Patent Publication Number: US-2016244099-A1

Title: Vehicle upper section structure

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority under 35 USC 119 from Japanese Patent Application, No. 2015-032224, filed Feb. 20, 2015, the disclosure of which is incorporated by reference herein. 
     BACKGROUND 
     1. Technical Field 
     The present invention relates to a vehicle upper section structure. 
     2. Related Art 
     Japanese Patent Application Laid-Open (JP-A) No. 2010-188797 describes a vehicle upper section structure including a sunroof frame extending along the vehicle width direction between a pair of side rails, and sunroof reinforcement that is superimposed on the sunroof frame from the vehicle up-down direction lower side and spot welded thereto. In the vehicle upper section structure of JP-A No. 2010-188797, a sunroof assembly including an open/close mechanism that opens and closes a lid (a cover member) of a sunroof is disposed further to the vehicle up-down direction lower side than the sunroof reinforcement. In other words, the vehicle upper section structure of JP-A No. 2010-188797 may be said to be a structure in which there is no sunroof open/close mechanism between the sunroof frame and the sunroof reinforcement. 
     SUMMARY 
     However, in the above related art, in cases in which another frame is disposed at the vehicle up-down direction lower side of the sunroof assembly, load, that is imparted to the side rail in a collision at a vehicle side face (in a side-on collision), is transmitted to this frame. In a structure in which a frame is disposed further to the vehicle up-down direction lower side than the sunroof assembly in this manner, it is difficult to distribute load from the frame to other members in a side-on collision. 
     There is accordingly room for improvement in order to suppress the vehicle upper section from deforming. 
     In consideration of the above circumstances, the present invention obtains a vehicle upper section structure capable of suppressing a vehicle upper section from deforming in a side-on collision, in vehicles in which a cover member is moved by a movement section so as to open and close an opening of a roof panel. 
     A vehicle upper section structure for a vehicle, that has a roof panel formed with an opening, a roof side rail, a cover member for closing the opening, and a pillar joined to the roof side rail, of a first aspect of the present invention includes: a frame that extends along a vehicle width direction further to a vehicle cabin inside than a roof panel formed with an opening, and further to the vehicle cabin inside than a roof side rail; a movement section that is disposed at a vehicle width direction end portion of the frame and further to a vehicle up-down direction upper side than the frame, and that moves a cover member for closing the opening to an open position and to a closed position; a roof reinforcement that extends along the vehicle width direction further to the vehicle up-down direction upper side than the frame and the movement section, and that reinforces the roof panel; and a coupling section that couples together the frame and the roof reinforcement in the vehicle up-down direction, further to the vehicle width direction inside than the movement section. 
     In the vehicle upper section structure of the first aspect, the frame and the roof reinforcement are coupled together in the vehicle up-down direction by the coupling section, further to the vehicle width direction inside than the movement section. Thus, when load that is input to the vehicle upper section structure in a side-on collision is transmitted to the frame and the roof reinforcement, load is transmitted from one to the other of the frame and the roof reinforcement through the coupling section. 
     Namely, the input load is distributed and transmitted to the frame and the roof reinforcement, thereby suppressing the load from localized concentration at a portion of the vehicle upper section. Thus the frame and the roof reinforcement are suppressed from deforming, thereby enabling the vehicle upper section, in which the cover member moved by the movement section opens and closes the opening of the roof panel, to be suppressed from deforming in a side-on collision in vehicles. 
     In a vehicle upper section structure of a second aspect of the present invention, the coupling section includes a bracket that joins together a vehicle up-down direction upper face of the frame and a vehicle up-down direction lower face of the roof reinforcement. 
     In the vehicle upper section structure of the second aspect, the frame and the roof reinforcement are joined together by the bracket, such that there is no need to bring the frame and the roof reinforcement close to each other in order to join these members together. Namely, there is no need to curve or bend at least one of the frame or the roof reinforcement in order to bring these members together, thereby enabling the frame and the roof reinforcement to be formed in straight lines running along the vehicle width direction. This enables the frame and the roof reinforcement to be suppressed from deforming, since a curved or bent location that would become a weakened portion during load transmission is suppressed from being formation. 
     In a vehicle upper section structure of a third aspect of the present invention, the bracket includes a main body section that is open toward the vehicle width direction and is joined to the frame, and a flange portion that juts out in the vehicle front-rear direction from the main body section and is joined to the roof reinforcement. 
     In the vehicle upper section structure of the third aspect, a ridgeline, that forms a boundary between the main body section and the flange portion of the bracket, is disposed substantially along a vehicle width direction that is a transmission direction of load input to the vehicle upper section structure in a side-on collision. Thus load is transmitted in the ridgeline direction where the bracket is not liable to deform, thereby enabling the bracket, the frame, and the roof reinforcement to be suppressed from deforming. 
     In a vehicle upper section structure of a fourth aspect of the present invention, viewed along the vehicle width direction, at least a portion of the frame in the vehicle front-rear direction is disposed at an upper side in a vehicle up-down direction upper end portion of a pillar joined to the roof side rail. 
     In the vehicle upper section structure of the fourth aspect, a load transmission path from the pillar to the frame is shorter than in a structure in which the frame is not disposed at an upper side of the pillar as viewed along the vehicle width direction. Load transmission efficiency from the pillar to the frame in a side-on collision is accordingly improved, thereby enabling an intrusion amount of the pillar toward the vehicle cabin inside in a side-on collision to be reduced. 
     Advantageous Effects of Invention 
     As explained above, the vehicle upper section structure of the first aspect enables the vehicle upper section to be suppressed from deforming in a side-on collision, in vehicles in which the cover member moved by the movement section opens and closes the opening of the roof panel. 
     The vehicle upper section structure of the second aspect enables the frame and the roof reinforcement to be suppressed from deforming. 
     The vehicle upper section structure of the third aspect enables the bracket, the frame and the roof reinforcement to be suppressed from deforming. 
     The vehicle upper section structure of the fourth aspect enables the intrusion amount of the pillar toward the vehicle cabin inside in a side-on collision to be reduced. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments of the present invention will be described in detail based on the following figures, wherein: 
         FIG. 1  is a perspective view illustrating an upper section of a vehicle applied with a vehicle upper section structure according to a first exemplary embodiment; 
         FIG. 2  is an enlarged cross-section sectioned along line  2 - 2  in  FIG. 1 ; 
         FIG. 3  is a perspective view of a vehicle upper section structure according to the first exemplary embodiment, viewed from a vehicle cabin inside; 
         FIG. 4  is an enlarged cross-section of relevant portions of a vehicle upper section structure according to the first exemplary embodiment, viewed along the vehicle width direction; 
         FIG. 5  is an explanatory drawing illustrating placement of a center pillar, a center frame, and roof reinforcement according to the first exemplary embodiment; 
         FIG. 6  is an explanatory drawing illustrating a load transmission state in a side-on collision of a vehicle upper section structure according to the first exemplary embodiment; and 
         FIG. 7  is an enlarged cross-section of relevant portions of a vehicle upper section structure according to a second exemplary embodiment, viewed along the vehicle width direction. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     First Exemplary Embodiment 
     Explanation follows regarding a first exemplary embodiment of a vehicle upper section structure according to the present invention, with reference to  FIG. 1  to  FIG. 6 . Note that in each of the drawings, the arrow FR indicates the vehicle front side, the arrow RR indicates the vehicle rear side, the arrow UP indicates the vehicle upper side, the arrow IN indicates the vehicle width direction inside, and the arrow OUT indicates the vehicle width direction outside, as appropriate. In the below explanation, unless specifically stated otherwise, simple reference to the front-rear, up-down, and left-right directions refers to front-rear in the vehicle front-rear direction, up-down in the vehicle up-down direction, and left-right in the vehicle width direction when facing the vehicle front side. The x mark in the drawings indicates a spot welded location. 
     Overall Configuration of Vehicle 
       FIG. 1  illustrates a vehicle  10  according to a first exemplary embodiment. A roof panel  14  is provided at a vehicle upper section  12  of the vehicle  10 . The roof panel  14  is a metal panel member configuring an outer panel of the roof of the vehicle  10 . The roof panel  14  is disposed running along the vehicle front-rear direction and vehicle width direction. 
     An opening  16  that pierces through in the vehicle up-down direction is formed further to the front side than a vehicle front-rear direction center portion of the roof panel  14 . Roof side rails  18  that extend along the vehicle front-rear direction are respectively provided at both vehicle width direction sides of the roof panel  14 . As illustrated in  FIG. 2 , side outer panels  19  are provided at the vehicle width direction outsides of the roof side rails  18 . Note that the side outer panels  19  are not illustrated in  FIG. 1 . A sunroof unit  30  that opens and closes the opening  16  is also provided at the vehicle upper section  12 . 
     A front header  20  running along the vehicle width direction spans across front end portions of the pair of roof side rails  18 . Front pillars  24  extend toward the vehicle front and vehicle lower side from the front end portions of the roof side rails  18 . A rear header  22  running along the vehicle width direction spans across rear end portions of the pair of roof side rails  18 . Upper end portions of center pillars  26 , each serving as an example of a pillar, are joined to vehicle front-rear direction center portions of the respective roof side rails  18 . The center pillars  26  extend toward the vehicle lower side from the roof side rails  18 . Rear pillars  28  extend toward the vehicle rear and vehicle lower side from the rear end portions of the roof side rails  18 . 
     A lower end portion of the front pillar  24 , a lower end portion of the center pillar  26 , and a lower end portion of the rear pillar  28  are each joined to a rocker, not illustrated in the drawings, extending along the vehicle front-rear direction. The vehicle upper section  12  is also provided with a vehicle upper section structure  40 , described later. 
     Roof Side Rails 
     As illustrated in  FIG. 2 , each roof side rail  18  is configured by a roof side rail outer panel  21  disposed at the outside of a vehicle cabin  13 , and a roof side rail inner panel  23  disposed at the inner side of the roof side rail outer panel  21 . An upper end portion of the roof side rail outer panel  21  is joined by welding to an upper end portion of the roof side rail inner panel  23 . A lower end portion of the roof side rail outer panel  21  is joined by welding to a lower end portion of the roof side rail inner panel  23 . The roof side rail  18  is thereby formed with a closed cross-section as viewed along the vehicle front-rear direction. 
     The lower end portion of the roof side rail outer panel  21  and the lower end portion of the roof side rail inner panel  23  are joined by welding to the upper end portion of the center pillar  26 . In  FIG. 2 , each member positioned further to the vehicle front-rear direction front side than a location of line  2 - 2  in  FIG. 1  is illustrated by a double-dotted dashed line. 
     Configuration of Relevant Portions 
     Explanation follows regarding the vehicle upper section structure  40 . 
     As illustrated in  FIG. 2 , the vehicle upper section structure  40  includes a center frame  42  serving as an example of a frame, roof reinforcement  44 , a movement section  50  provided at the sunroof unit  30 , and coupling brackets  62 ,  64  serving as an example of a coupling section and of a bracket. Note that the vehicle upper section structure  40  has a similar structure on both sides of a center position M of the vehicle upper section  12  in the vehicle width direction (the position is illustrated by a single-dotted dashed line M). Illustration and explanation thereby follows regarding the vehicle upper section structure  40  at one vehicle width direction side (right side) and illustration and explanation of the other side (left side) is omitted. 
     Center Frame 
     As illustrated in  FIG. 2 , the center frame  42  extends along the vehicle width direction between the pair of roof side rails  18 . The center frame  42  is formed in an elongated shape with its length direction along the vehicle width direction and its breadth direction along the vehicle front-rear direction. Namely, the center frame  42  extends along the vehicle width direction, further to inner side of the vehicle cabin  13  (hereafter referred to as “vehicle cabin inside”) than the roof panel  14 , and further to inner side of the vehicle cabin than the roof side rails  18 . The center frame  42  is disposed further to a lower side than the sunroof unit  30 . 
     As illustrated in  FIG. 4 , the center frame  42  is configured with a cross-section profile along the vehicle front-rear direction that is formed in a rectangular waveform shape. Specifically, the center frame  42  includes three projecting portions  42 A formed projecting toward the vehicle lower side with respect to an upper face, two flat portions  42 B that link between the three projecting portions  42 A along the vehicle front-rear direction, and a flange  42 C jutting out toward the vehicle front side. 
     The three projecting portions  42 A are disposed at intervals along the vehicle front-rear direction, and are each formed with a U-shaped cross-section in vehicle side view. However, the projecting portion  42 A at the vehicle rear side does not have a side wall at the vehicle rear side, and is formed in a flange shape jutting out toward the vehicle rear side. The two flat portions  42 B link between upper end portions of two adjacent projecting portions  42 A and are disposed extending along the vehicle front-rear direction. Plural through-holes  42 D, piercing through in the vehicle up-down direction at intervals along the vehicle width direction, are formed in the vehicle rear side flat portion  42 B. The diameter of each through-hole  42 D is of a size through which a shaft portion of a bolt  43  can be inserted. The flange  42 C juts out toward the vehicle front side from an upper end portion of the vehicle front side projecting portion  42 A. 
     As illustrated in  FIG. 2 , a bent portion  42 E bent diagonally toward an upper side along the vehicle width direction is formed at a vehicle width direction end portion of the center frame  42 . A through-hole  42 F, piercing through in the vehicle up-down direction, is formed further to the vehicle width direction inside than the bent portion  42 E of the center frame  42 . Note that a weld nut, not illustrated in the drawings, is provided at a peripheral edge portion of the through-hole  42 F at the upper face of the center frame  42 . A location at which the through-hole  42 F is formed and the bent portion  42 E of the center frame  42  are joined by a bolt, not illustrated in the drawings, to the upper side of a vehicle width direction inside end portion of a sunroof bracket  46 , described later. 
     As illustrated in  FIG. 5 , when the vehicle  10  is viewed in the vehicle width direction, vehicle front-rear direction center portions of the center frame  42  and the roof reinforcement  44  are disposed offset further to the rear side than a vehicle front-rear direction center portion of the center pillar  26 . This is in order to widen the opening  16  (see  FIG. 1 ) along the vehicle front-rear direction. 
     As viewed in the vehicle width direction, a portion of the center frame  42   a  in the vehicle front-rear direction front side is disposed at an upper side of an upper end portion of the center pillar  26 . In other words, as viewed in the vehicle width direction, a portion at the front side of the center frame  42 , this being the portion with length L1 from a vehicle front-rear direction front end, extends further toward the front side than a rear end position of the upper end portion of the center pillar  26 . In the present exemplary embodiment, L2&gt;L1, where L2 is the vehicle front-rear direction length of the upper end portion of the center pillar  26 . 
     Sunroof Bracket 
     As illustrated in  FIG. 2 , the sunroof bracket  46  includes a first joint portion  46 A, a flat portion  46 B, and a second joint portion  46 C. The sunroof bracket  46  is formed with a rectangular waveform shaped cross-section profile running along the vehicle front-rear direction. 
     The first joint portion  46 A is superimposed on a vehicle up-down direction center portion of the roof side rail inner panel  23  from the vehicle width direction inside, and joined thereto by welding. The flat portion  46 B extends toward the vehicle width direction inside from an upper end portion of the first joint portion  46 A. The second joint portion  46 C bends diagonally toward a lower side along the vehicle width direction from a vehicle width direction inside end portion of the flat portion  46 B, and is formed in a crank shape. A through-hole  46 D, piercing through in the vehicle up-down direction, is formed at the second joint portion  46 C. The vehicle width direction end portion of the center frame  42  is superimposed on the second joint portion  46 C from the upper side, and joined thereto by the bolt, not illustrated in the drawings. 
     Sunroof Unit 
     As illustrated in  FIG. 3 , the sunroof unit  30  is configured including a sunroof frame  32  configuring part of a unit main body, sliding glass  34  serving as an example of a cover member, and the movement section  50  that moves the sliding glass  34 . 
     Sunroof Frame 
     The sunroof frame  32  configures an upper section frame at an upper side of the sunroof unit  30 . The sunroof frame  32  is disposed further to a lower side than the roof panel  14 , and surrounds the opening  16 , as viewed in the vehicle up-down direction. A frame member  33  (see  FIG. 4 ), configuring part of the sunroof unit  30 , is provided further to a lower side than the sunroof frame  32 . 
     Sliding glass 
     As viewed along the vehicle up-down direction, a sealing material, not illustrated in the drawings, is attached to an outer peripheral face of the sliding glass  34 . The opening  16  is closed by disposing the sliding glass  34  in a closed position in which the sealing material is sandwiched between the sliding glass  34  and the sunroof frame  32 . The opening  16  is opened by disposing the sliding glass  34  in an open position further to an upper side than the roof panel  14 . 
     Movement Section 
     The movement section  50  is configured including a slide rail  52 , and a roof motor, a slide section, and a link mechanism section, none of which are illustrated in the drawings. The movement section  50  moves the sliding glass  34  to the open position and the closed position described above. 
     The slide rail  52  is laid along the vehicle front-rear direction, further to the upper side than the vehicle width direction end portion of the center frame  42 , and further to the lower side than a vehicle width direction outer end portion of the sunroof frame  32  and a vehicle width direction end portion of the roof reinforcement  44 . The slide rail  52  extends along the vehicle front-rear direction across a range from a front end portion of the sunroof frame  32  to further to the rear side than the center frame  42 . The slide rail  52  supports the slide section and the link mechanism section, not illustrated in the drawings, so as to allow movement thereof along the vehicle front-rear direction. 
     The slide section is moved toward the front side or rear side on the slide rail  52  by the roof motor being driven, not illustrated in the drawings, provided adjacent to the sunroof frame  32 . The link mechanism section is attached to the slide section. The link mechanism section is configured by plural link members, not illustrated in the drawings, and some of the link members are attached to the sliding glass  34 . The link mechanism section is operated by the roof motor being driven, and moves a rear end portion of the sliding glass  34  toward an upper side or a lower side. 
     In the sunroof unit  30 , when opening the opening  16 , the roof motor is driven to operate the link mechanism section, thereby disposing the rear end portion of the sliding glass  34  further to the upper side than a front end portion thereof, in a sloped state. The slide section then moves toward the rear side (the arrow A side), such that the sliding glass  34  is disposed in the open position above the roof panel  14 , and the opening  16  is opened. 
     In the sunroof unit  30 , when closing the opening  16 , the roof motor is driven to move the slide section toward the front side. The link portion is then operated, and the rear end portion of the sliding glass  34  moves to the lower side toward the closed position, and the opening  16  is thereby closed by the sliding glass  34 . As described above, the sunroof unit  30  has a structure in which the sliding glass  34  moves toward the upper side of the roof panel  14 . A space  54  (see  FIG. 2 ) is thereby formed in the sunroof unit  30 , between the pair of slide rails  52 , and between the center frame  42  and the roof reinforcement  44 . 
     Roof Reinforcement 
     As illustrated in  FIG. 2 , the roof reinforcement  44  is a reinforcing member of the roof panel  14 , and extends along the vehicle width direction further to a lower side than the roof panel  14 , and further to the upper side than the center frame  42  and the movement section  50 . Namely, the roof reinforcement  44  is formed in an elongated shape with its length direction along the vehicle width direction and its breadth direction along the vehicle front-rear direction. The roof reinforcement  44  is installed further to the vehicle cabin inside than the pair of roof side rails  18 . 
     As illustrated in  FIG. 4 , the roof reinforcement  44  is formed with a rectangular waveform shaped cross-section profile running along the vehicle front-rear direction. Specifically, the roof reinforcement  44  includes three projecting portions  44 A formed projecting toward the vehicle lower side with respect to an upper face, two flat portions  44 B that link together the three projecting portions  44 A along the vehicle front-rear direction, and flanges  44 C,  44 D. The three projecting portions  44 A are disposed at intervals along the vehicle front-rear direction, and are each formed with a U-shaped cross-section. The flange  44 C juts out toward the vehicle front side from the vehicle front side projecting portion  44 A. The flange  44 D juts out toward the vehicle rear side from the vehicle rear side projecting portion  44 A. 
     As illustrated in  FIG. 2 , the vehicle width direction end portion of the roof reinforcement  44  is not joined to the roof side rail  18 . Specifically, the roof reinforcement  44  is configured with a structure that is suspended from the roof panel  14  using spring and a coupling member, not illustrated in the drawings. Note that the vehicle width direction end portion of the roof reinforcement  44  may be joined to the roof side rail  18 . 
     Coupling Brackets 
     As illustrated in  FIG. 2 , the coupling brackets  62 ,  64  couple together the center frame  42  and the roof reinforcement  44  in the vehicle up-down direction, further to the vehicle width direction inside than the movement section  50 . 
     The coupling bracket  62  includes a plate shaped base portion  62 A running along the vehicle width direction. The base portion  62 A is mounted on an upper face of the flat portion  42 B of the center frame  42 . The vehicle width direction center position of the base portion  62 A is disposed so as to be aligned in the vehicle up-down direction with the vehicle width direction center position M of the vehicle upper section  12 . Namely, one coupling bracket  62  is provided along the vehicle width direction. 
     The base portion  62 A is formed with a through-hole  62 F piercing through in the vehicle up-down direction. The through-hole  62 F is of a size through which the shaft portion of the bolt  43  can be inserted. Moreover, a weld nut  62 G is integrally formed at a location at a peripheral edge of the through-hole  62 F and at the vehicle upper side of the base portion  62 A. The bolt  43  is inserted through the through-hole  42 D and the through-hole  62 F and is fastened to the weld nut  62 G, thereby joining the base portion  62 A to the upper face of the center frame  42 . 
     Both vehicle width direction end portions of the base portion  62 A are formed with a pair of upright wall portions  62 B,  62 C extending from the base portion  62 A toward the vehicle upper side. The upright wall portions  62 B,  62 C respectively slope toward the vehicle width direction inside and outside with respect to the vehicle up-down direction. Namely, a cross-section profile of the coupling bracket  62  viewed along the vehicle front-rear direction is formed in a hat shape open toward an upper side. The base portion  62 A and the upright wall portions  62 B,  62 C are an example of a main body section. Upper end portions of the upright wall portions  62 B,  62 C are formed with flanges  62 D,  62 E, serving as an example of flange portions. The flange  62 D juts out from the upright wall portion  62 B toward inside and the flange  62 C juts out from the upright wall portion  62 C toward outside in the vehicle width direction. 
     As illustrated in  FIG. 4 , the vehicle front-rear direction length of the base portion  62 A is substantially the same size as the vehicle front-rear direction length of the flat portion  42 B. The vehicle front-rear direction lengths of the flange  62 D and the flange  62 E are larger than the vehicle front-rear direction length of the base portion  62 A. An upper face of the flange  62 D and an upper face of the flange  62 E straddle between and contact lower faces of two projecting portions  44 A out of the three projecting portions  44 A of the roof reinforcement  44 . The flange  62 D and the flange  62 E are joined to the lower faces of the projecting portions  44 A by spot welding. 
     As illustrated in  FIG. 2 , each coupling bracket  64  is provided above the center frame  42 , and between the coupling bracket  62  and the slide rail  52  in the vehicle width direction. Namely, two of the coupling brackets  64  are provided in total, one at the left side and one at the right side of the center position M. A vehicle up-down direction height of the coupling bracket  64  is smaller than that of the coupling bracket  62 , but has a similar shape to the coupling bracket  62 . The same names and reference numerals as the coupling bracket  62  are accordingly used for the names and reference numerals of the respective portions of the coupling bracket  64 , and explanation thereof is omitted. 
     A base portion  62 A of the coupling bracket  64  is mounted on the flat portion  42 B of the center frame  42  (see  FIG. 4 ), and the bolt  43  is fastened to a weld nut  62 G, thereby joining the coupling bracket  64  to the upper face of the center frame  42 . Flanges  62 D,  62 E of the coupling bracket  64  are joined to the lower faces of the projecting portions  44 A of the roof reinforcement  44  by spot welding. Note that the coupling brackets  62 ,  64  of the first exemplary embodiment are disposed open toward the upper side, the front side, and rear side, but are not open toward left and right sides in the vehicle width direction. 
     Assembly of Vehicle Upper Section Structure 
     As illustrated in  FIG. 2 , during assembly of the vehicle upper section structure  40 , a vehicle width direction end portion of the roof panel  14  is joined onto the roof side rail  18 . Next, the roof reinforcement  44  is assembled to the lower side of the roof panel  14 . The flanges  62 D,  62 E of the coupling brackets  62 ,  64  are then joined to the lower side of the roof reinforcement  44 . The sunroof unit  30  is then assembled in a state in which the movement section  50  is disposed at the lower side of the vehicle width direction end portion of the roof reinforcement  44 . 
     The sunroof bracket  46  is then joined to the roof side rail  18  and the vehicle width direction end portion of the center frame  42  is joined to the sunroof bracket  46 . The slide rail  52  is disposed on the center frame  42  when this is performed. Next, the center frame  42  is joined to the base portions  62 A of the coupling brackets  62 ,  64  using the bolts  43 . The coupling brackets  62 ,  64  are coupled to the center frame  42  and the roof reinforcement  44  in this manner, thereby forming the vehicle upper section structure  40 . 
     Operation and Advantageous Effects 
     Explanation follows regarding operation and advantageous effects of the vehicle upper section structure  40  of the first exemplary embodiment. 
     As illustrated in  FIG. 6 , when a load F (collision load) is input to a vehicle body side section of the vehicle  10  from the side during a side-on collision, the load F is transmitted from the center pillar  26  to the roof side rail  18 , then input to the center frame  42  through the sunroof bracket  46 . 
     Note that in the vehicle upper section structure  40 , the roof reinforcement  44  is coupled to the center frame  42  through the coupling brackets  62 ,  64 . The load F input to the center frame  42  is thereby transmitted along a first transmission path of the center frame  42  itself as a load F 1 , and transmitted along a second transmission path reaching the roof reinforcement  44  through the coupling brackets  62 ,  64 , as a load F 2 . Namely, the load F input to the center frame  42  is distributed and effectively transmitted as the load F 1  and the load F 2 . 
     In the vehicle upper section structure  40 , the load F input to the vehicle body side section of the vehicle  10  is thereby distributed and transmitted as the load F 1  along the first transmission path and the load F 2  along the second transmission path, such that the load F is suppressed from localized concentration at a portion of the vehicle upper section  12 . In the vehicle upper section structure  40 , cross-section deformation of the center frame  42  and the roof reinforcement  44  is thereby suppressed compared to a configuration in which the center frame  42  and the roof reinforcement  44  are not coupled together, thereby enabling the vehicle upper section  12  to be suppressed from deforming in a side-on collision of the vehicle  10 . 
     Note that even when the load F is input to the roof reinforcement  44  prior to the center frame  42 , the load F is distributed by transmitting load to the center frame  42  through the coupling brackets  62 ,  64 , thereby enabling the vehicle upper section  12  to be suppressed from deforming in a side-on collision. 
     In the vehicle upper section structure  40 , the center frame  42  and the roof reinforcement  44  are coupled together by the coupling brackets  62 ,  64 , such that there is no need to bring the center frame  42  and the roof reinforcement  44  close to each other in order to couple these members together. Namely, there is no need to curve or bend at least one of the center frame  42  or the roof reinforcement  44  in order to bring these members together, thereby enabling the center frame  42  and the roof reinforcement  44  to be formed in straight lines running along the vehicle width direction. This enables the center frame  42  and the roof reinforcement  44  to be suppressed from deforming, since there is no curved or bent location that would become a weakened portion during load transmission. 
     In the vehicle upper section structure  40 , the front portion of the center frame  42  is disposed at the upper side of the upper end portion of the center pillar  26 . A load transmission path from the center pillar  26  to the center frame  42  is thereby shorter than in a structure in which the center frame  42  is not disposed at the upper side of the center pillar  26 . Load transmission efficiency from the center pillar  26  to the center frame  42  in a side-on collision is accordingly improved, thereby enabling an intrusion amount of the center pillar  26  toward the vehicle cabin  13  inside in a side-on collision to be reduced. 
     Second Exemplary Embodiment 
     Explanation follows regarding a vehicle upper section structure  80  according to a second exemplary embodiment. 
     The vehicle upper section structure  80  is provided to the vehicle  10 , instead of the vehicle upper section structure  40  according to the first exemplary embodiment illustrated in  FIG. 1 . Note that similar configuration to the first exemplary embodiment is appended with the same reference numerals, and explanation thereof is omitted as appropriate. Similar configuration is a concept including configuration that has basically the same function, although part of the length or shape may be different. 
     As illustrated in  FIG. 7 , the vehicle upper section structure  80  includes the center frame  42 , roof reinforcement  82 , the movement section  50  (see  FIG. 2 ), and coupling brackets  84 , each serving as an example of a coupling section and of a bracket. Note that the vehicle upper section structure  80  has a similar structure at both sides of the center position M in the vehicle width direction of the vehicle upper section  12  (see  FIG. 2 ). Explanation thereby follows regarding the vehicle upper section structure  80  on the one vehicle width direction side (right side) and explanation of the other side (left side) is omitted. The x mark in  FIG. 7  indicates a spot welded location. 
     Roof Reinforcement 
     The roof reinforcement  82  is a reinforcing member of the roof panel  14 , and extends along the vehicle width direction further to the vehicle up-down direction lower side than the roof panel  14 , and further to the upper side than the center frame  42  and the movement section  50  (see  FIG. 2 ). Namely, the roof reinforcement  82  is formed in an elongated shape with its length direction along the vehicle width direction and its breadth direction along the vehicle front-rear direction. The roof reinforcement  82  is installed further to the vehicle cabin inside than the pair of roof side rails  18  (see  FIG. 2 ). 
     The roof reinforcement  82  is formed with a trapezoid waveform shaped cross-section profile running along the vehicle front-rear direction. Specifically, the roof reinforcement  82  includes three projecting portions  82 A formed projecting toward the vehicle lower side with respect to an upper face, two flat portions  82 B that link together upper end portions of the three projecting portions  82 A along the vehicle front-rear direction, and an extension portion  82 C formed in a crank shape at a rear end portion of the rear side projecting portion  82 A. 
     A vehicle width direction end portion of the roof reinforcement  82  is not joined to the roof side rail  18  (see  FIG. 2 ), and is configured with a structure that is suspended from the roof panel  14  using a spring and a coupling member, not illustrated in the drawings. Note that the vehicle width direction end portion of the roof reinforcement  82  may be joined to the roof side rail  18 . 
     Coupling Brackets 
     The coupling brackets  84  each extend with a set length along the vehicle width direction. The coupling brackets  84  are provided at three locations, including the center position M (see  FIG. 2 ), and are provided at intervals along the vehicle width direction. The coupling brackets  84  couple together the center frame  42  and the roof reinforcement  82  further to the vehicle width direction inside than the movement section  50  (see  FIG. 2 ). 
     Specifically, each coupling bracket  84  includes a plate shaped base portion  84 A running along the vehicle front-rear direction. The base portion  84 A is mounted on the upper face of the flat portion  42 B of the center frame  42 . The base portion  84 A is formed with a through-hole  84 F piercing through in the vehicle up-down direction. The through-hole  84 F is of a size through which the shaft portion of the bolt  43  can be inserted. Moreover, a weld nut  84 G is integrally formed at a location at a peripheral edge of the through-hole  84 F at the vehicle upper side of the base portion  84 A. The bolt  43  is inserted through the through-hole  42 D and the through-hole  84 F and fastened to the weld nut  84 G, thereby joining the base portion  84 A to the upper face of the center frame  42 . 
     Both vehicle front-rear direction end portions of the base portion  84 A are formed with a pair of upright wall portions  84 B,  84 C extending from the base portion  84 A toward the vehicle upper side. The upright wall portions  84 B,  84 C respectively slope toward the front side and rear side with respect to the vehicle up-down direction. Namely, as an example, the cross-section profile of the coupling bracket  84 , viewed in the vehicle width direction, is formed in a hat shape open toward the upper side. Note that the coupling bracket  84  of the second exemplary embodiment is disposed open toward the upper side, and the vehicle width direction inside and outside, but is not open toward the front side and rear side. The base portion  84 A and the upright wall portions  84 B,  84 C are an example of a main body section. Upper end portions of the upright wall portions  84 B,  84 C are formed with flanges  84 D,  84 E, serving as an example of flange portions. The flange  84 D juts out from the upright wall portion  84 B toward the front side and the flange  84 E juts out from the upright wall portion  84 C toward the rear side. 
     The vehicle front-rear direction length of the base portion  84 A is substantially the same size as the vehicle front-rear direction length of the flat portion  42 B. The vehicle front-rear direction lengths of the flange  84 D and the flange  84 E are smaller than the respective vehicle front-rear direction lengths of the flat portions  82 B and the extension portion  82 C. An upper face of the flange  84 D contacts a lower face of the rear side flat portion  82 B, and an upper face of the flange  84 E contacts a lower face of the extension portion  82 C. The flange  84 D is joined to the lower face of the flat portion  82 B by spot welding, and the flange  84 E is joined to the lower face of the extension portion  82 C by spot welding. 
     Operation and Advantageous Effects 
     Explanation follows regarding operation and advantageous effects of the vehicle upper section structure  80  of the second exemplary embodiment. 
     In the vehicle upper section structure  80  illustrated in  FIG. 7 , when the load F is input to the vehicle body side section of the vehicle  10  during a side-on collision, the load F is input to the center frame  42  through a similar load transmission path to that in the first exemplary embodiment. 
     Note that in the vehicle upper section structure  80 , the roof reinforcement  82  is coupled to the center frame  42  through the coupling brackets  84 . The load input to the center frame  42  is thereby transmitted along a first transmission path of the center frame  42  itself, and transmitted along a second transmission path reaching the roof reinforcement  82  through the coupling brackets  84 . Namely, load input to the center frame  42  is distributed and effectively transmitted as load along the first transmission path and load along the second transmission path. 
     In the vehicle upper section structure  80 , load input to the vehicle body side section of the vehicle  10  is thereby distributed and transmitted along the first transmission path and along the second transmission path, such that load is suppressed from localized concentration at a portion of the vehicle upper section  12 . In the vehicle upper section structure  80 , cross-section deformation of the center frame  42  and the roof reinforcement  82  is thereby suppressed compared to a configuration in which the center frame  42  and the roof reinforcement  82  are not coupled together, thereby enabling the vehicle upper section  12  to be suppressed from deforming in a side-on collision of the vehicle  10 . 
     Note that even when load is input to the roof reinforcement  82  prior to the center frame  42 , the load is distributed by transmitting load to the center frame  42  through the coupling brackets  84 , thereby enabling the vehicle upper section  12  to be suppressed from deforming in a side-on collision. 
     In the vehicle upper section structure  80 , the center frame  42  and the roof reinforcement  82  are coupled together by the coupling brackets  84 , such that there is no need to bring the center frame  42  and the roof reinforcement  82  close to each other in order to couple these members together. Namely, there is no need to curve or bend at least one of the center frame  42  or the roof reinforcement  82  in order to bring these members together, thereby enabling the center frame  42  and the roof reinforcement  82  to be formed in straight lines running along the vehicle width direction. This enables the center frame  42  and the roof reinforcement  82  to be suppressed from deforming, since there is no curved or bent location that would become a weakened portion during load transmission. 
     In the vehicle upper section structure  80 , a ridgeline “A” that forms a boundary between the upright wall portion  84 B and the flange  84 D, and a ridgeline “B” that forms a boundary between the upright wall portion  84 C and the flange  84 E, are disposed along the vehicle width direction, this being the load transmission direction. Namely, the ridgeline direction of the coupling bracket  84  runs along the load transmission direction. The coupling brackets  84  thereby transmit load along this ridgeline direction that is not liable to deform, thereby enabling the coupling brackets  84 , the center frame  42 , and the roof reinforcement  82  to be suppressed from deforming. Moreover, since the coupling brackets  84  transmit load along a direction that is not liable to deform, the plate thickness of the coupling brackets  84  can be reduced. This enables the weight of the vehicle upper section structure  80  to be reduced. 
     Note that the present invention is not limited to the above exemplary embodiments. 
     Placement of the center frame  42  at the upper side of the upper end portion of the center pillar  26  is not limited to an offset placement in which respective portions overlap each other in the vehicle up-down direction as in the present exemplary embodiments, and the entire center frame  42  may be disposed directly above the center pillar  26 . 
     The center frame  42 , the roof reinforcement  44 , and the coupling brackets  62 ,  64  are not limited to a single set in the vehicle front-rear direction as in the first exemplary embodiment, and plural sets may be provided in a row along the vehicle front-rear direction. Moreover, plural center frames  42  in a row along the vehicle front-rear direction may be joined together with single roof reinforcement  44  in the vehicle front-rear direction by coupling brackets. Alternatively, a single center frame  42  in the vehicle front-rear direction may be joined together with plural roof reinforcements  44  in a row along the vehicle front-rear direction by coupling brackets. Note that the center frame  42 , the roof reinforcement  82 , and the coupling brackets  84  of the second exemplary embodiment may be similarly configured by a combination of single or plural members. 
     The center frame  42  and the roof reinforcement  44  are not limited to rectangular waveform shaped cross-sections, and may each be formed in other shapes, such as a plate shape or a trapezoidal waveform shape. The configuration of the center frame and roof reinforcement to be employed may be selected as appropriate according to a relationship with the vehicle upper section structure, depending on vehicle type. 
     The coupling section coupling together the center frame and the roof reinforcement is not limited to the coupling brackets  62 ,  64 , and  84 . As another example of a coupling section, a configuration may be applied in which a bent or curved coupling section is formed at one of either the center frame or the roof reinforcement, and the coupling section is joined to the other member. As another example of a coupling section, bent or curved coupling sections may be formed to both the center frame and the roof reinforcement, and the coupling sections are joined together. 
     The joint method of the coupling brackets  62 ,  64 ,  84  to the center frame  42  and the roof reinforcement  44 ,  82  is not limited to spot welding at the upper portions and bolt fastening at the lower portions thereof, and both the upper portions and the lower portions may be joined by either spot welding or bolt fastening. Furthermore, the vehicle upper section structure is not limited to having a similar structure at both left and right sides in the vehicle width direction, and may have different structures at the right side and the left side in the vehicle width direction. 
     The coupling bracket  62  and the coupling bracket  64  that are open toward the vehicle front-rear direction and the coupling bracket  84  that is open toward the vehicle width direction may be used in a row in the vehicle width direction. There may either be one of each, or plural of the coupling brackets  62 ,  64 , and  84 . 
     The movement section  50  is not limited to moving the sliding glass  34  by sliding. For example, in a structure in which a cover member that closes the opening  16  is moved in the vehicle up-down direction by a link mechanism section, the link mechanism section is an example of a movement section. 
     Vehicle upper section structures according to the first exemplary embodiment and the second exemplary embodiment of the present invention have been explained above. Obviously, these exemplary embodiments may be combined and implemented as appropriate, and various embodiments may be implemented with a range not departing from the scope of the present invention.