JP2006143140A - Vehicular rectifier - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular rectifier capable of compatibly increasing the down-force and decreasing the air resistance by effectively combining a plurality of rectifying means. <P>SOLUTION: A slot deflector 30 is protruded in the vicinity of a slot 28 formed in a lower side 22A of a second wing 22 between a rear end 20C of a main wing 20 and the slot. The shape of the slot deflector 30 in side view of a vehicle body is determined so as to forcibly separate the air flow passing through the slot 28 from the forward side of the vehicle body to the backward side of the vehicle body from the lower side 22A of the second wing 22. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle rectifier attached to a vehicle body such as an automobile.

2. Description of the Related Art Conventionally, in a vehicle rectifier attached to a vehicle body such as an automobile, a vehicle rectifier including a front wing and a rear wing is known (see, for example, Patent Document 1).
JP 2000-103371 A

  In the vehicle rectifier of Patent Document 1, the mounting angle between the front wing and the rear wing is variably mounted on the tail fixed opposite to the rear of the vehicle body, and the mounting angle between the front wing and the rear wing is adjusted. Therefore, the running resistance is reduced by the rear wing when the vehicle is running and the rear tire pressure is increased.

  However, the downforce obtained by the vehicle rectifier of Patent Document 1 is not sufficient, and a vehicle rectifier capable of achieving both an increase in downforce and a reduction in air resistance that increases with an increase in downforce is desired. ing.

  In view of the above facts, an object of the present invention is to provide a vehicle rectifier that can effectively combine a plurality of rectifiers and achieve both increased downforce and reduced air resistance.

  According to a first aspect of the present invention, the rectifying device for a vehicle according to the first aspect of the present invention is configured such that the rear portion of the vehicle is stretched along the vehicle width direction and the rear end portion is curved upward from the front side of the vehicle body toward the rear side of the vehicle body. And the first rectifying means are bridged in the vehicle width direction above the rear side of the vehicle body and curved upward from the front side of the vehicle body toward the rear side of the vehicle body. A second rectification unit that forms an air flow path between the second rectification unit and a rear end of the second rectification unit. The second rectification unit is formed on the lower surface of the second rectification unit and flows along the lower surface of the second rectification unit. And air flow separation promoting means for promoting separation from the lower surface.

  An air flow passing through the air flow path formed between the rear end of the first rectifying means and the lower surface of the second rectifying means from the front side of the vehicle body to the rear side of the vehicle body and flowing along the lower surface of the second rectifying means, It is forcibly separated by the air flow separation promoting means formed on the lower surface of the second rectifying means. For this reason, the entrainment of air generated behind the second rectifying means can be suppressed, and the air resistance is reduced. Further, by suppressing the entrainment of air generated behind the second rectifying means, it is possible to suppress the separation of the air flow flowing along the lower surface of the first rectifying means from the lower surface of the first rectifying means, and downforce is reduced. improves.

  According to a second aspect of the present invention, there is provided the first rectifier in which the vehicle straightening device according to the present invention is stretched over the rear portion of the vehicle body along the vehicle width direction and the rear end portion is curved upward from the vehicle body front side toward the vehicle rear side. And the first rectifying means are bridged in the vehicle width direction above the rear side of the vehicle body and curved upward from the front side of the vehicle body toward the rear side of the vehicle body. A second rectifying means for forming an air flow path between the rear end of the air flow path and a rear surface of the air flow path on the lower surface of the second rectifying means, and the air flow path from the vehicle body front side to the vehicle body rear side. And air flow separation promoting means for promoting separation of the air flow passing through and flowing along the lower surface of the second rectifying means from the lower surface of the second rectifying means.

  An air flow passing through the air flow path formed between the rear end of the first rectifying means and the lower surface of the second rectifying means from the front side of the vehicle body to the rear side of the vehicle body and flowing along the lower surface of the second rectifying means, It is forcibly separated by the air flow separation promoting means formed behind the air flow path on the lower surface of the second rectifying means. For this reason, the entrainment of air generated behind the second rectifying means can be suppressed, and the air resistance is reduced. Further, by suppressing the entrainment of air generated behind the second rectifying means, it is possible to suppress the separation of the air flow flowing along the lower surface of the first rectifying means from the lower surface of the first rectifying means, and downforce is reduced. improves.

  According to a third aspect of the present invention, in the vehicular rectifying device according to any one of the first and second aspects, the upper surface of the rear end portion of the first rectifying means is separated from the lower surface of the second rectifying means. It is characterized by bending toward the rear side of the vehicle body.

  In addition to the content described in any one of claims 1 and 2, the upper surface of the rear end portion of the first rectifying means bent toward the rear of the vehicle body away from the lower surface of the second rectifying means also passes through the air flow path. Then, the separation of the airflow flowing along the lower surface of the second rectifying means from the lower surface of the second rectifying means is promoted.

  The vehicle rectifier according to the first aspect of the present invention is configured as described above, so that a plurality of rectifiers can be effectively combined to achieve both an increase in downforce and a reduction in air resistance.

  The vehicle rectifier according to the second aspect of the present invention is configured as described above, so that a plurality of rectifiers can be effectively combined to achieve both an increase in downforce and a reduction in air resistance.

  A third aspect of the present invention is the vehicle rectifier according to any one of the first and second aspects, wherein the upper surface of the rear end portion of the first rectifying means is separated from the lower surface of the second rectifying means. Since it is bent to the side, it is possible to further increase the downforce and reduce the air resistance.

  An embodiment of a vehicle rectifier according to the present invention will be described with reference to FIGS.

  In the figure, the arrow FR indicates the vehicle body front direction, and the arrow UP indicates the vehicle body upward direction.

  As shown in FIG. 4, in the competition automobile of the present embodiment, a front wing 12 is attached to the lower front portion of the vehicle body 10, and a rear wing 14 is attached to the upper rear portion of the vehicle body 10. The front wing 12 and the rear wing 14 are attached for the purpose of obtaining a down force by aerodynamic force when the vehicle travels, and are useful for improving the steering stability of the vehicle body 10.

  The rear wing 14 includes a pair of left and right tails 16, and these tails 16 are made of a plate material having a front-rear direction and a vertical direction of the body as plane directions. Further, a main wing 20 as a first rectifying means and a second wing 22 as a second rectifying means are stretched over the left and right tails 16 along the vehicle width direction.

  As shown in FIG. 2, the shape of the main wing 20 viewed from the side of the vehicle body (a cross-sectional shape viewed from the vehicle width direction) is a warped shape in which the lower surface 20 </ b> A is a convex arc shape toward the vehicle body lower side. Further, the rear end portion 20B of the main wing 20 is curved upward from the front side of the vehicle body toward the rear side of the vehicle body and extends toward the upper rear side of the vehicle body.

  The shape of the upper surface 20D of the main wing 20 as viewed from the side of the vehicle body is also a warped shape that is a convex arc shape toward the lower side of the vehicle body, and a second wing 22 as a second rectifying means is provided on the rear side of the upper surface 20D. It is installed along the vehicle width direction. Further, the side wing shape of the second wing 22 is a warped shape in which the lower surface 22 </ b> A is a convex arc shape downward on the rear side of the vehicle body. Further, the lower surface 22A of the second wing 22 is curved upward from the vehicle body front side toward the vehicle body rear side and extends toward the vehicle body rear side upper side.

  As shown in FIG. 1, the front portion 22B of the lower surface 22A of the second wing 22 is attached above the rear end 20C of the main wing 20 with a predetermined gap L therebetween, and the front portion of the lower surface 22A of the second wing 22 A portion where 22B and the rear end 20C of the main wing 20 are closest is a slot 28 as an air flow path.

  The upper surface 22C of the second wing 22 also has a warped shape that is a convex arcuate shape downward to the rear side of the vehicle body. The upper wing 22C is curved upward from the front side of the vehicle body to the rear side of the vehicle body and is directed upward to the rear side of the vehicle body. It extends. Further, the upper end 22D of the second wing 22 is bent toward the front side of the vehicle body.

  As shown in FIG. 3, the slot 28 is formed continuously along the vehicle width direction over the entire area between the left and right tails 16.

  As shown in FIG. 1, a slot deflector 30 is formed on the lower surface 22 </ b> A of the second wing 22 in the vicinity of the rear of the slot 28 as an air flow separation promoting means. The slot deflector 30 has a configuration in which the shape of the lower surface 22A of the second wing 22 is changed, and is formed by integral molding with the second wing 22 or the like.

  The shape of the slot deflector 30 when viewed from the side of the vehicle body is such that the air flow (arrow W1 in FIG. 2) passing through the slot 28 from the vehicle body front side to the vehicle body rear side is forcibly separated from the lower surface 22A of the second wing 22. In this embodiment, it is substantially triangular.

  That is, the front end 32A of the air flow surface 32 serving as the lower surface of the slot deflector 30 is smoothly connected to the lower surface 22A of the second wing 22 on the front side of the vehicle body, and the air flow surface 32 has a predetermined length N1. . The position of the rear end 32B of the air flow surface 32 is a position separated from the lower surface 22A of the second wing 22 by a predetermined distance M1.

  The rear end surface 34 of the slot deflector 30 is erected substantially perpendicularly to the lower surface 22A of the second wing 22.

  Accordingly, in the air flow (W1 in FIG. 2) that passes through the slot 28 from the front side of the vehicle body to the rear side of the vehicle body and flows along the lower surface 22A of the second wing 22, the position of the rear end 32B is predetermined from the lower surface 22A of the second wing 22. By flowing along the air flow surface 32 of the slot deflector 30 that is located at a distance M1, the flow gradually separates from the lower surface 22A of the second wing 22 and is thereby forcibly separated from the lower surface 22A of the second wing 22. It has become so.

  As shown in FIG. 3, the slot deflector 30 is formed continuously along the vehicle width direction over the entire area between the left and right tails 16.

  Next, the operation of this embodiment will be described.

  In the present embodiment, when the vehicle body 10 travels, an air flow (W1 in FIG. 2) flows between the upper surface 20D of the main wing 20 and the lower surface 22A of the second wing 22 in the rear wing 14 of the vehicle body 10, and passes through the slot 28. Passes from the vehicle body front side to the vehicle body rear side. This air flow (W1 in FIG. 2) flows along the air flow surface 32 of the slot deflector 30 where the position of the rear end 32B is a predetermined distance M1 away from the lower surface 22A of the second wing 22.

  For this reason, the air flow (W1 in FIG. 2) flowing along the air flow surface 32 of the slot deflector 30 is gradually separated from the lower surface 22A of the second wing 22, and on the rear side of the rear end surface 34 of the slot deflector 30, the second It flows away from the lower surface 22A of the wing 22.

  Further, the air flow (W1 in FIG. 2) is forcibly separated from the lower surface 22A of the second wing 22 so that the vehicle body moves along the rear end portion of the lower surface 22A of the second wing 22 extending upward. It will not flow upward. For this reason, it becomes difficult to merge with the air flow (W2 in FIG. 2) that flows along the upper surface 22C of the second wing 22 and passes the upper end 22D of the second wing 22 and then flows toward the rear of the vehicle body. 2) and a strong swirling flow generated by the merging of the air flow (W2 in FIG. 2) hardly occurs behind the rear wing 14.

  Further, since it becomes difficult for the swirling flow to be generated behind the rear wing 14, the air flow (W3 in FIG. 2) flowing along the lower surface 20A of the main wing 20 is turned to the lower side of the vehicle body by this swirling flow. Peeling from the lower surface 20A of the wing 20 can be suppressed. For this reason, the air flow W <b> 3 that is no longer peeled off from the lower surface 20 </ b> A of the main wing 20 flows upward along the rear side of the lower surface 20 </ b> A of the main wing 20.

  On the other hand, as shown in FIG. 5, in the case of the comparative vehicle rectifier without the slot deflector 30, the slot 28 passes from the vehicle body front side to the vehicle body rear side and passes through the lower surface 22 </ b> A of the second wing 22. The air flow (V1 in FIG. 5) that flows along the second wing 22 hardly separates from the lower surface 22A of the second wing 22 and flows upward of the second wing 22. Therefore, this air flow (V1 in FIG. 5) and the air flow that flows along the upper surface 22C of the second wing 22 and passes the upper end 22D of the second wing 22 and then flows toward the rear of the vehicle body (V2 in FIG. 5). It becomes easy to join. Then, due to the negative pressure behind the rear wing 14, a strong swirl flow (V 3 in FIG. 5) so as to entrain the air flow (V 1 in FIG. 5) and the air flow (V 2 in FIG. 5) into the dead water area behind the rear wing 14. ) And air resistance increases. Further, the swirl flow (V3 in FIG. 5) causes the air flow (V4 in FIG. 5) flowing along the lower surface 20A of the main wing 20 to change direction toward the lower side of the vehicle body, and the rear end of the lower surface 20A of the main wing 20 At a position on the front side of the portion 20B, it peels off from the lower surface 20A, and downforce decreases.

  As a result, in the present embodiment, by providing the slot deflector 30, the generation of a strong swirling flow (V3 in FIG. 5) behind the rear wing 14 can be suppressed, so that air resistance can be reduced, and the main wing 20 Since the separation of the airflow (V4 in FIG. 5) flowing along the lower surface 20A of the sheet can be suppressed, the downforce increases.

  For this reason, in the rear wing 14 of this embodiment, the main wing 20 and the second wing 22 are effectively combined, and the slot deflector 30 is provided on the lower surface 22A of the second wing 22 so that the air as shown in FIG. Flows W1 to W3 are obtained, and it is possible to achieve both an increase in downforce and a reduction in air resistance.

  Further, since the position of the slot deflector 30 is set in the vicinity of the slot 28 on the lower surface 22A of the second wing 22, the position of the slot deflector 30 is rearward from the front end P1 (the position that is the front end of the second wing 22) on the lower surface 22A of the second wing 22. Compared to the other position between the end P2 (the position that becomes the rear end of the upper end of the second wing 22), the air flow (W1 in FIG. 2) flowing along the air flow surface 32 of the slot deflector 30 is the most. It can peel effectively.

  Next, a vehicle rectifier according to a second embodiment of the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 6, in the present embodiment, the shape of the slot deflector 30 when viewed from the side of the vehicle body is larger than that of the slot deflector 30 of the first embodiment. That is, the position of the rear end 32B of the air flow surface 32 in the slot deflector 30 is a position separated from the lower surface 22A of the second wing 22 by a predetermined distance M2, and the distance M2 is larger than the distance M1 of the first embodiment. ing. Further, the length N2 of the air flow surface 32 in the slot deflector 30 is larger than the length N1 in the first embodiment.

  For this reason, since the slot deflector 30 is made larger than in the first embodiment, the separation of the air flow (W1 in FIG. 6) flowing along the lower surface 22A of the second wing 22 is further promoted, so that further downsizing can be achieved. It is possible to increase the force and reduce the air resistance.

  Other structural effects are the same as those of the first embodiment.

  Next, a third embodiment of the vehicle rectifier according to the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 7, in the present embodiment, the air flow surface 32 of the slot deflector 30 is a curved surface that faces an arcuate peeling direction that protrudes upward in the vehicle body as viewed from the side of the vehicle body.

  As a result, since the air flow surface 32 of the slot deflector 30 is curved toward the peeling direction, the air flow flowing along the lower surface 22A of the second wing 22 (W1 in FIG. 7) changes to the curved air flow surface 32. Along the rear of the vehicle. For this reason, as compared with the first embodiment, the separation of the airflow (W1 in FIG. 7) flowing along the lower surface 22A of the second wing 22 is further promoted, so further downforce increase and air resistance reduction are possible. It becomes.

  Other structural effects are the same as those of the first embodiment.

  Next, a fourth embodiment of the vehicle rectifier according to the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 8, in the present embodiment, the slot deflector 30 has a plate wall shape standing substantially vertically on the lower surface 22 </ b> A of the second wing 22 in a side view of the vehicle body.

  As a result, the airflow (W1 in FIG. 8) flowing along the lower surface 22A of the second wing 22 hits the plate-wall-shaped slot deflector 30 and flows toward the rear of the vehicle body. For this reason, since the separation of the air flow (W1 in FIG. 8) flowing along the lower surface 22A of the second wing 22 is promoted, it is possible to further increase the downforce and reduce the air resistance.

  Other structural effects are the same as those of the first embodiment.

  Next, a fifth embodiment of the vehicle rectifier according to the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 9, in the present embodiment, the upper surface 20 </ b> D at the rear end 20 </ b> B of the main wing 20 has a shape bent toward the rear side of the vehicle body away from the lower surface 22 </ b> A of the second wing 22. For this reason, the airflow generated by the upper surface 20D at the rear end 20B of the main wing 20 is in a direction away from the lower surface 22A of the second wing 22 as compared to the first embodiment.

  As a result, a part of the air flow (W1 in FIG. 9) that has passed through the slot 28 from the front side of the vehicle body to the rear side of the vehicle body extends from the lower surface 22A of the second wing 22 along the upper surface 20D of the rear end portion 20B of the main wing 20. It flows in the direction of separating. For this reason, since the separation of the air flow (W1 in FIG. 9) flowing along the lower surface 22A of the second wing 22 is further promoted as compared with the first embodiment, further downforce increase and air resistance reduction are possible. .

  In the present embodiment, the rear end surface 34 of the slot deflector 30 is closer to the lower surface 22A than in the case of the first embodiment, centered on the contact point Q to the lower surface 22A of the second wing 22 (the direction of arrow A in FIG. 9). ).

  Other structural effects are the same as those of the first embodiment.

  Next, a sixth embodiment of the vehicle rectifier according to the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 10, in the present embodiment, the slot deflector 30 formed along the vehicle width direction has a undulation in the longitudinal direction of the vehicle body, and the slot deflector 30 has a corrugated shape that is uneven in the longitudinal direction of the vehicle body.

  In the case of the rear wing 14, since there are a cabin, a door mirror, a wind chimney, and the like on the front side of the vehicle body, the vehicle width direction of the rear wing 14 is not a uniform wind flow condition. For this reason, the optimal position of the slot deflector 30 in the longitudinal direction of the vehicle body may differ in the vehicle width direction. When the optimal formation position is connected, the slot deflector 30 has a undulation in the longitudinal direction of the vehicle body as shown in FIG. appear.

  Other structural effects are the same as those of the first embodiment.

  Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, the side view shape of the slot deflector 30 as the air flow separation promoting means is a shape in which the air flow passing through the slot 28 from the vehicle body front side to the vehicle body rear side is forcibly separated from the lower surface 22A of the second wing 22. If it exists, it is not limited to each said embodiment, It is good also as another vehicle body side view shape.

  Moreover, in the said embodiment, although the shape of the lower surface 22A of the second wing 22 itself was changed and the slot deflector 30 was formed, it replaces with this and the slot deflector 30 used as the separate member from the second wing 22 is used for the lower surface of the second wing 22. It is good also as a structure fixed to 22A. Further, the material of the slot deflector 30 is not limited to resin and metal, and other materials may be used. Further, the slot deflector 30 may have a hollow structure or a solid structure.

  Further, in the above embodiment, the slot deflector 30 is formed continuously along the vehicle width direction in the entire region between the left and right tails 16, but instead, the slot deflector 30 is intermittently formed along the vehicle width direction. It is good also as the formed structure.

  In the above embodiment, the slot deflector 30 is formed in the vicinity of the rear of the slot 28 on the lower surface 22A of the second wing 22. However, the slot deflector 30 is another portion between the front end P1 and the rear end P2 on the lower surface 22A of the second wing 22. You may form in a position.

FIG. 4 is an enlarged sectional view taken along line 1-1 of FIG. It is an expanded sectional view along line 2-2 in FIG. It is the perspective view seen from the vehicle body diagonally front which shows the rectifier for vehicles concerning a 1st embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a vehicle body to which a vehicle rectifier according to a first embodiment of the present invention is applied, viewed from an oblique front of the vehicle body. FIG. 6 is an explanatory diagram of an operation corresponding to FIG. 2 of the vehicle rectifier according to the comparative example of the present invention. It is sectional drawing corresponding to FIG. 1 which shows the rectifier for vehicles which concerns on 2nd Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the rectifier for vehicles which concerns on 3rd Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the rectifier for vehicles which concerns on 4th Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the rectifier for vehicles which concerns on 5th Embodiment of this invention. It is a perspective view corresponding to Drawing 3 showing the rectifier for vehicles concerning a 6th embodiment of the present invention.

Explanation of symbols

14 Rear wing 20 Main wing (first rectification means)
20A Lower surface of main wing 20B Rear end of main wing 20C Rear end of main wing 20D Upper surface of rear end of main wing 22 Second wing (second rectifying means)
22A Lower surface of the second wing 22B Front portion of the second wing 22C Upper surface of the second wing 22D Upper end of the second wing 28 Slot (air flow path)
30 slot deflector (air flow separation promoting means)
32 Airflow surface of the slot deflector 32A Front end of the airflow surface of the slot deflector 32B Rear end of the airflow surface of the slot deflector 34 Rear end surface of the slot deflector

Claims (3)

A first rectifying means that is stretched over the rear of the vehicle body along the vehicle width direction, and whose rear end portion is curved upward from the vehicle body front side toward the vehicle body rear side;
The first rectifying means is bridged in the vehicle width direction above the rear side of the vehicle body, is curved upward from the front side of the vehicle body toward the rear side of the vehicle body, and has a lower surface and a rear end of the first rectifying means. A second rectifying means for forming an air flow path between
An air flow separation promoting means formed on the lower surface of the second rectifying means and for promoting separation of the air flow flowing along the lower surface of the second rectifying means from the lower surface of the second rectifying means;
A rectifier for a vehicle characterized by comprising: A first rectifying means that is stretched over the rear of the vehicle body along the vehicle width direction, and whose rear end portion is curved upward from the vehicle body front side toward the vehicle body rear side;
The first rectifying means is bridged in the vehicle width direction above the rear side of the vehicle body, is curved upward from the front side of the vehicle body toward the rear side of the vehicle body, and has a lower surface and a rear end of the first rectifying means. A second rectifying means for forming an air flow path between
The second airflow formed behind the air flow path on the lower surface of the second rectifying means, passing through the air flow path from the vehicle body front side to the vehicle body rear side and flowing along the lower surface of the second rectification means. An air flow separation promoting means for promoting separation from the lower surface of the rectifying means;
A rectifier for a vehicle characterized by comprising:   3. The vehicle rectifier according to claim 1, wherein an upper surface of a rear end portion of the first rectifying unit is bent toward a vehicle body rear side away from a lower surface of the second rectifying unit. .

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