Patent Description:
For example, as disclosed in <CIT>, an engine room is marked off from a vehicle cabin by a partition wall portion which extends in a vehicle width direction and an up-down direction. In the engine room in front of the partition wall portion, a pair of left and right suspension tower portions, on which upper portions of front suspension apparatuses are mounted, are formed to bulge to an inside of the vehicle cabin, and a pair of left and right front side frames are provided which extend in a vehicle front-rear direction.

Another vehicle body front structure for an electric vehicle is known from <CIT>, <CIT>, <CIT> or <CIT>, wherein <CIT> suggests a vehicle body front structure having a pair of left and right suspension towers which are formed to bulge inward in the vehicle width direction and support upper portions of the front suspension devices.

Incidentally, because in a vehicle including an engine in related art, an engine and accessory components configuring an intake-and-exhaust system, and so forth are provided in an engine room, in a case where an impact load is exerted from front in a collision, the vehicle absorbs the impact load by deforming components in the engine room, front side frames, and so forth.

However, because in a case of an electric vehicle, accessory components are largely decreased compared to an engine, there is a concern that an impact load cannot sufficiently be absorbed.

Meanwhile, it is desirable to improve vehicle-body rigidity in terms of operation stability and riding comfort in vehicle traveling; however, when reinforcement members are simply added in order to improve the vehicle-body rigidity, this leads to an increase in a vehicle-body weight and is not preferable in view of energy conservation, and so forth, for example.

The present disclosure has been made in consideration of such problems, and an object thereof is to achieve both of securing of a crash stroke in an area in front of a traveling motor and an improvement in vehicle-body rigidity.

To achieve the above object, a first aspect of the present disclosure can be based on a vehicle-body front structure for an electric vehicle in which a traveling motor is installed in a vehicle front portion. The vehicle-body front structure includes: a partition wall portion which is provided to extend in a vehicle width direction in the vehicle front portion and demarcates a vehicle cabin inside space; and a pair of left and right suspension tower portions which are formed to bulge inward in the vehicle width direction and support upper portions of front suspension apparatuses. A lower-side portion of the partition wall portion is formed to be positioned further to vehicle rear toward a lower position and/or may extend rearwardly and/or downwardly, the traveling motor is installed below the lower-side portion of the partition wall portion, and an upper-side portion of the partition wall portion extends from an intermediate portion of the left suspension tower portion in a vehicle front-rear direction to an intermediate portion of the right suspension tower portion in the vehicle front-rear direction.

In this configuration, because the traveling motor is installed below the lower-side portion of the partition wall portion which is formed to be positioned further to the vehicle rear toward a lower position, it becomes possible to cause the traveling motor to be close to a vehicle rear side. Accordingly, a crash stroke in a collision is sufficiently secured in a front-rear direction.

Further, because the intermediate portions, in the front-rear direction, of the suspension tower portions which bulge inward in the vehicle width direction are connected with each other by the upper-side portion of the partition wall portion, a length, in the vehicle width direction, of the upper-side portion of the partition wall portion becomes short, the partition wall portion thereby becomes light, and the left and right suspension tower portions can be connected together by a short path. Accordingly, rigidity of the vehicle-body front portion is improved.

The partition wall portion according to a second aspect of the present disclosure may include a first partition wall portion and a second partition wall portion which extends from a lower portion of the first partition wall portion toward a lower position to be positioned further to the vehicle rear. The traveling motor can be installed below a lower-side portion of the second partition wall portion, and the first partition wall portion can be formed to extend from an intermediate portion of the left suspension tower portion in the vehicle front-rear direction to an intermediate portion of the right suspension tower portion in the vehicle front-rear direction. In this configuration, the first partition wall portion and the second partition wall portion may be configured with separate members or may be configured with one member.

In a third aspect of the present disclosure, the vehicle-body front structure may include a motor arrangement portion which is formed by causing a part of the second partition wall portion to bulge to an inside of a vehicle cabin and in which at least a part of the traveling motor is capable of being arranged.

In this configuration, because the motor arrangement portion formed in the second partition wall portion bulges to the inside of the vehicle cabin, it becomes possible to cause the traveling motor to be close to the vehicle rear side. Accordingly, a crash stroke in a collision can more largely be secured.

In a fourth aspect of the present disclosure, the first partition wall portion may be provided with a partition wall reinforcement member which extends in the vehicle width direction. In this configuration, rigidity of the first partition wall portion can further be enhanced by the partition wall reinforcement member.

In a fifth aspect of the present disclosure, front wheel wells which bulge to vehicle-width-direction inner sides may be continuous with vehicle rear sides of the left and right suspension tower portions. Both sides of the second partition wall portion in the vehicle width direction can be connected with the left and right front wheel wells.

In this configuration, because the front wheel wells which bulge inward in the vehicle width direction are connected with each other by the second partition wall portion, a length of the second partition wall portion in the vehicle width direction becomes short, the second partition wall portion thereby becomes light, and the left and right front wheel wells can be connected together by a short path. Accordingly, rigidity of the vehicle-body front portion is further improved.

In a sixth aspect of the present disclosure, the vehicle-body front structure may include a pair of left and right side sills which extend in the vehicle front-rear direction in both end portions of a floor panel in the vehicle width direction. In this case, because the second partition wall portion can extend to the vehicle rear to reach the left and right side sills and can be connected with the left and right side sills, rigidity of the vehicle-body front portion is further improved.

As described above, a lower-side portion of a partition wall portion is formed to be positioned further to vehicle rear toward a lower position, a traveling motor is installed below the lower-side portion of the partition wall portion, and intermediate portions of left and right suspension tower portions in a front-rear direction are connected with each other in a portion of the partition wall portion on an upper side of the traveling motor. Accordingly, both of securing of a crash stroke in an area in front of the traveling motor and an improvement in vehicle-body rigidity can be achieved.

An embodiment of the present invention will hereinafter be described in detail based on drawings. Note that the description of a preferable embodiment in the following is substantially only about examples and is not at all intended to restrict the present invention, applications thereof, or uses thereof.

<FIG> is a left side view of an electric vehicle (electric automobile) <NUM> including a vehicle-body front structure A according to the embodiment of the present invention. As illustrated in <FIG>, the electric vehicle <NUM> includes a lower structure <NUM> and an upper structure <NUM>. In <FIG>, a front bumper, a rear bumper, front and rear wheels, and so forth are omitted and are illustrated by imaginary lines, and each portion is schematically illustrated. In <FIG>, in addition to the components omitted in <FIG>, doors, a bonnet hood, a front fender, window glass, front and rear lighting devices, interior materials, and so forth are omitted, and each portion is schematically illustrated.

Note that in the description of the embodiment, a vehicle front side will simply be referred to as "front", a vehicle rear side will simply be referred to as "rear", a vehicle right side will simply be referred to as "right", and a vehicle left side will simply be referred to as "left". A right-left direction of the vehicle is a vehicle width direction.

As illustrated in <FIG>, the electric vehicle <NUM> is a passenger automobile. The electric vehicle <NUM> may be of any of a sedan type, a hatch-back type, a minivan type, and so forth, and its shape is not particularly limited. As illustrated in <FIG>, in the electric vehicle <NUM>, a vehicle cabin R1 is formed which serves as a staying space (vehicle cabin inside space) for an occupant. As illustrated in <FIG>, a front seat (seat) S1 is provided on a front side in the vehicle cabin R1, and a rear seat S2 is provided in rear of the front seat S1 in the vehicle cabin R1. In the rear of the rear seat S2, a trunk R2 is provided in accordance with necessity. The vehicle cabin R1 and the trunk R2 are provided to the upper structure <NUM>. Note that in the vehicle cabin R1, only the front seat S1 may be provided, or a third row seat (not illustrated) may be provided in the rear of the rear seat S2.

Meanwhile, a space (front-side space) in front of the vehicle cabin R1 as a front portion of the electric vehicle <NUM> can be set as a power chamber R3, for example. That is, as illustrated in <FIG>, the vehicle-body front structure A is provided to the electric vehicle <NUM> which includes a front-side traveling motor M1 installed in a vehicle front portion, a rear-side traveling motor M2 installed in a vehicle rear portion, batteries B supplying electric power to the traveling motors M1 and M2, and a battery casing <NUM> housing the batteries B. The battery casing <NUM> is disposed below a floor panel <NUM> described later. <FIG> is a plan view of a front-side power train PT1 and its vicinity, and <FIG> is a bottom view in a case where the front-side power train PT1 is omitted.

The front-side traveling motor M1 produces a driving force for driving left and right front wheels FT, and the front-side power train PT1 is configured with only the front-side traveling motor M1 or with the front-side traveling motor M1, a speed reducer, a transmission, and so forth. Further, the rear-side traveling motor M2 illustrated in <FIG> and <FIG> produces a driving force for driving left and right rear wheels RT (illustrated in <FIG>), and a rear-side power train PT2 is configured with only the rear-side traveling motor M2 or with the rear-side traveling motor M2, a speed reducer, a transmission, and so forth.

In the present embodiment, the rear-side traveling motor M2 is configured to produce a highest output (maximum torque) which is high compared to the front-side traveling motor M1, and the rear-side traveling motor M2 has a larger size than the front-side traveling motor M1. Accompanying that, the rear-side power train PT2 becomes larger than the front-side power train PT1. Note that the rear-side traveling motor M2 may produce a highest output which is low compared to the front-side traveling motor M1, or the rear-side traveling motor M2 and the front-side traveling motor M1 may produce equivalent highest outputs. Further, only the front-side power train PT1 may be provided, or only the rear-side power train PT2 may be provided. Further, for example, in a case of a large-sized vehicle, the front-side traveling motor M1 and the rear-side traveling motor M2 are installed which are large compared to a small-sized vehicle.

As illustrated in <FIG>, the lower structure <NUM> includes the battery casing <NUM>, a pair of left and right front side frames <NUM> and <NUM> which extend forward in front of the battery casing <NUM>, and a pair of left and right rear frame <NUM> and <NUM> which extend rearward in the rear of the battery casing <NUM>. A reference numeral <NUM> denotes the left front side frame, and a reference numeral <NUM> denotes the right front side frame. A reference numeral <NUM> denotes the left rear frame, and a reference numeral <NUM> denotes the right rear frame. In <FIG>, a lid body <NUM> (described later) of the battery casing <NUM> is detached.

In a case of a common electric automobile, a battery casing is often formed as a separate body from a vehicle body and is often detachable from a portion below a floor; however, in the present embodiment, not only the battery casing <NUM> but also the left and right front side frames <NUM> and <NUM> and the left and right rear frames <NUM> and <NUM> are integrated with the battery casing <NUM>, and the front side frames <NUM> and <NUM> and the rear frames <NUM> and <NUM> together with the battery casing <NUM> are detachable from the upper structure <NUM>.

Specifically, the electric vehicle <NUM> of the present embodiment is configured to be capable of being divided, in an up-down direction, into the lower structure <NUM> having the battery casing <NUM> and the upper structure <NUM> forming the vehicle cabin R1 and the trunk R2. Being capable of being divided in the up-down direction means that without using welding, adhesion, or the like, the lower structure <NUM> is integrated with the upper structure <NUM> by using fastening members such as bolts, nuts, and screws. Accordingly, because the lower structure <NUM> can be separated from the upper structure <NUM> in accordance with necessity when maintenance or repairs are performed after the electric vehicle <NUM> is passed into the hands of a user, high maintainability is achieved. Note that fastening members used in the following description include bolts, nuts, screws, and so forth.

Here, as a vehicle-body structure of an automobile, a vehicle-body structure of a ladder frame type has been known. In a case of the vehicle-body structure of the ladder frame type, the vehicle-body structure is being capable of being divided, in the up-down direction, into a ladder frame and a cabin, but the ladder frame continuously extends in a front-rear direction and thus mainly receives a collision load in a front collision and a rear collision. In a side collision, the ladder frame only subsidiarily receives a collision load, and the collision load is mainly received by the cabin. As described above, in the vehicle-body structure of the ladder frame type, usually, different members receive collision loads between the front collision and rear collision and the side collision.

On the other hand, in a case of the electric vehicle <NUM> of the present embodiment, the lower structure <NUM> having the front side frames <NUM> and <NUM> and the rear frame <NUM> and <NUM> and the upper structure <NUM> are capable of being divided; however, a technical idea of the present embodiment is largely different from the vehicle-body structure of the ladder frame type in related art in the point that in both cases of the front collision and rear collision and the side collision, a collision load is received by the lower structure <NUM> and the upper structure <NUM>, and the collision load is capable of being dispersedly absorbed by both of the structures <NUM> and <NUM>. In the following, structures of the lower structure <NUM> and the upper structure <NUM> will be described in detail.

First, the lower structure <NUM> will be described. The lower structure <NUM> includes the front and rear power trains PT1 and PT2, the front wheels FT, the rear wheels RT, front suspension apparatuses <NUM>, rear suspension apparatuses <NUM>, and so forth in addition to the battery casing <NUM>, the front side frames <NUM> and <NUM>, and the rear frames <NUM> and <NUM>. Forms of the front suspension apparatus <NUM> and the rear suspension apparatus <NUM> are not particularly specified.

A battery unit BY is configured with the battery casing <NUM> and the batteries B housed in an internal portion of the battery casing <NUM>, but in addition to those, for example, a battery cooling device and so forth may be included in the battery unit BY.

The battery casing <NUM> is a large casing which is formed, below the floor panel <NUM> of the upper structure <NUM>, to be spanned from a left end portion vicinity to a right end portion vicinity of the floor panel <NUM> and to be spanned from a front end portion vicinity to a rear end portion vicinity of the floor panel <NUM>. As described above, the battery casing <NUM> is disposed in a wide range of a lower region of the floor panel <NUM>, and it thereby becomes possible to install the battery B with a large capacity in the electric vehicle <NUM>. The battery B may be a lithium-ion battery, a solid-state battery, or the like or may be another secondary cell. Further, the battery B may be a so-called battery cell or may be a battery pack housing plural battery cells. In the present embodiment, the battery B is configured with a battery pack, and plural battery packs are installed in a state where those are aligned in the front-rear direction and the left-right direction.

The battery casing <NUM> includes a left-side battery frame <NUM>, a right-side battery frame <NUM>, a front-side battery frame <NUM>, a rear-side battery frame <NUM>, a bottom plate <NUM>, and the lid body <NUM> (illustrated in <FIG>) which covers the batteries B from above. Note that <FIG> illustrates a state where the lid body <NUM> is detached.

The left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> are configured with an extruded material or the like of an aluminum alloy, for example, but may be configured with an aluminum alloy plate material or a press-formed material of a steel plate as well. The bottom plate <NUM> can be configured with an extruded material. In the following description, "extruded material" denotes an extruded material of an aluminum alloy, and "press-formed material" denotes an aluminum alloy plate material or a press-formed material of a steel plate. Further, each member may be configured with a casting, for example.

All of cross-sectional shapes of the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> in respective orthogonal directions to their longitudinal directions are rectangular shapes. Further, the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> are all arranged at the same height and extend in generally horizontal directions.

The left-side battery frame <NUM> and the right-side battery frame <NUM> are outer-side battery frames which extend in the front-rear direction on vehicle-width-direction outer sides of the batteries B. The left-side battery frame <NUM> is provided to a left-side portion of the battery casing <NUM> and extends in the front-rear direction along a left side sill <NUM>. The left-side battery frame <NUM> is fixed to the left side sill <NUM> by fastening members or the like. The right-side battery frame <NUM> is provided to a right-side portion of the battery casing <NUM> and extends in the front-rear direction along a right side sill <NUM>. The right-side battery frame <NUM> is fixed to the right side sill <NUM> by fastening members or the like.

Further, the front-side battery frame <NUM> is provided to a front portion of the battery casing <NUM> and extends in the left-right direction. In a front view, at least a part of the front-side traveling motor M1 configuring the front-side power train PT1 is positioned so as to overlap with at least a part of the front-side battery frame <NUM>, that is, an intermediate portion of the front-side battery frame <NUM> in the vehicle width direction. Further, the rear-side battery frame <NUM> is provided to a rear portion of the battery casing <NUM> and extends in the left-right direction.

A left end portion of the front-side battery frame <NUM> is connected with a front end portion of the left-side battery frame <NUM>, and a right end portion of the front-side battery frame <NUM> is connected with a front end portion of the right-side battery frame <NUM>. A left end portion of the rear-side battery frame <NUM> is connected with a rear end portion of the left-side battery frame <NUM>, and a right end portion of the rear-side battery frame <NUM> is connected with a rear end portion of the right-side battery frame <NUM>. Consequently, the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> are members which configure a rack frame formed to surround all of the batteries B in a plan view.

The bottom plate <NUM> extends generally horizontally and is fixed to lower surfaces of the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM>. Further, the lid body <NUM> is fixed to upper surfaces of the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM>. In other words, the lid body <NUM> is mounted on the battery frames <NUM> to <NUM>. When the lid body <NUM> is mounted on the battery frames <NUM> to <NUM>, for example, fastening members may be used, or adhesion, welding, or the like may be used. Consequently, a battery housing space S housing the batteries B (illustrated in <FIG>) is marked off and formed with the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, the rear-side battery frame <NUM>, the bottom plate <NUM>, and the lid body <NUM>.

The size of the battery housing space S can be changed in accordance with the capacity of the installed batteries B. The size of the battery housing space S is capable of being easily changed by changing lengths of the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> and a shape of the bottom plate <NUM>. For example, in a case where the electric vehicle <NUM> is a small vehicle which has a short wheelbase and narrow treads, the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, the rear-side battery frame <NUM> are made short, the shapes of the bottom plate <NUM> and the lid body <NUM> are made small in response to the shortening, and the battery housing space S thereby becomes small in accordance with the small vehicle. On the other hand, in a case of a large vehicle, the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> are made long, the shapes of the bottom plate <NUM> and the lid body <NUM> are made large in response to the elongation, and the battery housing space S thereby becomes large in accordance with the large vehicle. In a case where the left-side battery frame <NUM>, the right-side battery frame <NUM>, the front-side battery frame <NUM>, and the rear-side battery frame <NUM> are configured with the extruded material, the lengths can easily be changed. Further, the bottom plate <NUM> can be configured with the extruded material, and its shape can thereby easily be changed.

An upper portion of the battery housing space S may be closed by the above lid body <NUM> or may be closed by the floor panel <NUM> of the upper structure <NUM>. In the battery housing space S, other than the batteries B, a cooling device cooling the batteries B, a heating device heating the batteries B, and so forth (temperature adjustment devices) can also be provided. Further, electric power of the batteries B is supplied to the traveling motors M1 and M2 via a control device which is not illustrated. In addition, it is possible to charge the batteries B via a charging socket, a contactless charger, or the like which is not illustrated.

As illustrated in <FIG>, in the internal portion of the battery casing <NUM> configuring the battery unit BY, as strength members extending in the left-right direction, first to third inside-casing members (inside-unit members) 25A, 25B, and 25C are provided. All of heights of the first to third inside-casing members 25A, 25B, and 25C are the same and are generally the same as the heights of the left-side battery frame <NUM> and so forth. The inside-casing members 25A, 25B, and 25C may be configured with the extruded material or may be configured with the press-formed material. In the present embodiment, three inside-casing members 25A, 25B, and 25C are provided, but the number of inside-casing members 25A, 25B, and 25C may be increased or decreased in accordance with the dimension of the battery casing <NUM> in the front-rear direction. The first to third inside-casing members 25A, 25B, and 25C are second members.

The first to third inside-casing members 25A, 25B, and 25C are arranged at distances from each other in the front-rear direction, the first inside-casing member 25A is in a foremost position, and the third inside-casing member 25C is in a rearmost position. A lower portion of each of the inside-casing members 25A, 25B, and 25C is fixed to an upper surface of the bottom plate <NUM>. Further, a left end portion of each of the inside-casing members 25A, 25B, and 25C is fixed to an inner surface (right-side surface) of the left-side battery frame <NUM>, and a right end portion of each of the inside-casing members 25A, 25B, and 25C is fixed to an inner surface (left-side surface) of the right-side battery frame <NUM>. In other words, the inside-casing members 25A, 25B, and 25C are members which connect the left-side battery frame <NUM> and the right-side battery frame <NUM> together.

In the internal portion of the battery casing <NUM>, as strength members extending in the front-rear direction, a front central member (inside-unit member) <NUM> and first to third rear central members (inside-unit members) <NUM> to <NUM> are provided. The front central member <NUM> and the first to third rear central members <NUM> to <NUM> are arranged at generally the same heights and are provided at a center of the battery casing <NUM> in the left-right direction. Lower end portions of the front central member <NUM> and the first to third rear central members <NUM> to <NUM> are mounted on the upper surface of the bottom plate <NUM>. The front central member <NUM> and the first to third rear central members <NUM> to <NUM> are first members. The front central member <NUM> and first to third rear central members <NUM> to <NUM> and the first to third inside-casing members 25A, 25B, and 25C intersect with each other.

The front central member <NUM> is arranged between the front-side battery frame <NUM> and the first inside-casing member 25A, a front end portion of the front central member <NUM> is fixed to a central portion of the front-side battery frame <NUM> in the left-right direction, and a rear end portion of the front central member <NUM> is fixed to a central portion of the first inside-casing member 25A in the left-right direction. Consequently, the front-side battery frame <NUM> is a member which extends so as to connect the front end portions of the left-side battery frame <NUM> and the right-side battery frame <NUM> with the front end portion of the front central member <NUM>.

The first rear central member <NUM> is arranged between the first inside-casing member 25A and the second inside-casing member 25B, a front end portion of the first rear central member <NUM> is fixed to the central portion of the first inside-casing member 25A in the left-right direction, and a rear end portion of the first rear central member <NUM> is fixed to a central portion of the second inside-casing member 25B in the left-right direction. Further, the second rear central member <NUM> is arranged between the second inside-casing member 25B and the third inside-casing member 25C, a front end portion of the second rear central member <NUM> is fixed to the central portion of the second inside-casing member 25B in the left-right direction, and a rear end portion of the second rear central member <NUM> is fixed to a central portion of the third inside-casing member 25C in the left-right direction. Further, the third rear central member <NUM> is arranged between the third inside-casing member 25C and the rear-side battery frame <NUM>, a front end portion of the third rear central member <NUM> is fixed to the central portion of the third inside-casing member 25C in the left-right direction, and a rear end portion of the third rear central member <NUM> is fixed to a central portion of the rear-side battery frame <NUM> in the left-right direction. Consequently, because the first to third inside-casing members 25A, 25B, and 25C and the front central member <NUM> and first to third rear central members <NUM> to <NUM> are disposed in a lattice manner in the internal portion of the battery casing <NUM> and are coupled with each other, a reinforcement effect for the battery casing <NUM> is further enhanced.

When an imaginary straight line extending in the front-rear direction is presumed in a plan view, the positions of the front central member <NUM> and the first to third rear central members <NUM> to <NUM> in the left-right direction are set such that the positions are arranged on the imaginary straight line. In other words, the first to third rear central members <NUM> to <NUM> are provided to be positioned on a rearward imaginary extension line of the front central member <NUM>. Note that the front central member <NUM> and the first to third rear central members <NUM> to <NUM> may be configured with one member which is continuous in the front-rear direction.

As illustrated in <FIG> and so forth, the vehicle-body front structure A includes the pair of left and right front side frames <NUM> and <NUM>, a frame bracket <NUM>, a first cross member <NUM>, a pair of left and right impact absorption members <NUM> and <NUM>, and a second cross member <NUM>. In the present embodiment, in addition to the above members, the vehicle-body front structure A includes a front member <NUM>, reinforcement members 19A and 19B, and so forth. Members configuring the vehicle-body front structure A are not limited to the above-described members and may include other members, apparatuses, devices, and so forth. Further, among the above-described members, members which do not serve as configuration elements required for the present invention may be omitted.

The front side frames <NUM> and <NUM> linearly and generally horizontally extend below left and right front main frames <NUM> and <NUM> provided to the upper structure <NUM>. The front side frames <NUM> and <NUM> can be configured with the extruded material, the press-formed material, or the like, for example. In the present embodiment, because the front side frames <NUM> and <NUM> are configured with the extruded material, their cross-sectional shapes in a direction orthogonal to the front-rear direction are generally equivalent from front end portions to rear end portions.

The left and right front side frames <NUM> and <NUM> are mounted on the front-side battery frame <NUM> configuring the front portion of the battery casing <NUM> via the frame bracket <NUM>. In other words, rear portions of the left and right front side frames <NUM> and <NUM> are coupled with the front-side battery frame <NUM> by the frame bracket <NUM>. The frame bracket <NUM> is an integrally formed component of metal and extends in the left-right direction along a front surface of the front-side battery frame <NUM>. The rear portions of the left and right front side frames <NUM> and <NUM> are fixed to the frame bracket <NUM>. Metal which configures the frame bracket <NUM> is not particularly limited. For example, aluminum and so forth can be raised, and in this case, the frame bracket <NUM> can be formed by aluminum die-casting.

The left and right front side frames <NUM> and <NUM> are mounted on the front-side battery frame <NUM> via the frame bracket <NUM>, but the rear portions of the front side frames <NUM> and <NUM> are caused to adjoin the front surface of the front-side battery frame <NUM>. Consequently, the front side frames <NUM> and <NUM> extend forward from the front-side battery frame <NUM>. Note that the rear portion of the front side frames <NUM> and <NUM> may slightly be spaced apart forward from the front surface of the front-side battery frame <NUM>. In this case also, viewing those as the whole, it can be considered that the front side frames <NUM> and <NUM> extend forward from the front-side battery frame <NUM>.

The rear portion of the left front side frame <NUM> is arranged to correspond to a section on a left side of a center of the front-side battery frame <NUM> in the left-right direction. Further, the rear portion of the right front side frame <NUM> is arranged to correspond to a section on a right side of the center of the front-side battery frame <NUM> in the left-right direction. Accordingly, a distance between the left and right front side frames <NUM> and <NUM> becomes a predetermined distance. A distance between the rear portions of the front side frames <NUM> and <NUM> is set narrower than a distance between the left-side battery frame <NUM> and the right-side battery frame <NUM> of the battery casing <NUM>.

Heights of the left and right front side frames <NUM> and <NUM> are generally the same. Further, the left and right front side frames <NUM> and <NUM>, the front central member <NUM> of the battery casing <NUM>, the left-side battery frame <NUM>, and the right-side battery frame <NUM> are disposed at generally the same heights.

The left and right front side frames <NUM> and <NUM> extend to be positioned on the vehicle-width-direction outer sides toward the front. That is, the left front side frame <NUM> is inclined with respect to the imaginary straight line extending in the front-rear direction of the vehicle in a plan view so as to be positioned on a left side toward the front. Further, the right front side frame <NUM> is inclined with respect to the imaginary straight line extending in the front-rear direction of the vehicle in a plan view so as to be positioned on a right side toward the front. Accordingly, the distance between the left and right front side frames <NUM> and <NUM> (a separation distance in the vehicle width direction) becomes wider toward the front, and in a portion between the left and right front side frames <NUM> and <NUM>, a space C is formed in which all or a part of various components, apparatuses, devices, and so forth are capable of being arranged. Then, the space C has a shape which is enlarged in the vehicle width direction toward the front.

An inclination angle of the left front side frame <NUM> with respect to the above imaginary straight line is equivalent to an inclination angle of a right front side frame <NUM> with respect to the above imaginary straight line. A front portion of the left front side frame <NUM> is arranged on a vehicle-width-direction inner side of the left-side battery frame <NUM> of the battery casing <NUM>. Further, a front portion of the right front side frame <NUM> is arranged on the vehicle-width-direction inner side of the right-side battery frame <NUM> of the battery casing <NUM>.

Further, as illustrated in <FIG>, positions, in the front-rear direction, of the front portions of the left and right front side frames <NUM> and <NUM> and of front portions of the left and right front main frames <NUM> and <NUM> of the upper structure <NUM> are set to generally the same positions.

As illustrated in <FIG>, the frame bracket <NUM> includes a vertical plate portion 40a which extends in the vehicle width direction and the up-down direction along the front surface of the front-side battery frame <NUM> and a lower plate portion 40b which extends rearward from a lower edge portion of the vertical plate portion 40a along the lower surface of the front-side battery frame <NUM> and which extends also in the vehicle width direction. The vertical plate portion 40a and the lower plate portion 40b are fixed to the front-side battery frame <NUM> by fastening members or the like. In such a manner, the vertical plate portion 40a and the lower plate portion 40b of the frame bracket <NUM> are respectively fixed to the front surface and the lower surface of the front-side battery frame <NUM>, and mounting rigidity of the frame bracket <NUM> on the front-side battery frame <NUM> can thereby be enhanced.

In the vertical plate portion 40a of the frame bracket <NUM>, a left-side insertion hole 40c into which the rear portion of the left front side frame <NUM> is inserted and a right-side insertion hole 40d into which the rear portion of the right front side frame <NUM> is inserted are formed at a distance in the vehicle width direction. The rear portion of the left front side frame <NUM> is fixed to the frame bracket <NUM> by an adhesive, a fastening member, or the like, for example, in a state where the rear portion is inserted into the left-side insertion hole 40c.

As illustrated in <FIG>, the frame bracket <NUM> includes a left-side upper plate portion 40e which extends in the front-rear direction so as to cover an upper surface of the left front side frame <NUM> and a right-side upper plate portion 40f which extends in the front-rear direction so as to cover an upper surface of the right front side frame <NUM>. The left-side upper plate portion 40e and the upper surface of the left front side frame <NUM> are caused to adhere to each other by an adhesive, for example, and the right-side upper plate portion 40f and the upper surface of the right front side frame <NUM> are similarly caused to adhere to each other. Accordingly, the left and right front side frames <NUM> and <NUM> can firmly be fixed to the frame bracket <NUM>.

The frame bracket <NUM> has a left-side support portion <NUM> and a right-side support portion <NUM>, and the left-side support portion <NUM> and the right-side support portion <NUM> are integrally shaped with the vertical plate portion 40a and the lower plate portion 40b. The left-side support portion <NUM> is a portion which is arranged on the vehicle-width-direction outer side (left side) of the left front side frame <NUM> and supports the above front side frame <NUM> from the vehicle-width-direction outer side. Specifically, the left-side support portion <NUM> is protruded forward from a left-side portion of the left-side insertion hole 40c in the vertical plate portion 40a and extends along a left side surface of the left front side frame <NUM>. A front portion of the left-side support portion <NUM> reaches the vicinity of a central portion of the left front side frame <NUM> in the front-rear direction, and it thus becomes possible to support a wide range of the left-side support portion <NUM> by the left-side support portion <NUM>. It is also possible to cause the left front side frame <NUM> to adhere to the left-side support portion <NUM>.

Further, the right-side support portion <NUM> is a portion which is arranged on the vehicle-width-direction outer side (right side) of the right front side frame <NUM> and supports the above front side frame <NUM> from the vehicle-width-direction outer side. Specifically, the right-side support portion <NUM> is protruded forward from a right-side portion of the right-side insertion hole 40d in the vertical plate portion 40a and extends along a right side surface of the right front side frame <NUM>. A front portion of the right-side support portion <NUM> reaches the vicinity of a central portion of the right front side frame <NUM> in the front-rear direction, and it thus becomes possible to support a wide range of the right-side support portion <NUM> by the right-side support portion <NUM>. It is also possible to cause the right front side frame <NUM> to adhere to the right-side support portion <NUM>.

On the vehicle-width-direction outer side of the frame bracket <NUM>, left and right suspension arms 20A configuring the front suspension apparatuses <NUM> are supported to be swingable in the up-down direction. That is, in a portion on a left side of the left-side support portion <NUM> in the frame bracket <NUM>, a left-side arm mounting portion <NUM> is provided to be protruded to a left side. On the left-side arm mounting portion <NUM>, a base end portion of the left suspension arm 20A is mounted to be rotatable around a shaft extending in the front-rear direction. Further, in a portion on a right side of the right-side support portion <NUM> in the frame bracket <NUM>, a right-side arm mounting portion <NUM> is provided to be protruded to a right side. On the right-side arm mounting portion <NUM>, a base end portion of the right suspension arm 20A is mounted to be rotatable around a shaft extending in the front-rear direction.

The first cross member <NUM> is a member, which is suspended between a portion of the left front side frame <NUM> which is spaced apart forward from the front-side battery frame <NUM> and a portion of the right front side frame <NUM> which is spaced apart forward from the front-side battery frame <NUM>, and linearly extends in the vehicle width direction. The first cross member <NUM> can also be configured with the extruded material, the press-formed member, or the like. In the present embodiment, a left-side portion of the first cross member <NUM> is fixed to the front portion of the left front side frame <NUM>, and a right-side portion of the first cross member <NUM> is fixed to the front portion of the right front side frame <NUM>. Consequently, the front portions of the left and right front side frames <NUM> and <NUM> are coupled with each other by the first cross member <NUM>.

Further, the first cross member <NUM> is generally parallel with the front-side battery frame <NUM>. Accordingly, in a plan view, a rectangular shape (a trapezoidal shape in the present example) is formed with the first cross member <NUM>, the left and right front side frames <NUM> and <NUM>, and the front-side battery frame <NUM>, and a closed cross-section is configured when a horizontal cross section is seen.

A left side of the first cross member <NUM> is protruded to the vehicle-width-direction outer side of the front portion of the left front side frame <NUM>. Further, a right side of the first cross member <NUM> is protruded to the vehicle-width-direction outer side of the front portion of the right front side frame <NUM>.

The second cross member <NUM> is a member, which is arranged between the first cross member <NUM> and the front-side battery frame <NUM> and is suspended between the left front side frame <NUM> and the right front side frame <NUM>, and linearly extends in the vehicle width direction. The second cross member <NUM> can also be configured with the extruded material, the press-formed member, or the like. A dimension of the second cross member <NUM> in the vehicle width direction is shorter than a dimension of the first cross member <NUM> in the vehicle width direction.

As also illustrated in <FIG>, a left end portion of the second cross member <NUM> is fixed to a right side surface of the left front side frame <NUM> by adhesion, welding, a fastening member, or the like. A right end portion of the second cross member <NUM> is similarly fixed to a left side surface of the right front side frame <NUM>. Accordingly, intermediate portions of the left and right front side frames <NUM> and <NUM> in the front-rear direction are coupled with each other.

Further, the second cross member <NUM> is generally parallel with the front-side battery frame <NUM>. Accordingly, in a plan view, a rectangular shape (a trapezoidal shape in the present example) is formed with the second cross member <NUM>, the left and right front side frames <NUM> and <NUM>, and the front-side battery frame <NUM>, and a closed cross-section is configured when a horizontal cross section is seen. Further, in a plan view, a rectangular shape is also formed with the second cross member <NUM>, the left and right front side frames <NUM> and <NUM>, and the first cross member <NUM>.

As illustrated in <FIG>, the left reinforcement member 19A extends rearward from a portion on a left side of a central portion of the second cross member <NUM> in the vehicle width direction to the front-side battery frame <NUM>. A rear portion of the left reinforcement member 19A is fixed to the right side surface of the left front side frame <NUM>. Further, the right reinforcement member 19B extends rearward from a portion on a right side of the central portion of the second cross member <NUM> in the vehicle width direction to the front-side battery frame <NUM>. A rear portion of the right reinforcement member 19B is fixed to the left side surface of the right front side frame <NUM>.

The left impact absorption member <NUM> is provided in front of the left front side frame <NUM> and is configured with a tubular member which extends forward. Further, the right impact absorption member <NUM> is provided in front of the right front side frame <NUM> and is configured with a tubular member which extends forward. Similarly to crush cans 72a and 73a of the upper structure <NUM>, the impact absorption members <NUM> and <NUM> perform compressive deformation due to an impact load from the front in a phase previous to deformation of the front side frames <NUM> and <NUM> and thereby absorb the impact load. As illustrated in <FIG>, positions, in the front-rear direction, of rear portions of the left and right impact absorption members <NUM> and <NUM> and of rear portions of the crush cans 72a and 73a of the upper structure <NUM> are set to generally the same positions.

The rear portion of the left impact absorption member <NUM> is fixed to the front portion of the left front side frame <NUM>. A direction in which the left impact absorption member <NUM> extends is along the longitudinal direction of the left front side frame <NUM>, and an axis line of the impact absorption member <NUM> is positioned on a forward extension line of the front side frame <NUM>. Further, the rear portion of the right impact absorption member <NUM> is fixed to the front portion of the right front side frame <NUM>. A direction in which the right impact absorption member <NUM> extends is along the longitudinal direction of the right front side frame <NUM>, and an axis line of the impact absorption member <NUM> is positioned on a forward extension line of the front side frame <NUM>.

As illustrated in <FIG>, <FIG> and so forth, the front member <NUM> is a member which is suspended between the left and right impact absorption members <NUM> and <NUM>. A portion on a left side of a central portion of the front member <NUM> in the vehicle width direction is fixed to a front portion of the left impact absorption member <NUM>, and a portion on a right side of the central portion of the front member <NUM> in the vehicle width direction is fixed to a front portion of the right impact absorption member <NUM>. Accordingly, the left and right impact absorption members <NUM> and <NUM> are coupled together by the front member <NUM>. As illustrated in <FIG>, positions, in the front-rear direction, of the front member <NUM> and of a front bumper reinforcement <NUM> of the upper structure <NUM> are set to generally the same positions, and the front member <NUM> is positioned directly below the front bumper reinforcement <NUM>.

Next, the upper structure <NUM> will be described. As illustrated in <FIG>, the upper structure <NUM> includes the floor panel <NUM>, a dash panel (partition wall portion) <NUM>, the pair of left and right front main frames <NUM> and <NUM>, and the pair of left and right side sills <NUM> and <NUM>. A reference numeral <NUM> denotes the left front main frame, and a reference numeral <NUM> denotes the right front main frame. A reference numeral <NUM> denotes the left side sill, and a reference numeral <NUM> denotes the right side sill.

The floor panel <NUM> configures a floor surface of the vehicle cabin R1 and is formed with a steel plate or the like which extends in the front-rear direction and extends also in the left-right direction. A space above the floor panel <NUM> serves as the vehicle cabin R1. A roof <NUM> is provided to an upper portion of the vehicle cabin R1. Further, in both of left and right side portions of the upper structure <NUM>, front openings 3a and rear openings 3b are formed. As illustrated in <FIG>, the front opening 3a and the rear opening 3b are capable of being opened and closed by a front door <NUM> and a rear door <NUM>, respectively. Note that although not illustrated, a front door and a rear door are disposed on a right side of the upper structure <NUM> to be capable of being opened and closed.

The left and right side sills <NUM> and <NUM> are respectively disposed in both of left and right end portions of the floor panel <NUM> to extend in the front-rear direction. The left end portion of the floor panel <NUM> is connected with an intermediate portion of the left side sill <NUM> in the up-down direction, and the right end portion of the floor panel <NUM> is connected with an intermediate portion of the right side sill <NUM> in the up-down direction. Upper-side portions of the side sills <NUM> and <NUM> are protruded upward from connection portions with the floor panel <NUM>, and lower-side portions of the side sills <NUM> and <NUM> are protruded downward from the connection portions with the floor panel <NUM>. Because the battery casing <NUM> is arranged below the floor panel <NUM>, the battery casing <NUM> is arranged between the left and right side sills <NUM> and <NUM>, and in a vehicle side view, the lower-side portions of the side sills <NUM> and <NUM> overlap with the battery casing <NUM>. The battery casing <NUM> is fixed to the side sills <NUM> and <NUM>.

The left and right front main frames <NUM> and <NUM> are disposed in a vehicle-body front portion and are highly strong members which extend in the front-rear direction. That is, the left and right front main frames <NUM> and <NUM> are positioned in front of the floor panel <NUM>, are positioned above the floor panel <NUM>, and are specifically disposed to extend forward from both of left and right sides in a lower portion of the dash panel <NUM>. More specifically, rear ends of said left and right front main frames <NUM>, <NUM> may abut against and/or may be connected to and/or may be supported by said dash panel <NUM> and more particularly, said left and right sides of said lower portion of the dash panel <NUM>.

The left and right front main frames <NUM> and <NUM> form a left-right symmetrical structure and can be configured by joining plural press-formed materials or can be configured with the extruded material, for example. A cross section of each of the front main frames <NUM> and <NUM> in a direction orthogonal to the front-rear direction is set larger than a cross section of each of the front side frames <NUM> and <NUM> of the lower structure <NUM> in the same direction. Accordingly, the front main frames <NUM> and <NUM> become thick and highly strong members compared to the front side frames <NUM> and <NUM>.

Front end portions of the left and right front main frames <NUM> and <NUM> respectively have the crush cans 72a and 73a which perform compressive deformation in a front collision and absorb collision energy. The crush cans 72a and 73a are tubular members which extend in the front-rear direction. The crush cans 72a and 73a perform compressive deformation due to an impact load from the front in a phase previous to deformation of the front main frames <NUM> and <NUM> and thereby absorb the impact load. The front bumper reinforcement <NUM> extending in the left-right direction is fixed to front end portions of the left and right crush cans 72a and 73a.

As illustrated in <FIG>, the dash panel <NUM> is a member for making off the vehicle cabin R1 from the power chamber R3, and the dash panel <NUM> demarcates the vehicle cabin R1. The dash panel <NUM> is configured with a steel plate or the like, for example, extends in the left-right direction in the vehicle-body front portion, and extends also in the up-down direction. As illustrated in <FIG>, a pair of left and right suspension tower portions <NUM> and <NUM> are provided on both of left and right sides of a front portion of the upper structure <NUM>. A reference numeral <NUM> denotes the left suspension tower portion, and a reference numeral <NUM> denotes the right suspension tower portion.

Each of the left and right suspension tower portions <NUM> and <NUM> is formed to bulge inward in the vehicle width direction. That is, the left suspension tower portion <NUM> is formed to bulge rightward from left-side portions of the power chamber R3 and the vehicle cabin R1 in a range from the power chamber R3 to the vehicle cabin R1, its bulging range is set also in the up-down direction, and the left suspension tower portion <NUM> is capable of housing a part of the left front suspension apparatus <NUM> which will be described later and is provided to the lower structure <NUM>. An upper portion (for example, a shock absorber upper portion) of the left front suspension apparatus <NUM> is supported by an upper portion of the left suspension tower portion <NUM>. Further, the right suspension tower portion <NUM> is formed to bulge leftward from right-side portions of the power chamber R3 and the vehicle cabin R1 in a range from the power chamber R3 to the vehicle cabin R1, its bulging range is set also in the up-down direction, and the right suspension tower portion <NUM> is capable of housing a part of the right front suspension apparatus <NUM> which will be described later and is provided to the lower structure <NUM>. An upper portion of the right front suspension apparatus <NUM> is supported by an upper portion of the right suspension tower portion <NUM>.

As illustrated in <FIG>, on both of left and right sides of the front portion of the upper structure <NUM>, left and right front wheel wells <NUM> and <NUM> for housing the left and right front wheels FT are formed to bulge inward in the vehicle width direction. A reference numeral <NUM> denotes the left front wheel well, and a reference numeral <NUM> denotes the right front wheel well. The left front wheel well <NUM> is continuous with a rear side of the left suspension tower portion <NUM>, bulges rightward from the left-side portion of the vehicle cabin R1, and is capable of housing the left front wheel FT. Further, the right front wheel well <NUM> is continuous with a rear side of the right suspension tower portion <NUM>, bulges rightward from the right-side portion of the vehicle cabin R1, and is capable of housing the right front wheel FT.

As illustrated in <FIG> and <FIG>, a cowl portion <NUM> is provided above the dash panel <NUM>. The cowl portion <NUM> extends in the left-right direction from the upper portion of the left suspension tower portion <NUM> to the upper portion of the right suspension tower portion <NUM>. Further, a lower-side portion of the cowl portion <NUM> extends forward and reaches intermediate portions of the left and right suspension tower portions <NUM> and <NUM> in the front-rear direction.

The dash panel <NUM> includes an upper-side panel portion (first partition wall portion) 71A configuring an upper-side portion of the dash panel <NUM> and a lower-side panel portion (second partition wall portion) 71B configuring a lower-side portion of the dash panel <NUM>. The upper-side panel portion 71A and the lower-side panel portion 71B may be configured respectively with separate members or may be configured with different portions of one member. In a case where the upper-side panel portion 71A and the lower-side panel portion 71B are configured with separate members, those may each be shaped into desired shapes and thereafter be integrated together by joining those, or two members may be joined together and thereafter be shaped into desired shapes.

An upper end portion of the upper-side panel portion 71A is connected with the lower-side portion of the cowl portion <NUM>. The upper-side panel portion 71A extends in the left-right direction and also in the up-down direction and specifically extends from the intermediate portion of the left suspension tower portion <NUM> in the front-rear direction to the intermediate portion of the right suspension tower portion <NUM> in the front-rear direction.

The upper end portion of the lower-side panel portion 71B is connected with a lower end portion of the upper-side panel portion 71A. Thus, the upper end portion of the lower-side panel portion 71B extends in the left-right direction from the intermediate portion of the left suspension tower portion <NUM> in the front-rear direction to the intermediate portion of the right suspension tower portion <NUM> in the front-rear direction. Meanwhile, a lower-side portion which is lower than the upper end portion of the lower-side panel portion 71B (hereinafter, referred to as a lower-side portion of the lower-side panel portion 71B) is formed to be positioned further to the rear toward a lower position. The lower-side portion of the lower-side panel portion 71B may be inclined or may be curved.

A lower end portion (rear end portion) of the lower-side panel portion 71B is connected with the front end portion of the floor panel <NUM>. Both of left and right sides of the lower-side portion of the lower-side panel portion 71B are respectively connected with the left and right front wheel wells <NUM> and <NUM>, extend rearward to reach the left and right side sills <NUM> and <NUM>, and are respectively connected with the left and right side sills <NUM> and <NUM>.

As illustrated in <FIG>, the front-side traveling motor M1 is installed below the lower-side portion of the lower-side panel portion 71B. In other words, the lower-side portion of the lower-side panel portion 71B is arranged to cover the front-side traveling motor M1 from above. As a configuration for making it possible to arrange the front-side traveling motor M1 below the lower-side portion of the lower-side panel portion 71B, the upper structure <NUM> includes the motor arrangement portion 71a. The motor arrangement portion 71a is a portion, in which at least a part of the front-side traveling motor M1 is capable of being arranged, and is a bulging portion, which is formed by causing the lower-side portion of the lower-side panel portion 71B to bulge to the inside of the vehicle cabin R1. <FIG> illustrates a state where the motor arrangement portion 71a is seen from below.

Said motor arrangement portion 71a of the partition wall portion <NUM> may have a bowl shape or pan shape that opens to the bottom and/or may form an overhead cavity in which the travelling motor M1 may be accommodated at least partly. More particularly, such motor arrangement portion 71a may form a jacket that includes a lying top portion to cover, at least partly, a top-side of the travelling motor M1, a rear flank extending from said top portion rearwardly and/or downwardly to cover, at least party, a rear side of the travelling motor M1, and right and left flanks extending from said top portion to the left/right and/or downwardly to cover, at least partly, left and right sides of said travelling motor. A front-side of the bole-shaped or bulging motor arrangement portion 71a may be open to allow the travelling motor to project forwardly from the motor arrangement portion 71a and/or from said floor panel <NUM>. In other words, the motor arrangement portion 71a may form a bowl or pan opening downwardly and forwardly and/or may form an overhead cavity covering four sides of the travelling motor M1, namely a top-side, a rear side and left and right sides of said travelling motor M1.

Specifically, the front-side traveling motor M1 is arranged to span from a portion between the left and right suspension tower portions <NUM> and <NUM> to a portion between the left and right left and right front wheel wells <NUM> and <NUM> and is thus positioned directly below the lower-side portion of the lower-side panel portion 71B. The intermediate portion of the lower-side portion of the lower-side panel portion 71B in the vehicle width direction is caused to bulge upward such that at least an upper-side portion and a rear-side portion of the front-side traveling motor M1 are housed, and this bulging portion configures the motor arrangement portion 71a. Because a dimension of the motor arrangement portion 71a in the left-right direction is set shorter than a dimension between the left and right front wheel wells <NUM> and <NUM>, both of left and right side areas of the motor arrangement portion 71a are configured with inclined surfaces which are inclined downward toward the rear. In other words, because the motor arrangement portion 71a is provided and it thereby becomes possible to cause the front-side traveling motor M1, that is, the front-side power train PT1 to be close to the vehicle rear side, a crash stroke in a head-on collision or the like is sufficiently secured in the front-rear direction.

As can be seen from <FIG>, <FIG> and <FIG>, the travelling motor M1 may be positioned above and/or slightly higher than the front-side frames <NUM> and <NUM> and the cross member <NUM> connecting said front-side frames <NUM>, <NUM>. More particularly, a lower side of the travelling motor M1 may be positioned substantially at the same height as an upper side of said front-side frames <NUM>, <NUM> and/or said cross member <NUM>. Irrespective of such height arrangement, the travelling motor M1, with its rear side, may be positioned close to and/or adjacent to the frame bracket <NUM> connecting the front-side frames <NUM>, <NUM> to the front-side battery frame <NUM> and/or may be positioned directly in front of and/or slightly spaced forwardly from said front-side battery frame <NUM>, cf. <FIG> and <FIG>.

In the motor arrangement portion 71a, the speed reducer and the transmission, which configure the front-side power train PT1, a casing which houses those, and so forth may be arranged. Further, in the motor arrangement portion 71a, a control device which controls the front-side traveling motor M1 and a wire harness (neither illustrated) may be arranged. When a surface of the motor arrangement portion 71a, which faces a lower side, is set as an inner surface of the motor arrangement portion 71a, as illustrated in <FIG>, a gap is formed between the inner surface of the motor arrangement portion 71a and the front-side traveling motor M1, and the front-side traveling motor M1 does not contact with the inner surface of the motor arrangement portion 71a in usual traveling.

The upper structure <NUM> includes a front-side cross member <NUM> which is disposed in the vehicle cabin R1. The front-side cross member <NUM> is fixed to an upper surface of the floor panel <NUM> on a rear side of the motor arrangement portion 71a and extends in the vehicle width direction. The front-side cross member <NUM> is formed to be open downward, for example, this open portion is closed by joining the front-side cross member <NUM> to the upper surface of the floor panel <NUM>, and a closed cross-section is thereby formed. A left end portion of the front-side cross member <NUM> is fixed to a right side surface of the left side sill <NUM>, and a right end portion of the front-side cross member <NUM> is fixed to a left side surface of the right side sill <NUM>. As illustrated in <FIG>, an upper end portion of the front-side cross member <NUM> is arranged at an equivalent height to an upper end portion of the side sill <NUM>.

A front portion of the left front seat S1 is mounted on a left side of a central portion of the front-side cross member <NUM> in the vehicle width direction, and a front portion of the right front seat S1 is mounted on a right side of the central portion of the front-side cross member <NUM> in the vehicle width direction. A slide rail or the like which is not illustrated is provided to a lower portion of each of the front seats S1, and a front portion of the slide rail is fixed to the front-side cross member <NUM> via a bracket or the like. Note that a rear portion of the slide rail is fixed to the floor panel <NUM> on a rear side of the front-side cross member <NUM>.

The upper structure <NUM> includes a reinforcement member <NUM> which couples the motor arrangement portion 71a and the front-side cross member <NUM> together. A rear portion of the reinforcement member <NUM> abuts, from front, a front surface of the front-side cross member <NUM>, and when a rearward load is exerted on the reinforcement member <NUM>, the front-side cross member <NUM> is capable of certainly receiving the load.

The reinforcement member <NUM> is a member which is arranged in a central portion in the vehicle width direction, supports the motor arrangement portion 71a from the rear, and thereby inhibits rearward deformation of the motor arrangement portion 71a. For example, when the front-side traveling motor M1 is caused to retreat due to an impact load from front and contacts with the motor arrangement portion 71a, the motor arrangement portion 71a is apt to deform rearward by receiving the impact load. In such a case, the reinforcement member <NUM> inhibits deformation of the motor arrangement portion 71a, and entrance of the front-side traveling motor M1 into the vehicle cabin R1 side is thereby inhibited. Further, in usual traveling other than a collision, the motor arrangement portion 71a is coupled with the highly strong front-side cross member <NUM>, vehicle-body rigidity can thereby be improved, and the reinforcement member <NUM> contributes to an improvement in operation stability and so forth, for example.

The reinforcement member <NUM> is provided such that its longitudinal direction is directed in the front-rear direction. A dimension of the reinforcement member <NUM> in the front-rear direction is set longer than a dimension in the left-right direction. Further, a dimension of the reinforcement member <NUM> in the up-down direction is set shorter than the dimension in the left-right direction, and the reinforcement member <NUM> as a whole is in a flat shape. In the present embodiment, the reinforcement member <NUM> is configured with a press-formed component but is not limited to this and may be configured with the extruded material, for example. As illustrated in <FIG> and so forth, a rib 94b extending in the front-rear direction is formed in the reinforcement member <NUM>.

As illustrated in <FIG>, a front portion of the reinforcement member <NUM> is fixed to the upper portion of the motor arrangement portion 71a. The reinforcement member <NUM> extends rearward from the upper portion of the motor arrangement portion 71a and is inclined to be positioned lower toward the rear. Thus, a space is formed between the reinforcement member <NUM> and the floor panel <NUM>. Note that the reinforcement member <NUM> is fixed to a lower portion of the motor arrangement portion 71a, and in this case, the reinforcement member <NUM> can extend rearward along the upper surface of the floor panel <NUM> and can be fixed to the floor panel <NUM>.

The upper structure <NUM> includes a floor reinforcement <NUM> which extends in the front-rear direction below the reinforcement member <NUM> and along the floor panel <NUM>. The floor reinforcement <NUM> is fixed to the upper surface of the floor panel <NUM>. A rear portion of the floor reinforcement <NUM> is connected with an intermediate portion of the front-side cross member <NUM> in the vehicle width direction.

In the present embodiment, as illustrated in <FIG> and <FIG>, a connecting member <NUM>, which couples the front portion of the reinforcement member <NUM> and a front portion of the floor reinforcement <NUM> together in the up-down direction, is provided in the rear of the motor arrangement portion 71a. The front portion of the reinforcement member <NUM> and the front portion of the floor reinforcement <NUM> are fixed to the connecting member <NUM> by fastening members. The connecting member <NUM> is formed by shaping a plate material, for example, and is a member which configures a part of the motor arrangement portion 71a. In other words, the motor arrangement portion 71a has a main body portion formed with the bulging portion and the connecting member <NUM>. Note that although not illustrated, not via the connecting member <NUM>, the front portion of the reinforcement member <NUM> may directly be fixed to a rear portion of a main body portion of the motor arrangement portion 71a.

In the present embodiment, because the connecting member <NUM> serves as a member which configures a part of the motor arrangement portion 71a, the front portion of the floor reinforcement <NUM> is connected with the lower portion of the motor arrangement portion 71a. Accordingly, because the front portion of the floor reinforcement <NUM> and the front portion of the reinforcement member <NUM> are respectively connected with portions, which are spaced apart in the up-down direction, of the motor arrangement portion 71a, rigidity of the motor arrangement portion 71a can be enhanced in a wide range.

Further, the rear portion of the reinforcement member <NUM> is connected with the rear portion of the floor reinforcement <NUM>. Consequently, as illustrated in <FIG>, a first closed cross-section is configured with the motor arrangement portion 71a, the reinforcement member <NUM> which extends rearward from the upper portion of the motor arrangement portion 71a while being inclined downward, and the floor reinforcement <NUM> which extends in the front-rear direction. The first closed cross-section is in a triangular shape in a side view, and its dimension in the up-down direction becomes shorter toward the rear.

Further, as illustrated in <FIG>, the connecting member <NUM> is formed to extend rearward from an upper-side rear portion of the main body portion of the motor arrangement portion 71a and to then extend downward. Furthermore, an upper portion of the connecting member <NUM> is connected with the upper-side rear portion of the main body portion of the motor arrangement portion 71a, and a lower portion of the connecting member <NUM> is connected with a lower-side rear portion of the main body portion of the motor arrangement portion 71a. Accordingly, a second closed cross-section is configured with the connecting member <NUM> and the main body portion of the motor arrangement portion 71a in a side view. The second closed cross-section is in a shape close to a rectangle and is positioned in front of the first closed cross-section. The second closed cross-section is not necessarily required and may be configured in accordance with necessity.

Note that in the above embodiment, the connecting member <NUM> is a member which configures a part of the motor arrangement portion 71a, but this is not restrictive, and the motor arrangement portion 71a can be configured only with the bulging portion. In this case, the front portion of the reinforcement member <NUM> is directly fixed to a rear portion of the motor arrangement portion 71a, and the first closed cross-section is configured with the motor arrangement portion 71a, the reinforcement member <NUM>, and the floor reinforcement <NUM>. Further, the connecting member <NUM> is fixed to a rear portion of the bulging portion configuring the motor arrangement portion 71a, and the second closed cross-section is thereby configured with the connecting member <NUM> and the motor arrangement portion 71a.

As illustrated in <FIG>, the rear portion of the reinforcement member <NUM> is mounted on the floor panel <NUM> and the lid body <NUM> of the battery unit BY. Specifically, a flange 94a which extends outward in the vehicle width direction is formed in the rear portion of the reinforcement member <NUM>, and a bolt B1 passes through the flange 94a. On an upper surface of the flange 94a, a nut N1 into which the bolt B1 is screwed is fixed. The bolt B1 passes through a portion directly below the flange 94a in the lid body <NUM> and a portion directly below the flange 94a in the floor panel <NUM>. The bolt B1 is caused to pass through the lid body <NUM>, the floor panel <NUM>, and the flange 94a from a portion below the lid body <NUM> and is screwed into the nut N1, and the rear portion of the reinforcement member <NUM> can thereby be fixed to the floor panel <NUM> and the lid body <NUM>. In such a manner, the rear portion of the reinforcement member <NUM>, the floor panel <NUM>, and the lid body <NUM> are fastened together by the shared fastening members B1 and N1 and can thus firmly be integrated together. Note that the bolt B1 may be caused to pass through the flange 94a from above and may thereby be screwed into the nut N1 fixed to a lower surface of the lid body <NUM>. Instead of the bolt B1, a screw or the like may be used. Further, plural parts of the reinforcement member <NUM> which are spaced apart in the vehicle width direction can also be mounted on the lid body <NUM> and the floor panel <NUM>.

As illustrated in <FIG>, the rear portion of the reinforcement member <NUM> is also mounted on a central portion of the first inside-casing member 25A in the vehicle width direction. Specifically, a bolt B2 passes through a portion of the flange 94a in the rear portion of the reinforcement member <NUM>, the portion being spaced apart from the flange 94a (illustrated in <FIG>) in the vehicle width direction. Further, the bolt B2 also passes through the floor reinforcement <NUM>, the floor panel <NUM>, and the lid body <NUM>. To the rear portion of the reinforcement member <NUM>, a nut N2 is fixed so as to agree with a through portion of the bolt B2.

An inserting hole 25a of the bolt B2 is formed in the first inside-casing member 25A. The bolt B2 inserted into the inserting hole 25a from below is caused to pass through, in order, an upper wall portion of the first inside-casing member 25A, the lid body <NUM>, the floor panel <NUM>, the floor reinforcement <NUM>, and the rear portion of the reinforcement member <NUM> and is then screwed into the nut N2, and the rear portion of the reinforcement member <NUM> can thereby also be fastened to the first inside-casing member 25A. In such a manner, the rear portion of the reinforcement member <NUM>, the floor reinforcement <NUM>, the floor panel <NUM>, the lid body <NUM>, and the first inside-casing member 25A are fastened together by the shared fastening members B2 and N2 and can thus firmly be integrated together. Note that the bolt B2 may be caused to pass through the rear portion of the reinforcement member <NUM> from above and may thereby be screwed into the nut N2 fixed to the first inside-casing member <NUM>. Instead of the bolt B2, a screw or the like may be used. Further, plural parts of the reinforcement member <NUM> which are spaced apart in the vehicle width direction can also be mounted on the first inside-casing member 25A.

For example, as illustrated in <FIG>, the central portion in the first inside-casing member 25A in the vehicle width direction is an intersecting portion with the front central member <NUM> and is also an intersecting portion with the first rear central member <NUM>. The intersecting portion with the front central member <NUM> (or the first rear central member <NUM>) in the first inside-casing member 25A is reinforced by the front central member <NUM> (or the first rear central member <NUM>) and is a portion with particularly high strength. On this portion with high strength, the rear portion of the reinforcement member <NUM> can be mounted.

Further, the rear portion of the reinforcement member <NUM> may be mounted on the front-side cross member <NUM>. For example, the rear portion of the reinforcement member <NUM> may be fixed to an upper portion of the front-side cross member <NUM> by fastening members, or the rear portion of the reinforcement member <NUM> may be fixed to the front-side cross member <NUM> via a bracket (not illustrated).

Based on <FIG>, the positional relationship between the reinforcement member <NUM> and the batteries B will be described. When positions of front portions of the batteries B disposed foremost among plural batteries B included in the battery unit BY are compared to a position of the front portion of the reinforcement member <NUM>, the batteries B are arranged such that the front portions of the batteries B disposed foremost are positioned in the rear of the front portion of the reinforcement member <NUM>. Accordingly, an impact load from front in a collision is less likely to be exerted on the batteries B.

Further, at least a part of the front-side traveling motor M1 is positioned so as to overlap with at least the front portion of the reinforcement member <NUM> in a front view. For example, as illustrated in <FIG>, a position of the front-side traveling motor M1 in the up-down direction is set generally the same as a position of the front portion of the reinforcement member <NUM> in the up-down direction. Accordingly, when the front-side traveling motor M1 retreats, its load can certainly be received by the front portion of the reinforcement member <NUM>.

As illustrated in <FIG>, <FIG>, and so forth, the upper structure <NUM> includes a partition wall reinforcement member <NUM>. The partition wall reinforcement member <NUM> is provided in front of the motor arrangement portion 71a in a surface of the upper-side panel portion 71A on the inside of the vehicle cabin R1 and extends in the vehicle width direction. A front portion of the partition wall reinforcement member <NUM> is joined to the lower-side panel portion 71B. A left end portion of the partition wall reinforcement member <NUM> is connected with the left suspension tower portion <NUM>, and a right end portion of the partition wall reinforcement member <NUM> is connected with the right suspension tower portion <NUM>.

As described above, because the lower-side portion of the dash panel <NUM> is formed to be positioned further to the rear toward a lower position and the front-side traveling motor M1 is installed below the lower-side portion of the dash panel <NUM>, it becomes possible to cause the front-side traveling motor M1 to be close to the vehicle rear side. Accordingly, a crash stroke in a collision is sufficiently secured in the front-rear direction.

Further, because the intermediate portions, in the front-rear direction, of the left and right suspension tower portions <NUM> and <NUM> which bulge inward in the vehicle width direction are connected with each other by the upper-side portion of the dash panel <NUM>, a length, in the vehicle width direction, of the upper-side portion of the dash panel <NUM> becomes short, the upper-side portion of the dash panel <NUM> thereby becomes light, and the left and right suspension tower portions <NUM> and <NUM> can be connected together by a short path. Accordingly, rigidity of the vehicle-body front portion is improved.

Further, the left and right front wheel wells <NUM> and <NUM> can be formed which bulge inward in the vehicle width direction, and the left and right front wheel wells <NUM> and <NUM> can be connected with each other by the lower-side portion of the dash panel <NUM>. Accordingly, a length, in the vehicle width direction, of the lower-side portion of the dash panel <NUM> becomes short, the lower-side portion of the dash panel <NUM> thereby becomes light, and the left and right front wheel wells <NUM> and <NUM> can be connected together by a short path. Accordingly, rigidity of the vehicle-body front portion is further improved.

The above-described embodiment is merely an example in all respects and is not to be construed in a limited manner. Furthermore, all modifications and changes belonging to the scope of the claims are included in the scope of the present invention.

Claim 1:
A vehicle-body front structure for an electric vehicle (<NUM>) in which a travelling motor (M1) is installed in a vehicle front portion, the vehicle-body front structure comprising:
a partition wall portion (<NUM>) which is provided to extend in a vehicle width direction in the vehicle front portion and demarcates a vehicle cabin inside space (R1); and
a pair of left and right suspension tower portions (<NUM>, <NUM>) which are formed to bulge inward in the vehicle width direction and support upper portions of front suspension apparatuses (<NUM>), wherein
a lower-side portion (71B) of the partition wall portion (<NUM>) is formed to be positioned further to vehicle rear toward a lower position,
the travelling motor (M1) is installed below the lower-side portion (71B) of the partition wall portion (<NUM>), and
an upper-side portion (71A) of the partition wall portion (<NUM>) extends from an intermediate portion of the left suspension tower portion (<NUM>) in a vehicle front-rear direction to an intermediate portion of the right suspension tower portion (<NUM>) in the vehicle front-rear direction.