JP2018144637A - Vehicle rectification structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle rectification structure in which travelling wind directly hitting front wheels is inhibited so as not to enter a wheel house as much as possible and thereby an air resistance coefficient (a Cd value) is enhanced.SOLUTION: A deflector 30 includes a vertical wall portion 35 inclined toward the rear side and the lower side of a vehicle, an air passage 54 formed by the vertical wall portion 35 and by a rear wall 51 and a side wall 53 that are located on the rear side of the vertical wall portion 35 and allowing travelling wind to flow from the upper side to the lower side, and an outlet port 55 located at a lower end of the air passage 54 and allowing the travelling wind to discharge toward the lower side. When viewed from the vehicle side, an angle θ1 formed by an imaginary horizontal surface HOR extending in the front to back direction of the vehicle and a lower surface of the vertical wall portion 35, which includes at least a lower portion of the vertical wall portion 35 intersecting with the horizontal surface is designed such that its inclination angle is smaller than an angle θ2 formed by the imaginary horizontal surface HOR and a discharging direction in which the travelling wind is discharged from the outlet port 55.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a rectifying structure for a vehicle in which a deflector is disposed at the bottom of a vehicle in front of a front wheel.

  Generally, it is known that the area around the front wheels (so-called front tires) is a factor that generates air resistance. Specifically, if the driving wind from the front of the vehicle enters the wheel house and then flows out from the wheel house to the side of the vehicle, the side flow of the vehicle is disturbed and adversely affects the air drag coefficient (so-called Cd value). How to reduce the traveling wind entering the house is important from the viewpoint of improving the Cd value.

For the purpose of improving the above-mentioned Cd value, the rectifying structure for a vehicle disclosed in Patent Document 1 has already been invented.
That is, the one disclosed in Patent Document 1 is provided with a spat that protrudes downward in the vehicle at a position facing the front wheel in the rectifying structure for a vehicle, and swells upward in the vehicle width direction inside the spat. A bulging portion is formed, and the traveling wind flowing through the bulging portion when the vehicle travels is guided to the brake device, and the braking device is cooled by the traveling wind.

  In the conventional structure disclosed in Patent Document 1, since the traveling wind flowing through the bulging portion is actively taken into the wheel house, the traveling wind after cooling the brake device is transferred from the wheel house to the vehicle side surface. When the air flowed out, the vehicle side flow was disturbed by the air flow and the Cd value deteriorated, so there was room for improvement.

Japanese Patent No. 3543711

  In view of this, the present invention is for a vehicle capable of preventing the traveling wind from entering the wheel house as much as possible by suppressing the traveling wind directly hitting the front wheels and improving the air drag coefficient (Cd value). The purpose is to provide a rectifying structure.

  A rectifying structure for a vehicle according to the present invention is a rectifying structure for a vehicle in which a deflector is disposed at a vehicle bottom portion in front of a front wheel. The deflector includes a vertical wall portion that is inclined rearward and downward, and the vertical wall portion and a rear wall portion thereof. An air passage that is formed by a rear wall and a side wall that are located in the section and flows the traveling wind downward from above, and a discharge port that is located at the lower end of the air passage and discharges the traveling wind downward. The angle formed by a virtual horizontal plane extending in the vehicle front-rear direction and the lower surface of the vertical wall section including at least the lower end of the vertical wall section intersecting the horizontal plane is a discharge rate at which traveling wind is discharged from the virtual horizontal plane and the discharge port. The inclination angle is set smaller than the angle formed by the direction.

According to the above configuration, by generating an airflow (traveling wind) that flows downward from the outlet of the air passage, the traveling wind (that is, the underfloor wind) that flows to the rear of the vehicle along the front lower surface of the vertical wall portion is further increased. It can be pushed down, thereby lowering the height position from the ground where the driving wind hits the front wheels, and less amount of wind entangled in the wheel house when the driving wind hits the front wheels Thus, it is possible to effectively suppress the traveling wind that flows to the rear side of the outer surface of the front wheel and improve the Cd value around the front wheel.
In short, by suppressing the traveling wind directly hitting the front wheels, the traveling wind can be prevented from entering the wheel house as much as possible, and the Cd value can be improved.

In an embodiment of the present invention, an angle formed between a virtual horizontal plane extending in the vehicle front-rear direction in a vehicle side view and a lower surface of the vertical wall portion including at least a lower end portion of the vertical wall portion intersecting with the horizontal plane is the same as the virtual horizontal plane. The inclination angle is set smaller than the angle formed by the center line of the air passage.
According to the above configuration, the airflow flowing through the air passage has directivity, and the flow direction of the airflow has a large inclination angle with respect to the direction of the traveling wind flowing along the front lower surface of the vertical wall portion. The traveling wind flowing along the front lower surface of the vertical wall portion can be surely pushed down.

In one embodiment of the present invention, the air passage is formed in a tapered shape on the discharge port side.
According to the said structure, the above-mentioned discharge port side raises the wind speed of the airflow discharged | emitted from a discharge port by the taper structure, and pushes down the driving | running | working wind which flows along the front lower surface of the said vertical wall part downward effectively. Can do.

In one embodiment of the present invention, the lower end of the rear wall located at the rear portion of the discharge port extends further downward than the lower end of the vertical wall portion located at the front portion of the discharge port.
According to the above configuration, at the portion where the lower end of the rear wall extends downward, the inclination angle in the direction in which the airflow is discharged from the outlet of the air passage can be further increased. The traveling wind flowing along the front lower surface can be pushed down further downward.

In one embodiment of the present invention, the air passage is set as a cooling air passage of an auxiliary machine located in front of the vehicle with respect to the deflector.
You may set said auxiliary machine to a heat radiator.

  According to the above configuration, since the above-described air passage is set as the cooling air passage of the auxiliary machine, the cooling air is discharged from the outlet of the air passage while increasing the cooling air volume with respect to the auxiliary machine. The cooling performance can be enhanced while improving the value.

  Incidentally, when the auxiliary machine is set as a radiator, the amount of air passing through the radiator increases, and the amount of heat dissipated in the vehicle body increases, and the output can be improved accordingly. Moreover, the heat sink can be reduced in size by increasing the heat radiation amount of the vehicle body. That is, it is possible to ensure an increase in the amount of cooling air with respect to the radiator while improving the Cd value.

  According to the present invention, it is possible to improve the air drag coefficient (Cd value) by suppressing the traveling wind directly hitting the front wheel and preventing the traveling wind from entering the wheel house as much as possible. .

The perspective view of the vehicle front part provided with the rectification | straightening structure for vehicles of this invention Sectional drawing of the principal part of FIG. 2 is a cross-sectional view taken along line AA in FIG. Perspective view showing the deflector supported by the splash shield A perspective view showing the deflector as viewed from obliquely below (A) is sectional drawing of the principal part in alignment with the BB line of FIG. 4, (b) is sectional drawing which shows the other Example of the rectification | straightening structure for vehicles. (A) is a sectional view taken along line XX in FIG. 5, and (b) is a sectional view taken along line YY in FIG.

  A deflector is installed at the bottom of the vehicle in front of the front wheels for the purpose of suppressing the wind that strikes the front wheels and preventing the wind from entering the wheel house as much as possible to improve the air drag coefficient (Cd value). The rectifying structure for a vehicle, wherein the deflector is formed by a vertical wall portion inclined rearward and downward of the vehicle, and the vertical wall portion, a rear wall and a side wall located at the rear portion thereof, and the traveling wind is directed upward. A vertical wall that intersects the horizontal plane and a virtual horizontal plane that extends in the vehicle front-rear direction when viewed from the side of the vehicle, and an air passage that flows downward from the air passage, and a discharge port that is located at the lower end of the air passage and discharges the traveling wind downward The angle formed by the lower surface of the vertical wall part including at least the lower end of the part is configured such that the inclination angle is set smaller than the angle formed by the virtual horizontal plane and the discharge direction in which the traveling wind is discharged from the discharge port. Realized.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawing shows a rectifying structure for a vehicle, FIG. 1 is a perspective view of a front portion of the vehicle equipped with the rectifying structure, FIG. 2 is a cross-sectional view of the main part of FIG. 1, and FIG. 4 is a perspective view showing the deflector supported by the splash shield, FIG. 5 is a perspective view showing the deflector as seen from an obliquely lower side of the vehicle, and FIG. 6A is a cross-sectional view of FIG. Sectional drawing of the principal part in alignment with a line, (b) of FIG. 6 is sectional drawing which shows the other Example of the rectification | straightening structure for vehicles. 7A is a cross-sectional view taken along line XX in FIG. 5, and FIG. 7B is a cross-sectional view taken along line YY in FIG.

  In FIG. 1, a bonnet 10 that covers the engine room so as to be openable and closable, a front fender panel 11 that covers both left and right sides of the engine room (however, only the front fender panel 11 on the right side of the vehicle is shown), A front bumper face 12 covering the front is provided.

  A front grill 13 is provided at the center upper portion of the front bumper face 12 in the vehicle width direction, and a traveling wind introduction portion 14 that is long in the vehicle width direction is provided at the lower center of the front bumper face 12 in the vehicle width direction. A traveling wind introduction section 15 (however, only the traveling wind introduction section 15 on the right side of the vehicle is shown) is provided on both the left and right sides of the introduction section 14 in the vehicle width direction.

As shown in FIG. 1, a radiator 16 as an auxiliary device (in detail, a side) is located behind the traveling wind introduction portion 15 and in front of the vehicle from an air passage 54 (see FIG. 2) of a deflector 30 described later. (Radiator) is provided.
As shown in FIGS. 1 to 3, a wheel house portion 18 is provided that covers the upper majority of the front wheels 17 (so-called front tires) in a spaced manner.

The wheel house portion 18 includes a wheel house inner and a wheel house outer, and the wheel arch portion formed of the wheel house inner and the wheel house outer has a front surface facing the front wheel 17 on the side facing the front wheel 17. As shown in FIG. 4, a splash shield (so-called mudguard member) 19 is provided.
In FIG. 1, reference numeral 20 denotes a pair of left and right headlamp units provided at a corner portion at the front of the vehicle.

  As shown in FIG. 1, a deflector 30 (wind guide member) that protrudes downward in front of the vehicle is disposed at the bottom of the vehicle in front of the front wheels 17. Although only the deflector 30 in front of the front wheel 17 on the right side of the vehicle is shown in the drawing, the deflector 30 (not shown) having a substantially symmetrical structure with the deflector 30 on the right side of the vehicle is also arranged in front of the front wheel 17 on the left side of the vehicle.

  Further, the protrusion amount by which the above-described deflector 30 protrudes downward from the lower surface of the vehicle is set so that the lowermost end portion of the deflector 30 protrudes from the ground to a position of 20 to 25% of the diameter of the front wheel 17 in this embodiment. However, it is not limited to this value.

  As shown in FIG. 3, an under cover 60 (specifically, a center under cover) is provided at the bottom of the vehicle between the left and right deflectors 30 and 30 for rectifying traveling wind (that is, underfloor wind) flowing through the bottom of the vehicle. It has been.

  As shown in FIGS. 3, 4, and 5, the deflector 30 described above includes a first air guide portion 31 located on the inner side in the vehicle width direction, and a second air guide portion 32 located on the outer side in the vehicle width direction. The first air guide portion 31 and the second air guide portion 32 are connected in the vehicle vertical direction and the side wall 36 as a connecting portion extending in the vehicle longitudinal direction is integrally formed of a material such as synthetic resin or fiber reinforced plastic. When the deflector 30 is assembled to the bottom of the vehicle, as shown in FIG. 3, the first air guide portion 31 is in a position (offset position) that does not overlap with the front wheel 17 in the vehicle width direction. The second wind guide portion 32 is at a position (overlap position) overlapping the front wheel 17 in the vehicle width direction.

  As shown in FIGS. 2, 4, and 5, the first air guide portion 31 described above has a gentle slope 33 that extends in the vehicle front-rear direction and inclines backward and downward. In this embodiment, the inclination angle of the gentle slope 33 with respect to the virtual horizontal line is set to about 10 degrees, but is not limited to this value.

  As shown in FIGS. 4 and 5, the second air guide portion 32 described above is a substantially horizontal flat surface 34 that extends in the vehicle front-rear direction as a guide surface that guides the traveling wind (that is, the underfloor wind) from the front of the vehicle to the rear. And a vertical wall portion 35 extending obliquely downward and rearward from the rear portion of the flat surface 34 and also extending in the vehicle width direction. The length of the vertical wall portion 35 extending in the vehicle width direction substantially corresponds to the length of the rear portion of the flat surface 34 in the vehicle width direction.

  The flat surface 34 is arranged so that the ground height is higher than the gentle slope 33. That is, the flat surface 34 is formed so as to be recessed upward with respect to the gentle slope 33.

  As a result, the traveling wind passing through the position that does not overlap the front wheel 17 in the vehicle width direction, that is, the traveling wind passing through the first wind guide portion 31 flows from the front of the vehicle to the rear of the vehicle without being controlled, In order to prevent only the traveling wind passing through the position overlapping with the front wheel 17, that is, the traveling wind passing through the second air guide portion 32 from hitting the front wheel 17, The flow of the traveling wind is changed downward and outward in the vehicle width direction (the side wall 36 described later exists inside the flat surface 34 and the vertical wall portion 35 in the vehicle width direction. , And the traveling wind is diverted to the outside in the vehicle width direction), so that the traveling wind after hitting the front wheel 17 directly is prevented from being caught in the wheel house portion 18, and Cd around the front wheel 17 is reduced. It is configured to improve the value.

  As shown in FIGS. 4 and 5, the outer side in the vehicle width direction of the gentle slope 33 in the first air guide portion 31 and the inner side in the vehicle width direction of the flat surface 34 in the second air guide portion 32 extend in the vertical direction. 36 are integrally connected.

  As shown in FIGS. 4 and 5, the first air guiding portion 31 and the second air guiding portion 32 are disposed adjacent to each other, and the first air guiding portion 31 and the second air guiding portion are disposed. 32, in other words, the lower end portion of the side wall 36 is positioned further on the inner side in the vehicle width direction than the innermost side in the vehicle width direction of the front wheel 17, as shown in FIG. Is formed.

As described above, the above-described boundary portion 37 is positioned further on the inner side in the vehicle width direction than the innermost side in the vehicle width direction of the front wheel 17 so that the traveling wind passing through the second air guide portion 32 is wound into the wheel house portion 18. It is configured to prevent this.
Here, it is preferable that the boundary portion 37 is located 5 to 40 mm inward in the vehicle width direction from the innermost side in the vehicle width direction of the front wheel 17.

  That is, when the distance at which the boundary portion 37 is separated from the innermost side in the vehicle width direction of the front wheel 17 from the inner side in the vehicle width direction is less than 5 mm, the traveling wind flowing from diagonally forward strikes the front wheel 17 and the wheel house portion 18. When the traveling wind enters, the Cd value deteriorates. On the other hand, when the separation distance exceeds 40 mm, the flat surface of the second air guide section 32 even travels wind that does not naturally enter the wheel house 18. 34, the vertical wall portion 35 controls downward, and peeling occurs at the lower end of the vertical wall portion 35, thereby deteriorating the Cd value. For this reason, the above-mentioned range is preferable.

  As shown in FIGS. 4 and 5, a rising piece 38 having a relatively small vertical dimension is provided at the front portion of the above-described gentle slope 33 and the front portion of the above-described flat surface 34 or the outer end portion in the vehicle width direction. The flange portion 39 is integrally connected through the vias.

  As shown in FIGS. 3 and 5, a flange portion 41 is integrally connected to an inner end portion of the gentle slope 33 in the vehicle width direction via a rising piece 40 having a relatively small vertical dimension.

  Here, the rising piece 38 and the flange portion 39 are formed in a substantially arc shape in plan view, while the rising piece 40 and the flange portion 41 are formed in a substantially linear shape extending in the vehicle front-rear direction in plan view. (See FIGS. 4 and 5).

  As shown in FIGS. 4 and 5, the rising piece 38 and the flange portion 39 are connected so as to have an L-shaped cross section (specifically, a lateral L-shape). Both the piece 40 and the flange portion 41 are connected so as to have an L-shaped cross section (specifically, a laterally L-shaped), thereby ensuring the rigidity of the deflector 30.

  Further, as shown in FIGS. 4 and 5, each of the flange portions 39 and 41 described above has a plurality of attachment portions 42, 43, 44, 45, and 46 with respect to the vehicle bottom portion (in the drawings, attachment holes are shown as attachment portions). The deflector 30 is attached and fixed to the bottom of the vehicle using attachment members (not shown) such as bolts or clips inserted into the attachment portions 42 to 46.

  On the other hand, as shown in FIG. 4, the rear end portion of the deflector 30, specifically, the rear end portions of the first air guide portion 31 and the second air guide portion 32, has a curved shape at the lower end of the front portion of the splash shield 19. A support piece 47 extending in the vertical direction is integrally formed along the support piece 47. A plurality of attachment portions 48... Are formed on the support piece 47, and attachment members (not shown) such as clips inserted into the attachment portion 48. The deflector 30 is configured to be supported by the above-described splash shield 19 by attaching the support piece 47 to the front lower front surface of the splash shield 19.

  As shown in FIG. 2, the above-mentioned gentle slope 33 on the vehicle rearward extension line (EXT) in the vertical direction of the vehicle, front wheel suspension parts such as a lower arm, a stabilizer arm, a steering wheel, and a front wheel steering such as a steering rod. The parts are configured not to overlap.

  The traveling wind passing through the first air guide portion 31 described above gently slopes downward on the gentle slope 33 and flows toward the rear of the vehicle. In this case, the suspension arm connected to the front wheel 17 (particularly, the knuckle portion thereof). By setting the inclination angle of the above-mentioned gentle slope 33 so that the traveling wind does not hit the front wheel suspension parts such as the front wheel suspension parts and the front wheel steering parts such as the steering rod, the turbulent flow generation is suppressed.

  By the way, as shown in FIGS. 5 and 7, the boundary portion 37 between the first air guide portion 31 and the side wall 36 as the connecting portion is formed in a curved portion 50 whose section is curved in a substantially arc shape. . That is, since the flat surface 34 of the second air guide portion 32 is configured to have a higher ground height than the gentle slope 33 of the first air guide portion 31 except for the front end, the flat surface 34 and the gentle slope 33 A vertical step substantially corresponding to the height of the side wall 36 is formed between them. Therefore, the boundary portion 37 between the two 34 and 33 is continuously provided by a bending portion 50 that is curved in a substantially arc shape.

Thereby, the traveling wind flowing from the inner front in the vehicle width direction obliquely outward and the traveling wind flowing from the inner side in the vehicle width direction to the outer side in the vehicle width (that is, the cross wind) are generated from the first air guide portion 31. When flowing to the second air guide portion 32, the air flows along the curved portion 50 existing between the steps of the first air guide portion 31 and the second air guide portion 32, and the traveling wind is separated at the curved portion 50. Without flowing into the wheel house portion 18 by flowing to the second air guide portion 32 and then being controlled to hit the vertical wall portion 35 at the rear of the second air guide portion 32, In this configuration, the Cd value around the front wheel 17 is improved.
Here, the bending portion 50 described above is formed with a cross-sectional bending radius of 5 mm to 40 mm.

  That is, when the cross-sectional bend radius of the curved portion 50 is less than 5 mm, the traveling wind is peeled off due to the small cross-sectional bend radius, while the cross-sectional bend radius of the curved portion 50 exceeds 40 mm. In this case, the deflector 30 itself is increased in size due to an excessive cross-sectional bending radius, and the ground clearance when the deflector 30 is assembled to the bottom of the vehicle is lowered. It is.

  In this way, by setting the cross-sectional bending radius of the curved portion 50 within a range of 5 to 40 mm, the traveling wind flowing from the front in the vehicle width direction to the diagonally outward or the outer side in the vehicle width direction is ensured. When the traveling wind flows from the first air guiding portion 31 to the second air guiding portion 32, the separation is more reliably prevented.

  The curved portion 50 described above is formed continuously in the vehicle front-rear direction from the front end portion to the rear end portion on the outer side in the vehicle width direction of the first air guide portion 31, thereby the first air guide portion 31 and the first air guide portion 31. The curved portion 50 is continuously formed in all the front and rear directions of the step existing between the two air guiding portions 32, and the flow of traveling wind from the front in the vehicle width direction to the lateral direction is reliably controlled. In addition, the traveling wind (underfloor wind flowing from the first wind guide portion 31 toward the second wind guide portion 32) is further prevented from being separated.

  Further, the cross-sectional bending radius of the curved portion 50 described above is larger than the cross-sectional bending radius of the front portion of the deflector 30 (that is, the cross-sectional bending radius of the front portion 50a of the curved portion 50 shown in FIG. 5). (That is, the cross-sectional bend radius of the rear portion 50b of the curved portion 50 shown in FIG. 5) is formed large, whereby a step between the first air guide portion 31 and the second air guide portion 32 is formed in the rear of the vehicle. Even if it becomes larger as it goes, the deflector 30 can be easily formed.

  By the way, as shown to (a) of FIG. 5, FIG. 6, the air path 54 which makes driving | running | working wind flow downward from upper direction by the above-mentioned vertical wall part 35 and the rear wall 51 and side walls 52 and 53 which are located in the rear part. Forming. As shown in FIG. 6A, the rear wall 51 is formed so as to be aligned with the support piece 47 in the vertical direction, and the vehicle width direction inner side of the pair of left and right side walls 52, 53. The side wall 52 (the side wall for forming the air passage 54) may also serve as the side wall 36 (the side wall for forming a step), or may be formed separately from the side surface 36.

  As shown in FIGS. 5 and 6A, a discharge port 55 for discharging the traveling wind downward is formed at the lower end of the air passage 54 described above. Further, the air passage 54 described above is formed so that the outlet 55 side, that is, the lower side is tapered.

  In addition, as shown in FIG. 6A, a virtual horizontal plane HOR extending in the vehicle front-rear direction in a vehicle side view and a lower surface of the vertical wall portion 35 including at least a lower end portion of the vertical wall portion 35 intersecting the horizontal plane HOR are provided. The formed angle θ1 (so-called depression angle θ1) is formed so that the inclination angle becomes smaller than the virtual horizontal plane and the angle θ2 in the discharge direction in which the traveling wind is discharged from the discharge port 55. That is, it is set so that the relational expression of θ1 <θ2 is established.

  Here, the above-described depression angle θ1 means the inclination angle of the front lower surface 35a of the vertical wall 35 with respect to the virtual horizontal line HOR extending in the vehicle front-rear direction, with the lower end of the vertical wall 35 as a base point.

  Specifically, an angle θ1 formed by a virtual horizontal plane HOR extending in the vehicle front-rear direction in a vehicle side view and a vertical wall lower surface 35a including at least a lower end portion of the vertical wall 35 intersecting the horizontal plane HOR is defined as the virtual horizontal plane HOR. The inclination angle is set smaller than the angle θ2 formed by the center line CL extending substantially in the vertical direction of the air passage 54.

As described above, by setting θ1 <θ2, the following operation is achieved.
That is, while the traveling wind passing through the first air guiding portion 31 flows from the front of the vehicle to the rear without being controlled, the traveling wind passing through the second air guiding portion 32 is first shown in FIG. As shown, it flows backward along a substantially horizontal flat surface 34 (see traveling wind e1), and then strikes the front lower surface 35a of the vertical wall 35 and travels along the front lower surface 35a of the vertical wall 35. The flow of e2 (turning wind) is turned downward.

  On the other hand, after the air passage 54 flows downward from above, the airflow flowing downward from the discharge port 55 (traveling wind e4) is applied to the traveling wind e2, thereby further reducing the traveling wind e2 flowing rearward of the vehicle. When the driving wind e3 hits the front wheel 17 by lowering the driving wind e3 (further turning wind), the height position from the ground where the driving wind e3 hits the front wheel 17 is lowered. By reducing the amount of winding in the house portion 18, the traveling wind flowing out rearward of the outer surface of the front wheel 17 is effectively suppressed, and the Cd value around the front wheel 17 is improved.

  Since the air passage 54 is configured to have a tapered shape on the discharge port 55 side, the front air lower surface 35a of the vertical wall portion 35 is increased by increasing the wind speed of the airflow (running wind e4) discharged from the discharge port 55. It is possible to effectively push down the traveling wind e2 flowing along

  In this embodiment, as shown in FIGS. 2 and 3, the above-described air passage 54 is set as a cooling air passage of the radiator 16 as an auxiliary device located in front of the vehicle with respect to the air passage 54 of the deflector 30. This point will be described below.

  A radiator 16 (specifically, a caddy radiator) is disposed on the front side of the vehicle with respect to the airflow inlet at the upper part of the air passage 54 of the deflector 30 described above, and the airflow inlet of the traveling wind introduction portion 15 and the air passage 54 shown in FIG. Are connected to each other by a duct 56, and the duct 56 includes the radiator 16. That is, the radiator 16 is disposed inside the duct 56.

  The traveling wind taken into the duct 56 from the traveling wind introduction portion 15 reaches the air passage 54 from the rear portion of the duct 56 after the radiator 16 is air-cooled, and the air passage 54 is directed upward from above. After flowing down, it flows out from the discharge port 55 as an airflow flowing downward (traveling wind e4) and further pushes down the traveling wind e2 (underfloor wind) flowing rearward of the vehicle (FIGS. 2 and 6). a)).

  Thus, by setting the air passage 54 as a cooling air passage for the radiator 16 as an auxiliary device, the cooling air (see the traveling air e4) is increased as described above while increasing the amount of cooling air for the radiator 16. By discharging from the discharge port 55 of the air passage 54, the Cd value is improved, and the cooling performance is improved and the Cd value is improved.

FIG. 6B is a cross-sectional view showing another embodiment of the vehicle rectifying structure. In FIG. 6B, the same parts as those in FIG. 6A are denoted by the same reference numerals.
In this embodiment, the lower end of the rear wall 51 located at the rear portion of the discharge port 55 and extending in the substantially vertical direction is more than the lower end 35b of the vertical wall portion 35 positioned at the front portion of the discharge port 55 of the deflector 30. The extending portion 57 is formed by extending downward.

  As described above, when the lower end of the rear wall 51 is extended downward to form the extended portion 57, an airflow (running wind e <b> 4) flowing down the air passage 54 from the upper side to the lower side is discharged from the discharge port 55. When discharged, the inclination angle in the direction of discharge becomes larger (see traveling wind e5), thereby pushing down the traveling wind e2 flowing along the front lower surface 35a of the vertical wall portion 35 further downward. The height from the ground where the traveling wind e3 hits the front wheel 17 can be further reduced, and when the traveling wind e3 hits the front wheel 17, the amount of the wind wind e3 caught in the wheel house 18 can be further reduced. Thus, the traveling wind flowing out to the rear side of the outer surface of the front wheel is effectively suppressed to improve the Cd value around the front wheel 17.

  In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inward in the vehicle width direction, arrow OUT indicates the outward in the vehicle width direction, and arrow UP indicates the upper side of the vehicle. Indicates.

  Thus, the vehicle rectifying structure of the above embodiment is a vehicle rectifying structure in which the deflector 30 is disposed at the vehicle bottom portion in front of the front wheels 17, and the deflector 30 is a vertical wall portion that is inclined rearward and downward of the vehicle. 35, an air passage 54 formed by the vertical wall portion 35 and the rear wall 51 and the side walls 52, 53 located at the rear thereof, and for causing the traveling wind to flow downward from above, and located at the lower end of the air passage 54. And a vertical wall portion lower surface 35a including a virtual horizontal plane HOR extending in the vehicle front-rear direction in a side view of the vehicle and at least a lower end portion of the vertical wall portion 35 intersecting the horizontal plane HOR. Is formed with an inclination angle smaller than an angle θ2 formed by the virtual horizontal plane HOR and a discharge direction in which the traveling wind is discharged from the discharge port 55 (FIGS. 2 and 2). See 6 ).

  Note that the above-described depression angle θ1 means an inclination angle of the front lower surface 35a of the vertical wall portion 35 with respect to the virtual horizontal line HOR extending in the vehicle front-rear direction, with the lower end of the vertical wall portion 35 as a base point.

According to this configuration, by generating an airflow (traveling wind e4) that flows downward from the discharge port 55 of the air passage 54, a traveling wind e2 (flowing toward the rear of the vehicle along the front lower surface 35a of the vertical wall portion 35) ( In other words, the underfloor wind) can be pushed down further, whereby the height position from the ground where the traveling wind e3 hits the front wheel 17 is lowered, and when the traveling wind e3 hits the front wheel 17, the wheel By reducing the amount of winding in the house portion 18, it is possible to effectively suppress the traveling wind flowing out to the rear side of the front wheel outer surface and improve the Cd value around the front wheel 17.
In short, by suppressing the traveling wind directly hitting the front wheel 17, the traveling wind is prevented from entering the wheel house portion 18 as much as possible, and the Cd value can be improved.

In one embodiment of the present invention, an angle θ1 formed by a virtual horizontal plane HOR extending in the vehicle front-rear direction in a vehicle side view and a vertical wall portion lower surface 35a including at least a lower end portion of the vertical wall portion 35 intersecting the horizontal plane HOR is: The inclination angle is set smaller than the angle θ2 formed by the virtual horizontal plane HOR and the center line CL of the air passage 54 (see FIG. 6).
According to this configuration, the airflow e4 flowing through the air passage 54 has directivity, and the flow direction of the airflow e4 is relative to the direction of the traveling wind e2 flowing along the front lower surface 35a of the vertical wall portion 35. Since the inclination angle θ2 is large, the traveling wind e2 flowing along the front lower surface 35a of the vertical wall portion 35 can be surely pushed down.

In one embodiment of the present invention, the air passage 54 is formed in a tapered shape on the discharge port 55 side (see FIG. 6).
According to this configuration, the traveling wind e2 flowing along the front lower surface 35a of the vertical wall portion 35 is effectively increased by increasing the wind speed of the airflow discharged from the discharge port 55 by the above-described tapered structure on the discharge port 55 side. Can be pushed downward.

  In one embodiment of the present invention, the lower end of the rear wall 51 located at the rear portion of the discharge port 55 extends downward (extension portion 57) with respect to the lower end of the vertical wall portion 35 located at the front portion of the discharge port 55. (See (b) of FIG. 6).

  According to this configuration, the inclination angle θ2 in the direction in which the airflow is discharged from the discharge port 55 of the air passage 54 can be further increased at the portion (extension portion 57) where the lower end of the rear wall 51 extends downward. Thus, the traveling wind e2 flowing along the front lower surface 35a of the vertical wall portion 35 can be further pushed down.

  In one embodiment of the present invention, the air passage 54 cools an auxiliary machine (refer to the radiator 16) located in front of the vehicle relative to the deflector 30 (specifically, in front of the air passage 54 of the deflector 30). The air passage is set (see FIGS. 2 and 3).

  According to this configuration, since the air passage 54 described above is set as a cooling air passage of the auxiliary machine (refer to the radiator 16), the cooling air is increased with respect to the auxiliary machine (heat radiator 16) and the cooling air is supplied to the auxiliary air (heat radiator 16). By discharging from the outlet 55 of the air passage 54, the cooling performance can be enhanced while improving the Cd value.

  Incidentally, when the auxiliary machine is set as the radiator 16, the amount of air passing through the radiator 16 is increased, and the heat radiation amount of the vehicle body is increased, and the output can be improved correspondingly. Moreover, the heat radiator 16 can be reduced in size by increasing the heat radiation amount of the vehicle body. That is, it is possible to ensure an increase in the amount of cooling air with respect to the radiator 16 while improving the Cd value.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The auxiliary machine of the present invention corresponds to the radiator 16 of the embodiment,
The present invention is not limited to the configuration of the above-described embodiment.

  As described above, the present invention is useful for a vehicle rectifying structure in which a deflector is disposed at the bottom of a vehicle in front of a front wheel.

16 ... Radiator (auxiliary machine)
17 ... Front wheel 30 ... Deflector 35 ... Vertical wall 51 ... Rear walls 52, 53 ... Side wall 54 ... Air passage 55 ... Discharge port

Claims (5)

A rectifying structure for a vehicle in which a deflector is arranged at the bottom of the vehicle in front of the front wheels,
The deflector includes a vertical wall portion inclined rearward and downward of the vehicle,
An air passage formed by the vertical wall portion and the rear wall and the side wall located at the rear portion thereof, and for causing the traveling wind to flow downward from above,
A discharge port located at the lower end of the air passage and for discharging the traveling wind downward,
The angle formed by a virtual horizontal plane extending in the vehicle front-rear direction when viewed from the side of the vehicle and the lower surface of the vertical wall section including at least the lower end of the vertical wall section intersecting the horizontal plane is such that traveling wind is discharged from the virtual horizontal plane and the discharge port. A vehicle rectifying structure in which an inclination angle is set smaller than an angle formed by a discharge direction. The angle formed by a virtual horizontal plane extending in the vehicle front-rear direction in a vehicle side view and a vertical wall portion lower surface including at least the lower end of the vertical wall portion intersecting the horizontal plane is determined by the virtual horizontal plane and the center line of the air passage. The rectifying structure for a vehicle according to claim 1, wherein an inclination angle is set smaller than an angle formed. The rectifying structure for a vehicle according to claim 1 or 2, wherein the air passage has a tapered shape on the discharge port side. The rectification for vehicles according to any one of claims 1 to 3, wherein a lower end of a rear wall located at a rear portion of the discharge port extends further downward with respect to a lower end of the vertical wall portion located at a front portion of the discharge port. Construction. The vehicular rectifying structure according to any one of claims 1 to 4, wherein the air passage is set as a cooling air passage of an auxiliary machine located in front of the vehicle with respect to the deflector.

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