JP2015193372A - Flow straightening structure for lower part of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flow straightening structure for a lower part of a vehicle body, which can reduce air resistance by straightening an airflow generated on the downside of the vehicle body during vehicle traveling, and which can obtain proper aerodynamic characteristics.SOLUTION: In a flow straightening structure for a lower part of a vehicle body, a flap 2 protruding downward from the lower part of the vehicle body is provided ahead of a tire. A protrusion 4 protruding downward the lower part of the vehicle body ahead of the flap 2 is provided, and a flow straightening member 3 for splitting an airflow, which is directed backward from a front side through the downside of the vehicle body 10, in a vehicle-body width direction by the protrusion 4 is provided.

Description

  The present invention relates to a lower body rectification structure that reduces air resistance in a lower part of a vehicle body when the vehicle travels.

In general, when the airflow flowing from the front of the lower part of the vehicle body through the lower side of the front bumper to the rear of the traveling flow generated when the vehicle travels interferes with the front tire, the airflow is disturbed by the rotation of the front tire, and the air resistance There is a problem that steering stability becomes unstable.
Therefore, a technique is known that reduces the air resistance by providing a flap protruding downward from the lower part of the vehicle body in front of the front tire and changing the direction of the air flow in the width direction or downward of the vehicle body.

  For example, the lower body rectifying structure disclosed in Patent Document 1 below includes, as the flap, a rear end portion of a front end portion of a fender protector provided inside a front fender panel and an under cover that covers the bottom surface of the front portion of the vehicle body. In addition, flanges that protrude downward from the height of the general portion of the undercover and that are wider than the front wheels are provided. The flange of the fender protector and the flange of the under cover are integrally joined.

Japanese Patent Laid-Open No. 10-305784

  The vehicle body lower rectification structure disclosed in Patent Document 1 is intended to improve the aerodynamic characteristics of a vehicle using a fender protector or an undercover, but its function is different from various known flaps. There is no place.

That is, as described above, the variously disclosed flaps of the lower body rectification structure reduce the air resistance by reducing the airflow from interfering with the tire, preventing the occurrence of turbulence by flowing into the tire storage section. The effect that can be done.
However, since the airflow that flows into the lower side of the vehicle body and reaches the flap is separated due to the pressure increase at the upper end of the flap, the direction of the airflow is changed regardless of the length of the flap protruding downward. In some cases, it cannot be changed sufficiently downward. For this reason, the aerodynamic characteristics of the vehicle may not be sufficiently improved only with the flap.

  The present invention has been made in view of the above problems, and can adjust the air flow generated on the lower side of the vehicle body while the vehicle is running, reduce the air resistance, and obtain good aerodynamic characteristics. It is to provide a lower rectifying structure.

  As a means for solving the above problem, the vehicle body lower rectifying structure according to the invention described in claim 1 is a vehicle body lower rectifying structure provided with a flap protruding downward from the lower portion of the vehicle body in front of the tire, and the front of the flap. And a rectifying member for diverting an airflow from the front to the rear through the lower side of the vehicle body in the vehicle body width direction.

  According to a second aspect of the present invention, in the lower body rectifying structure according to the first aspect of the present invention, the convex portion of the rectifying member has a tapered front end, and the left and right side surfaces extend from the front end. It is characterized by a substantially triangular shape spreading in the vehicle body width direction toward the flap.

  According to a third aspect of the present invention, in the lower body rectification structure according to the first or second aspect of the present invention, the convex portion of the rectifying member has a groove-type flow path that guides the airflow toward the flap. It is characterized by that.

  According to a fourth aspect of the present invention, in the lower body rectifying structure according to the third aspect of the present invention, the flow path is formed so as to become narrower from the front of the vehicle body toward the flap. And

  According to a fifth aspect of the present invention, in the vehicle body lower rectifying structure according to the third or fourth aspect of the invention, the flow path has a shape inclined upward from the front of the vehicle body toward the flap. And

  According to a sixth aspect of the present invention, in the lower body rectifying structure according to the fifth aspect of the present invention, the center line passing through the center of the flow path has a tire width direction at substantially the same height as the lower end position of the flap. The center portion is provided at a position in an angle range of 10 degrees or more and 25 degrees or less from the straight direction in the center portion toward the inside of the vehicle body.

According to a seventh aspect of the present invention, in the vehicle body lower rectifying structure according to any one of the third to sixth aspects, the flow path has a distance perpendicular to the front of the vehicle body from the flap, d [m ], Where A _d [m ² ] is the cross-sectional area of the flow path at a distance d [m] from the flap, and A ₀ [m ² ] is the cross-sectional area at the top of the flow path, d ≦ 0.1 [m], {(A _d [m ² ] / A ₀ [m ² ]) − 1}> 1.7 d [m] is satisfied, and 10 degrees upward toward the flap The shape is inclined at the following angles.

According to the vehicle body lower rectifying structure according to the present invention, the airflow generated on the lower side of the vehicle body during traveling of the vehicle can be diverted by the convex portion of the rectifying member installed at the upstream position in front of the flap. The flow rate controlled by the flap can be reduced.
In addition, since a part of the diverted airflow is guided toward the flap by the groove-shaped flow path formed in the convex portion, the airflow can be allowed to follow without being peeled from the lower surface of the vehicle body.
Therefore, the air resistance can be reduced and good aerodynamic characteristics can be obtained.

It is the side view which showed typically the vehicle body front part of the vehicle to which the vehicle body lower part rectification | straightening structure which concerns on 1st Embodiment of this invention is applied. 1 is an enlarged perspective view of a lower body rectifying structure according to a first embodiment of the present invention. It is explanatory drawing which showed the flow of the airflow at the time of applying the vehicle body lower part rectification | straightening structure which concerns on 1st Embodiment of this invention. FIG. 3 is a cross-sectional view taken along line AA indicated in FIG. 2. FIG. 3 is a cross-sectional view taken along the line BB indicated in FIG. 2. It is CC sectional view taken on the line instruct | indicated in FIG. FIG. 3 is a cross-sectional view taken along line DD indicated in FIG. 2. It is the enlarged view which looked at the vehicle body lower part rectification | straightening structure which concerns on 1st Embodiment of this invention from the downward side of the vehicle body front part. It is side surface sectional drawing which shows the structure of the vehicle body lower part rectification | straightening structure which concerns on 2nd Embodiment of this invention. It is a rear surface sectional view showing the composition of the lower body rectification structure concerning a 2nd embodiment of the present invention. It is a block diagram which shows the control system which concerns on 2nd Embodiment of this invention. It is operation | movement explanatory drawing of the vehicle body lower part rectification | straightening structure which concerns on 2nd Embodiment of this invention. It is operation | movement explanatory drawing of the vehicle body lower part rectification | straightening structure which concerns on 2nd Embodiment of this invention. It is side surface sectional drawing which shows the structure of the vehicle body lower part rectification | straightening structure which concerns on 3rd Embodiment of this invention. It is operation | movement explanatory drawing of the vehicle body lower part rectification | straightening structure which concerns on 3rd Embodiment of this invention.

  1 to 8 show a first embodiment of the present invention.

FIG. 1 shows a vehicle body front portion of a vehicle to which a vehicle body lower rectifying structure according to the present invention is applied, from a side surface direction. FIG. 2 shows a state in which the front part of the vehicle body is viewed from below. FIG. 3 shows the flow of airflow when the lower body rectification structure according to the present invention is applied.
In the present embodiment, a lower body rectification structure provided on the left side in the vehicle width direction of the vehicle 1 will be described.

  As shown in FIGS. 1 and 2, the vehicle body front portion of the vehicle 1 includes a tire 11 attached to the vehicle body 10, a tire storage portion 12 for storing the tire 11, a front bumper 13 as a shock absorber, It has the under cover 14 which protects equipment, and the flap 2 which reduces the air resistance by an airflow.

  One pair of tires 11 attached to the vehicle body 10 is provided on each of the front and rear (not shown) of the vehicle body 10. Each of the tires 11 is stored in a tire storage portion 12 formed in the vehicle body 10.

The tire storage portion 12 is provided at a rear portion of the front bumper 13 and is formed in a substantially semi-cylindrical concave shape provided in a part of the vehicle body 10. In the illustrated example, the front tire is a steering wheel. 11 is stored.
Incidentally, the front wheel tire 11 is attached between the upper surface of the front wheel tire 11 and the outer surface of the tire storage portion 12 with a sufficient space (space) that allows for a steering margin.

  The front bumper 13 is provided to absorb an impact (load) from the front. For example, the front bumper 13 is made of metal or resin, and is a shock absorber extended in the vehicle width direction at the foremost end of the vehicle 1. It is. The front bumper 13 is smoothly bent rearward along the side surface of the vehicle on both the left and right sides in consideration of aerodynamic performance and appearance.

  The under cover 14 shown in FIG. 2 prevents a traveling wind from being directly applied to a part of the engine, a transmission, an exhaust pipe, or the like disposed on the lower side of the vehicle body 10 so that the traveling wind is disturbed and the air resistance is not increased. Further, it is mounted on the lower surface of the vehicle body 10 so as to cover the devices.

The flap 2 is formed in a substantially plate shape for diverting the airflow below the vehicle body 10 to the lower side of the vehicle body 10 through the lower side of the front bumper 13 when the vehicle travels. 2 and 2, the vehicle body 10 extends in the width direction and is arranged in a position facing the airflow.
An upper edge of the flap 2 is attached to the under cover 14 or the tire storage portion 12 with a clip or the like.

  As an example, the flap 2 is implemented with a vertical width of 4 cm, a horizontal width of about 30 cm, and a thickness of about 3 mm. Further, in the illustrated example, the flap 2 is provided to be slightly inclined toward the rear of the vehicle body 10, but is not limited thereto. For example, it can also be implemented with a configuration provided so as to protrude vertically downward.

  The illustrated flap 2 has a configuration formed in a plate shape as an example, but is not limited to the shape, and may be any configuration that can rectify the airflow generated by the traveling wind to the lower side of the vehicle body 10. For example, as various technologies already disclosed, the flap described in the vehicle rectifier (Japanese Patent Application Laid-Open No. 2012-56499) already filed by the applicant of the present application, and the vehicle body lower rectifier structure described in Patent Document 1 above. The structure using a flap may be sufficient.

  In the vehicle 1 configured as described above, the traveling flow generated when the vehicle travels is such that the upper airflow of the front bumper 13 flows from the front above the vehicle body 10 toward the rear and the vehicle body 10 passes through the lower side of the front bumper 13. There is a lower airflow that flows from the lower front to the rear. If the lower airflow interferes with the front tire 11 in the traveling flow, the airflow is disturbed by the rotation of the front tire 11, the air resistance increases, and the steering stability becomes unstable.

  The vehicle body lower rectification structure according to the present invention flows an airflow (downstream airflow) that flows into the lower side of the front bumper 13 and travels from the lower front side to the rear side of the vehicle body 10 when the vehicle travels. In the upstream position ahead of the flap 2, the current is diverted in the vehicle body width direction.

  Specifically, as shown in FIGS. 1 and 2, the rectifying member 3 having the convex portion 4 protruding downward from the lower body of the vehicle in front of the flap 2 is formed on the existing under cover at the lower portion of the vehicle in front of the flap 2. 14 is attached to the outer surface.

  As shown in FIG. 2, the convex portion 4 of the rectifying member 3 has a front end portion 41 having a tapered shape, and the left and right side surfaces 40, 40 are seen from the front end portion 41 to the flap 2 as viewed in a plan view. It is formed in a substantially triangular shape that gradually expands in the vehicle body width direction. The front end portion 41 of the convex portion 4 is provided in an arrangement located at the most upstream side of the airflow, and the airflow generated during the traveling of the vehicle has the front end portion 41 of the convex portion 4 as shown in FIG. At the boundary, it can be diverted in the vehicle body width direction along the left and right side surfaces 40, 40.

  As shown in FIG. 2, the convex portion 4 includes a front convex portion 42 that diverts an airflow in the vehicle body width direction, and left and right rear convex portions 43 and 43. The convex portion 4 is formed with a groove-shaped flow path 5 that extends from the top of the convex portion 4 toward the flap 2 and guides the airflow toward the flap 2.

  As shown in FIGS. 2 and 4, the front protrusion 42 protrudes downward from the lower surface of the vehicle body 10 by about 30 mm as an example, and the top portion is viewed from the side as shown in FIGS. A smooth shape that draws a curve toward the rear is continued to the flow path 5, and the air flow over the front convex portion 42 is reliably separated into the flow path 5 along the lower surface of the vehicle body 10 without peeling off. Can be induced.

The rear convex portions 43 and 43 are formed slightly lower than the height of the front convex portion 42 toward the lower side of the vehicle body 10 so as to be easily understood when FIG. 4 and FIG. 5 are compared.
The flap 2 is restricted in length because it is necessary to ensure a certain distance between the lower end of the flap 2 and the ground. When the height of the rear convex portion 43 is high, the amount of protrusion of the flap 2 that protrudes downward from the rectifying member 3 is shortened by the rear convex portion 43. Therefore, the height of the rear convex portion 43 is set to the front convex portion. It is formed lower than the height of the portion 42.

  As shown in FIGS. 2, 5 and 6, the flow path 5 is formed so as to become narrower from the front of the vehicle body toward the flap 2, and the airflow passing through the flow path 5 is transferred to the flap. By reducing toward 2, the speed of the airflow can be increased. In other words, the airflow can be reliably changed to the lower side of the vehicle body 10 without peeling from the lower surface of the vehicle body 10 and the flap 2 even when the pressure rises at the upper end of the flap 2 in particular. .

  Further, as shown in FIG. 7, the flow path 5 is inclined in an angular range of 10 degrees or less (preferably 10 degrees) from the front of the vehicle body toward the flap 2 and above the vehicle body 10. It is formed so as to be the uppermost (deepest) portion of the vehicle body 10 at a position near the flap 2. This is because the air flow is allowed to follow along the lower surface of the vehicle body 10 and is surely guided to the flap 2.

As shown in FIG. 8, the center line P passing through the center of the flow path 5 goes straight in the center portion S with the center portion S in the width direction of the tire at substantially the same height as the lower end of the flap 2. It is provided at a position in an angle range of 10 degrees to 25 degrees from the direction toward the inside of the vehicle body 10.
The reason is that the direction of the airflow affecting the front wheel tire 11 is just the angle range (10 degrees to 25 degrees) because the front bumper 13 bends smoothly on the left and right sides of the front part of the vehicle body. Become. Therefore, the air resistance can be effectively reduced by providing the center line P so as to be located in the angular range (10 degrees to 25 degrees).

Next, the shape and size of the flow path 5 will be described.
The shape and size of the flow path 5 are determined from the following conditions calculated based on the results of a wind tunnel test conducted by the inventors of the present application on the effectiveness of the lower body rectifying structure according to the present invention.

The flow path 5 has the distance d [m] perpendicular to the front of the vehicle body 10 from the flap 2 shown in FIG. 2 and the distance d [m] from the flap 2 shown in FIG. When the cross-sectional area of the channel 5 is A _d [m ² ] and the cross-sectional area at the top of the channel 5 shown in FIG. 6 is A ₀ [m ² ], d ≦ 0.1 [m] {(A _d [m ² ] / A ₀ [m ² ])-1}> 1.7 d [m] and satisfies the requirement of 10 ° or less upward toward the flap 2 toward the flap 2 as described above It is formed in a shape inclined in the range.

  According to the test results, in order to effectively reduce the air resistance, the most important part of the flow path 5 is a distance perpendicular to the front of the vehicle body 10 from the flap 2 to d [m]. It was confirmed. Therefore, the shape and size that meet the above conditions have been confirmed to be the most effective.

As a specific example, when the distance d orthogonal to the front of the vehicle body 10 from the flap 2 is set to 0.1 [m], the breakage of the flow path 5 at the position of the distance d [m] from the flap 2 will be described. It is preferable that the area A _d = 1070 [mm ² ] and the cross-sectional area A ₀ = 667 [mm ² ] at the uppermost portion of the flow path 5 be set.

  In addition, although the vehicle body lower part rectification | straightening structure of the said structure demonstrated the Example provided in the left side part ahead of a vehicle body, it provides with the same structure also in a vehicle body direction right side part.

  Since the vehicle body lower rectification structure according to the present invention has the above-described configuration, as shown in FIG. 3, first of all, the airflow that flows into the lower side of the front bumper 13 among the traveling flows received by the vehicle 1 when the vehicle travels, The flow is diverted in the vehicle body width direction along the left and right side surfaces 40, 40 with the front end portion 41 of the convex portion 4 as a boundary. Since most of the diverted airflow is deviated in the vehicle body width direction, the flow rate of the airflow that reaches the flap 2 and is controlled can be greatly reduced.

A part of the airflow that cannot be divided among the airflows divided by the convex portion 4 flows to the flow path 5 and is rectified by the flow path 5. At this time, since the flow path 5 is formed narrow toward the flap 2, the airflow passing through the flow path 5 can be reduced toward the flap 2 to increase the speed. It is possible to follow the pressure rise at the upper end without peeling from the lower surface of the vehicle body 10 and the flap 2. Therefore, the direction of the airflow can be reliably changed to the lower side of the vehicle body 10 by the flap 2.
Therefore, the airflow that interferes with the front wheel tire 11 can be reduced, and the situation where the turbulent flow is caused by flowing into the tire storage portion 12 can be prevented. Thus, the effect of reliably reducing the air resistance can be brought about and the aerodynamic characteristics can be improved. Can be made.

  Incidentally, when the inventor of the present application conducted an experiment in comparison with a conventional lower body rectification structure in which a plate-like flap 2 was provided in front of the front wheel tire 11, the lower rectification structure according to the present invention was It was confirmed that the air resistance was improved compared to the car body lower rectification structure, and its effectiveness was confirmed.

  9 to 13 show a second embodiment of the present invention. In addition, the same code | symbol is attached | subjected and shown to the component similar to the said embodiment.

  The vehicle body lower part rectification structure of the present embodiment includes projecting means for projecting a portion where the flow path 5 of the convex portion 4 is located downward.

  As shown in FIGS. 9 and 10, the convex portion 4 is provided along the outer peripheral portion, and is provided so as to cover the frame portion 4a made of a highly rigid member and the frame portion 4a from below. And a movable portion 4b that can be deformed in the vertical direction.

  Further, on the inner side of the convex portion 4, a biasing member 51 that biases the movable portion 4b upward by connecting the movable portion 4b and a member on the vehicle body 10 located above the movable portion 4b to each other; A magnet 52 such as a ferrite magnet provided in the movable portion 4 b and an electromagnet 53 provided on a member on the vehicle body 10 side above the magnet 52 are provided.

  Further, the vehicle including the convex portion 4 includes a controller 60 for controlling switching between energization of the electromagnet 53 and stop of energization.

  The controller 60 includes a CPU, a ROM, a RAM, and the like. When the controller 200 receives an input signal from a device connected to the input side, the CPU reads a program stored in the ROM based on the input signal and stores a state detected by the input signal in the RAM. The output signal is transmitted to a device connected to the output side.

  On the input side of the controller 60, as shown in FIG. 11, for example, a switch such as a push button, and an operation input unit 61 for a passenger to perform a predetermined operation input, and a traveling speed of the vehicle 1 are detected. A vehicle speed detector 62 is connected. Further, electromagnets 53 provided on the respective convex portions 4 on both sides in the width direction of the vehicle body 10 are connected to the output side of the controller 60.

  In the vehicle body lower part rectification structure configured as described above, the flow path 5 is formed in the state in which the flow path 5 is formed with respect to the pair of convex portions 4 by the operation of the operation input unit 61 by the passenger of the vehicle 1. It is possible to switch between the state in which the portion where the path 5 is located protrudes downward.

  In the state where the electromagnet 53 is not energized, the convex portion 4 maintains the shape of the flow path 5 by the urging force of the urging member 51 as shown in FIGS. 9 and 10. Further, as shown in FIGS. 12 and 13, the convex portion 4 is attached with a portion where the flow path 5 of the movable portion 4 b is located due to repulsive force generated between the magnet 52 and the electromagnet 53 when the electromagnet 53 is energized. It moves downward against the urging force of the urging member 51 and protrudes downward. The convex portion 4 in a state in which the portion where the flow path 5 of the movable portion 4b is located projects downward is gradually increased in height from the front to the rear in the longitudinal direction of the vehicle body 10, and in the width direction of the vehicle body 10. The width dimension gradually decreases from above to below.

  When the vehicle 1 travels, the convex portion 4 in the state where the flow path 5 is formed diverts the airflow in front of the flap 2 at the front end portion 41, and part of the airflow that could not be diverted through the flow path 5. By making it circulate, the flow volume of the airflow which collides with the front-wheel tire 11 is reduced, and air resistance is reduced. In this case, since the pressure of the airflow increases in front of the flap 2, the ground load of the front wheel tire 11 decreases, and the steering stability decreases.

  On the other hand, when the vehicle 1 is running, the convex portion 4 in a state where the portion where the flow path 5 of the movable portion 4b is located is projected downward, most of the airflow in front of the flap 2 is transferred to the front tire 41 at the front end portion 41. By diverting to the both sides in the width direction 11, the flow rate of the airflow colliding with the front tire 11 is reduced, and the air resistance is reduced. In this case, since the pressure of the airflow in front of the flap 2 does not increase, the ground load of the front wheel tire 11 does not decrease, and the steering stability can be prevented from decreasing. However, in the convex part 4 in a state in which the portion where the flow path 5 of the movable part 4b is located is projected downward, the projecting dimension from the lower surface of the vehicle body 10 is large, so the outer peripheral surface of the front tire 11 and the convex part 4 The so-called approach angle, which is the angle of the tangent line passing through the lowest part with respect to the horizontal plane, becomes small.

  For this reason, the occupant of the vehicle 1 causes the vehicle 1 to travel while switching the shape of the convex portion 4 in accordance with the traveling speed or traveling location of the vehicle 1. For example, when the vehicle 1 travels on a general road or an unpaved road, it is assumed that there is a level difference of a predetermined level or more on the road, so that the flow path 5 is formed in the convex portion 4. Further, when the vehicle 1 travels on an expressway, it is assumed that there is no greater step than a predetermined level, and therefore the portion where the flow path 5 of the convex portion 4 having a small approach angle is formed projects downward. And

  Further, in the convex portion 4 in a state where the portion where the flow path 5 of the movable portion 4 b is located is projected downward, the movable portion 4 b protrudes downward due to the repulsive force of the electromagnet 53. For this reason, when the convex part 4 contacts the road surface during traveling of the vehicle 1, the movable part 4 b moves upward against the repulsive force, so that it is possible to suppress damage to the convex part 4. .

  Moreover, the passenger of the vehicle 1 is in a state in which the flow channel 5 is formed with respect to the convex portion 4 and the portion where the flow channel 5 of the convex portion 4 is located protrudes downward by the operation of the operation input unit 61. Can be selected based on the traveling speed of the vehicle 1. Here, the traveling speed as a reference for switching between the state in which the flow path 5 is formed with respect to the convex portion 4 and the state in which the portion of the convex portion 4 where the flow path 5 is located projects downward is determined by the passenger. It can be arbitrarily set by operating the operation input unit 61.

  In the automatic switching mode, the flow path 5 is formed on the convex portion 4 when the detection speed of the vehicle speed detector 62 is, for example, less than 80 km / h. Further, when the detection speed of the vehicle speed detector 62 is 80 km / h or higher, the portion of the convex portion 4 where the flow path 5 is located is projected downward. Here, when the traveling speed of the vehicle 1 is 80 km / h or more, for example, when traveling on a highway, the road surface on which the vehicle 1 travels is small, so even if the approach angle is small, the step on the road It is difficult to cause problems such as the convex portion 4 coming into contact.

  Thus, according to the vehicle body lower part rectification structure of this embodiment, the protrusion means which protrudes the part in which the flow path 5 of the convex part 4 is located below is provided.

  As a result, the portion of the convex portion 4 where the flow path 5 is located can be projected downward, and most of the airflow in front of the flap 2 can be diverted to both sides of the front tire 11 in the width direction, thereby reducing air resistance. In addition, it is possible to improve the steering stability by preventing the contact load of the front tire 11 from decreasing.

  In addition, an operation input unit 61 for a passenger to perform a predetermined operation input is provided, and a portion of the convex portion 4 where the flow path 5 is located protrudes downward based on an operation of the operation input unit 61.

  As a result, the state of the convex portion 4 can be switched based on the judgment of the passenger, so that the vehicle 1 can travel according to the passenger's preference.

  In the second embodiment, the portion in the flow path 5 of the movable portion 4b is moved downward by the magnet 52 and the electromagnet 53. However, the present invention is not limited to this. For example, a linear solenoid is provided in the convex portion 4, and a plunger of the solenoid is connected to the movable portion 4b, and the movable portion 4b is moved in the vertical direction by switching between energization and stop of energization of the solenoid. Also good. Moreover, while providing the electric motor in the convex part 4, the rod which moves to an up-down direction with the rotational force of an electric motor is connected to the movable part 4b, and the movable part 4b is moved to an up-down direction by driving an electric motor. You may do it.

  14 and 15 show a third embodiment of the present invention. In addition, the same code | symbol is attached | subjected and shown to the component similar to the said embodiment.

  In the lower body rectification structure of the present embodiment, as in the second embodiment, the convex portion 4 has a frame portion 4a and a movable portion 4b, and the movable portion 4b is attached to the upper side of the convex portion 4. A biasing member 51 that holds the state in which the flow path 5 is formed by being biased is provided.

  Further, as shown in FIG. 14, an air intake port 44 for taking air into the convex portion 4 when the vehicle 1 is traveling is provided on the upper portion of the front convex portion 42 of the convex portion 4.

  In the lower body rectification structure configured as described above, when the vehicle 1 travels, air flows into the convex portion 4 from the air intake port 44 and flows into the convex portion 4 as shown in FIG. The part where the flow path 5 of the convex part 4 is located moves against the urging force of the urging member 51 due to the air, and protrudes downward. At this time, the flow rate of the air flowing into the convex portion 4 from the air intake port 44 increases as the traveling speed of the vehicle 1 increases. For this reason, the downward projecting dimension of the convex portion 4 increases as the traveling speed of the vehicle 1 increases.

  As a result, most of the airflow in front of the flap 2 is diverted to both sides in the width direction of the front tire 11 at the front end portion 41 as in the second embodiment, so that the flow rate of the airflow that collides with the front tire 11 is reduced. Thus, the air resistance can be reduced. In addition, since the protrusion 4 has a protruding dimension that increases as the traveling speed of the vehicle 1 increases, it is possible to reduce air resistance and improve steering stability when the vehicle 1 travels at a high speed. Here, when the traveling speed of the vehicle 1 is high, for example, when traveling on an expressway, the road surface on which the vehicle 1 travels is small, so that even if the approach angle is small, the bump on the road is convex. Problems such as contact of the portion 4 are less likely to occur.

  Thus, according to the vehicle body lower part rectification structure of the present embodiment, as in the second embodiment, by projecting the portion where the flow path 5 of the convex portion 4 is located downward, the airflow in front of the flap 2 is Since most of the current can be diverted to both sides in the width direction of the front wheel tire 11, it is possible to reduce air resistance and prevent a decrease in the ground contact load of the front wheel tire 11 and improve steering stability.

  In addition, the protruding dimension of the convex portion 4 changes depending on the traveling speed of the vehicle 1 where the flow path 5 is located.

  As a result, as the traveling speed of the vehicle 1 becomes higher, it is possible to reduce the air resistance and improve the steering stability. Therefore, it is possible to improve the traveling performance of the vehicle 1 when traveling at high speed. .

  In the third embodiment, when the vehicle 1 travels, air is taken into the convex portion 4 so that the projecting dimension of the portion of the convex portion 4 where the flow path 5 is located is changed according to the traveling speed of the vehicle 1. However, the present invention is not limited to this. For example, the operation of changing the protruding dimension of the portion of the convex portion 4 where the flow path is located may be performed by driving an electric motor, and the protruding dimension may be changed according to the traveling speed of the vehicle 1.

  Although the vehicle body lower rectifying structure according to the present invention has been described above based on the embodiments shown in the drawings, the present invention is not limited to the illustrated examples, and those skilled in the art usually do not depart from the technical idea thereof. I will add it just in case to include the range of design changes to be made and variations of variations and applications.

For example, although illustration is omitted in detail, the flow straightening member 3 having only the convex portion 4 is not provided and the rectifying member 3 having only the convex portion 4 is attached to the lower part of the vehicle body in front of the flap 2. You can also.
That is, the airflow that flows into the lower side of the front bumper 13 is diverted in the vehicle body width direction by the convex portion 4, and most of the airflow is diverted in the vehicle body width direction. Then, a part of the airflow that could not be diverted is changed downward of the vehicle body 10 by the flap 2.

  Moreover, in the said embodiment, although what provided the flap 2 and the convex part 4 ahead of the front-wheel tire 11 of the vehicle body 10 was shown, even if a flap and a convex part are provided ahead of the tire of the rear side of the vehicle body 10, it is the said. It is possible to obtain the same effect as the embodiment.

1 Vehicle 10 Body 11 Tire (front tire)
DESCRIPTION OF SYMBOLS 12 Tire storage part 13 Front bumper 14 Undercover 2 Flap 3 Rectification member 4 Convex part 4a Frame part 4b Movable part 5 Flow path 44 Air intake port 51 Energizing member 52 Magnet 53 Electromagnet 60 Controller 61 Operation input part 62 Vehicle speed detector P center line

Claims (10)

A vehicle body lower rectification structure provided with a flap protruding downward from the lower part of the vehicle body in front of the tire,
It has a convex part projecting downward from the lower part of the vehicle body in front of the flap, and the convex part includes a rectifying member for diverting an air flow from the front to the rear through the lower side of the vehicle body in the vehicle body width direction. Car body lower rectification structure.   The convex portion of the rectifying member has a substantially triangular shape in which a front end portion has a tapered shape, and left and right side surfaces extend in a vehicle body width direction from the front end portion toward the flap. Car body bottom rectification structure described.   3. The lower body rectification structure according to claim 1, wherein the convex portion of the rectifying member includes a groove-type channel that guides an air flow toward the flap.   The vehicle body lower part rectification structure according to claim 3, wherein the flow path is formed so as to become narrower from the front of the vehicle body toward the flap.   The vehicle body lower rectification structure according to claim 3 or 4, wherein the flow path has a shape inclined upward from the front of the vehicle body toward the flap.   The center line passing through the center of the flow path is 10 degrees or more 25 degrees from the straight direction in the center toward the inside of the vehicle body, starting from the center in the width direction of the tire at substantially the same height as the lower end position of the flap. 6. The lower body rectifying structure according to claim 5, wherein the lower body rectifying structure is provided at a position in an angle range of less than or equal to degrees. The flow path is
The distance perpendicular to the front of the vehicle body from the flap is d [m],
A cross-sectional area of the flow path at a position of distance d [m] from the flap is A _d [m ² ],
When the cross-sectional area at the top of the channel is A ₀ [m ² ],
d ≦ 0.1 [m], {(A _d [m ² ] / A ₀ [m ² ]) − 1}> 1.7 d [m] is satisfied, and upward toward the flap The vehicle body lower part rectification structure according to any one of claims 3 to 6, wherein the lower body rectification structure has a shape inclined at an angle of 10 degrees or less. The vehicle body lower part rectification structure according to any one of claims 3 to 7, further comprising projecting means for projecting a portion of the convex portion where the flow path is located downward. Provided with an operation input unit for the passenger to perform a predetermined operation input,
The vehicle body lower rectification structure according to claim 8, wherein the projecting means projects a portion where the flow path is located downward based on an operation of the operation input unit.   The vehicle body lower rectification structure according to claim 8, wherein the protrusion means changes a protrusion dimension of a portion where the flow path is located according to a traveling speed of the vehicle body.

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