Patent Description:
In a cab-over truck disclosed in Japanese Patent Application Laid-Open (<CIT>, an engine disposed below a cabin is supported by a front section of a chassis frame. A floor member configuring part of a framework of the cabin is disposed above the front section of the chassis frame. The floor member extends along a vehicle front-rear direction, and a front end portion and a rear end portion of the floor member are supported by the chassis frame. <CIT> discloses a vehicle body front structure of cab-over vehicle. <CIT> discloses a vehicle front portion structure.

In the above related art, the engine is mounted to the front section of the chassis frame. In cases in which a power unit including a motor is installed instead of an engine, an electronic unit that controls power supplied to the motor is sometimes installed above the motor. In such vehicles, if for example the front section of the chassis frame is deformed toward the upper side at a time of head-on collision, the electronic unit supported by the front section of the chassis frame might crash into the cabin and incur damage as a result. Since high pressure power is supplied to the electronic unit, measures to prevent such damage are required.

In consideration of the above circumstances, the present disclosure obtains a vehicle front section structure that is capable of preventing a power unit from crashing into a vehicle body at a time of head-on collision.

Besides, a vehicle front section structure of a first aspect of the present disclosure includes a power unit, left and right front side frames, and left and right front side members. The power unit is disposed at a front section of a vehicle. The left and right front side frames extend along a vehicle front-rear direction at respective sides in a vehicle width direction with respect to the power unit, configure a front section of a frame of the vehicle, and support the power unit. A lower kick section sloping with a downward gradient on progression toward a vehicle rear side is formed at a rear section of each of the front side frames. The left and right front side members extend along the vehicle front-rear direction at a vehicle upper side of the left and right front side frames, are supported by the left and right front side frames, and configure a part of a vehicle body. An upper kick section sloping with a downward gradient on progression toward the vehicle rear side is formed at a rear section of each of the front side members.

In the first aspect, the left and right front side frames and the left and right front side members undergo deformation at the respective lower kick sections and upper kick sections in a vehicle head-on collision. This deformation enables collision load to be absorbed. Moreover, as a result of this deformation, the left and right front side frames and the left and right front side members are displaced obliquely toward the vehicle upper-rear side in a parallel or substantially parallel state. When this occurs, the power unit disposed between the left and right front side frames and supported by the left and right front side frames is displaced obliquely toward the vehicle upper-rear side together with the vehicle body, configured in part by the left and right front side members. This enables the power unit to be prevented from crashing into the vehicle body.

In the first aspect, the vehicle body further includes a floor member that configures a floor section of a vehicle cabin, that is disposed at a vehicle upper side of the power unit, and that is supported by the left and right front side members, wherein the power unit includes a motor and an electronic control unit disposed at a vehicle upper side with respect to the motor which is configured to control power supplied to the motor.

In a vehicle head-on collision, the left and right front side frames and the left and right front side members undergo deformation at the respective upper kick sections and lower kick sections. Thus, the power unit supported by the left and right front side frames is displaced obliquely toward the vehicle upper-rear side together with the floor member supported by the left and right front side members and disposed at the vehicle upper side of the power unit. This enables the power unit to be prevented from crashing into the floor member.

A vehicle front section structure of a second aspect of the present disclosure is the first aspect, further including a cross member that connects front end portions of the upper kick sections in the vehicle width direction.

In the second aspect, the front end portions of the upper kick sections of the left and right front side members are connected in the vehicle width direction by the cross member. This for example enables the deformation at the upper kick sections of the left and right front side members to be stabilized.

A vehicle front section structure of a third aspect of the present disclosure is the second aspect, further including a seat frame that is configured to support a seat of the vehicle and has a front end portion supported by the cross member.

In the third aspect, the front end portion of the seat frame that supports the vehicle seat is supported by the cross member. In a vehicle head-on collision, the left and right front side members undergo deformation at the upper kick sections, and the cross member is displaced obliquely toward the vehicle upper-rear side, namely toward the opposite side to an object that has collided with the vehicle, together with the left and right front side members and the seat frame. This enables the seat supported by the seat frame to be made to retreat toward the opposite side to the colliding object.

A vehicle front section structure of a further aspect of the present disclosure is any one of the first aspect to the third aspect, wherein a deformation portion configured to undergo compression deformation in the vehicle front-rear direction at a time of head-on collision of the vehicle is provided at a front section of each of the left and right front side frames. Front sections of the left and right front side members and the respective deformation portions are connected by left and right coupling members configured so as to more readily undergo plastic deformation under collision load at a time of head-on collision than the left and right front side members.

In the further aspect, the deformation portions that undergo compression deformation in the vehicle front-rear direction in a vehicle head-on collision are provided at the front sections of the left and right front side frames, and the respective deformation portions and the front sections of the left and right front side members are connected by the left and right coupling members. Thus, the front sections of the left and right front side members are supported by the left and right deformation portions through the left and right coupling members. The left and right coupling members are configured so as to more readily undergo plastic deformation under collision load at a time of head-on collision than the left and right front side members, and so undergo plastic deformation when the left and right deformation portions undergo compression deformation. Thus, even in configurations in which the left and right coupling members are connected to the left and right deformation portions, the left and right coupling members can be prevented from hindering compression deformation of the left and right deformation portions. This enables deformation stroke of the left and right deformation portions to be set longer in the vehicle front-rear direction. Moreover, the left and right coupling members can also be utilized as members to absorb collision load. This enables collision load absorption performance to be improved.

As described above, the vehicle front section structure according to the present disclosure is capable of preventing the power unit from crashing into the vehicle body at a time of head-on collision.

Explanation follows regarding a vehicle front section structure <NUM> according to an exemplary embodiment of the present disclosure, with reference to <FIG>. Note that some of the reference numerals may be omitted from the drawings in order to facilitate viewing of the drawings. In the respective drawings, the arrow FR, the arrow LH, and the arrow UP respectively indicate a vehicle front side (direction of progress), a vehicle left side, and a vehicle upper side, as appropriate. Moreover, unless specifically stated otherwise, simple reference to front and rear, left and right, and up and down directions refers to front and rear in a vehicle front-rear direction, left and right in a vehicle left-right direction (vehicle width direction), and up and down in a vehicle vertical direction.

As illustrated in <FIG>, a vehicle <NUM> applied with the vehicle front section structure <NUM> according to the present exemplary embodiment is what is referred to as a body-on-frame vehicle in which a vehicle body <NUM> is supported by a ladder frame <NUM>. As an example, the vehicle <NUM> is a bus. Although not illustrated in the drawings, the vehicle body <NUM> of the vehicle <NUM> has a substantially rectangular block-shaped external profile. As an example, the vehicle <NUM> is an electric vehicle. First, explanation follows regarding an outline of a framework structure of the vehicle <NUM>.

The ladder frame <NUM> includes a left and right pair of side frames <NUM> and plural cross members <NUM>, <NUM>. The left and right side frames <NUM> extend along the front-rear direction at both vehicle width direction side sections of the vehicle <NUM>. The plural cross members <NUM>, <NUM> each extend along the vehicle width direction so as to be arrayed in the front-rear direction with a spacing therebetween. The left and right side frames <NUM> are connected in the vehicle width direction by the plural cross members <NUM>, <NUM>.

The left and right side frames <NUM> are respectively configured by left and right front side frames <NUM>, left and right central side frames <NUM>, and left and right rear side frames (not illustrated in the drawings). The left and right front side frames <NUM> extend along the front-rear direction at both vehicle width direction side sections of a front section of the vehicle <NUM>. The left and right central side frames <NUM> extend along the front-rear direction at both vehicle width direction side sections of a front-rear direction central section of the vehicle <NUM>. The left and right rear side frames extend along the front-rear direction at both vehicle width direction side sections of a rear section of the vehicle <NUM>. The front side frames <NUM>, the central side frames <NUM>, and the rear side frames are each formed in an angular tube shape using a steel material or the like, and each have a rectangular closed cross-section profile as viewed along the front-rear direction. Note that plural non-illustrated cross members are also provided between the left and right central side frames <NUM>, and between the left and right rear side frames.

A front section 18F of each of the left and right front side frames <NUM> extends in a straight line along the front-rear direction. A front end portion of each of the front sections 18F (namely, a front end portion of each of the left and right front side frames <NUM>) configures a deformation portion 18F1 that undergoes axial compression deformation in the front-rear direction at a time of head-on collision of the vehicle <NUM>. Plural beads <NUM> that extend along the vertical direction as an example are formed arrayed along the front-rear direction on left and right side faces of each of the deformation portions 18F1. The deformation portions 18F1 are therefore weaker with respect to load in the front-rear direction than other locations of the respective front sections 18F. Front-rear direction intermediate portions of the respective front sections 18F are connected in the vehicle width direction by the cross member <NUM>. A suspension tower <NUM> is fixed to a vehicle width direction outer face of each of the front sections 18F.

A front side portion of a rear section 18R of each of the left and right front side frames <NUM> configures a lower kick section 18R1 that slopes with a downward gradient on progression toward the rear side. A rear side portion of the rear section 18R extends in a straight line along the front-rear direction. Each of the rear sections 18R is bent into substantially a crank shape at bend portions <NUM>, <NUM> on both front and rear sides of the lower kick section 18R1. The bend portion <NUM> on the front side is bent so as to bulge toward the upper-rear side, whereas the bend portion <NUM> on the rear side is bent so as to bulge toward the lower-front side. Front portions of the respective lower kick sections 18R1 (namely, front portions of the respective rear sections 18R) are connected in the vehicle width direction by the cross member <NUM>. Front end portions of the left and right central side frames <NUM> are joined to rear end portions of the respective rear sections 18R.

A motor <NUM> (not illustrated in <FIG>) for causing the vehicle <NUM> to travel is disposed between the left and right front side frames <NUM>. The motor <NUM> is supported by the left and right front side frames <NUM> through the cross members <NUM>, <NUM> and a non-illustrated support member or the like. An electronic unit <NUM> that controls power supplied to the motor <NUM> is disposed above the motor <NUM>. The electronic unit <NUM> is supported by the left and right front side frames <NUM> through a support frame <NUM>. As an example, the support frame <NUM> includes a front and rear pair of cross frame sections (not allocated reference numerals) that span between the left and right front side frames <NUM>, and a left and right pair of side frame sections (not allocated reference numerals) that span between the front and rear cross frame sections, so as to have a ladder shape in plan view. The motor <NUM> and the electronic unit <NUM> configure a power unit <NUM>.

The vehicle body <NUM> is supported from the lower side by the ladder frame <NUM> with the above configuration. The vehicle body <NUM> includes floor paneling <NUM> configuring floor sections of a vehicle cabin <NUM>, and a left and right pair of front side members <NUM>. The floor paneling <NUM> corresponds to a "floor member" of the present disclosure. The floor paneling <NUM> includes a front floor panel <NUM> configuring a floor section at a front section of the vehicle cabin <NUM>, a central floor panel <NUM> configuring a floor section at a front-rear direction intermediate section of the vehicle cabin <NUM>, and a rear floor panel (not illustrated in the drawings) configuring a floor section at a rear section of the vehicle cabin <NUM>. The front floor panel <NUM>, the central floor panel <NUM>, and the rear floor panel are each configured of sheet steel or the like.

A front section of the front floor panel <NUM> configures a driving seat floor section 46F extending along the front-rear direction and the vehicle width direction. A rear section of the front floor panel <NUM> configures a sloped section 46R that slopes with a downward gradient on progression toward the vehicle rear side. The driving seat floor section 46F is disposed spaced apart from and at the upper side with respect to the front sections 18F of the left and right front side frames <NUM>, and the sloped section 46R is disposed spaced apart from and at the upper side with respect to the rear sections 18R of the left and right front side frames <NUM>. The above-mentioned electronic unit <NUM> is disposed below the driving seat floor section 46F. A front end portion of the central floor panel <NUM> is joined to a rear end portion of the sloped section 46R. The central floor panel <NUM> extends along the front-rear direction and the vehicle width direction. A non-illustrated battery that stores power for supply to the above-mentioned motor <NUM> is disposed below the central floor panel <NUM>. High pressure power supplied from the battery to the electronic unit <NUM> is supplied to the motor <NUM> under the control of the electronic unit <NUM>.

The front floor panel <NUM> is supported by the left and right front side frames <NUM> through the left and right pair of front side members <NUM>. The left and right front side members <NUM> configure part of the vehicle body <NUM>, and extend along the front-rear direction at the upper side and vehicle width direction outside with respect to the left and right front side frames <NUM>. The left and right front side members <NUM> are each manufactured by for example pressing sheet steel, and are joined to a lower face of the front floor panel <NUM> by a means such as welding. Specifically, each of the front side members <NUM> has a hat-shaped cross-section profile open toward the upper side as viewed along the front-rear direction, and is joined to the lower face of the front floor panel <NUM> at left and right flanges (not allocated reference numerals) provided at upper end portions of the front side member <NUM>. Thus, a closed cross-section extending along the vehicle front-rear direction is formed by each of the front side members <NUM> and the front floor panel <NUM>.

A front section 48F of each of the left and right front side members <NUM> extends in a straight line along the front-rear direction, and is joined to a lower face of the driving seat floor section 46F of the front floor panel <NUM>. A rear section 48R of each of the left and right front side members <NUM> configures an upper kick section 48R that slopes with a downward gradient on progression toward the vehicle rear side, and is joined to a lower face of the sloped section 46R of the front floor panel <NUM>. Each of the upper kick sections 48R is bent into substantially a crank shape at bend portions <NUM>, <NUM> on both front and rear sides. The bend portion <NUM> on the front side is bent so as to bulge toward the upper-rear side, whereas the bend portion <NUM> on the rear side is bent so as to bulge toward the lower-front side.

A front cross member <NUM> that extends along the vehicle width direction is disposed at front end portions of the left and right front side members <NUM>. The front cross member <NUM> is configured of sheet steel or the like, and has a hat-shaped cross-section profile open toward the front side as viewed along the vehicle width direction. A flange that for example overlays a rear face of the front cross member <NUM> is provided at the front end portion of each of the left and right front side members <NUM>, and the flange is fixed to the rear face of the front cross member <NUM> by a means such as bolt-fastening. The front end portions of the left and right front side members <NUM> are thereby connected in the vehicle width direction by the front cross member <NUM>.

Both vehicle width direction end portions of the front cross member <NUM> are supported by the front end portions (namely, the respective deformation portions 18F1) of the left and right front side frames <NUM> through left and right front pillar members <NUM>. Each of the left and right front pillar members <NUM> is for example formed by pressing sheet steel, and has a box shape open toward the front and upper sides. For example, a non-illustrated flange formed to an upper end portion of each of the front pillar members <NUM> is fixed to the front cross member <NUM> by a means such as welding or bolt-fastening. A lower end portion of each of the front pillar members <NUM> is fixed to the corresponding front side frame <NUM> through a bracket <NUM>. The bracket <NUM> is fixed to a vehicle width direction outside face of the corresponding deformation portion 18F1 by a means such as welding. The front pillar member <NUM> is mounted on an upper face of the corresponding bracket <NUM>, and is fixed to the bracket <NUM> by a means such as bolt-fastening.

Front end portions of the respective upper kick sections 48R of the left and right front side members <NUM> are supported by the left and right front side frames <NUM> through left and right rear pillar members <NUM>. Each of the left and right rear pillar members <NUM> is for example formed by pressing sheet steel, and has a box shape open toward the vehicle width direction center side and the upper side. For example, a flange formed to an upper end portion of each of the rear pillar members <NUM> is fixed to the front end portion of the corresponding upper kick section 48R by a means such as welding. A lower end portion of each of the rear pillar members <NUM> is fixed to the corresponding front side frame <NUM> through a bracket <NUM>. The bracket <NUM> is fixed to a vehicle width direction outside face of the front end portion of the corresponding upper kick section 48R by a means such as welding. The corresponding rear pillar member <NUM> is mounted on an upper face of the bracket <NUM>, and is fixed to the bracket <NUM> by a means such as bolt-fastening.

The left and right front side members <NUM> are supported from the lower side by the left and right front side frames <NUM> through the front cross member <NUM>, the front pillar members <NUM>, the brackets <NUM>, the rear pillar members <NUM>, and the brackets <NUM>. The front floor panel <NUM> is supported from the lower side by the left and right front side members <NUM>. An instrument panel <NUM> is mounted and fixed to an upper face of the front section of the front floor panel <NUM>.

The front end portions of the respective upper kick sections 48R of the left and right front side members <NUM> are connected in the vehicle width direction by a seat cross member <NUM> (see <FIG> and <FIG>). The seat cross member <NUM> corresponds to a "cross member" of the present disclosure. The seat cross member <NUM> is for example formed in an angular tube shape using a steel material, and extends along the vehicle width direction. Both vehicle width direction end portions of the seat cross member <NUM> project further toward the vehicle width direction outsides than the left and right front side members <NUM>. The seat cross member <NUM> is joined to the front end portions of the respective upper kick sections 48R by a means such as welding. A rear end portion of the driving seat floor section 46F is joined to an upper face of the seat cross member <NUM> by a means such as welding. The seat cross member <NUM> supports a front end portion of a seat frame <NUM> from the lower side.

The seat frame <NUM> is a frame that supports a driving seat <NUM>, configuring a seat of the vehicle <NUM>, from the lower side. The seat frame <NUM> includes a left and right pair of vertical sections <NUM> extending along the vertical direction, and a horizontal section <NUM> extending rearward from upper end portions of the left and right vertical sections <NUM>. Brace portions <NUM> span in the form of bracing between lower end portions of the vertical sections <NUM> and front-rear direction intermediate portions of the horizontal section <NUM>. The lower end portions of the vertical sections <NUM> are fixed to the rear end portion of the driving seat floor section 46F and to the seat cross member <NUM> by a means such as bolt-fastening. A rear end portion of the horizontal section <NUM> is fixed to vertical direction intermediate portions of a left and right pair of support pillars <NUM> that project upward from the front end portion of the central floor panel <NUM>.

The left and right support pillars <NUM> are for example each formed in an angular tube shape using a steel material or the like, extend along the vertical direction, and are arrayed in the vehicle width direction with a spacing therebetween. Plural passenger seats <NUM> are disposed at the rear side of the left and right support pillars <NUM>. The plural passenger seats <NUM> are arranged in a row along the vehicle width direction, and are fixed to the left and right support pillars <NUM> through brackets or the like. Although not illustrated in the drawings, plural other passenger seats are provided in a rear area inside the vehicle cabin <NUM>.

As illustrated in <FIG>, <FIG>, and <FIG> to <FIG>, the deformation portions 18F1 of the left and right front side frames <NUM> and the corresponding front sections 48F of the left and right front side members <NUM> are connected by left and right coupling members <NUM>. As illustrated in <FIG> and <FIG>, each of the left and right coupling members <NUM> includes an upper fixing portion <NUM> fixed to the front section 48F of the corresponding left or right front side member <NUM>, a lower fixing portion <NUM> (not illustrated in <FIG>) fixed to the left or right front pillar member <NUM> and the corresponding bracket <NUM>, and an intermediate coupling portion <NUM> that couples the upper fixing portion <NUM> and the lower fixing portion <NUM> together. The upper fixing portion <NUM>, the lower fixing portion <NUM>, and the intermediate coupling portion <NUM> are each manufactured by for example pressing sheet steel.

Each of the coupling members <NUM> is oriented so as to slope with an upward gradient on progression toward the vehicle rear side at the vehicle rear of the corresponding front pillar member <NUM>, and spans in the form of bracing between the front pillar member <NUM> and a front-rear direction intermediate portion of the front section 48F of the corresponding front side member <NUM>. The intermediate coupling portion <NUM> of the coupling member <NUM> and locations peripheral thereto are formed with an L-shaped cross-section profile (namely, an open cross-section profile). The coupling members <NUM> are configured so as to more readily undergo plastic deformation under collision load at a time of head-on collision of the vehicle <NUM> than the front side members <NUM>.

Next, explanation follows regarding operation and advantageous effects of the present exemplary embodiment.

In the vehicle front section structure <NUM> with the above configuration, the left and right front side frames <NUM> that configure front sections of the ladder frame <NUM> of the vehicle <NUM> extend along the front-rear direction at respective sides in a vehicle width direction of the power unit <NUM>, and support the power unit <NUM>. The left and right front side members <NUM> extend along the front-rear direction at the upper sides of the left and right front side frames <NUM>. The left and right front side members <NUM> are supported by the left and right front side frames <NUM>, and configure part of the vehicle body <NUM>.

Furthermore, the respective rear sections 18R, 48R of the left and right front side frames <NUM> and of the left and right front side members <NUM> include the lower kick sections 18R1 and the upper kick sections 48R that slope with a downward gradient on progression toward the vehicle rear side. Thus, stress concentrates at the bend portions <NUM>, <NUM>, <NUM>, <NUM> of the lower kick sections 18R1 and the upper kick sections 48R at a time of head-on collision of the vehicle <NUM>, and the lower kick sections 18R1 and the upper kick sections 48R undergo deformation at these bend portions <NUM>, <NUM>, <NUM>, <NUM> (see the front side frame <NUM> and the front side member <NUM> illustrated by double-dotted dashed lines in <FIG>). This deformation enables collision load to be absorbed.

Moreover, as a result of this deformation, the left and right front side frames <NUM> and the left and right front side members <NUM> are displaced obliquely toward the vehicle upper-rear side in a parallel or substantially parallel state. When this occurs, the power unit <NUM> disposed between the left and right front side frames <NUM> and supported by the left and right front side frames <NUM> is displaced obliquely toward the vehicle upper-rear side together with the vehicle body <NUM>, configured in part by the left and right front side members <NUM>. This enables the power unit <NUM> to be prevented from crashing into the vehicle body <NUM>.

Moreover, in the present exemplary embodiment, the vehicle body <NUM> includes the front floor panel <NUM> configuring a floor section of the vehicle cabin <NUM> and supported by the left and right front side members <NUM> disposed at the vehicle upper side of the power unit <NUM>. When the power unit <NUM> is displaced obliquely toward vehicle upper-rear side in the above-described manner, the front floor panel <NUM> is displaced obliquely toward the vehicle upper-rear side together with the power unit <NUM>. This enables the electronic unit <NUM> of the power unit <NUM> to be prevented from crashing into the lower face of the front floor panel <NUM>, thereby enabling damage to the electronic unit <NUM> as a result of such a collision to be prevented. This enables the front floor panel <NUM> (not illustrated in <FIG>) of the vehicle cabin <NUM> to be made to retreat obliquely toward the vehicle upper-rear side, namely toward the opposite side to an object that has collided with the vehicle. Occupant safety is better secured as a result.

Moreover, in the present exemplary embodiment, the front end portions of the respective upper kick sections 48R of the left and right front side members <NUM> are connected in the vehicle width direction by the seat cross member <NUM> (see <FIG> and <FIG>). This for example enables the deformation at the respective upper kick sections 48R of the left and right front side members <NUM> to be stabilized.

Moreover, the seat cross member <NUM> supports the front end portion of the seat frame <NUM> that supports the driving seat <NUM> of the vehicle <NUM>. At a time of head-on collision of the vehicle <NUM>, the left and right front side members <NUM> undergo deformation at the respective upper kick sections 48R, and the seat cross member <NUM> is displaced obliquely toward the vehicle upper-rear side together with the left and right front side members <NUM> and the seat frame <NUM>. This enables the driving seat <NUM> supported by the seat frame <NUM> to be made to retreat toward the opposite side to the colliding object.

In the present exemplary embodiment, the deformation portions 18F1 that undergo compression deformation in the vehicle front-rear direction in a vehicle head-on collision are provided at the front sections of the left and right front side frames <NUM>, and the respective deformation portions 18F1 and the front sections of the left and right front side members <NUM> are connected by the left and right coupling members <NUM>. Thus, the front sections of the left and right front side members <NUM> are supported by the left and right deformation portions 18F1 through the left and right coupling members <NUM>. This enables the supported rigidity of the front floor panel <NUM> by the front sections 48F of the left and right front side members <NUM> under normal circumstances to be increased.

Moreover, the left and right coupling members <NUM> are configured so as to more readily undergo plastic deformation under collision load at a time of head-on collision than the left and right front side members <NUM>, and so the coupling members <NUM> undergo plastic deformation when the left and right deformation portions 18F1 undergo compression deformation. Thus, even in configurations in which the left and right coupling members <NUM> are connected to the corresponding left and right deformation portions 18F1, the left and right coupling members <NUM> can be prevented from hindering compression deformation of the left and right deformation portions 18F1. This enables deformation stroke of the left and right deformation portions 18F1 to be set longer in the front-rear direction. Moreover, the left and right coupling members <NUM> can also be utilized as members to absorb collision load. This enables collision load absorption performance to be improved.

The left and right coupling members <NUM> are oriented so as to slope with an upward gradient on progression toward the vehicle rear side. This enables upper end portions of the left and right coupling members <NUM> to be coupled to the front-rear direction intermediate portions of the front sections 48F of the corresponding left and right front side members <NUM>. This enables flexing of the front-rear direction intermediate portions of the front sections 48F to be suppressed under normal circumstances by the left and right coupling members <NUM>. The supported rigidity of the front floor panel <NUM> by the front sections 48F can be effectively increased as a result.

Moreover, in the present exemplary embodiment, both vehicle width direction end portions of the front cross member <NUM> that are joined to the front end portions of the left and right front side members <NUM> are supported by the respective deformation portions 18F1 of the left and right front side frames <NUM> through the left and right front pillar members <NUM>. The left and right coupling members <NUM> are disposed at the rear of the left and right front pillar members <NUM>, and span in the form of bracing between the left and right front pillar members <NUM> and the corresponding left and right front side members <NUM>. This enables the left and right front pillar members <NUM> and the left and right front side members <NUM> to be reinforced under normal circumstances by the left and right coupling members <NUM> serving as bracing.

Note that although the left and right coupling members <NUM> are configured including locations formed with an open cross-section profile in the above exemplary embodiment, there is no limitation thereto, and configuration of the left and right coupling members may be modified as appropriate. For example, the left and right coupling members may be manufactured using a tube-shaped material.

Moreover, although the above exemplary embodiment includes the seat cross member <NUM> that connects between the front end portions of the respective upper kick sections 48R of the left and right front side members <NUM> in the vehicle width direction, and the front end portion of the seat frame <NUM> is supported by the seat cross member <NUM>, there is no limitation thereto. The installation locations of the cross member that connects between the left and right front side members <NUM> in the vehicle width direction and of the seat frame may be modified as appropriate.

Moreover, although the driving seat <NUM> is supported by the seat frame <NUM> in the above exemplary embodiment, there is no limitation thereto, and the seat supported by the seat frame may be a seat other than the driving seat (such as a front passenger seat).

Moreover, although the left and right coupling members <NUM> span in the form of bracing between the left and right front pillar members <NUM> (pillar members) and the left and right front side members <NUM> in the above exemplary embodiment, there is no limitation thereto. For example, lower end portions of the left and right coupling members may be directly coupled to deformation portions of the left and right front side frames without being coupled to left and right pillar members.

Claim 1:
A vehicle front section structure (<NUM>), comprising:
a power unit (<NUM>) disposed at a front section of a vehicle (<NUM>);
left and right front side frames (<NUM>) that extend along a vehicle front-rear direction at respective sides in a vehicle width direction with respect to the power unit (<NUM>), that configure a front section of a frame (<NUM>) of the vehicle (<NUM>), that are configured to support the power unit (<NUM>),
left and right front side members (<NUM>) that extend along the vehicle front-rear direction at a vehicle upper side of the left and right front side frames (<NUM>), that are supported by the left and right front side frames (<NUM>), that configure a part of a vehicle body (<NUM>),
characterized in that the vehicle body (<NUM>) includes a floor member (<NUM>) that configures a floor section of a vehicle cabin (<NUM>), that is disposed at a vehicle upper side of the power unit (<NUM>), and that is supported by the left and right front side members (<NUM>),
in that the left and right front side frames (<NUM>) include a lower kick section (18R1), sloping with a downward gradient on progression toward a vehicle rear side, formed at a rear section of each of the front side frames (<NUM>), and the left and right front side members (<NUM>) include an upper kick section (48R), sloping with a downward gradient on progression toward the vehicle rear side, formed at a rear section of each of the front side members (<NUM>),
and in that the power unit (<NUM>) includes a motor (<NUM>) and an electronic unit (<NUM>) disposed at a vehicle upper side with respect to the motor (<NUM>) and configured to control power supplied to the motor (<NUM>).