CA2233001C - Automobile - Google Patents
Automobile Download PDFInfo
- Publication number
- CA2233001C CA2233001C CA002233001A CA2233001A CA2233001C CA 2233001 C CA2233001 C CA 2233001C CA 002233001 A CA002233001 A CA 002233001A CA 2233001 A CA2233001 A CA 2233001A CA 2233001 C CA2233001 C CA 2233001C
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- CA
- Canada
- Prior art keywords
- automobile
- spoiler
- bottom wall
- airfoil
- chassis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
- B62D37/02—Stabilising vehicle bodies without controlling suspension arrangements by aerodynamic means
Abstract
An automobile (A) having a chassis (C) and an outer cladding in the form of an airfoil with the top roof (12) wall forming the pressure surface and the bottom wall (10) forming the suction surface with the front of the automobile acting as a leading edge (14) and in the rear, the trailing edge (16).
Description
"AUTOMOBILE"
Technical Field The present invention relates to automobiles, and more particularly, to a lightweight, passenger, self propelled vehicle, with s improved structural and body characteristics.
Background Art The conventional automobile often carrying a single driver-passenger, weighs on the average between 1000 and 1200 kg. and transports an average person of 70 kg. It is well settled that the conventional to automobile is highly inefficient, particularly in a city environment in view of the amount of energy in the form of fuel required to move such a vehicle and the resultant pollution. No matter how much research is done on engine efficiency, inefficiencies will remain as long as the automobile has the mass referred to above.
is In addition, conventional automobiles have a drag coefficient of Cd = 0.38 or more. For highway driving, the drag coefficient increases the power requirements of the vehicle. Thus relatively powerful engines are required to overcome the mass and drag coefficient. Such engines add to the overall mass of the vehicle. Fuel consumption is rarely below 7 liters per 20 100 kilometers.
One of the problems with lightweight vehicles is the lack of stability at higher speed. In order to attain a mass of less than 500 kg. the resulting vehicle would be fragile and somewhat unstable at speed of 100 km. or more, due to aerodynamic lift associated with most conventional 2s body shapes.
U.S. Patent No. 3,951,222, Fletcher, issued Apr. 20, 1976, shows a lightweight car in the form of a reverse airfoil. Although the aerodynamic lift associated with the automobile shown in this patent is ~, CA 02233001 1998-03-24 L;~
reversed, the automobile in this patent would be subject to lateral instability.
Disclosure of the Invention It is an aim of the present invention to S provide a lightweight vehicle with low aerodynamic drag coefficient to thereby reduce the power requirements.
AMENDED SHEET
Technical Field The present invention relates to automobiles, and more particularly, to a lightweight, passenger, self propelled vehicle, with s improved structural and body characteristics.
Background Art The conventional automobile often carrying a single driver-passenger, weighs on the average between 1000 and 1200 kg. and transports an average person of 70 kg. It is well settled that the conventional to automobile is highly inefficient, particularly in a city environment in view of the amount of energy in the form of fuel required to move such a vehicle and the resultant pollution. No matter how much research is done on engine efficiency, inefficiencies will remain as long as the automobile has the mass referred to above.
is In addition, conventional automobiles have a drag coefficient of Cd = 0.38 or more. For highway driving, the drag coefficient increases the power requirements of the vehicle. Thus relatively powerful engines are required to overcome the mass and drag coefficient. Such engines add to the overall mass of the vehicle. Fuel consumption is rarely below 7 liters per 20 100 kilometers.
One of the problems with lightweight vehicles is the lack of stability at higher speed. In order to attain a mass of less than 500 kg. the resulting vehicle would be fragile and somewhat unstable at speed of 100 km. or more, due to aerodynamic lift associated with most conventional 2s body shapes.
U.S. Patent No. 3,951,222, Fletcher, issued Apr. 20, 1976, shows a lightweight car in the form of a reverse airfoil. Although the aerodynamic lift associated with the automobile shown in this patent is ~, CA 02233001 1998-03-24 L;~
reversed, the automobile in this patent would be subject to lateral instability.
Disclosure of the Invention It is an aim of the present invention to S provide a lightweight vehicle with low aerodynamic drag coefficient to thereby reduce the power requirements.
AMENDED SHEET
It is a further aim of the present invention to provide an inexpensive automobile construction pro-viding reduced maintenance.
It is a further aim of the present invention to provide an automobile with reduced drag coefficient of Cd = 0.20 or lower and a mass of less than 450 kg. ' It is an aim of the present invention to provide an automobile of low mass but having aero dynamic features which render the automobile stable at higher speeds.
It is a further aim of the present invention to provide an automobile with relatively low fuel con-sumption.
It is a further aim of the present invention to provide a vehicle where the engine and transmission is concentrated in the center of the vehicle providing a low polar moment and improve vehicle handling.
It is a further aim of the present invention to provide an automobile with improved safety for the driver and passengers.
A construction in accordance with the pre-sent invention comprises an automobile having a chassis and an outer cladding in the form of an airfoil with a top wall forming the pressure surface, the bottom wall forming the suction surface, the front of the auto-mobile forms the leading edge and the rear forms the trailing edge. At least a spoiler is provided at one of the front and rear portions of the automobile, the spoiler being located at the bottom wall near one of the leading edge and the trailing edge respectively.
The spoiler extends transversely of the automobile and is spaced from the bottom wall to provide an air flow passage therebetween and form a downward force on the automobile.
In a more specific embodiment there is a front spoiler and a rear spoiler such that the spoilers provide a downward force on the automobile sufficient to provide stability thereto at high speeds. The spoil-ers also form the front and rear bumpers of the auto-mobile.
In another aspect of the present invention the automobile is provided with an engine located centrally of the chassis and at the proximity of the center of gravity.
In a more specific embodiment of the present invention a pair of vertical stabilizer fins are pro-vided at the trailing edge of the automobile and pro-ject rearwardly in order to provide lateral stability to the automobile and with an additional purpose of locating the pressure center of the automobile aft of the center of gravity of the automobile.
More specifically the present invention pro-vides an automobile body with a drag coefficient of Cd - 0.20 or lower. The total vehicle curb mass would be less than 450 kg.
Still more specifically the automobile is provided with a pair of bulkheads front and rear of the engine and defining an inverted V, the bulkheads form-ing backrests for oppositely disposed front and rear seats of the automobile.
Thus the structure of the automobile in-cludes back-to-back four passenger seats with the back rests of the seats being integrated to the triangular configuration of structural bulkheads. The drive train is suspended from the apex of the structural bulkheads, including the engine which is located at the level of the floor. The floor is double clad including the bot-tom wall and includes storage for the gas tank, and in the event of conversion to an electrical motor, storage of the batteries.
Brief Description of the Drawings Having thus generally described the nature of the invention, reference will now be made to the accompanying drawings, showing by way of illustration, a preferred embodiment thereof, and in which:
It is a further aim of the present invention to provide an automobile with reduced drag coefficient of Cd = 0.20 or lower and a mass of less than 450 kg. ' It is an aim of the present invention to provide an automobile of low mass but having aero dynamic features which render the automobile stable at higher speeds.
It is a further aim of the present invention to provide an automobile with relatively low fuel con-sumption.
It is a further aim of the present invention to provide a vehicle where the engine and transmission is concentrated in the center of the vehicle providing a low polar moment and improve vehicle handling.
It is a further aim of the present invention to provide an automobile with improved safety for the driver and passengers.
A construction in accordance with the pre-sent invention comprises an automobile having a chassis and an outer cladding in the form of an airfoil with a top wall forming the pressure surface, the bottom wall forming the suction surface, the front of the auto-mobile forms the leading edge and the rear forms the trailing edge. At least a spoiler is provided at one of the front and rear portions of the automobile, the spoiler being located at the bottom wall near one of the leading edge and the trailing edge respectively.
The spoiler extends transversely of the automobile and is spaced from the bottom wall to provide an air flow passage therebetween and form a downward force on the automobile.
In a more specific embodiment there is a front spoiler and a rear spoiler such that the spoilers provide a downward force on the automobile sufficient to provide stability thereto at high speeds. The spoil-ers also form the front and rear bumpers of the auto-mobile.
In another aspect of the present invention the automobile is provided with an engine located centrally of the chassis and at the proximity of the center of gravity.
In a more specific embodiment of the present invention a pair of vertical stabilizer fins are pro-vided at the trailing edge of the automobile and pro-ject rearwardly in order to provide lateral stability to the automobile and with an additional purpose of locating the pressure center of the automobile aft of the center of gravity of the automobile.
More specifically the present invention pro-vides an automobile body with a drag coefficient of Cd - 0.20 or lower. The total vehicle curb mass would be less than 450 kg.
Still more specifically the automobile is provided with a pair of bulkheads front and rear of the engine and defining an inverted V, the bulkheads form-ing backrests for oppositely disposed front and rear seats of the automobile.
Thus the structure of the automobile in-cludes back-to-back four passenger seats with the back rests of the seats being integrated to the triangular configuration of structural bulkheads. The drive train is suspended from the apex of the structural bulkheads, including the engine which is located at the level of the floor. The floor is double clad including the bot-tom wall and includes storage for the gas tank, and in the event of conversion to an electrical motor, storage of the batteries.
Brief Description of the Drawings Having thus generally described the nature of the invention, reference will now be made to the accompanying drawings, showing by way of illustration, a preferred embodiment thereof, and in which:
Fig. 1 is a vertical side elevation, partly in cross section, showing the air flow around the body of the vehicle;
Fig. 2 is a side elevation, partly schematic and partly in cross-section, of the vehicle in accor dance with the embodiment shown in Fig. 1 showing some elements in dotted lines;
Fig. 2a is a perspective view of a detail of the embodiment shown in Fig. 2;
Fig. 3 is a schematic top plan view, of the vehicle shown in Figs. 1 and 2;
Fig. 4 is a fragmentary rear end elevation of the embodiment shown in Figs. 1 and 2;
Fig. 5 is a fragmentary perspective view of a detail of the present invention;
Fig. 6 is a fragmentary enlarged perspective view of a further detail of the present invention;
Fig. 7 is a fragmentary enlarged vertical cross-section of a further detail of the present inven tion taken along lines 7-7 of Fig. 3;
Fig. 8 is a schematic diagram in perspective showing a further characteristic of the present inven-tion;
Fig. 9 is a fragmentary enlarged perspective view of a further detail of the present invention; and Fig. 10 is a fragmentary vertical cross sec-tion taken along lines 10-10 of Fig. 3.
Modes For Carrying Out The Invention Referring to Figs. 1, 2 and 3, an automobile A is illustrated having a chassis C, a bottom clad wall 10 and a roof 12. The over all shape of the automobile A is that of an inverted airfoil having a leading edge 14 and a trailing edge 16.
As shown in Fig. 1, the configuration of the suction surface or clad bottom wall 10 and the pressure surface or roof 12 provides a negative aerodynamic lift at high. speeds pressing the automobile towards the ground. This is enhanced by the spoilers 18 and 20 fore and aft of the automobile body A.
Spoiler 18 is illustrated in FIG. 9. Spoiler 20, shown in FIG. 1, is of similar construction. The spoiler 18 also serves as a bumper and extends 5 transversely of the chassis and is connected at its ends to fender 22 and to fender 24 respectively. The spoiler 18 is spaced from bottom clad wall 10 and helps provide additional negative lift at the front of the vehicle. The spoiler 20 provides a similar negative lift at the aft portion of the automobile A. A central connecting member 26 mounted to the chassis C
t o provides support for the spoiler 18, and, along with the laterally spaced fenders 22 and 24, guide the airflow underneath the automobile A.
The spoilers 18 and 20 each have a horizontal component Ph at the front and rear of the automobile acting in opposite direction. When the airflow passes by the spoilers the Ph component of each spoiler 18 and 20 15 cancels the other. In fact the forces are acting on the automobile structure to stretch it out. Vertical components P,, press the car downwardly towards the ground, increasing the stability. The downward forces on the automobile increase the rolling resistance but this is by far compensated by the gains in stability.
2o As shown in FIG. 2, the engine 28 is placed centrally of the automobile A, in the lower part thereof. The engine 28 may be of the type described in U.S. Pat. No. 4,727,794, issued March 1, 1988 to Marek Kmicikiewicz. Torque reaction pads 29 are provided to resist the torque developed by the engine 28. The drive train also includes a clutch housing 2s 30 which can be a standard single disc dry clutch. An inter-axle differential 32 is superimposed with a split power CVT transmission 34 of the type described in U.S. Pat. No. 5,121,936 issued June 16, 1992 to Ben Cowan.
The drive train unit, including the above mentioned engine 28, clutch housing 30, differential 32 and transmission 34 is suspended from the apex of two bulkhead 36 and 38 which foam a structural triangle as shown in Figs. 2 and 5.
The bulkheads 36 and 38 also form the back rests of the seat sets 60 and 62. Panels 37 are removable, for access to the space between the bulkheads 36 and 38 where the engine transmission and other equipment are situated. It is noted that the engine and transmission could be removed in less than 30 minutes. Head rests 25 are illustrated at the top of the seats 60a, 60b, 62a, and 62b, as shown in Figs. 2 and 3. A suspension system 40 suspends the drive train from the apex of the bulkheads 36 and 38. The suspension of the drive train allows for better distribution of the loading forces on the chassis C.
Referring to Figs. 2, 3, 5, 6, and 7, there is shown the chassis C which includes a double clad floor with spaced-apart panels 10 and 11. There are two longitudinal beams 42 and 44 which extend from the front cross beam 46 to the rear cross beam 48. The beams 46 and 48 are U-shaped stampings of aluminum and have outwardly extending flanges 55 for the purposes of bonding, and spot welding or riveting. The cross-section of a typical longitudinal beam 42 is shown in Fig. 6, cross or lateral beams 46, 48, 50 and 52 extend between beams 42 and 44. Beam extensions 46L, 46R, 48L, 48R, 50L and 50R, 52L and 52R, are provided outboard of beams 42 and 44 corresponding to the beams 46, 48, 50 and 52. All of the flanges 55 of the beams are bonded, riveted or spot-welded to the cladding as represented, for instance, by panels 10 and 11.
A tunnel having a front segment 56 and a rear section 58 extends longitudinally and centrally of the chassis C and within the passenger cabin dividing the two sets of seats 60 and 62, into seats 60a, 60b, 62a and 62b respectively, as shown in Figs. 3 and 5.
These tunnel sections 56 and 58, in addition to providing space for the power transmission elements, i -7_ provide structural strength to the automobile for support of the front and rear bulkheads during crashes. The housings of tunnel sections 56 and 58 also provide additional stiffness to the overall structure of the chassis C.
The power transmission is provided to rear and front axles by s cogged belts 64 and 66 extending in tunnel sections 56 and 58 respectively.
These cogged belts 64 and 66 may be of the type referred to as Uniroyal HTD-II synchronous belt drive system, as described in a Uniroyal publication entitled "PowerTrain", October 1985, or the PowerGrip TM HTD
belt system produced by The Gates Rubber Company and described in Io Gates Industrial Belt Products/List Prices, January 2, 1990, No. 19996-000.
The inter-axle differential 32 provides a torque split at the drive belts 64 and 66. The rate of torque split depends on the load distribution between front and rear axles, the height of the center of gravity of the automobile and the mode of driving, that is mainly city or highway. The cogged belt 66, 15 as shown schematically in FIG. 2a, is in a mobius curve mode and twisted to transmit torque from the vertical axis sprockets 33 of the inter-axle differential 32 to the horizontal axis of the final drive differential. Belt has a similar configuration. This arrangement is an efficient cost-effective noise and vibration reducing drive system for lightweight vehicles.
2o The gas tank 68 is located under the right rear passenger seat 62b and inboard of the right longitudinal beam member 44. The tank 68 is of 15 to 21 liter capacity and is thus protected from both side and rear impacts and provides the automobile with 500 to 700 kilometer range.
It is noted that the clad floor 10 may be provided with an opening 25 below the drive train for access thereto.
The upper floor panel 11 may be provided with stiffening beads and openings to give access to some systems located in the double floor space. As indicated previously, the double floor concept allows for storage of batteries in the event of conversion to an electric drive.
The steering column and instrument cluster 70 is adjustable in height and distance since the seats 60 are fixed. Similarly, the pedal cluster (not shown) is adjustable horizontally to compensate for different leg lengths. Since these two clusters, that is, the steering column and instrument cluster 70 and the pedal cluster, are independently adjustable relative to the fixed seat 60a, it is possible to obtain a better driv-ing position for different persons, including those having shorter arms and longer legs, and vice versa.
An air intake 72 is provided at the front of the automobile C, as shown in Figs. 2 and 3. The air follows a ventilation duct to the engine 28 in order to provide cooling air for the engine. The air intake 72 is located at the stagnation point at the leading edge 14, aerodynamically, on the automobile A where there is the highest possible static pressure developed. The air outlet 74 is in the form of tangentially oriented slots at the aft portion of the automobile A where the veloc ity of air is high and thus the negative pressure draw ing the air from the exit is high. It is noted that a fan will be provided in the air outlet 74 to increase the negative pressure within the ventilation system for the engine.
As shown in Figs. 7 and 10, an air passage 76 associated with the air duct 74 provides a passage for the air through the transverse beam 50 to the engine 28.
Vertical fender stabilizers 78, which serve to provide lateral stability, are located on either side of the automobile A, and also help to offset the pressure center toward the rear (Fig. 4). This provides correctional moment at high speeds during the loss of traction at all four wheels. A roll-over bar 82, as shown in Figs. 3 and 4, is provided centrally of the automobile A and is supported by posts 84 to link~the roll-over bar 82 with the longitudinal members 42 and 44 respectively. It is noted that the roll-over bar 82, as shown in Fig. 4, has a greater dimension at the belt height of the automobile than in the roof portion in order to protect against sideways impact.
Fig. 8 represents the roof structure support construction which includes pillars 86 and 88 which cross each other and are supported at the belt line.
Braces 90a and 90b represent the windshield and door braces.
There are bulkheads 92 at the front and rear of the automobile A over the lateral beams 46 and 48 as shown in Figs. 3 and 5. These bulkheads represent the construction split lines of the automobile and are designed to contain the crash energy without serious deformation of the passenger cabin.
The portions fore of bulkhead 92 and aft of bulkhead 94 are crumble zones. Transversal leaf spring 96 is provided in bulkhead 92 to supplement the suspension system. As shown in Fig. 10 suspension link rods 98 and 100 are connected to the leaf spring 96 within the housing of bulkhead 92.
Fig. 2 is a side elevation, partly schematic and partly in cross-section, of the vehicle in accor dance with the embodiment shown in Fig. 1 showing some elements in dotted lines;
Fig. 2a is a perspective view of a detail of the embodiment shown in Fig. 2;
Fig. 3 is a schematic top plan view, of the vehicle shown in Figs. 1 and 2;
Fig. 4 is a fragmentary rear end elevation of the embodiment shown in Figs. 1 and 2;
Fig. 5 is a fragmentary perspective view of a detail of the present invention;
Fig. 6 is a fragmentary enlarged perspective view of a further detail of the present invention;
Fig. 7 is a fragmentary enlarged vertical cross-section of a further detail of the present inven tion taken along lines 7-7 of Fig. 3;
Fig. 8 is a schematic diagram in perspective showing a further characteristic of the present inven-tion;
Fig. 9 is a fragmentary enlarged perspective view of a further detail of the present invention; and Fig. 10 is a fragmentary vertical cross sec-tion taken along lines 10-10 of Fig. 3.
Modes For Carrying Out The Invention Referring to Figs. 1, 2 and 3, an automobile A is illustrated having a chassis C, a bottom clad wall 10 and a roof 12. The over all shape of the automobile A is that of an inverted airfoil having a leading edge 14 and a trailing edge 16.
As shown in Fig. 1, the configuration of the suction surface or clad bottom wall 10 and the pressure surface or roof 12 provides a negative aerodynamic lift at high. speeds pressing the automobile towards the ground. This is enhanced by the spoilers 18 and 20 fore and aft of the automobile body A.
Spoiler 18 is illustrated in FIG. 9. Spoiler 20, shown in FIG. 1, is of similar construction. The spoiler 18 also serves as a bumper and extends 5 transversely of the chassis and is connected at its ends to fender 22 and to fender 24 respectively. The spoiler 18 is spaced from bottom clad wall 10 and helps provide additional negative lift at the front of the vehicle. The spoiler 20 provides a similar negative lift at the aft portion of the automobile A. A central connecting member 26 mounted to the chassis C
t o provides support for the spoiler 18, and, along with the laterally spaced fenders 22 and 24, guide the airflow underneath the automobile A.
The spoilers 18 and 20 each have a horizontal component Ph at the front and rear of the automobile acting in opposite direction. When the airflow passes by the spoilers the Ph component of each spoiler 18 and 20 15 cancels the other. In fact the forces are acting on the automobile structure to stretch it out. Vertical components P,, press the car downwardly towards the ground, increasing the stability. The downward forces on the automobile increase the rolling resistance but this is by far compensated by the gains in stability.
2o As shown in FIG. 2, the engine 28 is placed centrally of the automobile A, in the lower part thereof. The engine 28 may be of the type described in U.S. Pat. No. 4,727,794, issued March 1, 1988 to Marek Kmicikiewicz. Torque reaction pads 29 are provided to resist the torque developed by the engine 28. The drive train also includes a clutch housing 2s 30 which can be a standard single disc dry clutch. An inter-axle differential 32 is superimposed with a split power CVT transmission 34 of the type described in U.S. Pat. No. 5,121,936 issued June 16, 1992 to Ben Cowan.
The drive train unit, including the above mentioned engine 28, clutch housing 30, differential 32 and transmission 34 is suspended from the apex of two bulkhead 36 and 38 which foam a structural triangle as shown in Figs. 2 and 5.
The bulkheads 36 and 38 also form the back rests of the seat sets 60 and 62. Panels 37 are removable, for access to the space between the bulkheads 36 and 38 where the engine transmission and other equipment are situated. It is noted that the engine and transmission could be removed in less than 30 minutes. Head rests 25 are illustrated at the top of the seats 60a, 60b, 62a, and 62b, as shown in Figs. 2 and 3. A suspension system 40 suspends the drive train from the apex of the bulkheads 36 and 38. The suspension of the drive train allows for better distribution of the loading forces on the chassis C.
Referring to Figs. 2, 3, 5, 6, and 7, there is shown the chassis C which includes a double clad floor with spaced-apart panels 10 and 11. There are two longitudinal beams 42 and 44 which extend from the front cross beam 46 to the rear cross beam 48. The beams 46 and 48 are U-shaped stampings of aluminum and have outwardly extending flanges 55 for the purposes of bonding, and spot welding or riveting. The cross-section of a typical longitudinal beam 42 is shown in Fig. 6, cross or lateral beams 46, 48, 50 and 52 extend between beams 42 and 44. Beam extensions 46L, 46R, 48L, 48R, 50L and 50R, 52L and 52R, are provided outboard of beams 42 and 44 corresponding to the beams 46, 48, 50 and 52. All of the flanges 55 of the beams are bonded, riveted or spot-welded to the cladding as represented, for instance, by panels 10 and 11.
A tunnel having a front segment 56 and a rear section 58 extends longitudinally and centrally of the chassis C and within the passenger cabin dividing the two sets of seats 60 and 62, into seats 60a, 60b, 62a and 62b respectively, as shown in Figs. 3 and 5.
These tunnel sections 56 and 58, in addition to providing space for the power transmission elements, i -7_ provide structural strength to the automobile for support of the front and rear bulkheads during crashes. The housings of tunnel sections 56 and 58 also provide additional stiffness to the overall structure of the chassis C.
The power transmission is provided to rear and front axles by s cogged belts 64 and 66 extending in tunnel sections 56 and 58 respectively.
These cogged belts 64 and 66 may be of the type referred to as Uniroyal HTD-II synchronous belt drive system, as described in a Uniroyal publication entitled "PowerTrain", October 1985, or the PowerGrip TM HTD
belt system produced by The Gates Rubber Company and described in Io Gates Industrial Belt Products/List Prices, January 2, 1990, No. 19996-000.
The inter-axle differential 32 provides a torque split at the drive belts 64 and 66. The rate of torque split depends on the load distribution between front and rear axles, the height of the center of gravity of the automobile and the mode of driving, that is mainly city or highway. The cogged belt 66, 15 as shown schematically in FIG. 2a, is in a mobius curve mode and twisted to transmit torque from the vertical axis sprockets 33 of the inter-axle differential 32 to the horizontal axis of the final drive differential. Belt has a similar configuration. This arrangement is an efficient cost-effective noise and vibration reducing drive system for lightweight vehicles.
2o The gas tank 68 is located under the right rear passenger seat 62b and inboard of the right longitudinal beam member 44. The tank 68 is of 15 to 21 liter capacity and is thus protected from both side and rear impacts and provides the automobile with 500 to 700 kilometer range.
It is noted that the clad floor 10 may be provided with an opening 25 below the drive train for access thereto.
The upper floor panel 11 may be provided with stiffening beads and openings to give access to some systems located in the double floor space. As indicated previously, the double floor concept allows for storage of batteries in the event of conversion to an electric drive.
The steering column and instrument cluster 70 is adjustable in height and distance since the seats 60 are fixed. Similarly, the pedal cluster (not shown) is adjustable horizontally to compensate for different leg lengths. Since these two clusters, that is, the steering column and instrument cluster 70 and the pedal cluster, are independently adjustable relative to the fixed seat 60a, it is possible to obtain a better driv-ing position for different persons, including those having shorter arms and longer legs, and vice versa.
An air intake 72 is provided at the front of the automobile C, as shown in Figs. 2 and 3. The air follows a ventilation duct to the engine 28 in order to provide cooling air for the engine. The air intake 72 is located at the stagnation point at the leading edge 14, aerodynamically, on the automobile A where there is the highest possible static pressure developed. The air outlet 74 is in the form of tangentially oriented slots at the aft portion of the automobile A where the veloc ity of air is high and thus the negative pressure draw ing the air from the exit is high. It is noted that a fan will be provided in the air outlet 74 to increase the negative pressure within the ventilation system for the engine.
As shown in Figs. 7 and 10, an air passage 76 associated with the air duct 74 provides a passage for the air through the transverse beam 50 to the engine 28.
Vertical fender stabilizers 78, which serve to provide lateral stability, are located on either side of the automobile A, and also help to offset the pressure center toward the rear (Fig. 4). This provides correctional moment at high speeds during the loss of traction at all four wheels. A roll-over bar 82, as shown in Figs. 3 and 4, is provided centrally of the automobile A and is supported by posts 84 to link~the roll-over bar 82 with the longitudinal members 42 and 44 respectively. It is noted that the roll-over bar 82, as shown in Fig. 4, has a greater dimension at the belt height of the automobile than in the roof portion in order to protect against sideways impact.
Fig. 8 represents the roof structure support construction which includes pillars 86 and 88 which cross each other and are supported at the belt line.
Braces 90a and 90b represent the windshield and door braces.
There are bulkheads 92 at the front and rear of the automobile A over the lateral beams 46 and 48 as shown in Figs. 3 and 5. These bulkheads represent the construction split lines of the automobile and are designed to contain the crash energy without serious deformation of the passenger cabin.
The portions fore of bulkhead 92 and aft of bulkhead 94 are crumble zones. Transversal leaf spring 96 is provided in bulkhead 92 to supplement the suspension system. As shown in Fig. 10 suspension link rods 98 and 100 are connected to the leaf spring 96 within the housing of bulkhead 92.
Claims (5)
1. An automobile having a chassis and an outer cladding in the form of an airfoil with a top roof wall forming a pressure surface and a bottom wall forming a suction surface with the front of the automobile acting as a leading edge and in the rear, a trailing edge; and characterized in that at least two vertical stabilizer fins extend longitudinally and rearwardly, are parallel to each other and are located on either side of the automobile to provide stability to the automobile in the vertical plane and to move the pressure center aft of the center of gravity.
2. An automobile as defined in claim 1, wherein at least a spoiler is located between the stabilizer fins near the bottom wall and near the trailing edge, the spoiler extends transversely of the automobile and is spaced from the bottom wall to provide an airflow passage and to form a downward force on the automobile.
3. An automobile as defined in claim 2, wherein a spoiler is also located near the leading edge at the front of the automobile and the spoilers are each in the form of an airfoil with a second pressure surface facing the bottom wall of the automobile and a second suction surface of the airfoil facing downwardly therefrom.
4. An automobile as defined in claim 3, wherein each stabilizer fin serves as a fender and each spoiler serves as a bumper for the front and rear of the automobile.
5. An automobile as defined in claim 2, wherein the spoiler is fixed at its ends to the corresponding stabilizer fins serving as fenders of the automobile, and a central strut is mounted to the chassis and supports the spoiler, and the airflow can pass between the spoiler and the bottom wall and be guided thereto by the corresponding fenders and the central strut.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2571247A CA2571247C (en) | 1995-09-25 | 1996-09-24 | Aerodynamic automobile |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US423295P | 1995-09-25 | 1995-09-25 | |
| US60/004,232 | 1995-09-25 | ||
| PCT/CA1996/000637 WO1997011874A1 (en) | 1995-09-25 | 1996-09-24 | Aerodynamic automobile |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2571247A Division CA2571247C (en) | 1995-09-25 | 1996-09-24 | Aerodynamic automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2233001A1 CA2233001A1 (en) | 1997-04-03 |
| CA2233001C true CA2233001C (en) | 2007-03-06 |
Family
ID=37891600
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002233001A Expired - Fee Related CA2233001C (en) | 1995-09-25 | 1996-09-24 | Automobile |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2233001C (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2542768A (en) * | 2015-09-24 | 2017-04-05 | Nissan Motor Mfg (Uk) Ltd | Aerodynamic vehicle structure |
-
1996
- 1996-09-24 CA CA002233001A patent/CA2233001C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2233001A1 (en) | 1997-04-03 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |