undercover is provided with a second inclined portion inclined downward toward the rear of the vehicle,
a front end of the first inclined portion positioned rearward of the vehicle with respect to the second inclined portion is positioned rearward of a front end of the connecting member;
5. The guide part according to claim 3 or 4, wherein a guide part is formed between the front end of the first inclined part and the front end of the connecting member for guiding the separation wind separated by the undercover to the first inclined part. Vehicle undercarriage. forming a ridgeline portion between the slope portion and a flat portion adjacent to the outside of the slope portion in the vehicle width direction;
6. The lower structure of a vehicle according to claim 1, wherein the ridgeline portion is formed so as to extend outward in the vehicle width direction toward the rear of the vehicle.

Images