JP2020078966A - Vehicle undercover - Google Patents

Abstract

To provide a rear undercover 9 of a vehicle 1, capable of suppressing deposition of snow even when an undersurface opposing to a road surface is polyethylene terephthalate nonwoven fabric.SOLUTION: The rear undercover 9 of the vehicle 1 formed by compressively forming polyethylene terephthalate nonwoven fabric with a predetermined thickness includes: snow accretion suppression parts 112, 312 formed at snow accretion suppression ranges EL, ER; and predetermined wall thickness parts 111, 311 formed with a predetermined wall thickness around the snow accretion suppression parts 112, 312. The snow accretion suppression parts 112, 312 are formed with a smaller wall thickness than the wall thickness of each of the predetermined wall thickness parts 111, 311.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an undercover for an automobile, for example, which rectifies the flow of traveling wind that flows down between the bottom of the automobile and the road surface.

  An under cover is attached to the bottom of the vehicle so as to cover the bottom of the vehicle in order to rectify the flow of traveling wind that flows down between the bottom and the road surface. In recent years, there has been a demand for reducing the weight of the undercover from the viewpoint of improving the fuel efficiency of automobiles. Therefore, a synthetic resin material such as polypropylene is used instead of a synthetic resin material.

  For example, in Patent Document 1, a base material layer in which a fiber reinforcing material such as glass fiber and a first thermoplastic synthetic resin are mixed, and a non-woven fabric layer made of thermoplastic synthetic fiber are laminated in this order from above the vehicle. At the same time, an under cover compression-molded into a desired shape has been devised.

By the way, since fine pores are present on the surface of the non-woven fabric, for example, if dust or ice and snow enter the fine pores of the non-woven fabric, dust and ice and snow tend to be difficult to be separated from the non-woven fabric.
For this reason, when an automobile with a non-woven undercover that faces the road surface runs on snow, if ice and snow that is wound up by the wheels adheres to the undercover, not only will it freeze and accumulate, but the intention There was a risk that a load would be applied.

JP2012-245925A

  In view of the above problems, it is an object of the present invention to provide an undercover for an automobile that can suppress the accumulation of ice and snow even when the lower surface facing the road surface is a non-woven fabric.

  The present invention is an undercover for an automobile, which is formed by compression molding a non-woven fabric having a predetermined thickness, and has a snow accretion suppressing portion formed in a range in which suppression of snow accretion is desired, and the snow accretion suppressing portion. And a predetermined thickness portion formed around a predetermined thickness, and the snow accretion suppressing portion is formed to be thinner than the predetermined thickness portion. And

According to the present invention, even if the lower surface facing the road surface is a non-woven fabric, it is possible to suppress the accumulation of ice and snow.
Specifically, in the compression-molded non-woven undercover, since the snow accretion suppressing portion is formed to be thinner than the predetermined thickness portion, the snow accumulation suppressing portion is less than the predetermined thickness portion. This means that it is compression molded at a high compression rate.

  Therefore, in the undercover of the automobile, the density of the fibrous body forming the nonwoven fabric can be made larger than the predetermined thickness portion in the snow accretion suppressing portion, and the proportion of the pores can be made smaller than the predetermined thickness portion. it can. That is, the under cover of the automobile can make the lower surface of the snow accretion suppressing portion smoother than the lower surface of the predetermined thickness portion.

As a result, the undercover of the vehicle can suppress the adhesion of ice and snow, and can form a surface on which the adhered ice and snow can be easily peeled off in a range in which the suppression of snow accretion is desired.
Therefore, the undercover of an automobile can suppress the accumulation of ice and snow even when the lower surface facing the road surface is a non-woven fabric.

  In addition, since the undercover is composed of the predetermined thickness portion and the snow accretion suppressing portion that is thinner than the predetermined thickness portion, the undercover of the automobile is an undercover that is thinned overall with a high compression rate. Compared with, it is possible to suppress a decrease in rigidity of the undercover.

As an aspect of the present invention, the snow accretion suppressing portion may be formed at a portion having a substantially flat lower surface located at the lowermost position of the vehicle.
According to the present invention, the undercover of an automobile can suppress the adhesion of ice and snow to the lower surface of the lowermost part of the vehicle where snow is relatively likely to be deposited, and can easily separate the ice and snow from the lowermost part of the vehicle. Therefore, the undercover of the automobile can further suppress the accumulation of ice and snow even when the lower surface facing the road surface is a non-woven fabric.

Further, as an aspect of the present invention, the snow accretion suppressing portion may be formed with a wall thickness such that the density of the fibrous body forming the non-woven fabric is 0.6 g/cm ³ or more.
According to the present invention, the undercover of an automobile can more reliably suppress the accumulation of ice and snow even when the lower surface facing the road surface is a non-woven fabric.

  Specifically, when the thickness of the snow accretion suppression part is controlled by the compression rate of the nonwoven fabric, the proportion of pores in the snow accretion suppression part depends on the density and the thickness of the fibrous body in the nonwoven fabric before compression molding. Therefore, the peeling strength for peeling the accumulated ice and snow from the under cover may be unstable.

  On the other hand, by controlling the wall thickness of the snow accretion suppressor by the density of the fibrous body, the undercover of the automobile can be worn without being affected by the density or the wall thickness of the fibrous body in the non-woven fabric before compression molding. The ratio of the pores in the snow suppression portion can be made substantially constant.

  As a result, the undercover of the vehicle can stably secure the smoothness of the lower surface of the snow accretion suppressing portion and can stabilize the peeling strength of ice and snow in the snow accretion suppressing portion. Therefore, the under cover of the automobile can form the lower surface of the snow accretion suppressing portion as a surface on which ice and snow can be peeled off more stably.

Therefore, in the undercover of an automobile, even when the lower surface facing the road surface is a non-woven fabric because the snow accretion suppressing portion is formed with a wall thickness that makes the density of the fibrous body 0.6 g/cm ³ or more, Accumulation of ice and snow can be suppressed more reliably.

Further, as an aspect of the present invention, the snow accretion suppressing portion may include a reinforcing bead that is provided so as to project in the vehicle vertical direction.
According to this invention, the undercover of the automobile can stably secure the rigidity of the snow accretion suppressing portion.

  For this reason, the undercover of the vehicle can prevent abnormal noise from being generated due to film vibration of the snow accretion suppressing portion, and can suppress flexural deformation of the snow accretion suppressing portion due to adhesion of ice and snow. As a result, the undercover of the vehicle can achieve both a function as a straightening plate that straightens the traveling wind and a suppression of accumulation of ice and snow.

Further, as an aspect of the present invention, the reinforcing bead may be formed with a thickness substantially the same as the thickness of the predetermined thickness portion.
According to the present invention, the undercover of the automobile can improve the rigidity of the reinforcing bead, so that the rigidity of the snow accretion suppressing portion can be more stably ensured.

Further, since the reinforcing bead protrudes in the vehicle vertical direction, ice and snow are less likely to adhere to the reinforcing bead as compared with, for example, a predetermined thickness portion having a substantially flat lower surface. Therefore, even if the reinforcing bead is formed to have a thickness substantially the same as the thickness of the predetermined thickness portion, the undercover of the automobile can suppress the accumulation of ice and snow and improve the rigidity of the reinforcing bead.
Therefore, the undercover of the automobile can suppress the accumulation of ice and snow by the snow accretion suppressing portion having more stable rigidity.

Further, as an aspect of the present invention, the snow accretion suppressing portion is formed in a shape having an upper surface recessed with respect to an upper surface of the predetermined thickness portion and a lower surface continuous with the lower surface of the predetermined thickness portion. Good.
According to the present invention, the undercover of the automobile can form a smoothly continuous lower surface without a step at the boundary between the predetermined thickness portion and the snow accretion suppressing portion.

Therefore, the undercover of the vehicle can stably rectify the running wind flowing down between the bottom of the vehicle and the road surface.
Therefore, the undercover of the automobile can suppress the accumulation of ice and snow without impairing the function of the straightening plate that straightens the running wind.

  INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide an undercover for an automobile that can suppress the accumulation of ice and snow even when the lower surface facing the road surface is a non-woven fabric.

The bottom view which shows the external appearance in the rear part of a vehicle by a bottom view. The bottom view which shows the external appearance of a rear undercover from a bottom view. FIG. 3 is an external perspective view showing the external appearance of the rear undercover as viewed from above the vehicle front. The top view which shows the external appearance of a left rear undercover by planar view. FIG. 5 is a sectional view taken along the line AA in FIG. 4. FIG. 5 is a sectional view taken along the line BB in FIG. 4. The top view which shows the external appearance of a right rear undercover by planar view.

An embodiment of the present invention will be described below with reference to the drawings.
The rear undercover 9 of the vehicle 1 according to the present embodiment functions as a straightening vane that covers the rear portion of the vehicle compartment floor surface from below the vehicle and that rectifies the flow of traveling wind that flows down between the bottom portion of the vehicle 1 and the road surface. have. The rear undercover 9 of the vehicle 1 will be described in detail with reference to FIGS. 1 to 7.

  1 shows a bottom view of the rear part of the automobile 1, FIG. 2 shows a bottom view of the rear undercover 9, FIG. 3 shows an external perspective view of the rear undercover 9, and FIG. 4 shows a left rear undercover 10. 5 is a sectional view taken along the line AA in FIG. 4, FIG. 6 is a sectional view taken along the line BB in FIG. 4, and FIG. 7 is a plan view of the right rear undercover 30. The figure is shown.

  Further, in the figure, the arrow Fr and the arrow Rr indicate the vehicle front-rear direction, the arrow Fr indicates the front, and the arrow Rr indicates the rear. Furthermore, the arrows Rh and Lh, and the arrows IN and OUT indicate the vehicle width direction, the arrow Rh indicates the right direction, the arrow Lh indicates the left direction, the arrow IN indicates the vehicle width direction inside, and the arrow OUT. Indicates the outside in the vehicle width direction.

  First, as shown in FIG. 1, an automobile 1 includes a pair of left and right rear side frames 2 extending in the vehicle front-rear direction, a rear floor panel 3 forming a cargo compartment floor surface between the rear side frames 2, and a rear side frame 2 as seen in a bottom view. And a pair of left and right side sills 4 that extend in the vehicle front-rear direction at a position outside the vehicle width direction and in front of the vehicle.

  Further, as shown in FIG. 1, the automobile 1 includes a pair of left and right floor frames (not shown) extending in the vehicle front-rear direction from the front end of the rear side frame 2 and the rear end of the side sill 4, and a vehicle between the left and right side sills 4. A floor tunnel 5 extending in the vehicle front-rear direction at a substantially center in the width direction, a side sill 4, a floor frame, and a floor panel (not shown) connecting the floor tunnel 5 are provided.

  In addition, as shown in FIG. 1, the automobile 1 is arranged between a pair of left and right rear wheels 6 positioned outside the rear side frame 2 in the vehicle width direction and rear portions of the left and right side sills 4 in a bottom view. And a fuel tank 7.

  As shown in FIG. 1, the bottom portion of the automobile 1 has a pair of left and right front undercovers 8 that cover the front portion of the floor panel from below the vehicle with the floor tunnel 5 interposed therebetween, as shown in FIG. And a pair of left and right rear undercovers 9 disposed on the rear of the vehicle and covering the rear portion of the floor panel and the fuel tank 7 from below the vehicle are fixed to the vehicle body such as the floor panel and the floor frame with point fasteners and bolts. Has been done.

The front undercover 8 is made of, for example, a synthetic resin such as polypropylene and has a substantially rectangular shape in bottom view.
On the other hand, the rear undercover 9 is formed into a concavo-convex shape having a desired thickness by compression-molding a polyethylene terephthalate non-woven fabric (a non-woven fabric partially containing polyethylene terephthalate fiber and a heat-meltable binder fiber), for example. ing.

  As shown in FIG. 1, the rear undercover 9 is disposed on the left side of the vehicle in a bottom view, and is disposed on the right side of the vehicle and a left rear undercover 10 whose rear end is wider than the front end. In addition, the right rear undercover 30 has a rear end that is narrower than the front end.

  As shown in FIG. 1, the left rear undercover 10 has a front portion of a substantially rectangular bottom view that is long in the vehicle width direction in a bottom view, and a bottom surface whose inner edge in the vehicle width direction extends toward the vehicle width direction inner side toward the vehicle rear side. In this order from the front of the vehicle, the middle part of the trapezoidal view and the rear part of the bottom view, which is longer in the vehicle width direction than the front part, are substantially rectangular in bottom view, with their outer edges in the vehicle width direction being substantially aligned. Are integrally formed with each other.

  Specifically, as shown in FIGS. 2 and 3, the left rear undercover 10 includes a cover bottom portion 11 having a lower surface facing the road surface, and a cover rear portion provided upright from the rear end of the cover bottom portion 11 above the vehicle. The wall portion 12 and a cover outer wall portion 13 that extends up from the vehicle width direction outer edge of the cover bottom portion 11 to the vehicle upper side and then extends outward in the vehicle width direction are integrally formed.

  Further, as shown in FIGS. 2 and 3, the left rear undercover 10 is provided with a first fixing portion 14, a second fixing portion 15, and a third fixing portion that project upward from the vehicle and are fixed to the vehicle body. 16, the fourth fixing portion 17, the fifth fixing portion 18, the sixth fixing portion 19, the seventh fixing portion 20, the eighth fixing portion 21, and the ninth fixing portion 22 are formed.

  The cover bottom portion 11 will be described later in detail, and thus detailed description thereof will be omitted here. As shown in FIGS. 3 and 4, the cover bottom portion 11 is provided with a projecting portion 11a that projects toward the upper side of the vehicle, in front of the vehicle in the vehicle front-rear direction and outside in the vehicle width direction. ing.

  Although not shown in detail, an arm member for swingably supporting the rear wheel 6 is connected to the projecting portion 11a, and a bracket insertion hole through which an arm support bracket fastened and fixed to the vehicle body is inserted. The opening is formed.

  Further, as shown in FIGS. 2 to 4, the first fixing portion 14 is provided so as to project in the vehicle width direction outer corner portion of the front edge portion of the left rear undercover 10, that is, near the front end of the cover outer wall portion 13. There is. A bolt insertion hole through which a bolt fastened to the vehicle body is inserted is formed in the first fixing portion 14 with the rear portion of the front under cover 8 interposed therebetween.

  In addition, as shown in FIGS. 2 to 4, the second fixing portion 15 is provided so as to project at a position outside the vehicle width direction substantially center in the front edge portion of the cover bottom portion 11 in the vehicle width direction. The second fixing portion 15 is formed with a fastener insertion hole through which the point fastener to be locked to the vehicle body is inserted, with the rear portion of the front under cover 8 interposed therebetween.

  Further, as shown in FIGS. 2 to 4, the third fixing portion 16 is provided so as to project at a corner portion on the inner side in the vehicle width direction at the front edge portion of the cover bottom portion 11. The third fixing portion 16 has a bolt insertion hole through which a bolt fastened to the vehicle body is inserted and a fastener insertion hole through which a point fastener locked to the vehicle body is inserted, with the rear portion of the front under cover 8 interposed therebetween. The openings are formed in this order from the front of the vehicle.

  Further, as shown in FIGS. 2 to 4, the fourth fixing portion 17 is provided on the cover outer wall portion 13 adjacent to the rear portion of the side sill 4 on the vehicle rear side with respect to the protruding portion 11 a of the cover bottom portion 11. .. The fourth fixing portion 17 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

  In addition, as shown in FIGS. 2 to 4, the fifth fixing portion 18 is provided so as to project from the rear portion of the vehicle in the cover bottom portion 11 and at a corner portion on the outer side in the vehicle width direction. The fifth fixing portion 18 is formed with a bolt insertion hole into which a bolt fastened to the vehicle body is inserted.

  In addition, as shown in FIGS. 2 to 4, the sixth fixing portion 19 protrudes from an edge portion of the cover bottom portion 11 on the inner side in the vehicle width direction at a position in the vehicle front-rear direction that is substantially the same as the protruding portion 11a of the cover bottom portion 11. It is set up. The sixth fixing portion 19 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

  Further, as shown in FIGS. 2 to 4, the seventh fixing portion 20 is provided at the edge portion of the cover bottom portion 11 on the inner side in the vehicle width direction at the same position in the vehicle fixing direction as the fourth fixing portion 17. There is. The seventh fixing portion 20 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

  In addition, as shown in FIGS. 2 to 4, the eighth fixing portion 21 is positioned in the vehicle front direction with respect to the fifth fixing portion 18 and rearward with respect to the seventh fixing portion 20 in the vehicle width direction of the cover bottom portion 11. It is projected on the inner edge. A bolt insertion hole into which the bolt fixed to the fuel tank 7 is inserted is formed in the eighth fixing portion 21.

  Further, as shown in FIGS. 2 to 4, the ninth fixing portion 22 is adjacent to the vehicle front side of the protruding portion 11 a of the cover bottom portion 11 at a position slightly outside the second fixing portion 15 in the vehicle width direction. And it is projected. The ninth fixing portion 22 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

Next, the cover bottom portion 11 of the left rear undercover 10 described above will be described in detail.
As shown in FIGS. 2 to 6, the cover bottom portion 11 of the left rear undercover 10 is formed in a substantially flat plate shape whose lower surface facing the road surface is substantially flat.

  Specifically, as shown in FIGS. 4 and 5, the cover bottom portion 11 extends from the front end of the cover bottom portion 11 toward the vehicle rear side and slightly toward the vehicle lower side in a vertical cross section along the vehicle front-rear direction. After that, it is formed in a cross-sectional shape extending toward the rear of the vehicle.

In other words, the cover bottom portion 11 of the left rear undercover 10 has a lower surface of the rear portion located at the lowermost position of the vehicle, and the rear portion is formed in a substantially flat plate-shaped cross-sectional shape.
Further, as shown in FIGS. 2 to 6, the cover bottom portion 11 of the left rear undercover 10 is compression-molded so that the predetermined range in bottom view is thinner than the thickness of the adjacent portion.

  The predetermined range in the bottom view is set, for example, as a range in which suppression of snow accretion is desired in a range in which ice snow rolled up by the rear wheel 6 or ice snow carried by traveling wind reaches. More specifically, the predetermined range in bottom view is set to a range including a substantially flat lower surface located at the lowermost position of the vehicle. The predetermined range in the bottom view is referred to as a snow accretion suppression range EL.

  As shown in FIG. 2, the snow accretion suppression range EL is, as viewed from the bottom, a vehicle width more than a virtual straight line (not shown) that connects the bolt insertion hole of the fifth fixing portion 18 and the fastener insertion hole of the ninth fixing portion 22. It is set so as to include a range on the outer side in the direction, and a range behind the vehicle with respect to an imaginary straight line (not shown) that connects the fastener insertion hole of the fourth fixing portion 17 and the bolt insertion hole of the eighth fixing portion 21. In other words, the snow accretion suppression range EL of the left rear undercover 10 is set to a range including the lower surface formed at the rear of the cover bottom 11 and located at the bottom of the vehicle.

  More specifically, the snow accretion suppression range EL is, as shown in FIG. 2, an imaginary line along the vehicle width direction outer edge, the rear edge, and the vehicle width direction inner edge of the cover bottom portion 11 in a bottom view. An imaginary line that extends outward in the vehicle width direction through the vicinity of the seventh fixing portion 20 and then extends toward the rear of the vehicle, and a virtual straight line that connects the fourth fixing portion 17 and the eighth fixing portion 21, An imaginary line that extends inward in the vehicle width direction through the vicinity of the rear end of the portion 11a and then extends rearward of the vehicle, an imaginary straight line that extends in the vehicle front-rear direction through the ninth fixing portion 22, the first fixing portion 14, and the first fixing portion 14 It is set in a range surrounded by a virtual straight line connecting the two fixed parts 15.

  As shown in FIGS. 4 and 5, the cover bottom portion 11 of the left rear undercover 10 has a wall thickness t1 of the cover bottom portion 11 in the snow accretion suppression range EL outside the snow accretion suppression range EL. Is formed so as to be thinner than the thickness t2.

  That is, as shown in FIGS. 2 and 4, the cover bottom portion 11 of the left rear undercover 10 has a predetermined wall thickness t2 and a predetermined wall thickness portion 111 formed outside the snow accretion suppression range EL. The thickness t1 is thinner than the thickness t2 of the thick portion 111, and includes the snow accretion suppressing portion 112 formed in the snow accretion suppressing range EL.

More specifically, the predetermined thickness portion 111 is compression-molded to a thickness t2 at which the required strength for peeling off ice and snow attached to the left rear undercover 10 is a desired peel strength.
For example, when a polyethylene terephthalate non-woven fabric having a thickness of 10 mm is compression-molded and the desired peel strength is obtained with a thickness t2 of 4 mm, the polyethylene terephthalate non-woven fabric having a thickness of 10 mm is compression-molded at a compression rate of 60%. It is formed in the predetermined thickness portion 111 having a desired peel strength.

On the other hand, the snow accretion suppressing section 112 is compression-molded to a wall thickness t1 at which the density of the fibrous body forming the polyethylene terephthalate nonwoven fabric is 0.6 g/cm ³ or more.
For example, when a polyethylene terephthalate non-woven fabric having a thickness of 10 mm is compression-molded, when the thickness t1 at which the density of the fibrous body that achieves the desired peel strength is 0.6 g/cm ³ or more and is 1.5 mm or less, the thickness is 10 mm. By compression molding the polyethylene terephthalate non-woven fabric with the compression ratio of 85% or more, the snow accretion suppressing portion 112 having the desired peel strength and the density of the fibrous body is formed.

Further, the snow accretion suppressing section 112 is made of a polyethylene terephthalate nonwoven fabric having a thickness of 10 mm at a compression rate of 90% or less so that the density of the fibrous body is 0.9 g/cm ³ or less and the wall thickness t1 is 1 mm or more. The minimum rigidity can be obtained by compression molding.

That is, the snow accretion suppressing unit 112 has a thickness of, for example, 10 mm so that the density of the fibrous body is 0.6 g/cm ³ or more and 0.9 g/cm ³ or less and the wall thickness t1 is 1 mm or more and 1.5 mm or less. By compression-molding a polyethylene terephthalate nonwoven fabric at a compression rate of 85% or more and 90% or less, it is possible to have both desired peel strength and rigidity.

  Further, on the cover bottom portion 11 of the left rear undercover 10, as shown in FIGS. 2 to 6, five reinforcing beads 23 are provided so as to project downward in the vehicle. The five reinforcing beads 23 are spaced apart by a predetermined distance in the vehicle width direction. The first reinforcing beads 23a, the second reinforcing beads 23b, the third reinforcing beads 23c, and the fourth reinforcing beads 23d extend in the vehicle front-rear direction. And a fifth reinforcing bead 23e.

  As shown in FIG. 4, the first reinforcing bead 23a is provided between the second fixing portion 15 and the ninth fixing portion 22 so as to extend over the predetermined thick portion 111 and the snow accretion suppressing portion 112. .. More specifically, as shown in FIGS. 3 and 4, the first reinforcing bead 23a is provided so as to project from the rear end of the second fixing portion 15 to the front end of the ninth fixing portion 22 in the vehicle longitudinal direction. There is. Although not shown in detail, the first reinforcing bead 23a is provided so as to have a thickness substantially the same as the thickness t2 of the predetermined thickness portion 111.

  Further, the second reinforcing bead 23b is projectingly provided on the snow accretion suppressing section 112 between the fifth fixing section 18 and the projecting section 11a, as shown in FIG. More specifically, as shown in FIGS. 4 and 6, the second reinforcing bead 23b has a length in the vehicle front-rear direction from the front end of the fifth fixing portion 18 to the rear end of the protruding portion 11a. Is slightly projected.

  As shown in FIG. 6, the second reinforcing bead 23b has a thickness substantially the same as the wall thickness t2 of the predetermined wall thickness portion 111 in the vertical cross section along the vehicle width direction within the snow accretion suppression range EL. The part is formed in a shape protruding downward from the vehicle.

  In addition, as shown in FIG. 4, the third reinforcing bead 23c is adjacent to the inner side in the vehicle width direction of the protruding portion 11a and is provided so as to straddle the predetermined thick portion 111 and the snow accretion suppressing portion 112. .. More specifically, as shown in FIGS. 3 and 4, the third reinforcing bead 23c is adjacent to the inner side of the protruding portion 11a in the vehicle width direction and extends from the vicinity of the front end of the cover bottom portion 11 to the cover rear wall portion 12. It has a length in the front-rear direction.

  As shown in FIG. 6, the third reinforcing bead 23c has a wall thickness substantially the same as the wall thickness t2 of the predetermined wall thickness portion 111 in the vertical cross section along the vehicle width direction within the snow accretion suppression range EL. The part is formed in a shape protruding downward from the vehicle.

  Further, as shown in FIG. 4, the fourth reinforcing bead 23d is adjacent to the third reinforcing bead 23c at the inner side in the vehicle width direction at a predetermined interval, and has the predetermined thick portion 111 and the snow accretion suppressing portion 112. It is projected over. More specifically, as shown in FIGS. 3 and 4, the fourth reinforcing bead 23d is adjacent to the third reinforcing bead 23c at the inner side in the vehicle width direction with a predetermined interval, and from the vicinity of the front end of the cover bottom portion 11. The cover is provided so as to extend in the front-rear direction of the vehicle to reach the rear wall portion 12.

  As shown in FIG. 6, the fourth reinforcing bead 23d has a wall thickness substantially the same as the wall thickness t2 of the predetermined wall thickness portion 111 in the vertical cross section along the vehicle width direction within the snow accretion suppression range EL. The part is formed in a shape protruding downward from the vehicle.

  Further, as shown in FIG. 4, the fifth reinforcing bead 23e is provided so as to project from the fourth reinforcing bead 23d so as to straddle the predetermined thickness portion 111 and the snow accretion suppressing portion 112. More specifically, as shown in FIGS. 3 and 4, the fifth reinforcing bead 23e branches from the fourth reinforcing bead 23d toward the inner side in the vehicle width direction and at the cover bottom 11 in the vicinity of the sixth fixing portion 19. The protrusion is provided so as to extend along the edge portion on the inner side in the vehicle width direction to reach the cover rear wall portion 12.

  As shown in FIG. 6, the fifth reinforcing bead 23e has a thickness substantially the same as the wall thickness t2 of the predetermined wall thickness portion 111 in the vertical cross section along the vehicle width direction within the snow accretion suppression range EL. The part is formed in a shape protruding downward from the vehicle.

  As described above, in the snow accretion suppressing portion 112 of the cover bottom portion 11 described above, the second reinforcing bead 23b and the third reinforcing bead 23c having the wall thickness t3 (see FIG. 5) substantially the same as the wall thickness t2 of the predetermined wall thickness portion 111. , A fourth reinforcing bead 23d, and a fifth reinforcing bead 23e are provided in a protruding manner.

  Among these, the 2nd reinforcement bead 23b, the 3rd reinforcement bead 23c, and the 4th reinforcement bead 23d divide|segment the snow accretion suppression part 112 of the cover bottom part 11 into four in planar view, as shown in FIG. Has been projected. The four snow accretion suppressing portions formed by the second reinforcing bead 23b, the third reinforcing bead 23c, and the fourth reinforcing bead 23d are divided into a first snow accretion suppressing portion 112a, a second snow accretion suppressing portion 112b, and a snow accretion suppressing portion 112b, respectively. The third snow accretion suppressing unit 112c and the fourth snow accretion suppressing unit 112d are used.

  More specifically, as shown in FIGS. 2 to 4, the first snow accretion suppressing portion 112a is substantially flat and continuous with the lower surface of the predetermined thick portion 111 between the second reinforcing bead 23b and the outer cover wall portion 13. Has a substantially flat lower surface and an upper surface recessed downward from the vehicle with respect to the upper surface of the predetermined thickness portion 111, and has a length in the vehicle front-rear direction from the vicinity of the front edge of the cover bottom portion 11 to the fifth fixing portion 18. It has a substantially rectangular shape in plan view.

  As shown in FIGS. 2 to 4, the second snow accretion suppressing portion 112b has a substantially flat lower surface continuous with the lower surface of the predetermined thickness portion 111 between the second reinforcing bead 23b and the third reinforcing bead 23c. Is a substantially flat plate shape having an upper surface recessed downward from the vehicle with respect to the upper surface of the predetermined thickness portion 111, and has a length in the vehicle front-rear direction from the vicinity of the rear end of the protruding portion 11a to the cover rear wall portion 12. It has a substantially rectangular shape in plan view.

  As shown in FIGS. 2 to 4, the third snow accretion suppressing portion 112c has a substantially flat lower surface continuous with the lower surface of the predetermined thickness portion 111 between the third reinforcing bead 23c and the fourth reinforcing bead 23d. , A substantially flat plate shape having an upper surface recessed downward from the vehicle with respect to the upper surface of the predetermined thickness portion 111, and in the vehicle longitudinal direction substantially the same as the virtual straight line connecting the fourth fixing portion 17 and the eighth fixing portion 21. It is formed in a substantially rectangular shape in plan view having a length in the vehicle front-rear direction from the position to the cover rear wall portion 12.

  As shown in FIGS. 2 to 4, the fourth snow accretion suppressing portion 112d has a substantially flat lower surface continuous with the lower surface of the predetermined thickness portion 111 between the fourth reinforcing bead 23d and the fifth reinforcing bead 23e. A plane having a substantially flat plate shape having an upper surface recessed downward from the vehicle with respect to the upper surface of the predetermined thickness portion 111, and having a length in the vehicle front-rear direction from the vicinity of the seventh fixing portion 20 to the cover rear wall portion 12. It is formed in a substantially rectangular shape.

Next, the right rear undercover 30 forming the rear undercover 9 will be described.
As shown in FIG. 1, the right rear undercover 30 has a length in the vehicle width direction that is substantially the same as the front end of the left rear undercover 10 in a bottom view, and is a front portion of a substantially rectangular bottom view that is long in the vehicle width direction. And an intermediate portion of a trapezoidal bottom view in which the edge on the inner side in the vehicle width direction goes toward the outer side in the vehicle width direction toward the rear of the vehicle, and a rear portion of a substantially rectangular bottom view having a shorter length in the vehicle width direction than the front portion, It is formed in a shape integrally formed in this order from the front of the vehicle with the edges on the outer side in the vehicle width direction being substantially aligned.

  Specifically, as shown in FIG. 2 and FIG. 3, the right rear undercover 30 includes a cover bottom portion 31 that is a bottom portion facing the road surface, and a cover rear portion that is erected above the vehicle from the rear end of the cover bottom portion 31. The wall portion 32 and a cover outer wall portion 33, which is erected from the edge of the cover bottom portion 31 on the vehicle width direction outer side to the upper side of the vehicle and then extends outward on the vehicle width direction, are integrally formed.

  Further, as shown in FIGS. 2 and 3, the right rear undercover 30 is provided with a first fixing portion 34, a second fixing portion 35, and a third fixing portion that are protruded upward from the vehicle and fixed to the vehicle body. 36, a fourth fixing portion 37, a fifth fixing portion 38, a sixth fixing portion 39, a seventh fixing portion 40, and an eighth fixing portion 41 are formed.

  The cover bottom portion 31 will be described later in detail, and thus detailed description thereof will be omitted here. It should be noted that, as shown in FIGS. 3 and 7, the cover bottom portion 31 has a protruding portion 31 a having a bracket insertion hole through which the arm support bracket is inserted, as in the case of the cover bottom portion 31 of the left rear undercover 10. It is provided so as to project toward the upper side of the vehicle from a position on the front side of the vehicle with respect to the substantially center in the direction and on the outer side in the vehicle width direction.

  As shown in FIG. 2, FIG. 3, and FIG. 7, the first fixing portion 34 is provided at a corner portion of the front edge portion of the right rear undercover 30 on the vehicle width direction outer side, that is, in the vicinity of the front end of the cover outer wall portion 33. Has been done. A bolt insertion hole through which a bolt fastened to the vehicle body is inserted is formed in the first fixing portion 34 so as to sandwich the rear portion of the front under cover 8.

  Further, as shown in FIGS. 2, 3, and 7, the second fixing portion 35 is provided so as to project at a position outside the vehicle width direction substantially center in the front edge portion of the cover bottom portion 31 in the vehicle width direction. . The second fixing portion 35 is formed with a fastener insertion hole through which a point fastener to be locked to the vehicle body is inserted, with the rear portion of the front under cover 8 interposed therebetween.

  Further, as shown in FIGS. 2, 3, and 7, the third fixing portion 36 is provided so as to project at a corner portion on the inner side in the vehicle width direction at the front edge portion of the cover bottom portion 31. The third fixing portion 36 has a bolt insertion hole through which a bolt fastened to the vehicle body is inserted and a fastener insertion hole through which a point fastener locked to the vehicle body is inserted, with the rear portion of the front under cover 8 being sandwiched therebetween. The openings are formed in this order from the front of the vehicle.

  Further, as shown in FIGS. 2, 3, and 7, the fourth fixing portion 37 projects toward the cover outer wall portion 33 adjacent to the rear portion of the side sill 4 on the vehicle rear side with respect to the projecting portion 31 a of the cover bottom portion 31. It is set up. The fourth fixing portion 37 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

  In addition, as shown in FIGS. 2, 3, and 7, the fifth fixing portion 38 is provided so as to project from the rear portion of the cover 31 in the vehicle and at a corner portion on the outer side in the vehicle width direction. Bolt insertion holes through which bolts to be fastened to the vehicle body are inserted are formed in the fifth fixing portion 38.

  In addition, as shown in FIGS. 2, 3, and 7, the sixth fixing portion 39 is located inside the cover bottom portion 31 in the vehicle width direction at a position in the vehicle front-rear direction that is substantially the same as the protruding portion 31 a of the cover bottom portion 31. It is projected on the edge. The sixth fixing portion 39 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

  In addition, as shown in FIGS. 2, 3, and 7, the seventh fixing portion 40 is located at the front side of the vehicle with respect to the fifth fixing portion 38 and rearward of the vehicle with respect to the fourth fixing portion 37. At the inner edge of the vehicle in the vehicle width direction. A bolt insertion hole into which the bolt fixed to the fuel tank 7 is inserted is formed in the seventh fixing portion 40.

  In addition, as shown in FIGS. 2, 3, and 7, the eighth fixing portion 41 is located slightly outside the second fixing portion 35 in the vehicle width direction, and is located on the protruding portion 31 a of the cover bottom portion 31 of the vehicle. It is projected adjacent to the front side. The eighth fixing portion 41 is formed with a fastener insertion hole through which a point fastener locked to the vehicle body is inserted.

Further, the cover bottom portion 31 of the right rear undercover 30 is formed in a substantially flat plate shape whose lower surface facing the road surface is substantially flat, like the cover bottom portion 11 of the left rear undercover 10.
Specifically, the cover bottom portion 31 extends from the front end of the cover bottom portion 31 toward the vehicle rear side and slightly toward the vehicle lower side in a vertical cross section along the vehicle front-rear direction, and then extends toward the vehicle rear side. Is formed into a cross-sectional shape.

That is, the cover bottom portion 31 is formed such that the lower surface of the rear portion is located at the lowest position in the vehicle and the rear portion has a substantially flat plate-shaped cross-sectional shape.
Further, like the left rear undercover 10, the cover bottom portion 31 has a snow accretion suppression range ER including a substantially flat lower surface located at the lowermost position of the vehicle as a range in which suppression of snow accretion is desired. The snow cover suppression range ER in the under cover 30 is compression molded to be thinner than the wall thickness of the adjacent portion.

  As shown in FIG. 2, the snow accretion suppression range ER of the right rear undercover 30 is a virtual straight line connecting the bolt insertion hole of the fifth fixing portion 38 and the fastener insertion hole of the eighth fixing portion 41 in a bottom view ( A range outside the vehicle width direction (not shown) and a range behind the vehicle with respect to an imaginary straight line (not shown) connecting the fastener insertion hole of the fourth fixing portion 37 and the bolt insertion hole of the seventh fixing portion 40 are included. Is set to. In other words, the snow accretion suppression range ER of the right rear undercover 30 is set to a range including the lower surface of the rear part of the cover bottom 31 located at the lowermost position in the vehicle.

  More specifically, as shown in FIG. 2, the snow accretion suppression range ER is an imaginary line along the vehicle width direction outer edge, the rear edge, and the vehicle width direction inner edge of the cover bottom portion 31 in bottom view. A virtual straight line extending in the vehicle width direction between the seventh fixing portion 40 and the protruding portion 31a, a virtual straight line extending in the vehicle front-rear direction through the eighth fixing portion 41, the first fixing portion 34, and the second fixing portion 34. It is set within a range surrounded by an imaginary straight line connecting the fixed portion 35.

  Then, in the cover bottom portion 31 of the right rear undercover 30, the wall thickness t1 of the cover bottom portion 31 in the snow accretion suppression range ER is thinner than the wall thickness t2 of the cover bottom portion 31 outside the snow accretion suppression range ER. Is formed.

  That is, as shown in FIGS. 2, 3, and 7, the cover bottom portion 31 of the right rear undercover 30 has a predetermined wall thickness t2 and a range of the snow accretion suppression range ER, as in the left rear undercover 10. A predetermined thickness part 311 formed outside and a snow accretion suppression part 312 formed within a snow accretion suppression range ER with a thickness t1 smaller than the thickness t2 of the predetermined thickness part 311. Has been done.

  The predetermined thickness portion 311 and the snow accretion suppressing portion 312 of the right rear undercover 30 have substantially the same compression ratio and the same thickness as the predetermined thickness portion 111 and the snow accretion suppressing portion 112 of the left rear undercover 10 described above. Since the structure is thick, detailed description thereof will be omitted.

Further, on the cover bottom portion 31 of the right rear undercover 30, as shown in FIGS. 2, 3, and 7, five reinforcing beads 42 are provided so as to project downward in the vehicle.
The five reinforcing beads 42 are spaced apart by a predetermined distance in the vehicle width direction, and the first reinforcing beads 42a, the second reinforcing beads 42b, the third reinforcing beads 42c, and the fourth reinforcing beads 42d extend in the vehicle front-rear direction. And a fifth reinforcing bead 42e extending in the vehicle width direction.

  As shown in FIG. 7, the first reinforcing bead 42a is provided between the second fixing portion 35 and the eighth fixing portion 41 so as to extend over the predetermined thick portion 311 and the snow accretion suppressing portion 312. .. More specifically, as shown in FIGS. 3 and 7, the first reinforcing bead 42a is provided so as to project from the rear end of the second fixing portion 35 to the front end of the eighth fixing portion 41 in the vehicle longitudinal direction. There is.

  Further, the second reinforcing bead 42b is projectingly provided on the snow accretion suppressing section 312 between the fifth fixing section 38 and the projecting section 31a, as shown in FIG. More specifically, as shown in FIGS. 3 and 7, the second reinforcing bead 42b is projectingly provided with a length in the vehicle front-rear direction from the front end of the fifth fixing portion 38 to the rear end of the projecting portion 31a. ..

  Further, as shown in FIG. 7, the third reinforcing bead 42c is adjacent to the inner side in the vehicle width direction of the protruding portion 31a and is provided so as to extend across the predetermined thick portion 311 and the snow accretion suppressing portion 312. .. More specifically, as shown in FIGS. 3 and 7, the third reinforcing bead 42c is adjacent to the inside of the protruding portion 31a in the vehicle width direction, and extends from the vicinity of the front end of the cover bottom portion 31 to the seventh fixing portion 40. It has a length in the front-rear direction.

  Further, as shown in FIGS. 3 and 7, the fourth reinforcing bead 42d branches from the third reinforcing bead 42c in the vicinity of the sixth fixing portion 39 and along the edge portion of the cover bottom 31 on the inner side in the vehicle width direction. And is provided so as to project to the third fixing portion 36.

  Further, as shown in FIG. 7, the fifth reinforcing bead 42e connects the second reinforcing bead 42b and the third reinforcing bead 42c along the boundary between the predetermined thickness portion 311 and the snow accretion suppressing portion 312. It is projected.

  The first reinforcing bead 42a, the second reinforcing bead 42b, the third reinforcing bead 42c, the fourth reinforcing bead 42d, and the fifth reinforcing bead 42e have the predetermined thickness portion 311 as in the left rear undercover 10 described above. Is formed to have a thickness substantially the same as the wall thickness t2.

  As described above, in the snow accretion suppressing portion 312 of the cover bottom portion 31 described above, the second reinforcing bead 42b, the third reinforcing bead 42c, and the fifth reinforcing bead 42c having a wall thickness t3 that is substantially the same as the wall thickness t2 of the predetermined wall thickness portion 311. A bead 42e is projected.

  Among these, as shown in FIG. 7, the second reinforcing bead 42b is provided so as to project so as to divide the snow accretion suppressing portion 312 of the cover bottom portion 31 into two in a plan view. The two snow accretion suppressing portions dividedly formed by the second reinforcing beads 42b are referred to as a first snow accretion suppressing portion 312a and a second snow accretion suppressing portion 312b, respectively.

  More specifically, as shown in FIGS. 2, 3, and 7, the first snow accretion suppressing portion 312a is provided between the first reinforcing bead 42a, the second reinforcing bead 42b, and the cover outer wall portion 33. A substantially flat lower surface that is continuous with the lower surface of the thick portion 111 and an upper surface that is recessed toward the lower side of the vehicle with respect to the upper surface of the predetermined thick portion 111, and from the vicinity of the front edge of the cover bottom portion 31 5 is formed in a substantially rectangular shape in plan view having a length in the vehicle front-rear direction up to the fixing portion 38.

  In addition, the second snow accretion suppressing portion 312b is continuous with the lower surface of the predetermined thick portion 111 between the second reinforcing bead 42b and the third reinforcing bead 42c, as shown in FIGS. 2, 3, and 7. Has a substantially flat lower surface and an upper surface that is recessed toward the vehicle lower side with respect to the upper surface of the predetermined thickness portion 111, and has a length in the vehicle front-rear direction from the fifth reinforcing bead 42e to the cover rear wall portion 32. It has a substantially rectangular shape in plan view.

  As described above, the rear undercover 9 of the automobile 1 formed by compression molding a polyethylene terephthalate nonwoven fabric having a predetermined thickness has the snow accretion suppressing portions 112 and 312 formed in the snow accretion suppressing ranges EL and ER. A predetermined thickness portion 111, 311 formed with a predetermined thickness around the snow accretion suppressing portion 112, 312 is formed, and the snow accretion suppression portion 112, 312 has a thickness of the predetermined thickness portion 111, 311. By forming the wall thickness t1 thinner than t2, it is possible to suppress the accumulation of ice and snow even when the lower surface facing the road surface is a polyethylene terephthalate nonwoven fabric.

  Specifically, in the rear undercover 9 made of a compression-molded polyethylene terephthalate nonwoven fabric, the snow accretion suppressing portions 112 and 312 are formed thinner than the thickness t2 of the predetermined thickness portions 111 and 311. The snow suppression portions 112 and 312 are compression-molded at a higher compression rate than the predetermined wall thickness portions 111 and 311.

  Therefore, in the rear undercover 9 of the automobile 1, the density of the fibrous body forming the polyethylene terephthalate nonwoven fabric can be made higher than that of the predetermined thickness portions 111 and 311 in the snow accretion suppressing portions 112 and 312, and the proportion of the pores occupies. Can be made smaller than the predetermined thickness portions 111 and 311. That is, the rear undercover 9 of the automobile 1 can make the lower surfaces of the snow accretion suppressing portions 112, 312 smoother than the lower surfaces of the predetermined thickness portions 111, 311.

As a result, the rear undercover 9 of the automobile 1 can suppress the adhesion of ice and snow, and can form a surface on which the adhered ice and snow can be easily separated in the snow accretion suppression ranges EL and ER.
Therefore, the rear undercover 9 of the automobile 1 can suppress the accumulation of ice and snow even when the lower surface facing the road surface is a polyethylene terephthalate nonwoven fabric.

  In addition, since the rear undercover 9 is composed of the predetermined thickness portions 111 and 311 and the snow accretion suppressing portions 112 and 312 that are thinner than the predetermined thickness portions 111 and 311, the rear undercover 9 of the automobile 1 is As compared with the rear undercover 9 which has a high compression ratio and is thinned as a whole, it is possible to suppress a decrease in rigidity of the rear undercover 9.

  Further, since the snow accretion suppressing portions 112 and 312 are formed in the portion having the substantially flat lower surface located at the lowermost position of the vehicle, the rear undercover 9 of the automobile 1 is relatively easy to snow on the lowermost side of the vehicle. It is possible to suppress the adhesion of ice and snow to the lower surface of the vehicle and to easily separate the ice and snow from the lower surface of the vehicle lowermost part. Therefore, the rear undercover 9 of the automobile 1 can further suppress the accumulation of ice and snow even when the lower surface facing the road surface is a polyethylene terephthalate nonwoven fabric.

Further, since the snow accretion suppressing portions 112 and 312 are formed with the thickness t1 at which the density of the fibrous body forming the polyethylene terephthalate nonwoven fabric is 0.6 g/cm ³ or more, the rear undercover 9 of the automobile 1 is Even when the lower surface facing the road surface is a polyethylene terephthalate nonwoven fabric, it is possible to more reliably suppress the accumulation of ice and snow.

  Specifically, when the wall thickness t1 of the snow accretion suppressing portions 112 and 312 is controlled by the compression ratio of the polyethylene terephthalate nonwoven fabric, the proportion of the pores in the snow accretion suppressing portions 112 and 312 is the polyethylene terephthalate nonwoven fabric before compression molding. Since it depends on the density and the wall thickness of the fibrous body, the peeling strength for peeling the accumulated ice and snow from the rear undercover 9 may not be stable.

  On the other hand, by controlling the wall thickness t1 of the snow accretion suppressing portions 112 and 312 by the density of the fibrous body, the rear undercover 9 of the automobile 1 has the density and the meat of the fibrous body in the polyethylene terephthalate nonwoven fabric before compression molding. The ratio of the pores in the snow accretion suppressing portions 112 and 312 can be made substantially constant without being affected by the thickness.

  As a result, the rear undercover 9 of the automobile 1 can stably secure the smoothness on the lower surfaces of the snow accretion suppressing portions 112 and 312, and can stabilize the peeling strength of ice and snow in the snow accretion suppressing portions 112 and 312. .. For this reason, the rear undercover 9 of the automobile 1 can form the lower surfaces of the snow accretion suppressing portions 112 and 312 as surfaces that can more stably separate ice and snow.

Therefore, in the rear undercover 9 of the automobile 1, since the snow accretion suppressing portions 112 and 312 are formed with the wall thickness t1 at which the density of the fibrous body is 0.6 g/cm ³ or more, the lower surface facing the road surface is made of polyethylene. Even in the case of a terephthalate nonwoven fabric, it is possible to more reliably suppress the accumulation of ice and snow.

  Further, since the snow accretion suppressing portions 112, 312 are provided with the reinforcing beads 23, 42 protruding in the vehicle vertical direction, the rear undercover 9 of the automobile 1 stabilizes the rigidity of the snow accretion suppressing portions 112, 312. Can be secured.

  For this reason, the rear undercover 9 of the automobile 1 can prevent generation of abnormal noise due to film vibration of the snow accretion suppressing portions 112 and 312, and can suppress bending deformation of the snow accretion suppressing portions 112 and 312 due to adhesion of ice and snow. it can. As a result, the rear undercover 9 of the automobile 1 can achieve both a function as a straightening plate that straightens the traveling wind and a suppression of the accumulation of ice and snow.

  Further, since the reinforcing beads 23, 42 are formed to have a wall thickness t3 that is substantially the same as the wall thickness t2 of the predetermined wall thickness portions 111, 311, the rear undercover 9 of the automobile 1 increases the rigidity of the reinforcing beads 23, 42. Since it can be improved, the rigidity of the snow accretion suppressing portions 112 and 312 can be secured more stably.

Further, since the reinforcing beads 23 and 42 project in the vehicle vertical direction, ice and snow are less likely to adhere to the reinforcing beads 23 and 42, for example, as compared with the predetermined thickness portions 111 and 311 having a substantially flat lower surface. Therefore, the rear undercover 9 of the automobile 1 suppresses the accumulation of ice and snow even if the reinforcing beads 23 and 42 are formed to have the same thickness t3 as the thickness t2 of the predetermined thickness portions 111 and 311. The rigidity of the reinforcing beads 23 and 42 can be improved.
Therefore, the rear undercover 9 of the automobile 1 can suppress the accumulation of ice and snow by the snow accretion suppressing portions 112 and 312 having more stable rigidity.

  Further, the snow accretion suppressing portions 112 and 312 are formed in a shape having an upper surface that is recessed from the upper surfaces of the predetermined thickness portions 111 and 311 and a lower surface that is continuous with the lower surfaces of the predetermined thickness portions 111 and 311. As a result, the rear undercover 9 of the automobile 1 can form a smoothly continuous lower surface without a step at the boundary between the predetermined thickness portions 111, 311 and the snow accretion suppressing portions 112, 312.

Therefore, the rear undercover 9 of the vehicle 1 can stably rectify the traveling wind that flows down between the bottom of the vehicle 1 and the road surface.
Therefore, the rear undercover 9 of the automobile 1 can suppress the accumulation of ice and snow without impairing the function of the straightening vane that straightens the running wind.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The nonwoven fabric of this invention corresponds to the polyethylene terephthalate nonwoven fabric of the embodiment,
Similarly below
The under cover corresponds to the rear under cover 9,
The range where the suppression of snow accretion is desired corresponds to the snow accretion suppression ranges EL and ER,
The predetermined wall thickness corresponds to the wall thickness t2,
The wall thickness that is thinner than the wall thickness of the predetermined wall thickness portion corresponds to the wall thickness t1,
The thickness substantially the same as the thickness of the predetermined thickness portion corresponds to the thickness t3,
The present invention is not limited to the configurations of the above-described embodiments, and many embodiments can be obtained.

  For example, in the above-described embodiment, the undercover that covers the bottom of the automobile 1 is composed of the front undercover 8 and the rear undercover 9, but the present invention is not limited to this, and the front undercover 8 and the rear undercover 9 are not limited thereto. It may be an undercover integrally formed with.

Further, although the front undercover 8 made of synthetic resin such as polypropylene is used, the front undercover 8 is not limited to this and may be made of polyethylene terephthalate nonwoven fabric. In this case, similarly to the rear undercover 9, the snow accretion suppression range in which the suppression of snow accretion is desired is set in the front undercover 8, and the snow accretion suppression range is set to a density of the fiber body of 0.6 g/cm ^3. You may compression-mold to the thickness t1 which becomes the above.

Further, the snow accretion suppression ranges EL and ER in the rear undercover 9 are not limited to the ranges of the above-described embodiment, and may be set in an appropriate range according to the shape of the rear undercover 9.
Further, although the rear undercover 9 made of a polyethylene terephthalate nonwoven fabric is used, any configuration may be adopted as long as it is a nonwoven fabric made of a synthetic resin fibrous body.

  Further, although the rear undercover 9 formed of a polyethylene terephthalate nonwoven fabric having a predetermined thickness is used, the present invention is not limited to this, and an undercover formed of a nonwoven fabric on the lower surface facing the road surface may have an appropriate configuration. Good. For example, a synthetic resin base material layer and a non-woven fabric non-woven fabric layer may be laminated in this order from above the vehicle, and the under cover may have a lower surface facing the road surface formed of non-woven fabric.

DESCRIPTION OF SYMBOLS 1... Motor vehicle 9... Rear undercover 23... Reinforcement bead 42... Reinforcement bead 111... Predetermined thickness part 112... Snow accretion suppression part 311... Predetermined thickness part 312... Snow accretion suppression part t1... Wall thickness t2... Wall thickness t3... Wall thickness EL...Snow deposition suppression range ER...Snow deposition suppression range

Claims (6)

An undercover for an automobile formed by compression molding a non-woven fabric having a predetermined thickness,
A snow accretion suppressing portion formed in a range where suppression of snow accretion is desired,
A predetermined thickness part formed with a predetermined thickness around the snow accretion suppressing part,
The snow accretion suppressor
An undercover for an automobile, which is formed to be thinner than the predetermined thickness portion. The snow accretion suppression unit,
The under cover for an automobile according to claim 1, wherein the under cover is formed on a portion having a substantially flat lower surface located at a lowermost position of the vehicle. The snow accretion suppression unit,
The undercover for an automobile according to claim 1 or 2, wherein the fibrous body forming the non-woven fabric is formed to have a wall thickness of 0.6 g/cm ³ or more. The snow accretion suppression unit,
The undercover for an automobile according to any one of claims 1 to 3, further comprising a reinforcing bead that is provided so as to project in the vehicle vertical direction. The reinforcing beads are
The undercover for an automobile according to claim 4, wherein the undercover is formed to have a thickness substantially the same as the thickness of the predetermined thickness portion. The snow accretion suppression unit,
6. The shape according to claim 1, wherein the shape has an upper surface that is recessed with respect to an upper surface of the predetermined thick portion, and a lower surface that is continuous with a lower surface of the predetermined thick portion. Car undercover.

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