Front body structure

Abstract

To satisfy both a requirement for absorption of an impact load occurring at a time of a collision and a requirement for layout concerning an orientation and position of a steering wheel.SOLUTION: A vehicle body front structure A includes a partition wall 71 that defines an interior space R1. A lower part of the partition wall 71 is formed so that a lower point is located in a further rear of a vehicle. A traveling motor is installed below the lower part of the partition wall 71. A concave part 71b dented toward a front of the vehicle is formed in an upper part of the partition wall 71 above the traveling motor. A lower wall part 71c of the concave part 71b has an insertion hole 71d through which a steering shaft 122 passes.SELECTED DRAWING: Figure 16

Description

Technical Field

[0001] The present disclosure relates to, for example, a front body structure of an electric vehicle.

Background Art

[0002] For example, as disclosed in Patent Document 1, an engine room and a passenger compartment are partitioned by a partition wall portion extending in the vehicle width direction and the vertical direction. In the engine room in front of this partition wall portion, a pair of left and right suspension tower portions to which the upper portions of the front suspension devices are attached are formed so as to bulge toward the passenger compartment side, and a pair of left and right front side frames extending in the vehicle longitudinal direction are provided.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a conventional vehicle equipped with an engine, since an engine and auxiliary machine parts constituting an intake and exhaust system are provided in the engine room, when an impact load acts from the front during a collision, the parts in the engine room and the front side frames are deformed to absorb the impact load.

[0005] However, in the case of an electric vehicle, since the number of auxiliary machine parts is significantly reduced compared to an engine, there is a concern that the impact load cannot be sufficiently absorbed. It is necessary to set the position of the driving motor so as to compensate for this.

[0006] In addition, a steering shaft is provided in the vehicle so as to penetrate the partition wall portion from the passenger compartment side. In the case of an electric vehicle, since the traveling motor is disposed in front of the partition wall portion, it is necessary to set the position and inclination angle of the steering shaft that can avoid interference with the traveling motor. On the other hand, since the inclination angle of the steering shaft affects the orientation and position of the steering wheel fixed to the rear portion thereof with respect to the occupant, it is necessary to set the position and inclination angle of the steering shaft in consideration of the orientation and position of the steering wheel with respect to the occupant.

[0007] That is, even if the position of the traveling motor advantageous for absorbing the impact load at the time of collision can be determined, the traveling motor at that position may interfere with the steering shaft. Also, even if interference with the traveling motor can be avoided, the orientation and position of the steering wheel may become inappropriate this time, and it has been difficult to balance the requirement for absorbing the impact load at the time of collision and the layout requirement regarding the orientation and position of the steering wheel.

[0008] The present disclosure is in view of such a point, and the object thereof is to achieve a balance between the requirement for absorbing the impact load at the time of collision and the layout requirement regarding the orientation and position of the steering wheel in an electric vehicle.

Means for Solving the Problem

[0009] In order to achieve the above object, in a first aspect of the present disclosure, it is possible to assume a front body structure of an electric vehicle in which a driving motor is mounted at the front of the vehicle. The front body structure includes a partition portion provided so as to extend in the vehicle width direction at the front of the vehicle and defining a vehicle interior space, and a steering shaft provided so as to penetrate the partition portion in the vehicle longitudinal direction and inclined so as to be positioned upward as it goes rearward of the vehicle. A lower portion of the partition portion is formed so as to be positioned rearward of the vehicle as it goes downward, the driving motor is mounted below the lower portion of the partition portion, and a concave portion recessed toward the front of the vehicle is formed in an upper portion of the partition portion above the driving motor, and an insertion hole through which the steering shaft is inserted is formed in a lower wall portion of the concave portion.

[0010] According to this configuration, since the driving motor is mounted below the lower portion of the partition portion formed so as to be positioned rearward of the vehicle as it goes downward, it is possible to bring the driving motor closer to the rear side of the vehicle. Thereby, since the crush stroke at the time of collision is sufficiently secured in the front-rear direction, it is possible to satisfy the requirement for absorbing the impact load.

[0011] Further, since the insertion hole is formed in the lower wall portion of the concave portion recessed toward the front of the vehicle, it is possible to position it closer to the front side of the vehicle compared to the case where the insertion hole is formed in the upper portion of the partition portion. Furthermore, since the concave portion is positioned above the driving motor, even if the position and inclination angle of the steering shaft are set to satisfy the layout requirements of the steering wheel, it is difficult for the steering shaft to interfere with the driving motor.

[0012] The partition part according to the second aspect of the present disclosure may include a first partition part and a second partition part that extends downward from the lower part of the first partition part and is positioned more rearward in the vehicle as it goes downward. The driving motor can be mounted below the lower side portion of the second partition part, and the recess can be formed in the second partition part. In this configuration, the first partition part and the second partition part may be formed of separate members or may be formed of a single member. When they are formed of separate members, a recess can be formed in the second partition part without affecting the shape of the first partition part, so the degree of freedom in setting the depth and shape of the recess is improved.

[0013] In the third aspect of the present disclosure, a motor arrangement part may be provided which is formed by bulging a part of the second partition part toward the vehicle interior side, and at least a part of the driving motor can be arranged therein.

[0014] According to this configuration, since the motor arrangement part formed in the second partition part bulges toward the vehicle interior side, it becomes possible to bring the driving motor closer to the rear side of the vehicle. As a result, a larger crush stroke during a collision can be ensured.

[0015] In the fourth aspect of the present disclosure, the recess may be located in front of the motor arrangement part in the vehicle longitudinal direction. According to this configuration, the insertion hole and the motor arrangement part can be separated in the vehicle longitudinal direction, so it becomes even more difficult for the steering shaft and the driving motor to interfere with each other.

[0016] In the fifth aspect of the present disclosure, a partition reinforcement member extending in the vehicle width direction may be provided on the first partition part. According to this configuration, when the strength of the second partition part is reduced due to the formation of the recess, the reduction in strength can be compensated for by the partition reinforcement member provided above the recess.

[0017] In a sixth aspect of the present disclosure, a pair of left and right suspension tower portions may be provided that are formed to bulge inward in the vehicle width direction and support the upper portion of the front suspension device. The first partition wall portion may be formed to extend from the intermediate portion in the vehicle front-rear direction of the left suspension tower portion to the intermediate portion in the vehicle front-rear direction of the right suspension tower portion.

[0018] According to this configuration, since the intermediate portions in the front-rear direction of the suspension tower portions bulging inward in the vehicle width direction are connected by the first partition wall portion, the length of the first partition wall portion in the vehicle width direction is shortened, and high strength can be obtained.

Effects of the Invention

[0019] As described above, the lower portion of the partition wall portion is formed so as to be located more rearward in the vehicle as it goes downward, the traveling motor is mounted below the lower portion of the partition wall portion, and the insertion hole of the steering shaft is formed in the lower wall portion of the recess formed in the upper portion of the partition wall portion above the traveling motor. Therefore, it is possible to satisfy both the requirement for absorbing the impact load during a collision and the layout requirement regarding the direction and position of the steering wheel.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

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Figure 16

Mode for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiments is merely illustrative in nature and is not intended to limit the present invention, its applications, or its uses.

[0022] FIG. 1 is a left side view of an electric vehicle (electric car) 1 equipped with a vehicle body front structure A according to an embodiment of the present invention. As shown in FIG. 2, this electric vehicle 1 includes a lower structure body 2 and an upper structure body 3. In FIG. 1, the front bumper, rear bumper, front and rear wheels, etc. are omitted, and they are shown by phantom lines, and each part is schematically shown. In FIG. 2, in addition to the parts omitted in FIG. 1, the doors, bonnet hood, front fenders, windshield, front and rear lighting devices, interior materials, etc. are omitted, and each part is schematically shown.

[0023] In the description of this embodiment, the front side of the vehicle is simply referred to as "front", the rear side of the vehicle is simply referred to as "rear", the right side of the vehicle is simply referred to as "right", and the left side of the vehicle is simply referred to as "left". The left-right direction of the vehicle is the vehicle width direction.

[0024] As shown in FIG. 1, the electric vehicle 1 is a passenger car. The electric vehicle 1 may be of any type such as a sedan type, a hatchback type, a one-box type, etc., and its shape is not particularly limited. As shown in FIG. 2, a passenger compartment R1 serving as a living space (passenger compartment space) for passengers is formed in the electric vehicle 1. As shown in FIG. 1, a front seat (seat) S1 is provided at the front side in the passenger compartment R1, and a rear seat S2 is provided behind the front seat S1 in the passenger compartment R1. A luggage compartment R2 is provided behind the rear seat S2 as required. The passenger compartment R1 and the luggage compartment R2 are provided in the upper structure 3. Note that only the front seat S1 may be provided in the passenger compartment R1, or a third-row seat (not shown) may be provided behind the rear seat S2.

[0025] On the other hand, the space (front side space) in front of the passenger compartment R1, which is the front part of the electric vehicle 1, can be, for example, a power compartment R3. That is, as shown in FIG. 3, the front body structure A is provided in the electric vehicle 1 including a front-side traveling motor M1 mounted on the front part of the vehicle and a rear-side traveling motor M2 mounted on the rear part of the vehicle, a battery B that supplies electric power to the traveling motors M1 and M2, and a battery case 10 in which the battery B is housed. The battery case 10 is disposed below a floor panel 70 described later. FIG. 4 is a plan view of the front-side power train PT1 and its vicinity, and FIG. 5 is a bottom view when the front-side power train PT1 is omitted.

[0026] The front traveling motor M1 generates a driving force for driving the left and right front wheels FT. The front power train PT1 is constituted by only this front traveling motor M1, or by the front traveling motor M1 and a speed reducer, a transmission, etc. Further, the rear traveling motor M2 shown in FIGS. 2 and 3 generates a driving force for driving the left and right rear wheels RT (shown in FIG. 1). The rear power train PT2 is constituted by only this rear traveling motor M2, or by the rear traveling motor M2 and a speed reducer, a transmission, etc.

[0027] In this embodiment, the rear traveling motor M2 is configured to generate a higher maximum output (maximum torque) than the front traveling motor M1, and the rear traveling motor M2 is larger in size than the front traveling motor M1. Along with this, the rear power train PT2 becomes larger than the front power train PT1. Note that the rear traveling motor M2 may generate a lower maximum output than the front traveling motor M1, or the rear traveling motor M2 and the front traveling motor M1 may generate the same maximum output. Also, only the front power train PT1 may be provided, or only the rear power train PT2 may be provided. Further, for example, in the case of a large vehicle, a larger front traveling motor M1 or rear traveling motor M2 than that of a small vehicle will be mounted.

[0028] As shown in FIG. 2, the lower structure 2 includes a battery case 10, a pair of left and right front side frames 11 and 12 that extend forward in front of the battery case 10, and a pair of left and right rear frames 13 and 14 that extend rearward behind the battery case 10. Reference numeral 11 indicates the left front side frame, and reference numeral 12 indicates the right front side frame. Also, reference numeral 13 indicates the left rear frame, and reference numeral 14 indicates the right rear frame. In FIG. 2, the lid 35 (described later) of the battery case 10 is removed.

[0029] In the case of a general electric vehicle, the battery case is often made detachable under the floor as a separate body from the vehicle body. However, in this embodiment, not only the battery case 10 but also the left and right front side frames 11, 12 and the left and right rear frames 13, 14 are integrated with the battery case 10, and the front side frames 11, 12 and the rear frames 13, 14 are also detachable from the upper structure 3 together with the battery case 10.

[0030] Specifically, the electric vehicle 1 of this embodiment is configured to be vertically divisible into a lower structure 2 having a battery case 10 and an upper structure 3 forming a passenger compartment R1 and a cargo compartment R2. Being vertically divisible means integrating the lower structure 2 with the upper structure 3 by using fastening members such as bolts, nuts, and screws without using welding, adhesion, etc. Thereby, when performing maintenance or repair after the electric vehicle 1 is handed over to the user, the lower structure 2 can be separated from the upper structure 3 as necessary, so that the maintainability is improved. Note that the fastening members used in the following description also include bolts, nuts, screws, etc.

[0031] Here, as an automobile body structure, a ladder frame type body structure is known. In the case of a ladder frame type body structure, it is vertically divisible into a ladder frame and a cabin. However, since the ladder frame extends continuously in the front-rear direction, it mainly receives the collision load during a frontal collision and a rear collision. During a side collision, the ladder frame only receives the collision load assistantly, and the cabin mainly receives the collision load. Thus, in a ladder frame type body structure, it is normal that the members receiving the collision load are separated between during a frontal collision and a rear collision and during a side collision.

[0032] In contrast, in the case of the electric vehicle 1 of the present embodiment, the lower structure 2 having the front side frames 11, 12 and the rear frames 13, 14 and the upper structure 3 are separable. However, in both the case of a frontal collision and a rear collision and a side collision, by receiving the collision load by the lower structure 2 and the upper structure 3, the collision load can be dispersed and absorbed by the two structures 2 and 3. The technical idea is greatly different from the conventional ladder frame type vehicle body structure. Hereinafter, the structures of the lower structure 2 and the upper structure 3 will be described in detail.

[0033] (Lower Structure) First, the lower structure 2 will be described. The lower structure 2 includes, in addition to the battery case 10, the front side frames 11, 12 and the rear frames 13, 14, the front and rear power trains PT1, PT2, the front wheels FT, the rear wheels RT, the front suspension device 20 and the rear suspension device 21. The types of the front suspension device 20 and the rear suspension device 21 are not particularly limited.

[0034] The battery case 10 and the battery B housed inside the battery case 10 constitute the battery unit BY. In addition, for example, a battery cooling device or the like may be included in the battery unit BY.

[0035] The battery case 10 is a large case formed below the floor panel 70 of the upper structure 3, extending from the vicinity of the left end to the vicinity of the right end of the floor panel 70 and from the vicinity of the front end to the vicinity of the rear end of the floor panel 70. In this way, by disposing the battery case 10 in a wide range of the lower region of the floor panel 70, it becomes possible to mount a large-capacity battery B on the electric vehicle 1. The battery B may be, for example, a lithium-ion battery, a all-solid-state battery, or other secondary batteries. Also, the battery B may be a so-called battery cell or a battery pack containing a plurality of battery cells. In the present embodiment, the battery B is constituted by a battery pack, and a plurality of battery packs are mounted in a state of being arranged in the front-rear direction and the left-right direction.

[0036] The battery case 10 includes a left battery frame 30, a right battery frame 31, a front battery frame 32, a rear battery frame 33, a bottom plate 34, and a lid 35 (shown in FIG. 4) that covers the battery B from above. Note that FIG. 3 shows a state in which the lid 35 is removed.

[0037] The left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are made of, for example, an extruded material made of an aluminum alloy, but may also be made of a plate material made of an aluminum alloy or a press-formed material made of a steel plate. The bottom plate 34 can also be made of an extruded material. In the following description, the "extruded material" refers to an extruded material made of an aluminum alloy, and the "press-formed material" refers to a plate material made of an aluminum alloy or a press-formed material made of a steel plate. Also, each member may be made of, for example, a casting.

[0038] The cross-sectional shapes in the direction orthogonal to the longitudinal direction of each of the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are all rectangular. Also, the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are all arranged at the same height and extend substantially horizontally.

[0039] The left battery frame 30 and the right battery frame 31 are outer battery frames that extend in the front-rear direction outside the vehicle width direction of the battery B. The left battery frame 30 is provided on the left side of the battery case 10 and extends in the front-rear direction along the left side sill 74. The left battery frame 30 is fixed to the left side sill 74 by a fastening member or the like. The right battery frame 31 is provided on the right side of the battery case 10 and extends in the front-rear direction along the right side sill 75. The right battery frame 31 is fixed to the right side sill 75 by a fastening member or the like.

[0040] In addition, the front battery frame 32 is provided at the front part of the battery case 10 and extends in the left - right direction. In a front view, at least a part of the front traveling motor M1 that constitutes the front power train PT1 is positioned so as to overlap at least a part of the front battery frame 32, that is, the middle part in the vehicle width direction of the front battery frame 32. Further, the rear battery frame 33 is provided at the rear part of the battery case 10 and extends in the left - right direction.

[0041] The left end of the front battery frame 32 is connected to the front end of the left battery frame 30, and the right end of the front battery frame 32 is connected to the front end of the right battery frame 31. The left end of the rear battery frame 33 is connected to the rear end of the left battery frame 30, and the right end of the rear battery frame 33 is connected to the rear end of the right battery frame 31. Therefore, the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are members that constitute a frame - shaped frame formed to surround all the batteries B in a plan view.

[0042] The bottom plate 34 extends substantially horizontally and is fixed to the lower surfaces of the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33. Also, the lid 35 is fixed to the upper surfaces of the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33. That is, the lid 35 is attached to the battery frames 30 - 33. When attaching the lid 35 to the battery frames 30 - 33, for example, fastening members may be used, or adhesion, welding, etc. may be used. Therefore, the left battery frame 30, the right battery frame 31, the front battery frame 32, the rear battery frame 33, the bottom plate 34, and the lid 35 define a battery accommodation space S (shown in Figure 2) for accommodating the battery B.

[0043] The size of the battery accommodation space S can be changed according to the capacity of the mounted battery B. The size of the battery accommodation space S can be easily changed by changing the lengths of the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 and the shape of the bottom plate 34. For example, when the wheelbase is short and the tread is narrow in a small car, the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are shortened, and accordingly, the shapes of the bottom plate 34 and the lid 35 are made smaller, so that the battery accommodation space S becomes smaller according to the small car. On the other hand, in the case of a large car, the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are lengthened, and accordingly, the shapes of the bottom plate 34 and the lid 35 are made larger, so that the battery accommodation space S becomes larger according to the large car. When the left battery frame 30, the right battery frame 31, the front battery frame 32, and the rear battery frame 33 are made of extruded materials, the length can be easily changed. Also, the bottom plate 34 can be made of an extruded material, whereby the shape can be easily changed.

[0044] The upper part of the battery accommodation space S may be closed by the lid 35 or may be closed by the floor panel 70 of the upper structure 3. In the battery accommodation space S, in addition to the battery B, a cooling device for cooling the battery B, a heating device for heating the battery B, etc. (temperature control device) can also be provided. Also, the power of the battery B is supplied to the driving motors M1 and M2 via a control device (not shown). Further, the battery B can be charged via a charging socket, a non-contact charger, etc. (not shown).

[0045] As shown in FIG. 2, inside the battery case 10 that constitutes the battery unit BY, first to third in-case members (unit members) 25A, 25B, and 25C are provided as strength members extending in the left-right direction. The heights of the first to third in-case members 25A, 25B, and 25C are all the same and are substantially the same as the height of the left battery frame 30 or the like. The in-case members 25A, 25B, and 25C may be formed of an extruded material or may be formed of a press-formed material. In this embodiment, three in-case members 25A, 25B, and 25C are provided, but the number of in-case members 25A, 25B, and 25C can be increased or decreased according to the dimensions of the battery case 10 in the front-rear direction. The first to third in-case members 25A, 25B, and 25C are second members.

[0046] The first to third in-case members 25A, 25B, and 25C are arranged at intervals in the front-rear direction, with the first in-case member 25A positioned most forward and the third in-case member 25C positioned most rearward. The lower portions of the in-case members 25A, 25B, and 25C are fixed to the upper surface of the bottom plate 34. Also, the left end portions of the in-case members 25A, 25B, and 25C are fixed to the inner surface (right side surface) of the left battery frame 30, and the right end portions of the in-case members 25A, 25B, and 25C are fixed to the inner surface (left side surface) of the right battery frame 31. That is, the in-case members 25A, 25B, and 25C are members that connect the left battery frame 30 and the right battery frame 31.

[0047] Inside the battery case 10, as strength members extending in the front-rear direction, a front center member (member within the unit) 26 and first to third rear center members (members within the unit) 27 to 29 are provided. The front center member 26 and the first to third rear center members 27 to 29 are arranged at substantially the same height and are provided at the center in the left-right direction of the battery case 10. The lower end portions of the front center member 26 and the first to third rear center members 27 to 29 are attached to the upper surface of the bottom plate 34. The front center member 26 and the first to third rear center members 27 to 29 are the first members. The front center member 26 and the first to third rear center members 27 to 29 and the first to third in-case members 25A, 25B, 25C intersect with each other.

[0048] The front center member 26 is disposed between the front battery frame 32 and the first in-case member 25A. The front end portion of the front center member 26 is fixed to the center portion in the left-right direction of the front battery frame 32, and the rear end portion of the front center member 26 is fixed to the center portion in the left-right direction of the first in-case member 25A. Accordingly, the front battery frame 32 is a member that extends so as to connect the front end portions of the left battery frame 30 and the right battery frame 31 and the front end portion of the front center member 26.

[0049] The first rear central member 27 is disposed between the first in-case member 25A and the second in-case member 25B. The front end portion of the first rear central member 27 is fixed to the central portion in the left-right direction of the first in-case member 25A, and the rear end portion of the first rear central member 27 is fixed to the central portion in the left-right direction of the second in-case member 25B. Further, the second rear central member 28 is disposed between the second in-case member 25B and the third in-case member 25C. The front end portion of the second rear central member 28 is fixed to the central portion in the left-right direction of the second in-case member 25B, and the rear end portion of the second rear central member 28 is fixed to the central portion in the left-right direction of the third in-case member 25C. Further, the third rear central member 29 is disposed between the third in-case member 25C and the rear battery frame 33. The front end portion of the third rear central member 29 is fixed to the central portion in the left-right direction of the third in-case member 25C, and the rear end portion of the third rear central member 29 is fixed to the central portion in the left-right direction of the rear battery frame 33. Therefore, the first to third in-case members 25A, 25B, 25C, the front central member 26, and the first to third rear central members 27 to 29 are arranged in a lattice pattern and connected to each other inside the battery case 10, so that the reinforcing effect of the battery case 10 is further enhanced.

[0050] When assuming a virtual straight line extending in the front-rear direction in a plan view, the positions in the left-right direction of the front central member 26 and the first to third rear central members 27 to 29 are set so as to be disposed on the virtual straight line. That is, the first to third rear central members 27 to 29 are provided so as to be positioned on the virtual extension line rearward of the front central member 26. Incidentally, the front central member 26 and the first to third rear central members 27 to 29 may be constituted by a single member continuous in the front-rear direction.

[0051] As shown in FIGS. 4 to 6 and the like, the front body structure A includes a pair of left and right front side frames 11 and 12, a frame bracket 40, a first cross member 15, a pair of left and right shock absorbing members 16 and 17, and a second cross member 19. In the present embodiment, in addition to the above members, a front member 18, reinforcing members 19A and 19B, etc. are also provided. The members constituting the front body structure A are not limited to the above-described members, and may include other members, devices, apparatuses, etc. Further, among the above-described members, members that do not become essential components of the present invention may be omitted.

[0052] The front side frames 11 and 12 extend linearly substantially horizontally below the left and right front main frames 72 and 73 of the upper structure 3. The front side frames 11 and 12 can be formed of, for example, extruded materials or press-formed materials. In this embodiment, since the front side frames 11 and 12 are formed of extruded materials, the cross-sectional shape in the direction orthogonal to the front-rear direction is substantially equal from the front end portion to the rear end portion.

[0053] The left and right front side frames 11 and 12 are attached to the front battery frame 32 that constitutes the front portion of the battery case 10 via the frame bracket 40. That is, the rear portions of the left and right front side frames 11 and 12 are connected to the front battery frame 32 by the frame bracket 40. This frame bracket 40 is an integrally formed metal product and extends in the left-right direction along the front surface of the front battery frame 32. The rear portions of the left and right front side frames 11 and 12 are fixed to the frame bracket 40. The metal constituting the frame bracket 40 is not particularly limited, and examples thereof include aluminum. In this case, the frame bracket 40 can be made of aluminum die casting.

[0054] The left and right front side frames 11 and 12 are attached to the front battery frame 32 via frame brackets 40, but the rear portions of the front side frames 11 and 12 are abutted against the front surface of the front battery frame 32. Therefore, the front side frames 11 and 12 extend forward from the front battery frame 32. Incidentally, the rear portions of the front side frames 11 and 12 may be somewhat separated forward from the front surface of the front battery frame 32. Even in this case, overall, it can be said that the front side frames 11 and 12 extend forward from the front battery frame 32.

[0055] The rear portion of the left front side frame 11 is arranged to correspond to a position closer to the left than the center in the left - right direction of the front battery frame 32. Also, the rear portion of the right front side frame 12 is arranged to correspond to a position closer to the right than the center in the left - right direction of the front battery frame 32. Thereby, the interval between the left and right front side frames 11 and 12 becomes a predetermined interval. The interval between the rear portions of the front side frames 11 and 12 is set to be narrower than the interval between the left battery frame 30 and the right battery frame 31 of the battery case 10.

[0056] The heights of the left and right front side frames 11 and 12 are substantially the same. Also, the left and right front side frames 11 and 12, the front center member 26 of the battery case 10, the left battery frame 30, and the right battery frame 31 are arranged at substantially the same height.

[0057] The left and right front side frames 11 and 12 extend so as to be located more outward in the vehicle width direction toward the front. That is, the left front side frame 11 is inclined with respect to a virtual straight line extending in the longitudinal direction of the vehicle in plan view so as to be located more to the left toward the front. Further, the right front side frame 12 is inclined with respect to a virtual straight line extending in the longitudinal direction of the vehicle in plan view so as to be located more to the right toward the front. As a result, the distance between the left and right front side frames 11 and 12 (the separation distance in the vehicle width direction) becomes wider toward the front, and a space C is formed between the left and right front side frames 11 and 12 in which all or part of various components, devices, apparatuses, etc. can be arranged. And the space C has a shape that expands in the vehicle width direction toward the front.

[0058] The inclination angle of the left front side frame 11 with respect to the virtual straight line is equal to the inclination angle of the right front side frame 11 with respect to the virtual straight line. The front portion of the left front side frame 11 is arranged more inward in the vehicle width direction than the left battery frame 30 of the battery case 10. Further, the front portion of the right front side frame 12 is arranged more inward in the vehicle width direction than the right battery frame 31 of the battery case 10.

[0059] Further, as shown in FIG. 1, the front portions of the left and right front side frames 11 and 12 and the front portions of the left and right front main frames 72 of the upper structure 3 are set to have substantially the same position in the front-rear direction.

[0060] As shown in FIG. 5, the frame bracket 40 includes a vertical plate portion 40a that extends in the vehicle width direction and the vertical direction along the front surface of the front battery frame 32, and a lower plate portion 40b that extends rearward along the lower surface of the front battery frame 32 from the lower edge portion of the vertical plate portion 40a and also extends in the vehicle width direction. The vertical plate portion 40a and the lower plate portion 40b are fixed to the front battery frame 32 by a fastening member or the like. In this way, by fixing the vertical plate portion 40a and the lower plate portion 40b of the frame bracket 40 to the front surface and the lower surface of the front battery frame 32, respectively, the mounting rigidity of the frame bracket 40 with respect to the front battery frame 32 can be increased.

[0061] In the vertical plate portion 40a of the frame bracket 40, a left insertion hole 40c into which the rear portion of the left front side frame 11 is inserted and a right insertion hole 40d into which the rear portion of the right front side frame 12 is inserted are formed at intervals in the vehicle width direction. The rear portion of the left front side frame 11 is fixed to the frame bracket 40 by, for example, an adhesive or a fastening member in a state of being inserted into the left insertion hole 40c.

[0062] As shown in FIG. 4, the frame bracket 40 includes a left upper plate portion 40e extending in the front-rear direction so as to cover the upper surface of the left front side frame 11 and a right upper plate portion 40f extending in the front-rear direction so as to cover the upper surface of the right front side frame 12. The left upper plate portion 40e and the upper surface of the left front side frame 11 are adhered with, for example, an adhesive, and the right upper plate portion 40f and the upper surface of the right front side frame 12 are adhered in the same manner. Thereby, the left and right front side frames 11 and 12 can be firmly fixed to the frame bracket 40.

[0063] The frame bracket 40 has a left support portion 41 and a right support portion 42, and the left support portion 41 and the right support portion 42 are integrally formed with the vertical plate portion 40a and the lower plate portion 40b. The left support portion 41 is disposed on the outer side (left side) in the vehicle width direction of the left front side frame 11 and is a portion that supports the front side frame 11 from the outer side in the vehicle width direction. Specifically, the left support portion 41 protrudes forward from the left side portion of the left insertion hole 40c in the vertical plate portion 40a and extends along the left side surface of the left front side frame 11. The front portion of the left support portion 41 reaches the vicinity of the center in the front-rear direction of the left front side frame 11. Therefore, it is possible to support a wide range of the left support portion 41 with the left support portion 41. It is also possible to adhere the left front side frame 11 to the left support portion 41.

[0064] Further, the right support portion 42 is disposed on the outer side in the vehicle width direction (right side) of the right front side frame 12, and is a portion that supports the front side frame 12 from the outer side in the vehicle width direction. Specifically, the right support portion 42 protrudes forward from the right side portion of the right insertion hole 40d in the vertical plate portion 40a, and extends along the right side surface of the right front side frame 12. The front portion of the right support portion 42 reaches the vicinity of the center in the front-rear direction of the right front side frame 12. Therefore, a wide range of the right support portion 42 can be supported by the right support portion 42. It is also possible to adhere the right front side frame 12 to the right support portion 42.

[0065] On the outer side in the vehicle width direction of the frame bracket 40, the left and right suspension arms 20A constituting the front suspension device 20 are supported so as to be swingable in the vertical direction. That is, on the left side portion of the frame bracket 40 with respect to the left support portion 41, a left arm attachment portion 43 is provided so as to protrude to the left. The base end portion of the left suspension arm 20A is rotatably attached to the left arm attachment portion 43 about an axis extending in the front-rear direction. Further, on the right side portion of the frame bracket 40 with respect to the right support portion 42, a right arm attachment portion 44 is provided so as to protrude to the right. The base end portion of the right suspension arm 20A is rotatably attached to the right arm attachment portion 44 about an axis extending in the front-rear direction.

[0066] The first cross member 15 is a member that is installed between a portion of the left front side frame 11 that is away from the front side battery frame 32 and a portion of the right front side frame 12 that is away from the front side battery frame 32, and extends linearly in the vehicle width direction. The first cross member 15 can also be composed of an extruded material, a press material, or the like. In this embodiment, the left side portion of the first cross member 15 is fixed to the front portion of the left front side frame 11, and the right side portion of the first cross member 15 is fixed to the front portion of the right front side frame 12. Therefore, the front portions of the left and right front side frames 11 and 12 are connected by the first cross member 15.

[0067] Also, the first cross member 15 is substantially parallel to the front battery frame 32. As a result, in a plan view, a rectangular shape (a trapezoidal shape in this example) is formed by the first cross member 15, the left and right front side frames 11, 12, and the front battery frame 32, and a closed cross section is configured when looking at the horizontal cross section.

[0068] The left side of the first cross member 15 protrudes outward in the vehicle width direction from the front part of the left front side frame 11. Also, the right side of the first cross member 15 protrudes outward in the vehicle width direction from the front part of the right front side frame 12.

[0069] The second cross member 19 is a member that is disposed between the first cross member 15 and the front battery frame 32 and is installed between the left front side frame 11 and the right front side frame 12, and extends linearly in the vehicle width direction. The second cross member 19 can also be formed of an extruded material, a pressed material, or the like. The dimension of the second cross member 19 in the vehicle width direction is shorter than the dimension of the first cross member 15 in the vehicle width direction.

[0070] As also shown in FIG. 5, the left end portion of the second cross member 19 is fixed to the right side surface of the left front side frame 11 by adhesion, welding, fastening members, or the like. The right end portion of the second cross member 19 is similarly fixed to the left side surface of the right front side frame 12. As a result, the middle portions in the front-rear direction of the left and right front side frames 11, 12 are connected to each other.

[0071] Also, the second cross member 19 is substantially parallel to the front battery frame 32. As a result, in a plan view, a rectangular shape (a trapezoidal shape in this example) is formed by the second cross member 19, the left and right front side frames 11, 12, and the front battery frame 32, and a closed cross section is configured when looking at the horizontal cross section. Also, in a plan view, a rectangular shape is formed by the second cross member 19, the left and right front side frames 11, 12, and the first cross member 15.

[0072] As shown in FIG. 5, the left reinforcing member 19A extends rearward from a portion of the second cross member 19 closer to the left side than the center in the vehicle width direction toward the front side battery frame 32. The rear portion of the left reinforcing member 19A is fixed to the right side surface of the left front side frame 11. Also, the right reinforcing member 19B extends rearward from a portion of the second cross member 19 closer to the right side than the center in the vehicle width direction toward the front side battery frame 32. The rear portion of the right reinforcing member 19B is fixed to the left side surface of the right front side frame 12.

[0073] The left shock absorbing member 16 is provided in front of the left front side frame 11 and is composed of a tubular member extending forward. Also, the right shock absorbing member 17 is provided in front of the right front side frame 12 and is composed of a tubular member extending forward. The shock absorbing members 16 and 17, similar to the crash cans 72a and 73a of the upper structure 3, are compressed and deformed at a stage before the front side frames 11 and 12 are deformed by an impact load from the front, and absorb the impact load. As shown in FIG. 1, the rear portions of the left and right shock absorbing members 16 and 17 and the rear portions of the crash cans 72a and 73a of the upper structure 3 are set to have substantially the same position in the front-rear direction.

[0074] The rear portion of the left shock absorbing member 16 is fixed to the front portion of the left front side frame 11. The extending direction of the left shock absorbing member 16 is along the longitudinal direction of the left front side frame 11, and the axis of the shock absorbing member 16 is positioned on the extension line in front of the front side frame 11. Also, the rear portion of the right shock absorbing member 17 is fixed to the front portion of the right front side frame 12. The extending direction of the right shock absorbing member 17 is along the longitudinal direction of the right front side frame 12, and the axis of the shock absorbing member 17 is positioned on the extension line in front of the front side frame 12.

[0075] As shown in FIGS. 3 and 4 and the like, the front member 18 is a member installed on the left and right shock absorbing members 16 and 17. A portion of the front member 18 on the left side of the center in the vehicle width direction is fixed to the front portion of the left shock absorbing member 16, and a portion of the front member 18 on the right side of the center in the vehicle width direction is fixed to the front portion of the right shock absorbing member 17. Thus, the left and right shock absorbing members 16 and 17 are connected by the front member 18. As shown in FIG. 1, the front member 18 and the front bumper reinforcement 87 of the upper structure 3 are set to have substantially the same position in the front-rear direction, and the front member 18 is positioned directly below the front bumper reinforcement 87.

[0076] Also, as shown in FIG. 1, the electric vehicle 1 is provided with a steering device 120. The steering device 120 includes a steering gear box 121, a steering shaft 122, and a steering wheel 123. In the present embodiment, the electric vehicle 1 with the driver's seat on the left side will be described, but the present invention can also be applied to an electric vehicle (not shown) with the driver's seat on the right side.

[0077] As shown in FIG. 2, the steering gear box 121 includes a casing that is long in the left-right direction, and a gear, an electric motor for power assist, etc. are built therein. The steering shaft 122 shown in FIG. 1 is a member that transmits the driver's operating force to the steering gear box 121. Since the driver's seat is on the left side, the steering shaft 122 is also disposed on the left side. A joint 122a formed of a universal joint or the like is provided in the middle of the steering shaft 122. The steering shaft 122 has an upper shaft 122b on the driver's side and a lower shaft 122c connected to the input shaft (not shown) of the steering gear box 121. The steering shaft 122 is rotatably supported by a support member (not shown) provided on the upper structure 3. Further, a steering wheel 123 is attached to the upper end portion (rear end portion) of the upper shaft 122b.

[0078] Among the plurality of members constituting the steering device 120, the steering gear box 121 is provided in the lower structure 2. That is, the steering gear box 121 is fixed to the upper parts of the left and right front side frames 11 and 12. Further, the steering gear box 121 is positioned in front of the front power train PT1. The output of the steering gear box 121 is transmitted to the left and right front wheels FT.

[0079] (Upper structure) Next, the upper structure 3 will be described. As shown in FIG. 2, the upper structure 3 includes a floor panel 70, a dash panel (partition part) 71, a pair of left and right front main frames 72 and 73, and a pair of left and right side sills 74 and 75. Reference numeral 72 indicates the left front main frame, and reference numeral 73 indicates the right front main frame. Reference numeral 74 indicates the left side sill, and reference numeral 75 indicates the right side sill.

[0080] The floor panel 70 constitutes the floor surface of the passenger compartment R1 and is made of a steel plate or the like that extends in the front-rear direction and also in the left-right direction. The space above the floor panel 70 becomes the passenger compartment R1. A roof 80 is provided above the passenger compartment R1. Further, front openings 3a and rear openings 3b are respectively formed in both left and right side portions of the upper structure 3. As shown in FIG. 1, the front openings 3a and the rear openings 3b can be opened and closed by the front door 81 and the rear door 82 respectively. Although not shown, a front door and a rear door are also disposed on the right side of the upper structure 3 so as to be openable and closable.

[0081] The left and right side sills 74 and 75 are respectively disposed at both left and right ends of the floor panel 70 so as to extend in the front-rear direction. The left end of the floor panel 70 is connected to the middle portion in the vertical direction of the left side sill 74, and the right end of the floor panel 70 is connected to the middle portion in the vertical direction of the right side sill 75. The upper portions of the side sills 74 and 75 protrude upward from the connection site of the floor panel 70, and the lower portions of the side sills 74 and 75 protrude downward from the connection site of the floor panel 70. Since the battery case 10 is disposed below the floor panel 70, the battery case 10 is disposed between the left and right side sills 74 and 75, and in a side view of the vehicle, the lower portions of the side sills 74 and 75 and the battery case 10 overlap. The battery case 10 is fixed to the side sills 74 and 75.

[0082] The left and right front main frames 72 and 73 are disposed at the front part of the vehicle body and are high-strength members extending in the front-rear direction. That is, the left and right front main frames 72 and 73 are positioned in front of and above the floor panel 70, and specifically, are disposed so as to extend forward from both left and right sides at the lower part of the dash panel 71.

[0083] The left and right front main frames 72 and 73 have a symmetric structure and can be configured, for example, by joining a plurality of press-formed materials or by using extrusion materials. The cross-section of each front main frame 72 and 73 in a direction orthogonal to the front-rear direction is set to be larger than the cross-section of the front side frames 11 and 12 of the lower structure 2 in the same direction. Thereby, each front main frame 72 and 73 becomes a thicker and higher-strength member than the front side frames 11 and 12.

[0084] The front ends of the left and right front main frames 72 each have crash cans 72a and 73a that compress and deform during a frontal collision to absorb collision energy. The crash cans 72a and 73a are cylindrical members extending in the front-rear direction. The crash cans 72a and 73a compress and deform at a stage before the front main frames 72 and 73 deform due to an impact load from the front, and absorb the impact load. A front bumper reinforcement 87 extending in the left-right direction is fixed to the front ends of the left and right crash cans 72a and 73a.

[0085] As also shown in FIGS. 6 to 9, the dash panel 71 is a member for partitioning the passenger compartment R1 and the power compartment R3, and the passenger compartment R1 is defined by the dash panel 71. This dash panel 71 is made of, for example, a steel plate or the like, and extends in the left-right direction and also in the up-down direction at the front of the vehicle. As shown in FIG. 9, a pair of left and right suspension tower portions 90 and 91 are provided on both the left and right sides of the front portion of the upper structure 3. Reference numeral 90 indicates the left suspension tower portion, and reference numeral 91 indicates the right suspension tower portion.

[0086] The left and right suspension tower portions 90 and 91 are each formed so as to bulge inward in the vehicle width direction. That is, the left suspension tower portion 90 is formed so as to bulge from the left side thereof toward the right across the power compartment R3 to the passenger compartment R1, and its bulging range is also set in the up-down direction, and a part of the left front suspension device 20 provided in the lower structure 2 described later can be accommodated. The upper part (for example, the upper part of the shock absorber) of the left front suspension device 20 is supported by the upper part of the left suspension tower portion 90. Also, the right suspension tower portion 91 is formed so as to bulge from the right side thereof toward the left across the power compartment R3 to the passenger compartment R1, and its bulging range is also set in the up-down direction, and a part of the right front suspension device 20 provided in the lower structure 2 described later can be accommodated. The upper part of the right front suspension device 20 is supported by the upper part of the right suspension tower portion 91.

[0087] As shown in FIG. 9, on both the left and right sides of the front portion of the upper structure 3, left and right front wheel houses 85 and 86 for accommodating the left and right front wheels FT are formed so as to bulge inward in the vehicle width direction. Reference numeral 85 indicates the left front wheel house 85, and reference numeral 86 indicates the right front wheel house 86. The left front wheel house 85 is continuous with the rear side of the left suspension tower portion 90, and bulges rightward from the left side portion of the passenger compartment R1 to accommodate the left front wheel FT. Further, the right front wheel house 86 is continuous with the rear side of the right suspension tower portion 91, and bulges leftward from the right side portion of the passenger compartment R1 to accommodate the right front wheel FT.

[0088] As shown in FIGS. 6 and 7, a cowl portion 88 is provided above the dash panel 71. The cowl portion 88 extends in the left - right direction from the upper portion of the left suspension tower portion 90 to the upper portion of the right suspension tower portion 91. Further, the lower portion of the cowl portion 88 extends forward and reaches the intermediate portion in the front - rear direction of the left and right suspension tower portions 90 and 91.

[0089] The dash panel 71 includes an upper panel portion (first partition portion) 71A that constitutes the upper portion of the dash panel 71 and a lower panel portion (second partition portion) 71B that constitutes the lower portion of the dash panel 71. The upper panel portion 71A and the lower panel portion 71B may be formed of separate members respectively, or may be formed of different portions of one member. When the upper panel portion 71A and the lower panel portion 71B are formed of separate members, they may be joined and integrated after being formed into desired shapes respectively, or may be formed into a desired shape after joining the two members.

[0090] The upper end portion of the upper panel portion 71A is connected to the lower portion of the cowl portion 88. The upper panel portion 71A extends in the left - right direction and also extends in the up - down direction. Specifically, it extends from the intermediate portion in the front - rear direction of the left suspension tower portion 90 to the intermediate portion in the front - rear direction of the right suspension tower portion 91.

[0091] The upper end portion of the lower panel portion 71B is connected to the lower end portion of the upper panel portion 71A. For this reason, the upper end portion of the lower panel portion 71B extends in the left-right direction from the middle portion in the front-rear direction of the left suspension tower portion 90 to the middle portion in the front-rear direction of the right suspension tower portion 91. On the other hand, the lower portion below the upper end portion of the lower panel portion 71B (hereinafter referred to as the lower portion of the lower panel portion 71B) is formed so as to be positioned more rearward as it goes downward. The lower portion of the lower panel portion 71B may be inclined or curved.

[0092] The lower end portion (rear end portion) of the lower panel portion 71B is connected to the front end portion of the floor panel 70. Both the left and right sides of the lower portion of the lower panel portion 71B are connected to the left and right front wheel houses 85 and 86, respectively, and extend rearward until they reach the left and right side sills 74 and 75, and are respectively connected to the left and right side sills 74 and 75.

[0093] As shown in FIGS. 6 to 9, the front traveling motor M1 is mounted below the lower portion of the lower panel portion 71B. In other words, the lower portion of the lower panel portion 71B is arranged so as to cover the front traveling motor M1 from above. As a configuration for enabling the front traveling motor M1 to be arranged below the lower portion of the lower panel portion 71B, the upper structure 3 includes a motor arrangement portion 71a. The motor arrangement portion 71a is a portion where at least a part of the front traveling motor M1 can be arranged, and is a bulging portion formed by bulging the lower portion of the lower panel portion 71B inward of the passenger compartment R1. FIG. 14 shows a state of the motor arrangement portion 71a viewed from below.

[0094] Specifically, the front traveling motor M1 is disposed so as to span between the left and right suspension tower portions 90 and 91 and between the left and right front wheel houses 85 and 86. Therefore, it is positioned directly below the lower portion of the lower panel portion 71B. The middle portion in the vehicle width direction of the lower portion of the lower panel portion 71B bulges upward so that at least the upper portion and the rear portion of the front traveling motor M1 are accommodated, and the motor arrangement portion 71a is constituted by this bulging portion. Since the dimension in the left-right direction of the motor arrangement portion 71a is set shorter than the dimension between the left and right front wheel houses 85 and 86, both the left and right sides of the motor arrangement portion 71a are constituted by inclined surfaces that slope downward toward the rear. That is, by providing the motor arrangement portion 71a, it becomes possible to bring the front traveling motor M1, that is, the front power train PT1, closer to the rear side of the vehicle, so that a sufficient crush stroke in the front-rear direction is ensured during a frontal collision or the like.

[0095] A speed reducer, a transmission, and a casing for accommodating them, which constitute the front power train PT1, may be arranged in the motor arrangement portion 71a. Further, a control device and a wire harness (both not shown) for controlling the front traveling motor M1 may be arranged in the motor arrangement portion 71a. When the surface facing downward of the motor arrangement portion 71a is defined as the inner surface of the motor arrangement portion 71a, a gap is formed between the inner surface of the motor arrangement portion 71a and the front traveling motor M1 as shown in FIG. 7, so that the front traveling motor M1 does not come into contact with the inner surface of the motor arrangement portion 71a during normal traveling.

[0096] The upper structure 3 includes a front cross member 93 disposed in the passenger compartment R1. The front cross member 93 is fixed to the upper surface of the floor panel 70 on the rear side of the motor placement portion 71a and extends in the vehicle width direction. The front cross member 93 is formed, for example, to be open downward, and the open portion is closed by being joined to the upper surface of the floor panel 70 to form a closed cross section. The left end portion of the front cross member 93 is fixed to the right side surface of the left side sill 74, and the right end portion of the front cross member 93 is fixed to the left side surface of the right side sill 75. As shown in FIG. 10, the upper end portion of the front cross member 93 is disposed at the same height as the upper end portion of the side sill 75.

[0097] On the left side of the center in the vehicle width direction of the front cross member 93, the front portion of the left front seat S1 is attached, and on the right side of the center in the vehicle width direction of the front cross member 93, the front portion of the right front seat S1 is attached. A slide rail (not shown) or the like is provided under each front seat S1, and the front portion of this slide rail is fixed to the front cross member 93 via a bracket or the like. Incidentally, the rear portion of the slide rail is fixed to the floor panel 70 on the rear side of the front cross member 93.

[0098] The upper structure 3 includes a reinforcing member 94 that connects the motor placement portion 71a and the front cross member 93. The rear portion of the reinforcing member 94 abuts against the front surface of the front cross member 93 from the front, and when a load acting rearward is applied to the reinforcing member 94, the front cross member 93 can surely receive the load.

[0099] The reinforcing member 94 is disposed at the center in the vehicle width direction and supports the motor placement portion 71a from the rear, serving as a member for suppressing the rearward deformation of the motor placement portion 71a. For example, when the front traveling motor M1 moves backward due to an impact load from the front and hits the motor placement portion 71a, the motor placement portion 71a may receive the impact load and attempt to deform rearward. In such a case, by suppressing the deformation of the motor placement portion 71a with the reinforcing member 94, the entry of the front traveling motor M1 into the passenger compartment R1 side is suppressed. Also, during normal traveling other than at the time of a collision, the vehicle body rigidity can be improved by connecting the motor placement portion 71a to the high-strength front cross member 93, and the reinforcing member 94 contributes to, for example, an improvement in handling stability and the like.

[0100] The reinforcing member 94 is provided such that its longitudinal direction faces the front-rear direction. The dimension of the reinforcing member 94 in the front-rear direction is set to be longer than the dimension in the left-right direction. Also, the dimension of the reinforcing member 94 in the vertical direction is set to be shorter than the dimension in the left-right direction, and it has an overall flat shape. In this embodiment, the reinforcing member 94 is composed of a press-formed product, but it is not limited to this, and it may be composed of, for example, an extruded material. As shown in FIG. 7 and the like, ribs 94b extending in the front-rear direction are formed on the reinforcing member 94.

[0101] As also shown in FIG. 10, the front portion of the reinforcing member 94 is fixed to the upper portion of the motor placement portion 71a. The reinforcing member 94 extends rearward from the upper portion of the motor placement portion 71a and is inclined so as to be positioned lower as it goes rearward. Therefore, a space is formed between the reinforcing member 94 and the floor panel 70. Note that the reinforcing member 94 may be fixed to the lower portion of the motor placement portion 71a. In this case, the reinforcing member 94 extends rearward along the upper surface of the floor panel 70 and can be fixed to the floor panel 70.

[0102] The upper structure 3 is provided with a floor reinforcement 96 that extends in the front-rear direction along the floor panel 70 below the reinforcing member 94. The floor reinforcement 96 is fixed to the upper surface of the floor panel 70. The rear portion of the floor reinforcement 96 is connected to the vehicle-width direction intermediate portion of the front cross member 93.

[0103] In this embodiment, as shown in FIGS. 11 and 13, a connecting member 95 that vertically connects the front portion of the reinforcing member 94 and the front portion of the floor reinforcement 96 is provided behind the motor arrangement portion 71a. The front portion of the reinforcing member 94 and the front portion of the floor reinforcement 96 are fixed to the connecting member 95 by fastening members. This connecting member 95 is formed by, for example, shaping a plate material and is a member that constitutes a part of the motor arrangement portion 71a. That is, the motor arrangement portion 71a has a main body portion formed of a bulging portion and the connecting member 95. Although not shown, the front portion of the reinforcing member 94 may be directly fixed to the rear portion of the main body portion of the motor arrangement portion 71a without passing through the connecting member 95.

[0104] In this embodiment, since the connecting member 95 is a member that constitutes a part of the motor arrangement portion 71a, the front portion of the floor reinforcement 96 is connected to the lower portion of the motor arrangement portion 71a. As a result, the front portion of the floor reinforcement 96 and the front portion of the reinforcing member 94 are respectively connected to portions that are vertically separated in the motor arrangement portion 71a, so that the rigidity of the motor arrangement portion 71a can be increased over a wide range.

[0105] Further, the rear portion of the reinforcing member 94 is connected to the rear portion of the floor reinforcement 96. Therefore, as shown in FIG. 10, a first closed cross section is formed by the motor arrangement portion 71a, the reinforcing member 94 that extends downward and rearward from the upper portion of the motor arrangement portion 71a, and the floor reinforcement 96 that extends in the front-rear direction. This first closed cross section is triangular in side view and the vertical dimension becomes shorter toward the rear.

[0106] Further, as shown in FIG. 10, the connecting member 95 is formed to extend rearward from the upper rear portion of the main body portion of the motor arrangement portion 71a and then extend downward. The upper portion of the connecting member 95 is connected to the upper rear portion of the main body portion of the motor arrangement portion 71a, and the lower portion of the connecting member 95 is connected to the lower rear portion of the main body portion of the motor arrangement portion 71a. Thereby, a second closed cross-section is formed in a side view by the connecting member 95 and the main body portion of the motor arrangement portion 71a. This second closed cross-section has a shape close to a rectangle and is located in front of the first closed cross-section. The second closed cross-section is not essential and may be configured as needed.

[0107] In addition, in the above embodiment, the connecting member 95 is a member constituting a part of the motor arrangement portion 71a. However, the present invention is not limited to this, and the motor arrangement portion 71a can also be constituted only by the bulging portion. In this case, the front portion of the reinforcing member 94 is directly fixed to the rear portion of the motor arrangement portion 71a, and the first closed cross-section is formed by the motor arrangement portion 71a, the reinforcing member 94, and the floor reinforcement 96. Further, by fixing the connecting member 95 to the rear portion of the bulging portion constituting the motor arrangement portion 71a, a second closed cross-section is formed by the connecting member 95 and the motor arrangement portion 71a.

[0108] As shown in FIG. 12, the rear portion of the reinforcing member 94 is attached to the floor panel 70 and the lid 35 of the battery unit BY. Specifically, a flange 94a extending in the vehicle width direction is formed at the rear portion of the reinforcing member 94, and a bolt B1 is configured to penetrate through this flange 94a. A nut N1 that screws with the bolt B1 is fixed to the upper surface of the flange 94a. The bolt B1 is configured to penetrate through the portion directly below the flange 94a in the lid 35 and the portion directly below the flange 94a in the floor panel 70. By passing the bolt B1 from below the lid 35 through the lid 35, the floor panel 70, and the flange 94a and screwing it with the nut N1, the rear portion of the reinforcing member 94 can be fixed to the floor panel 70 and the lid 35. In this way, since the rear portion of the reinforcing member 94, the floor panel 70, and the lid 35 are fastened by the common fastening members B1 and N1, they can be firmly integrated. Incidentally, the bolt B1 may be passed through from above the flange 94a and screwed with the nut N1 fixed to the lower surface of the lid 35. Instead of the bolt B1, a screw or the like may be used. Also, a plurality of locations spaced apart in the vehicle width direction of the reinforcing member 94 can be attached to the lid 35 and the floor panel 70.

[0109] As shown in FIG. 10, the rear portion of the reinforcing member 94 is also attached to the center portion in the vehicle width direction of the first case inner member 25A. Specifically, a bolt B2 is configured to penetrate through a portion of the rear portion of the reinforcing member 94 that is spaced apart in the vehicle width direction from the flange 94a (shown in FIG. 12). Also, the bolt B2 is configured to penetrate through the floor reinforcement 96, the floor panel 70, and the lid 35. A nut N2 is fixed to the rear portion of the reinforcing member 94 so as to coincide with the penetrating portion of the bolt B2.

[0110] In the first case inner member 25A, a bolt insertion hole 25a for bolt B2 is formed. By inserting bolt B2 inserted into the insertion hole 25a from below through the upper wall portion of the first case inner member 25A, the lid 35, the floor panel 70, the floor reinforcement 96, and the rear portion of the reinforcing member 94 in sequence and screwing it into nut N2, the rear portion of the reinforcing member 94 can also be fastened to the first case inner member 25A. In this way, since the rear portion of the reinforcing member 94, the floor reinforcement 96, the floor panel 70, the lid 35, and the first case inner member 25A are fastened by the common fastening members B2 and N2, they can be firmly integrated. Note that bolt B2 may be passed through from above the rear portion of the reinforcing member 94 and screwed into nut N2 fixed to the first case inner member 25. Instead of bolt B2, a screw or the like may be used. Also, a plurality of locations of the reinforcing member 94 separated in the vehicle width direction can be attached to the first case inner member 25A.

[0111] For example, as shown in FIG. 3, the center portion in the vehicle width direction of the first case inner member 25A is an intersection with the front center member 26 and is also an intersection with the first rear center member 27. The intersection of the first case inner member 25A with the front center member 26 (or the first rear center member 27) is reinforced by the front center member 26 (or the first rear center member 27) and is a particularly high-strength portion. The rear portion of the reinforcing member 94 can be attached to this high-strength portion.

[0112] Based on FIG. 8, the positional relationship between the reinforcing member 94 and the battery B will be described. When comparing the positions of the front portion of the battery B arranged most forward among the plurality of batteries B included in the battery unit BY and the front portion of the reinforcing member 94, the battery B is arranged such that the front portion of the battery B arranged most forward is located rearward of the front portion of the reinforcing member 94. Thereby, it becomes difficult for the impact load from the front at the time of a collision to act on the battery B.

[0113] Also, in a front view, at least a part of the front travel motor M1 is positioned so as to overlap with the front portion of the reinforcing member 94. For example, as shown in FIG. 7, the vertical position of the front travel motor M1 is set to be substantially the same as the vertical position of the front portion of the reinforcing member 94. Thereby, when the front travel motor M1 retreats, the load thereof can be reliably received by the front portion of the reinforcing member 94.

[0114] As shown in FIGS. 13 and 15 etc., the upper structure 3 includes a partition wall reinforcing member 98. The partition wall reinforcing member 98 is provided in front of the motor arrangement portion 71a on the inner surface of the upper panel portion 71A in the passenger compartment R1, and extends in the vehicle width direction. The front portion of the partition wall reinforcing member 98 is joined to the lower panel portion 71B. The left end portion of the partition wall reinforcing member 98 is connected to the left suspension tower portion 90, and the right end portion of the partition wall reinforcing member 98 is connected to the right suspension tower portion 91.

[0115] (Arrangement structure of the steering shaft) The steering shaft 122 shown in FIG. 1 is provided so as to penetrate the dash panel 71, and is inclined and arranged so as to be positioned upward as it goes rearward. In the electric vehicle 1 of the present embodiment, since the front travel motor M1 is arranged in the power compartment R3 corresponding to the outside of the dash panel 71, it is necessary to set the position and inclination angle of the steering shaft 122 that can avoid interference with the front travel motor M1 (front power train PT1). On the other hand, since the inclination angle of the steering shaft 122 affects the orientation and position of the steering wheel 123 with respect to the driver, it is necessary to set the position and inclination angle of the steering shaft 122 in consideration of the orientation and position of the steering wheel 123 with respect to the driver. In the present embodiment, since the motor arrangement portion 71a is formed in the dash panel 71 and the front travel motor M1 is arranged on the rear side of the vehicle, the steering gear box 121 is positioned in front of the front travel motor M1.

[0116] That is, since it is necessary to lay out the steering shaft 122 so that the lower part of the steering shaft 122 is located in front of the front traveling motor M1, it is desirable to provide the portion of the dash panel 71 through which the steering shaft 122 penetrates as far forward as possible. As a configuration for realizing this, as shown in FIG. 16, a left concave portion 71b is formed in the left side portion of the dash panel 71 rather than the center portion in the vehicle width direction. That is, the left concave portion 71b is formed so as to be recessed forward in the upper portion of the lower panel portion 71B of the dash panel 71 rather than the front traveling motor M1. The left concave portion 71b is located in front of the motor arrangement portion 71a. In FIG. 13, the front portion of the left concave portion 71b is hidden by the partition reinforcing member 98, and the hidden portion is shown by a broken line. Further, since FIG. 14 is a view seen from the bottom surface, the entire left concave portion 71b is shown by a broken line.

[0117] The lower wall portion 71c of the left concave portion 71b is inclined downward toward the rear. An insertion hole 71d through which the steering shaft 122 (shown by a virtual line in FIG. 16) is inserted is formed in the lower wall portion 71c so as to penetrate the lower wall portion 71c in the vertical direction. Since the left concave portion 71b is recessed forward, the lower wall portion 71c can be positioned forward. As a result, the insertion hole 71d can be positioned more forward than when it is formed in the upper portion of the dash panel 71.

[0118] Also, a right concave portion 71e similar to the left side is formed in the right side portion of the dash panel 71 rather than the center portion in the vehicle width direction. When there is a driver's seat on the right side, an insertion hole (not shown) through which the steering shaft 122 is inserted may be formed in the lower wall portion 71f of the right concave portion 71e.

[0119] (Operation and effect of the embodiment) As described above, the lower panel portion 71B of the dash panel 71 is formed so as to be located more rearward as it goes downward, and the front running motor M1 is mounted below the lower panel portion 71B. Therefore, the front running motor M1 can be brought closer to the rear side of the vehicle. As a result, a sufficient crush stroke in the front-rear direction is ensured during a collision, so that the requirement for absorbing the impact load can be satisfied.

[0120] Further, a left concave portion 71b that is recessed forward is formed in the lower panel portion 71B of the dash panel 71, and an insertion hole 71d is formed in the lower wall portion 71c of the left concave portion 71b. Therefore, it becomes possible to position it closer to the front side of the vehicle as compared with the case where the insertion hole 71d is formed in the upper panel portion 71A. Furthermore, since the left concave portion 71b is located above the front running motor M1, even if the position and inclination angle of the steering shaft 122 are set to satisfy the layout requirements of the steering wheel 123, the steering shaft 122 is less likely to interfere with the front running motor M1.

[0121] In addition, since the motor arrangement portion 71a formed in the lower panel portion 71B of the dash panel 71 bulges inside the passenger compartment R1, it becomes possible to bring the front running motor M1 closer to the rear side of the vehicle. As a result, a larger crush stroke during a collision can be ensured.

[0122] Also, since a partition reinforcing member 98 extending in the vehicle width direction is provided above the left concave portion 71b, when the strength of the lower panel portion 71B is reduced due to the formation of the left concave portion 71b, the reduction in strength can be compensated by the partition reinforcing member 98.

[0123] The above-described embodiments are merely illustrative in every respect and should not be construed in a limiting sense. Furthermore, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

Industrial Applicability

[0124] As described above, the front body structure according to the present disclosure can be provided, for example, in an electric vehicle.

Explanation of Signs

[0125] 1 Electric vehicle 10 Battery case 70 Floor panel 71 Dash panel (partition part) 71A Upper panel part 71B Lower panel part 71a Motor placement part 71b Left concave part 71c Lower wall part 71d Insertion hole 98 Partition reinforcement member 122 Steering shaft A Front body structure B Battery M1 Driving motor S1 Front seat (seat)

Claims

1. In a front body structure of an electric vehicle having a driving motor mounted on the front part of the vehicle, a partition part provided so as to extend in the vehicle width direction at the front part of the vehicle and defining the vehicle interior space, and a steering shaft provided so as to penetrate the partition part in the vehicle front-rear direction and inclined so as to be positioned upward toward the rear of the vehicle, and a pair of left and right suspension tower parts formed so as to bulge inward in the vehicle width direction and supporting the upper part of the front suspension device. The partition part includes a first partition part and a second partition part extending so as to be positioned rearward of the vehicle downward from the lower part of the first partition part, the first partition part extends from the intermediate part in the vehicle front-rear direction of the left suspension tower part to the intermediate part in the vehicle front-rear direction of the right suspension tower part, the driving motor is mounted below the lower part of the second partition part, and a concave part that is recessed toward the front of the vehicle is formed in the upper part of the second partition part of the partition part above the driving motor, and an insertion hole through which the steering shaft is inserted is formed in the lower wall part of the concave part. A front body structure.

2. In the front body structure according to claim 1, a motor arrangement part formed by bulging a part of the second partition part toward the vehicle interior side and capable of arranging at least a part of the driving motor is provided. A front body structure.

3. In the front body structure according to claim 2, the concave part is located in front of the vehicle of the motor arrangement part. A front body structure.

4. In the front body structure according to any one of claims 1 to 3, a partition reinforcement member extending in the vehicle width direction is provided on the first partition part. A front body structure.

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