Abstract: A vehicle body front section structure capable of suppressing deformation of a vehicle body in a small overlap collision is obtained. A vehicle body front section structure includes a front side member with a crash box attached to a vehicle front end, a coupling member that is interposed between and joined to the crash box and the front side member at a vehicle front end side, and that is joined to a fender apron section at a vehicle rear end, and a spacer that is disposed at a portion overlapping with the front side member in a vehicle vertical direction between the front side member and the coupling member.

Abstract: A vehicle-body structure of an automotive vehicle comprises a frame which is provided at a side portion of a vehicle body to extend in a vehicle longitudinal direction, and a load absorption portion which is provided at a front face of a tip portion of the frame to protrude forward, wherein the load absorption portion includes an inclination face portion which protrudes outward, in a vehicle width direction, relative to the frame and a tip face of which extends obliquely forward and inward.

Abstract: A vehicle front structure is configured such that an absorber is provided on a front surface of a center brace that connects in a vehicle up and down direction a radiator support upper to a radiator support lower. Accordingly, when a load is input from a front side of a vehicle, a load transfer passage through the absorber, the center brace, and the radiator support upper or the radiator support lower is newly configured, thereby improving impact absorption performance.

Abstract: Provided is an impact absorber capable of effectively absorbing impact even if an impact receiving position deviates from a desired position. An impact absorber according to an aspect of the present disclosure has a front wall for receiving impact, a rear wall opposed to the front wall, and surrounding walls for connecting the circumferences of the front wall and the rear wall, wherein thin portions are formed at corner portions for connecting the front wall and the surrounding walls.

Abstract: A vehicle body reinforcement structure includes a dash panel separating an engine compartment and an interior of a vehicle. A floor member extends in a longitudinal direction of the vehicle and is in closely contact with a floor of a vehicle body to reinforce rigidity of the floor of the vehicle body. A front side member extends in the longitudinal direction of the vehicle is connected to and overlaps with the floor member inside the dash panel.

Abstract: The present disclosure relates to a front structure of a vehicle body having a wheel installation strut and a side member which flanks an interior defined by the front car. The side member has a convex surface, by means of which it is fastened to an end of the wheel installation strut in multiple points. At least one point is offset relative to the other points towards the interior. As a result, a front structure with good stiffness for improved occupant protection can be provided, which can also be assembled in a simple manner.

Abstract: A vehicle-body front structure that is able to secure collision performance for a collision with a small overlap amount of a collision object with respect to a bumper frame portion is obtained. A vehicle-body front structure includes: paired frame members elongated in a vehicle front-rear direction and arranged side by side in a vehicle width direction; a bumper frame portion elongated in the vehicle width direction and provided over front ends of the paired frame members in the vehicle front-rear direction; and a load transmission member. The load transmission member is placed on an inner side in the vehicle width direction relative to at least one of the frame members so as to be opposed to a load receiving portion placed between the paired frame members from at least one of a front side in the vehicle front-rear direction and an outer side in the vehicle width direction within a range where the load transmission member overlaps with the frame member in a vehicle up-down direction.

Abstract: A connection structure of a vehicle includes a fender apron upper extending in a length direction of the vehicle, a front side member extending in a length direction of the vehicle, a front reinforcement, a bumper, and a back beam mounted in an inner side of the bumper. A front end portion of the fender apron upper is connected to one end of the front reinforcement and a rear end portion of the fender apron upper is connected to at least one of a cowl and a front pillar. A front end portion of the front side member is connected to the back beam and a rear end portion of the front side member is connected to a lower portion of the vehicle body. The other end of the front reinforcement is coupled to a front side portion of the front side member in the length direction thereof.

Abstract: A vehicle body reinforcing structure for coping with a front collision may include a cowl panel extended in a width direction of a vehicle, cowl side upper members coupled to front end portions of both sides of the cowl panel in the width direction of the vehicle and extended in a length direction of the vehicle, fender apron upper members extended in the length direction of the vehicle and coupled to front end portions of a front of the cowl side upper members in the length direction of the vehicle, and side outer panels extended in a height direction of the vehicle and connected to the front end portions of both sides of the cowl panel in the width direction of the vehicle and the cowl side upper members.

Abstract: An exemplary rocker assembly includes a vehicle rocker at a lateral side of a vehicle, and a battery rocker at a lateral side of a battery pack of the vehicle. An exemplary energy absorbing method includes directing a first portion of a side load through a first load path that extends through a vehicle rocker at a lateral side of a vehicle, and directing a second portion of the side load through a second load path that extends through a battery rocker at a lateral side of a battery pack.

Abstract: A structure that creates a compressive mechanical lock during an external force includes a beam, an offset bulkhead, and a compressive member. The beam has a hollow cross section, an axis, and a wall. The bulkhead is disposed within the hollow cross section and attached to the wall. The member has an axis and an end attached to one of the bulkhead and the beam wall. The member axis and the beam axis intersect with each other in a plan view to form an obtuse angle. The bulkhead is offset from the intersection in an offset direction, parallel to the beam axis and toward the opening of the obtuse angle. The external force causes the member end to deform the beam wall so as to create a pocket or compressive mechanical lock in the beam wall that mechanically locks the member end from moving in the offset direction.

Abstract: There is provided a vehicle front portion structure including: a front pillar having a lower portion disposed on a vehicle rear side of a front wheel well; a rocker having a front end portion joined to a lower end portion of the lower portion of the front pillar; and a reinforcing member that is formed with a length in a vehicle up and down direction, is disposed near a vehicle front side in the lower portion of the front pillar, reinforces a front portion side of the lower portion, and is not joined to the rocker.

Abstract: A front structure of a vehicle comprises a pair of side members arranged in a longitudinal direction of the vehicle, a pair of crash boxes arranged at front ends of the side members, and a body back-up structure located at a rear end of the front portion. The front structure is adapted to give an impact response curve with deceleration versus time, when subjected to a full frontal barrier impact at 35 mph according to USNCAP. The impact response curve comprises in sequence: a first phase during which deceleration increases, a second phase forming a first peak level of the deceleration, a third phase during which the deceleration is less than during the second phase, and a fourth phase forming a second peak level of the deceleration, during which fourth phase the deceleration is greater than during the third phase.

Abstract: A chassis of a motor vehicle optimized for absorbing a frontal impact. The chassis includes a firewall separating a passenger compartment of the vehicle from a front portion of the chassis configured to hold an engine, and a mechanism for absorbing a frontal impact including two side rails mounted on at least the front portion of the chassis and arranged on either side of the chassis, each side rail including a front portion and a rear portion assembled to overlap at least partially. The side rails are arranged such that an overlap area is below the plane of the firewall, and the rear portion of the side rail includes a material which is less compressible than the front portion of the side rail.

Abstract: A vehicle support structure including a vehicle floor, a vehicle frame and a restraining member. The vehicle floor includes a structural member rigidly attached to a lower surface of the vehicle floor. The vehicle frame is attached to the vehicle floor and includes a frame member that extends adjacent to and spaced apart from the structural member. The restraining member has a first end section attached to a first side of the structural member, a second end section attached to a second side of the structural member, and a restraining section extending from the first end section to the second end section. The restraining member at least partially encircles the frame member and is spaced apart from the frame member with a limited range of non-contacting movement between the restraining member and the frame member.

Abstract: An adapter for a vehicle includes: an adapter body configured to bridge between a crush rail at a vehicle end and a back-up structure, the adapter body having a socket configured to receive and enclose four sides of the crush rail, the adapter body having a plug configured to fit into the back-up structure; and an opening in the adapter body configured to have a drive shaft extend through the adapter.

Abstract: A subframe for a vehicle has a front attachment to a crush rail in the vehicle, and a rear attachment to the vehicle, the subframe comprising at least one initiator configured to cause the subframe to fold downward in event of impact, the subframe configured so that the front attachment detaches as a result of the impact and the subframe is deflected downward, while the rear attachment does not detach.

Abstract: An active hood device for a vehicle may include a hood panel which is provided in the front of a vehicle body to cover an engine room, and rotatably mounted by a hood hinge coupled to a rear end of the hood panel, a hinge actuator which has a first side connected to the hood hinge, and a second side coupled to a bracket coupled to the vehicle body, and has a rod movable, and an operating unit which connects the bracket and the hood hinge, and allows the rod to be moved when the rod is raised, wherein at a time of a vehicle-pedestrian collision accident, the hood actuator is operated by a signal from a detecting sensor installed at a front portion of the vehicle, to raise the rod, and the rod allows the hood panel to pop up while being raised by the operating unit.

Abstract: A vehicle has a front structure that includes a pair of side rails, front members, and inner braces. Each front member is coupled to a front end of one side rail and extends laterally outward at least partially into a respective outer quarter of a total width of the vehicle. In an aspect, each inner brace includes a transverse wall and a base. The transverse wall has a side edge extending longitudinally along a respective one of the side rails and a leading edge extending laterally outward from that rail. The base extends diagonally between and is coupled to a respective front member and rail. A leading edge of the base is coupled to the front member within the respective outer quarter. In an aspect, the front structure includes outer braces that surround the inner braces.

Abstract: A dashboard upper panel is provided with: a front vertical wall extending substantially vertically in a vehicle top/bottom direction; a horizontal bottom wall extending substantially horizontally in a vehicle front/rear direction from the front vertical wall; a rear inclined wall extending from the horizontal bottom wall toward the rear of the vehicle and diagonally toward the top of the vehicle; a front horizontal flange extending from the front vertical wall toward the front of the vehicle; and a rear horizontal flange extending from the rear inclined wall toward the rear of the vehicle. A dashboard lower panel is provided with an inclined flange formed at an upper end of the dashboard lower panel. By joining the inclined flange to a lower portion of the rear inclined wall, the dashboard upper panel is supported by the dashboard lower panel from below at substantially the center in the vehicle front/rear direction.

Abstract: Vehicle structures for dissipating energy associated with a collision are described herein. In one embodiment, a vehicle includes a side support extending in a vehicle longitudinal direction, a bumper assembly coupled to the side support and extending in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, and a repositionable joint assembly extending between and pivotally coupled to the side support and the bumper assembly, the repositionable joint assembly including an outboard linking member pivotally coupled to the bumper assembly at a bumper securement location, an inboard linking member pivotally coupled to the side support at a side support securement location, and a fulcrum portion, where the outboard linking member is pivotally coupled to the inboard linking member at the fulcrum portion.

Abstract: A vehicle body reinforcing structure for coping with a small overlap collision may include front side members which may be extended in a longitudinal direction of a vehicle and disposed at left and right sides in a width direction of the vehicle, a crash box which is installed to a front end of the front side member in the longitudinal direction of the vehicle and absorbs and reduces impact when receiving the impact to be deformed, a bumper beam which is disposed in front of the crash box in the longitudinal direction of the vehicle, coupled to the crash box, and extended in the width direction of the vehicle, and a reinforcing member which is coupled to both the crash box and the front side member, and protrudes outside of the bumper beam in the width direction of the vehicle to transfer an impact energy to the front side member.

Abstract: A method and apparatus for controlling deployment of pedestrian head protection devices on a motor vehicle having a metal bumper is disclosed. The disclosed inventive concept involves strategic placement of accelerometer sensing devices and the derivation of a real time impact signal from the signals generated by the accelerometers. This real time impact signal is used along with thresholds and a time window to control deployment. The apparatus includes a metal bumper, two support brackets attaching the bumper to the vehicle and at least two accelerometers fitted to the bumper proximate the brackets. The derivation and use of a single impact signal from said first and second signal-generating accelerometers is achieved by taking the larger of two absolute values derived from the accelerometers.

Abstract: A bulkhead includes three flange portions. A first flange portion of the bulkhead is sandwiched between an upper flange portion of a rocker inner panel and an upper flange portion of a rocker outer panel, so as to be fixed to the rocker inner panel and the rocker outer panel. A third flange portion of the bulkhead extends from the first flange portion to bring at least a part of the third flange portion in contact with an inner surface of the rocker inner panel or an inner surface of the rocker outer panel, and is fixed to the contacted inner surface.

Abstract: A motor vehicle is provided that has a central front wall arranged between engine compartment and passenger cell and lateral front walls, each of which comprises first contact points for fastening to the central front wall and second contact points for fastening to a lateral sill structure. Of the lateral front walls, multiple models are provided, which differ with respect to the spacing between first and second contact points measured in transverse direction of the motor vehicle body.

Abstract: A front part of a vehicle is provided with front side members, upper members and suspension towers. Also, the suspension tower is provided with a first connecting portion being connected to the upper member, a second connecting portion being connected to the front side member, and a third connecting portion connected to the front side member while being positioned forward of the second connecting portion in the vehicle front-rear direction. The second connecting portion is connected to the front side member, a connecting strength between the front side member and the second connecting portion is lower than a connecting strength between the upper member and the first connecting portion. Also, the third connecting portion is connected to the front side member.

Abstract: A cowl cross member mounting assembly for a vehicle, may include front side members that may be respectively formed on both lower sides of an engine compartment, a shock absorber housing that may be formed between the front side members and a fender apron upper member, a dash lower panel that separates the engine compartment from an inside of the vehicle, a cowl cross bar that may be connected to both sides of the dash lower panel, and a reinforcing member that may be connected to the cowl cross bar while being bonded between the shock absorber housing and the dash lower panel.

Abstract: A subframe (1) designed as a cross member for a vehicle includes two side members (2) and a stiffening structure (3) between the two side members (2), wherein the side members (2) are designed substantially as hollow profile pieces and have at least one predetermined buckling point (18, 19) in the form of a curvature in the longitudinal extension direction of the side members (2). In order to improve this subframe (1) so that it ensures good mechanical properties such as strength, rigidity, acoustics and reinforcement of the body while driving, and absorbs sufficient deformation energy in the event of a crash, and nevertheless can be produced easily and cost-effectively with a low component weight, the side members (2) have at least one bead (16, 17) extending in the longitudinal direction of the side members (2) in the area of the designed buckling point (18, 19).

Abstract: A motor-vehicle front structure includes a pair of longitudinal struts having front-ends to which two strut plates are secured. A front cross-member is located forwardly of the strut plates and has ends with two rearwardly facing crash-box plates connected to the front cross-member by two crash-box structures. The crash-box plates are connected to a lower auxiliary cross-member by two respective supports. A front-end unit for supporting one or more auxiliary motor-vehicle components has an upper cross-member and a lower cross-member. The crash-box plates are connected directly to the strut plates. The upper and lower cross-members of the front-end unit are made of elements which are separated from each other. The upper cross-member is connected directly to the crash-box plates, whereas the lower cross-member is connected directly to the supports, through which it is connected to the crash-box plates.

Abstract: There is provided a vehicle front structure including: a power unit disposed at a front part side of the vehicle; a front side member disposed at an outer side of the power unit in a vehicle width direction the front side member extending along a vehicle front-rear direction; a protruding member provided on an outer wall of the front side member, the protruding member protruding to an outer side in the vehicle width direction relative the outer wall of the front side member; and an inclined wall formed in the protruding member, the inclined wall extending from an outer end portion of the protruding member in the vehicle width direction to an inner side in the vehicle width direction and a vehicle body rear side in the vehicle front-rear direction in a plain view.

Abstract: A bulkhead includes three flange portions. A first flange portion of the bulkhead is sandwiched between an upper flange portion of a rocker inner panel and an upper flange portion of a rocker outer panel, so as to be fixed to the rocker inner panel and the rocker outer panel. A third flange portion of the bulkhead extends from the first flange portion to bring at least a part of the third flange portion in contact with an inner surface of the rocker inner panel or an inner surface of the rocker outer panel, and is fixed to the contacted inner surface.

Abstract: A vehicle frame member structure has a closed cross-sectional structure including a pair of first wall portions, and a pair of second wall portions connected to the pair of the first wall portions, in which first beads are provided on the pair of first wall portions along a circumferential direction of the closed cross-sectional structure, a second bead is provided on either of the pair of second wall portions along the closed cross-sectional circumferential direction on a line extending from the first bead in the circumferential direction, the first and second beads are connected in two corner portions between the first wall portions and the second wall portion, a recessed embossed portion is provided in a connection portion of the first and second beads in at least one of the corner portions, and the sheet thickness of the embossed portion is larger than that of the first or second wall portion.

Abstract: A deflector is provided for a vehicle having a bumper that is connected to a frame rail through a crush-can. The deflector includes an engagement portion that extends laterally outward and forward of the frame rail. The engagement portion is attached by an attaching portion to the frame rail at a front location behind the crush-can. A small overlap collision support portion extends from the engagement portion toward a collision loading location on the frame rail behind the front location. The deflector has a front leg that is connected through an intermediate leg to a rear leg. The front leg is attached to the frame rail and the rear leg is unattached to the frame rail, but disposed to apply a lateral load to the side of the frame rail in a small overlap rigid barrier test.

Abstract: A deflector for a front end assembly that includes a lower tube having a lower/front leg extending outboard from a bumper and an intermediate leg extending from a lower/outer end of the lower/front leg to a sliding plate that is not attached to a frame rail. The deflector also includes an upper tube including an upper/front leg extending outboard from the bumper and a rear leg extending from an upper/outer end of the upper tube toward that is attached to a rear sliding plate that is also not attached to the frame rail. A method of making a deflector from an aluminum tube that is bent to shape and wrapped with a carbon fiber resin layer.

Abstract: A latch assembly for driving a closure panel from a closed panel position to an open panel position.

Abstract: The present invention provides a framework member by which the amount of impact absorption can be sufficiently ensured. The framework member is a framework member that is extended in a front and rear direction of a vehicle in a front portion of the vehicle. A plurality of deformation-inducing portions, in which deformations are induced by a load exerted from a front of the vehicle, are formed at points in the framework member along the front and rear direction of the vehicle. The plurality of deformation-inducing portions are alternately formed on an outer side and an inner side of the framework member along the front and rear direction of the vehicle. The closer the deformation-inducting portion is positioned to a rear of the vehicle, the greater a distance between the deformation-inducing portions becomes.

Abstract: A structure for a rear part of a vehicle body includes a rear sub-frame supported by rear side frames. The rear sub-frame includes left and right longitudinal members, and a front lateral member mounted across the left and right longitudinal members. The left and right longitudinal members each have front and rear fastening sections fastened to each of a pair of left and right rear side frames, and left and right bent sections each bent inward in the vehicle width direction between the front and rear fastening sections. The front lateral member is positioned relative to the left and right longitudinal members at the intermediate portions of the left and right bent sections. The intermediate portions of the left and right bent sections are joined to the pair of rear side frames while the left and right longitudinal members are held by the lateral member.

Abstract: A motor vehicle structure has an A pillar (5), a sill, a front wheel (8) and a slide-off surface (50) for the front wheel (8). The A pillar (8), as viewed in cross section, exhibits a higher strength in an inner region (49) than in an outer region (48) in order to realize the slide-off surface (50).

Abstract: A bumper reinforce extending in the vehicle width direction is connected to front ends of side member main bodies extending in the front-rear direction of a vehicle body. The bumper reinforce is provided, at end portions thereof in the vehicle width direction, with projecting ends projecting outward in the vehicle width direction from connecting portions connecting the bumper reinforce and bumper stays. The projecting ends are each provided with a gusset extending toward the rear side of the vehicle body. A catcher is fixed to the outside surface of the side member main body on the rear side of the gusset. The catcher is located at a position corresponding to a mount portion of a side member main body serving as a fixing portion for a power train unit.

Abstract: In some embodiments, an energy absorber element can comprise: a first support wall and a second support wall, a crush wall joining the first and second support walls together to define a deformable zone; a connection mechanism configured to connect the first and/or second support wall to a vehicle. In one embodiment, a method for using an energy absorber element in a vehicle can comprise: detachably connecting an energy absorber element to a vehicle at a support location for a vehicle component, once the energy absorber element has absorbed energy, detaching the energy absorber element from the vehicle; and separately replacing the energy absorber element from the vehicle component. In some embodiments, the vehicle component is not replaced.

Abstract: The vehicle front structure 100 has a windshield lower 6, a cross member 7 fixed on the windshield lower 6, an upper member 1 extending in a front-back direction of a vehicle, a damper housing 4 fixed inside the upper member 1 in a vehicle width direction and arranged in front the cross member 7, and a damper housing support 5 coupling the cross member 7 with the damper housing 4. A closed section K is formed by the windshield lower 6 and the cross member 7. The damper housing support 5 has a damper housing fixed section 51 which is fixed on an upper surface 41 of the damper housing 4 and a vertical wall section 53 which extends backward from an inside of the damper housing fixed section 51 in the vehicle width direction and is fixed on the cross member 7.

Abstract: A vehicle with a driver's cab including a driver unit with a vertically suspended floor structure and a vehicle steering control, a vehicle speed control and a driver's seat. The cab is provided with a deformation zone behind the driver unit for absorbing force in case of a frontal collision. A horizontal beam belonging to the cab frame structure is positioned in front of the driver unit. An arrangement for positively locking the beam to the driver unit is provided in case a frontal collision causes the beam to contact the driver unit.

Abstract: A protective device for an onboard electronic equipment includes a vehicle body reinforcing member that is arranged around the electronic equipment, and of which each end is fastened to an onboard fixed member, and in which force required to unfasten one end is less than force required to unfasten the other end, and a protective member that is mounted to a facing surface of the electronic equipment that faces the vehicle body reinforcing member such that, when the electronic equipment moves to the vehicle body reinforcing member side due to receiving force from a side of a vehicle body, the protective member will contact the vehicle body reinforcing member before the electronic equipment does.

Abstract: A vehicle body front section structure includes a projecting member that is provided at an outside wall of a front side member further to a vehicle width direction inside than a front wheel and at a location separated in the vehicle body front-rear direction from a front bumper reinforcement, such that the projecting member projects out further towards the vehicle width direction outside than the outside wall. The vehicle body front section structure is further provided with an assistance portion that is formed to the outside wall, and that assists movement of the rear end portion of the projecting member towards the vehicle width direction inside upon input of load to the projecting member.

Abstract: An energy dissipation system for a vehicle includes a frame having a front end and a rear end spaced apart from the front end along a longitudinal axis. The energy dissipation system also includes an energy absorber attached to the frame at the front end. The energy dissipation system further includes a stiffener attached to the frame at the front end and spaced apart from the energy absorber along a vertical axis that is substantially perpendicular to the longitudinal axis. The stiffener is tubular and defines a cavity therein.

Abstract: A vehicle front structure includes left and right side frames and a sub-frame disposed below the left and right side frames. The sub-frame includes a cross member, which connects rear end portions of left and right side members, and a support unit, which supports a steering gear box at front end portions of the left and right side members. The steering gear box is supported by the support unit so as to be located in a vehicle-front-side region of the power plant. The support unit is capable of being broken by an impact load so that the steering gear box is dropped when the impact load is applied.

Abstract: A crush box includes a tubular body having a polygonal section and disposed between an end portion of a bumper beam and a vehicle body in such a posture that an axial direction of the tubular body generally coincides with a longitudinal direction of a vehicle, in which the tubular body has an outer side wall and an inner side wall that is located inward of the outer side wall in a vehicle-width direction, and both the outer side wall and the inner side wall are inclined outward in the vehicle-width direction, in a direction from the vehicle body toward the bumper beam, and in which the tubular body is crushed into a bellows shape to absorb impact energy as a compressive load is applied to the tubular body from the bumper beam in the axial direction of the tubular body, wherein an angle of inclination of the outer side wall is greater than an angle of inclination of the inner side wall.

Abstract: A vehicle body front structure is provided. In the vehicle body front structure, a front grille and a bumper extend in the up-and-down direction in a front end portion of the vehicle body, the bumper bends and extends rearwardly from the front grille, a front end edge of a front hood is positioned adjacent to a top end portion of the extending bumper, a frame upper portion that supports a radiator extends in the body width direction and is supported on the back side of a front end portion of the front hood, and a box-like hollow impact absorber, which is made of sheet metal and extends in the body width direction, is provided in a space surrounded by the front grille, the bumper, the front end portion of the front hood, and the frame upper portion, and is supported by the frame upper portion via a plurality of legs.

Abstract: Vehicle structures for dissipating energy associated with a collision are described herein. In one embodiment, a vehicle includes a side support extending in a vehicle longitudinal direction, a bumper assembly coupled to the side support and extending in a vehicle lateral direction that is transverse to the vehicle longitudinal direction, and a repositionable joint assembly extending between and pivotally coupled to the side support and the bumper assembly, the repositionable joint assembly including an outboard linking member pivotally coupled to the bumper assembly at a bumper securement location, an inboard linking member pivotally coupled to the side support at a side support securement location, and a fulcrum portion, where the outboard linking member is pivotally coupled to the inboard linking member at the fulcrum portion.

Abstract: A front subframe structure for an automotive vehicle comprises: a pair of right and left side members each provided with an arm support member for supporting a suspension arm is mounted; a cross member disposed between the left and right side members to couple together respective locations in the side members at each of which the arm support member is provided; and an oblique member extending from central portion of the cross member, in each of right and left directions of the vehicle and obliquely rearwardly and outwardly in the vehicle width direction, wherein each of the side members has a rear end joined to a rear portion of a respective one of the oblique members, and wherein the rear portion of the oblique member is provided with a tunnel-lower-frame coupling portion couplable to a tunnel lower frame, and a floor frame attaching portion attachable to a floor frame.