JP2020104581A - Vehicle front part structure - Google Patents

Abstract

To inhibit disturbance of airflow occurring near a front wheel during forward traveling of a vehicle as much as possible.SOLUTION: A vehicle front part structure includes: a first air intake port 61 for taking air during forward traveling of a vehicle 1; a first duct 62 which guides the air taken to the vehicle rear side; a first air discharge port 65 which discharges the air that has passed through the first duct 62 to the outer side as seen in a vehicle width direction; and a front deflector 30 provided on a lower surface at the vehicle front side. The front defector 30 has: a second air intake port 32g; a second duct 32e; and a second air discharge port 32i which obliquely discharges air that has passed through the second duct 32e to the outer side as seen in the vehicle width direction. The first air intake port 61 and the second air intake port 32f are arranged in the vehicle width direction in a front view of the vehicle 1. The first air discharge port 65 and the second air discharge port 32i are arranged in a vertical direction when viewed from the front wheel house 8 side.SELECTED DRAWING: Figure 3

Description

The technology disclosed herein belongs to the technical field relating to the front structure of a vehicle.

It has been conventionally known that a running vehicle is subject to air resistance due to collision with the air (traveling wind), friction, and the like. One of the air resistances is an air resistance generated by the traveling wind that has flowed into the front wheel house from the underfloor of the front part of the vehicle being disturbed by the front wheels and discharged to the outside of the front wheels in the vehicle width direction. Since the air resistance generated around the front wheels affects the running performance of the vehicle, various measures have been studied (for example, Patent Document 1).

The vehicle described in Patent Document 1 includes a cover member that covers a lower surface opening in front of a front wheel house in a vehicle front portion of an automobile, and a deflector attached to the cover member, and the deflector is provided via an engaging member. The deflector base portion mounted on the cover member and the deflector base portion are formed integrally with a deflector base portion that extends downward from the rear end of the deflector base member and has a substantially flat plate-like deflector body having flexibility and thickness in the vehicle front-rear direction. It is composed.

Further, the vehicle described in Patent Document 2 has a first opening portion that is opened toward the vehicle front side in the front bumper and into which traveling wind is introduced, and a recessed region and/or a recessed portion that forms a boarding step in the vehicle. A second opening opening so that traveling wind introduced from the first opening is blown out to a lateral area on the outer side in the vehicle width direction of the area, and a connection for communicating between the first opening and the second opening. And a route. In the vehicle described in Patent Document 2, an air curtain is formed on the side of the vehicle by the air discharged from the second opening.

JP, 2017-77846, A JP, 2017-197124, A

By the way, in order to improve the running performance of the vehicle, it is conceivable to use a deflector as described in Patent Document 1 and a mechanism for forming an air curtain as described in Patent Document 2 together. However, if these are simply used together, the air curtain and the traveling wind deflected by the deflector may interfere with each other outside the vehicle width direction of the front wheels, and a vortex may be generated outside the vehicle width direction of the front wheels. When a vortex is generated outside the front wheels in the vehicle width direction, the airflow near the front wheels is disturbed, resulting in high air resistance. Therefore, when using a plurality of mechanisms for discharging the traveling wind to the outside of the front wheels in the vehicle width direction, it is necessary to devise their configurations and arrangements.

The technique disclosed here is made in view of such a point, and an object thereof is to suppress the turbulence of the air flow near the front wheels as much as possible when the vehicle travels forward.

In order to solve the above problems, the present invention is directed to a front structure of a vehicle and is provided with a front bumper extending in the vehicle width direction and a curtain shape provided on the vehicle inner side of the front bumper and outside the vehicle width direction of the front wheels of the vehicle. An air curtain mechanism for generating an air flow of the vehicle, and a front deflector provided on a lower surface of a front side of a front wheel wheel house for accommodating the front wheels, the air curtain mechanism including a vehicle in a vehicle width direction outer side portion of the front bumper. A first air inlet opening toward the front side for taking in air when the vehicle travels forward and a front wheel house provided in front of the wheel house, and the air taken in from the first air inlet is provided behind the vehicle. The first duct that guides to the side, and the air that has passed through the first duct and opens toward the vehicle rear side at a position that is in front of the front wheels and that overlaps with the front wheels in a front view of the vehicle. A first air discharge port that discharges outward in the width direction, the front deflector opens toward a vehicle front side at a vehicle front side portion of the front deflector, and discharges air when the vehicle is traveling forward. A second air intake for taking in the air, a second duct for guiding the air taken in from the second air intake to the vehicle rear side, and a rear of the vehicle at a position overlapping with the front wheels in a front view of the vehicle. A second air outlet opening toward the side and discharging obliquely the air passing through the second duct toward the vehicle width direction outer side, the first air inlet and the first air inlet. The two air intakes are arranged side by side in the vehicle width direction in a front view of the vehicle, and the first air exhaust port and the second air exhaust port are in a vertical direction when viewed from the front wheel house side. They are arranged in a line.

With this configuration, since the first air outlet and the second air outlet are vertically aligned, the traveling wind discharged from the first air outlet to the outside in the vehicle width direction and the second air outlet. It is difficult for the running wind discharged from the air outlet to the outside in the vehicle width direction to interfere. As a result, it is possible to suppress the generation of air vortices outside the front wheels in the vehicle width direction. Further, since the first air outlet and the second air outlet are vertically aligned, the traveling wind flowing outside the front wheels in the vehicle width direction can be rectified in the widest range in the vertical direction. .. Furthermore, since the first air intake port and the second air intake port are lined up in the vehicle width direction, it is possible to take in air (traveling wind) in the vehicle width direction as wide as possible. As a result, the amount of traveling wind that flows along the lower surface of the vehicle front portion and the side surface of the front bumper can be suppressed. Therefore, it is possible to suppress the turbulence of the air flow near the front wheels when the vehicle is traveling forward.

In the front structure of the vehicle, the first air discharge port may be provided at an end of the mat guard that constitutes the front wheel house on the outer side in the vehicle width direction.

With this configuration, the interference between the traveling wind discharged from the first air discharge port and the front wheels can be suppressed as much as possible, and the turbulence of the air flow in the vicinity of the front wheels of the vehicle can be suppressed more effectively.

In the vehicle front structure in which the first air outlet is provided in the mudguard, the second air outlet may be located below the lower end of the front bumper.

According to this configuration, the traveling wind below the front bumper, which is difficult to be rectified by the traveling wind discharged from the first air outlet, can be rectified by the traveling wind discharged from the second air outlet. .. Accordingly, it is possible to more effectively suppress the turbulence of the air flow near the front wheels when the vehicle travels forward.

In the vehicle front structure, the second air intake port is located inside the first air intake port in the vehicle width direction, and the second air exhaust port is the first air exhaust port. It may be configured to be located on the inner side with respect to the vehicle width direction.

With this configuration, the length of the first duct and the length of the second duct can be made as short as possible. Thereby, the traveling wind introduced from the first and second air intake ports can be smoothly discharged from the first and second air discharge ports. As a result, it is possible to more effectively suppress the turbulence of the air flow near the front wheels when the vehicle travels forward.

In a front structure of a vehicle in which the first air intake is located outside of the second air intake in the vehicle width direction, the first air intake and the second air intake are the vehicle. Of the second air intake in the vehicle width direction, the end of the second air intake on the vehicle width direction outer side in the vehicle width direction is the end of the first air intake on the vehicle width direction inner side. The configuration may be such that they are located at substantially the same position.

According to this structure, the traveling air can be taken in in a wider range in the vehicle width direction by the first and second air intakes. As a result, it is possible to more effectively suppress the turbulence of the air flow near the front wheels when the vehicle travels forward.

As described above, according to the vehicle front structure according to the technology of the present disclosure, the traveling air can be taken in as wide as possible in the vehicle width direction by the first and second air intake ports. In addition, the first and second air outlets can rectify the running wind that flows outside the front wheels in the vehicle width direction in the widest range in the vertical direction. As a result, it is possible to suppress the turbulence of the air flow in the vicinity of the front wheels when the vehicle travels forward as much as possible.

It is the perspective view which looked at some vehicles of the front structure concerning an exemplary embodiment from the front side and the left side. It is a front view of the left front side portion of the vehicle. It is a bottom view of the left front side portion of the vehicle. It is the figure which looked at the lower part of the vehicle front side portion of the front deflector and the mat guard from the vehicle rear side. FIG. 5 is a sectional view taken along line VV in FIG. 3. It is the perspective view which looked at the front bumper and the front deflector from the vehicle back side and the upper part. It is the perspective view which looked at the state where the outer duct panel was attached to the front bumper from the vehicle rear side and the upper side. It is the perspective view which looked at the state where the inner duct was attached to the outer duct panel from the vehicle rear side and the upper side. It is an exploded perspective view showing an upper member, a lower member, and a clip in a front deflector.

Hereinafter, exemplary embodiments will be described in detail with reference to the drawings.

1 to 3 show a part (left front side part) of a front portion 2 of a vehicle 1 (an automobile in the present embodiment) according to the present embodiment. Hereinafter, the front, rear, left, right, top and bottom of the vehicle 1 are simply referred to as front, rear, left, right, top and bottom, respectively. Further, in the following description, of the pair of left and right (for example, the front wheel 3), only the left side is shown. In addition, in FIG. 1, an arrow Fr indicates the front of the vehicle 1 (the same applies to FIGS. 3 and 6 to 9).

The front portion 2 of the vehicle 1 is a portion in front of a passenger compartment where a driver of the vehicle 1 gets in, and is a vehicle such as an engine, a transmission, a cooling device, a suspension device, a steering device, and a pair of left and right front wheels 3. 1 has a mounting space (including an engine room) in which components related to traveling of the vehicle 1 are mounted, and lights such as a headlight 4 and a fog lamp for the front or side of the vehicle 1.

Further, the front portion 2 of the vehicle 1 is disposed at a pair of left and right front fenders 5 forming side surfaces on both left and right sides of the front portion 2 and front ends of the pair of left and right front fenders 5 (front ends of the vehicle 1). It has a front bumper 6 extending in the width direction and a bonnet 7 that covers an upper opening of the mounting space (engine room) surrounded by a pair of left and right front fenders 5 and the front bumper 6.

The front bumper 6 has a bumper body 6a extending in the vehicle width direction. Both ends of the bumper body 6a in the vehicle width direction (left-right direction) are corner portions 6b that wrap around from the front end of the vehicle 1 to the left and right sides. These left and right corner portions 6b are formed in a curved round shape so as to be positioned toward the rear side toward the outer side in the vehicle width direction in the bottom view of the vehicle 1 (see FIG. 3). A lower surface portion 6c extends horizontally from the lower end portion of the bumper body 6a toward the inside of the vehicle.

A rear side portion of each corner portion 6b (hereinafter, referred to as a corner rear portion 6d) is covered with a pair of left and right over fenders 10 from the outside in the vehicle width direction. Each of the over fenders 10 has a substantially circular arc shape that curves rearward toward the upper side, corresponding to the shape of the front wheel house 8 described later. As shown in FIGS. 5 and 6, each of the over fenders 10 has a rear portion 6d of each corner by means of a claw portion 12 and a plurality of bolts 13 extending inward in the vehicle width direction from a surface on the inner side in the vehicle width direction of the over fender 10. Are fixed to the outer side in the vehicle width direction. A lower portion of each overfender 10, more specifically, a portion that covers the corner rear portion 6d of each overfender 10 (hereinafter, referred to as a lower fender portion 10a) constitutes a part of the front bumper 6. Each fender lower portion 10a has a shape that is continuous with the round shape of each corner portion 6b in a bottom view of the vehicle 1 (see FIG. 3 ).

A front wheel wheel house side edge portion (hereinafter, referred to as wheel side edge portion 10b) of each over fender 10 is bent inward in the vehicle width direction (see FIGS. 6 to 8). The wheel-side edge portion 10b is attached and fixed to the front portion of the end portion of each mat guard 9 on the outer side in the vehicle width direction by bolts 11 at a plurality of locations.

As shown in FIGS. 1 to 3, a pair of left and right front wheel houses 8 that accommodate the left and right front wheels 3 are provided below the left and right front fenders 5, respectively. Each front wheel house 8 is covered with a mat guard 9. The mat guard 9 prevents sludge, pebbles, and water droplets splashed by the front wheel 3 from entering the mounting space. The mat guard 9 is made of, for example, a hard synthetic resin such as polypropylene, and is formed in a substantially arcuate shape along the upper portion of the front wheel 3 in a side view of the vehicle 1.

A front undercover 21 and a rear undercover 22 located on the rear side are provided on the lower surface (bottom surface) of the front portion 2 of the vehicle 1. The rear under cover 22 is located on the front side of a suspension cross member (not shown) extending in the vehicle width direction and covers the lower side of the engine.

As shown in FIGS. 1 to 4, a pair of left and right front deflectors 30 are provided on the lower surface of the front portion 2 of the vehicle 1. Each front deflector 30 is provided in a portion surrounded by the front end of the front wheel house 8 (the front end of the mat guard 9), the front bumper 6, and the front undercover 21. That is, the front deflectors 30 are provided on the lower surface of the vehicle 1 in front of the front wheel house 8 with a space in front of the front wheels 3. Each front deflector 30 reduces the air resistance of the vehicle 1 by preventing traveling wind generated when the vehicle 1 travels forward from hitting the front wheels 3. The detailed configuration of the front deflector 30 will be described later.

As shown in FIGS. 1 to 8, the front portion 2 of the vehicle 1 according to the present embodiment has left and right air curtain mechanisms 60 for generating a curtain-like air flow outside the front wheels 3 in the vehicle width direction. .. The left and right air curtain mechanisms 60 are attached at positions symmetrical with respect to the center of the vehicle 1 in the vehicle width direction, and are formed in a shape symmetrical with respect to the center of the vehicle 1 in the vehicle width direction. Hereinafter, the configuration of the air curtain mechanism 60 will be described in detail. Since the left and right air curtain mechanisms 60 have basically the same configuration, the left air curtain mechanism 60 will be described in detail below. Further, the front, rear, left, right, and upper and lower sides of the left air curtain mechanism 60 described below are respectively the front, rear, left when the left air curtain mechanism 60 is provided in the vehicle 1. , Right, top and bottom, which are the same as front, rear, left, right, top and bottom for the vehicle 1. 6 to 8, the mat guard 9, the front under cover 21 and the like are omitted for the sake of simplification of the drawings.

In this embodiment, the left air curtain mechanism 60 (hereinafter referred to as the air curtain mechanism 60) is provided inside the front bumper 6 inside the vehicle, as shown in FIGS. 6 to 8. The air curtain mechanism 60 includes a first air intake 61 for taking in air (traveling wind) when the vehicle 1 travels forward, and a first air guide 61 for guiding the air taken in from the first air intake 61 to the rear side. It has a duct 62 and a first air discharge port 65 for discharging the air passing through the first duct 62 toward the vehicle width direction outer side.

The first air intake 61 is provided at a portion of the front bumper 6 on the outer side in the vehicle width direction, specifically, at a corner portion 6b of the bumper body 6a. The first air intake 61 is open toward the front side. As shown in FIG. 2, the first air intake 61 has an elongated rectangular shape extending in the vehicle width direction when the vehicle 1 is viewed from the front. More specifically, as shown in FIG. 3, the first air intake 61 has a round shape that extends in the vehicle width direction and extends along the shape of the corner portion 6b.

The first duct 62 is provided on the front side of the front wheel house 8 as shown in FIG. 8. The first duct 62 is attached to the inner surface of the vehicle of the corner 6b. The first duct 62 is curved and extends along the corner portion 6b so as to be positioned rearward as it extends outward in the vehicle width direction. In particular, the rear portion of the first duct 62 (enlarged portion 62c described later) is inclined outward in the vehicle width direction toward the rear side. The first duct 62 has an air receiving portion 62a that receives the air taken into the first duct 62 from the first air inlet 61, and the air received by the air receiving portion 62a on the rear side and the vehicle width direction outer side. It has an upper guide portion 62b that guides obliquely toward the upper side and an enlarged portion 62c that enlarges the channel cross-sectional area in the up-down direction from the upper guide portion 62b toward the rear side. The boundary between the air receiving portion 62a and the upper guide portion 62b and the boundary between the upper guide portion 62b and the enlarged portion 62c have smooth curved shapes.

The first duct 62 is composed of two panel materials, an outer duct panel 63 located relatively outside the vehicle and an inner duct panel 64 attached to the inside of the outer duct panel 63 inside the vehicle. Both the outer duct panel 63 and the inner duct panel 64 are formed of metal plate materials.

As shown in FIGS. 5 and 7, the outer duct panel 63 has an outer passage portion 63a having a U-shaped cross section that opens toward the inside of the vehicle. The outer passage portion 63a constitutes a part of the upper guide portion 62b and the enlarged portion 62c. Outer flanges 63b extend upward and downward from the vehicle inner edge of the outer passage portion 63a. The outer flange 63b is provided with a plurality of claw portions 63c for attaching the inner duct panel 64 to the outer duct panel 63.

The outer flange 63b is fixed to the corner rear portion 6d by bolts 13 at a plurality of positions in the rear side portion. Specifically, as shown in FIG. 5, a plurality of brackets 14 extending inward in the vehicle width direction are provided on the inner surface in the vehicle width direction of the overfender 10. The bolt 13 penetrates the outer flange 63b and the corner rear portion 6d in the vehicle width direction and is fastened to the bracket 14. By fixing the outer flange 63b to the corner rear portion 6d, the outer duct panel 63 is supported by the corner rear portion 6d (that is, the bumper body 6a). That is, the bolt 13 attaches and fixes the over fender 10 to the corner rear portion 6d and also attaches and fixes the outer duct panel 63 to the corner rear portion 6d. Further, as shown in FIG. 7, an inner projecting portion 63d that projects inward in the vehicle width direction is provided at the upper and rear ends of the upper outer flange 63b. The inner protruding portion 63d is fixed to the mat guard 9 with a clip. The outer duct panel 63 is supported by the bumper body 6a and the over fender 10 at the rear portion, so that the rear end portion of the outer duct panel 63 is less likely to be displaced with respect to the first air exhaust port 65. it can.

As shown in FIGS. 5 and 8, the inner duct panel 64 has an inner passage portion 64a that forms a closed cross section with the outer passage portion 63a. The inner passage portion 64a constitutes the rest of the upper guide portion 62b and the enlarged portion 62c. An inner extending portion 64b extending inward in the vehicle width direction is provided along the first air intake 61 from the front and lower ends of the inner passage portion 64a. The inner extending portion 64b is provided so as to overlap the first air intake 61 in the front-rear direction. The inner extending portion 64b constitutes the air receiving portion 62a.

Inner flanges 64c extend upward and downward from the vehicle outer edge of the inner passage portion 64a. In the inner flange 64c, a plurality of engaging holes that engage with the claw portions 63c are provided in a portion of the outer duct panel 63 corresponding to the claw portions 63c. The outer flange 63b and the inner flange 64c are overlapped with each other, and the respective claw portions 63c engage with the respective engagement holes, whereby the inner duct panel 64 is attached and supported to the outer duct panel 63. As a result, the upper guide portion 62b and the enlarged portion 62c are formed. The inner extending portion 64b is fixed to the bumper body 6a via a bolt 68. A rear flange 64d extending inward in the vehicle width direction is provided at the rear ends of the inner passage portion 64b and the inner flange 64c. The rear flange 64d is attached and fixed to the mat guard 9 via a clip 69 (see FIG. 4). That is, the inner duct panel 64 is supported not only by the front bumper 6 but also by the mat guard 9. This makes it possible to prevent the rear end portion of the inner duct panel 64 from slipping off from the first air discharge port 65.

The first air outlet port 65 is open toward the rear side in front of the front wheel 3 and at a position overlapping the front wheel 3 in front view of the vehicle 1. Specifically, as shown in FIG. 4, the first air outlet 65 is provided at the end of the mat guard 9 on the outer side in the vehicle width direction. The first air exhaust port 65 has an elongated rectangular shape extending in the up-down direction when viewed from the front wheel house 8 side. More specifically, the first air discharge port 65 extends in the up-down direction and is curved so as to be positioned rearward toward the upper side along the shape of the mat guard 9.

Due to the configuration of the air curtain mechanism 60, when the vehicle 1 travels forward, the air (traveling wind) taken into the first duct 62 from the first air intake 61 is guided upward by the air receiving portion 62a. It is directed toward the portion 62b. The traveling wind that has reached the upper guide portion 62b is guided along the upper guide portion 62b to the rear side and the vehicle width direction outer side, and is also guided to the upper side. Then, the traveling wind that has passed through the upper guide portion 62b is discharged from the first air discharge port 65 after passing through the enlarged portion 62c. Since the enlarged portion 62c is inclined outward in the vehicle width direction toward the rear side, the traveling wind in the first duct 62 is directed outward in the vehicle width direction when passing through the enlarged portion 62c. As a result, the traveling wind discharged from the first air discharge port 65 is obliquely discharged outward in the vehicle width direction toward the rear side (the flow of the traveling wind passing through the air curtain mechanism 60 shown in FIG. 3). See F1). As a result, the traveling wind discharged from the first air discharge port 65 passes through the outside of the front wheel 3 in the vehicle width direction without contacting the front wheel 3 after being discharged from the first air discharge port 65. It flows to the rear side. At this time, since the first air discharge port 65 extends in the vertical direction, the traveling wind discharged from the first air discharge port 65 forms an air curtain that spreads in the vertical direction on the front wheels 3. By thus forming the air curtain, it is possible to rectify the traveling wind flowing outside the front wheels 3 in the vehicle width direction.

As shown in FIG. 6, the corner rear portion 6d of the bumper body 6a is recessed inward in the vehicle width direction. Further, an intermediate portion in the up-down direction of the corner rear portion 6d, specifically, a portion through which the first duct 62 passes is a concave portion which is recessed in a U shape outward in the vehicle width direction. Further, the corner rear portion 6d forms a flat surface in each mounting portion of the over fender 10 and the outer duct panel 63. For these reasons, the corner rear portion 6d has a plurality of ridge lines in the up-down direction and the front-rear direction, and the rigidity is relatively high.

Next, the configuration of the front deflector 30 will be described. The left and right front deflectors 30 are attached to symmetrical positions with respect to the center of the vehicle 1 in the vehicle width direction, and are formed in a symmetrical shape with respect to the center of the vehicle 1 in the vehicle width direction. Since the left and right front deflectors 30 have basically the same configuration, the left front deflector 30 will be described in detail below. The front, rear, left, right, and upper and lower sides of the left front deflector 30 described below are respectively the front, rear, left, and right when the left front deflector 30 is provided in the vehicle 1. , Up and down, which are the same as front, rear, left, right, up and down for the vehicle 1.

In the present embodiment, the left front deflector 30 (hereinafter referred to as the front deflector 30) is composed of two upper and lower members, an upper member 31 and a lower member 32, as shown in FIGS. 5 and 9. The upper member 31 is formed of a metal plate material, and the lower member 32 is formed of a flexible synthetic resin such as flexible synthetic rubber.

The upper member 31 has a curved edge 31a formed in the same shape (round shape) as the corner portion 6b of the front bumper 6 in a bottom view of the vehicle 1 from the front end to the outer end in the vehicle width direction. (See Figure 3). The curved edge portion 31a is attached and fixed to the lower surface portion 6c (see FIG. 3) of the corner portion 6b at a plurality of points with bolts 37. The rear edge of the upper member 31 is a bent portion 31b that is bent upward.

The lower member 32 has a curved edge portion 32a that is located inside the curved edge portion 31a of the upper member 31 and that is formed in a round shape similar to the curved edge portion 31a. The curved edge 32a is attached and fixed to the upper member 31 by clips 38 at a plurality of points.

A rear end portion of the curved edge portion 32a is a protruding edge portion 32k protruding outward in the vehicle width direction. The protruding edge portion 32k is vertically overlapped with the rear end portion of the curved edge portion 31a, and is attached and fixed to the lower surface portion 6c extending from the corner portion 6b by the bolt 41.

An edge portion of the lower member 32 on the inner side in the vehicle width direction is vertically overlapped with an edge portion of the upper member 31 on the inner side in the vehicle width direction, and is attached and fixed to the upper member 31 at a plurality of positions by bolts 39. End edges of the upper member 31 and the lower member 32 on the inner side in the vehicle width direction are supported on the front undercover 21 and the rear undercover 22.

The rear end edge of the lower member 32 is a vertical wall portion 32b that rises upward, and the vertical wall portion 32b is attached and fixed to the bent portion 31b of the upper member 31 by the clips 40 at a plurality of positions. A part of the plurality of clips 40 attaches and fixes the vertical wall portion 32b of the lower member 32 only to the bent portion 31b of the upper member 31 (see FIGS. 6 to 8). On the other hand, the remaining portions of the plurality of clips 40, together with the front end portion of the mat guard 9, attach and fix the vertical wall portion 32b to the bent portion 31b (see FIG. 4).

As described above, the lower member 32 is fixed to the upper member 31 at a plurality of positions on the peripheral portion by the clips 38, 40 and the bolts 39, 41. Further, the lower member 32 has a hooking portion 32c that is hooked on the upper member 31, in a portion other than the peripheral portion. In the present embodiment, the hook portion 32c is provided so as to extend upward from the upper end surface of the standing wall portion 32h described below. A clip insertion hole 32d through which the clip 34 is inserted is formed in the hook portion 32c.

When the lower member 32 is fixed to the upper member 31, the hook portion 32c is exposed above the upper member 31 through the through hole 31c formed in the upper member 31. On the upper surface of the upper member 31, a protrusion 31e having a clip insertion hole 31d is provided on the side of the through hole 31c. The clip insertion hole 32d of the hook portion 32c exposed on the upper side of the upper member 31 faces the clip insertion hole 31d of the protrusion 31e. By inserting the clip 34 into the clip insertion holes 32d and 31d, the clip 34 is engaged with the clip insertion holes 32d and 31d. As a result, the hook portion 32c is hooked on the upper member 31.

The portion of the lower member 32 other than the peripheral portion is a concave portion that is recessed below the peripheral portion, and when the lower member 32 is attached and fixed to the upper member 31, the opening on the upper side of the concave portion is the upper side. By being closed by the member 31, the concave portion serves as an internal space formed between the upper member 31 and the lower member 32.

At the rear end portion of the lower surface of the front deflector 30 (the lower surface of the lower member 32) and on the outer side in the vehicle width direction, the traveling wind generated when the vehicle 1 travels forward is generated by the front end surface in the vehicle width direction. A fin portion 32f that guides to the outside is provided. The running wind hits the front end surface of the fin portion 32f. The front end surface of the fin portion 32f is inclined rearward toward the vehicle width direction outer side except for the vehicle width direction outer side end, and the vehicle width direction outer end portion of the front end surface of the fin portion 32f is the vehicle width direction outer side. It extends substantially straight outward in the direction. The vehicle width direction outer end of the fin portion 32f is located on the vehicle width direction inner side than the vehicle width direction outer end surface of the front wheel 3 (here, the left front wheel 3) (see FIGS. 2 and 3).

In the concave portion of the lower member 32, the amount of depression of the portion corresponding to the fin portion 32f is larger than the amount of depression of other portions. The rear end surface of the fin portion 32f is configured by the vertical wall portion 32b.

The front deflector 30 (specifically, the lower member 32) is opened toward the front, and a second air intake port 32g (FIG. 1) for taking air into the internal space of the front deflector 30 when the vehicle 1 travels forward. (See FIGS. 3, 5 and 6), a second duct 32e (see FIGS. 5 and 9) that guides the air taken into the internal space from the second air intake port 32g to the rear side, and A second air outlet 32i (see FIGS. 4 and 9) is provided to obliquely discharge the air that has passed through the second duct 32e toward the outer side in the vehicle width direction.

The second air intake port 32g is provided on the front side of the front deflector 30 and on the inner side in the vehicle width direction. The second air intake port 32g is located inside the front wheel 3 in the vehicle width direction. The second air intake port 32g is aligned with the first air intake port 61 in the vehicle width direction when the vehicle 1 is viewed from the front. Specifically, as shown in FIG. 2, the second air intake port 32g is located inside the first air intake port 61 in the vehicle width direction. The second air intake port 32g has an elongated rectangular shape extending in the vehicle width direction when the vehicle 1 is viewed from the front. Further, in the vehicle width direction, an end portion of the second air intake port 32g on the outer side in the vehicle width direction is located at substantially the same position as an end portion of the first air intake port 61 on the inner side in the vehicle width direction. The "substantially the same position" as used herein means that the end of the second air intake 32g on the outer side in the vehicle width direction and the end of the first air intake 61 on the inner side in the vehicle width direction are in the vehicle width direction. Including the case where they are completely in the same position.

It should be noted that, here, “arranged in the vehicle width direction” means that the entire one air intake (for example, the second air intake 32g) is the other air intake (for example, the first air intake). 61), which means that there is no overlap in the vertical direction. That is, the two air intakes do not necessarily have to overlap in the vehicle width direction. In addition, the term “arranged in the vehicle width direction” as used herein also includes a case where one air intake port and the other air intake port partially overlap in the vertical direction. More specifically, one end of the air intake in the vehicle width direction outside is positioned on the inner side in the vehicle width direction than the other end of the air intake in the vehicle width direction, and It suffices that the end portion on the inner side in the vehicle width direction is located inside the end portion on the inner side in the vehicle width direction of the other air intake port.

The second air exhaust port 32i is located outside the second air intake port 32g in the vehicle width direction, and is located at a position overlapping the front wheel 3 in a front view of the vehicle 1. The second air discharge port 32i is located below the lower end of the front damper 6 (specifically, the lower end of the fender lower portion 10a). The second air outlet 32i is vertically aligned with the first air outlet 65 when viewed from the front wheel house 8 side. Specifically, as shown in FIG. 4, the second air exhaust port 32i is vertically separated from the first air exhaust port 65 and is located further inside than the first air exhaust port 65 in the vehicle width direction. To position. The opening area (especially the vertical length) of the second second air outlet 32i is larger than the opening area (especially the vertical length) of the second air intake 32g. This configuration is possible because the second air outlet 32i is open at the rear end surface of the fin portion 32f.

It should be noted that the term “arranged vertically” here means that the entire one air outlet (for example, the second air outlet 32i) is the other air outlet (for example, the first air outlet 62). ) Means that they do not overlap in the vehicle width direction. That is, the two air outlets do not necessarily have to overlap in the vertical direction. In addition, the term “arranged in the vertical direction” as used herein also includes the case where one air outlet and the other air outlet partially overlap in the vehicle width direction. More specifically, the lower end of one air outlet is located below the lower end of the other air outlet, and the upper end of one air outlet is higher than the upper end of the other air outlet. Also needs to be located on the lower side.

The second duct 32e is formed by the recess of the lower member 32. The second duct 32e has a standing wall portion 32h (see FIGS. 5 and 9) as a guide portion that directs the traveling wind inside the duct toward the rear side and the vehicle width direction outer side. The inner space of the front deflector 30 is divided into an inner space portion and an outer space portion in the vehicle width direction by the standing wall portion 32h, and the outer space portion serves as the second duct 32e. The second air intake port 32g and the second air exhaust port 32i communicate with the outer space portion.

As shown in FIG. 5, the standing wall portion 32h is erected on the bottom portion of the second duct 32e, and the second air exhaust is provided from a portion in the vehicle width direction inner side with respect to the second air intake port 32g. It extends toward the rear inner side with respect to the outlet 32i toward the rear side while being inclined outward in the vehicle width direction. The inclination angle of the standing wall portion 32h to the outside in the vehicle width direction with respect to the front-rear direction is such that the air (traveling wind) directed by the standing wall portion 32h does not hit the front wheel 3 after being discharged from the second air discharge port 32i. Is set to.

On the inner space side of the standing wall 32h at the bottom of the second duct 32e, a plurality of ribs 32j extending in a direction perpendicular to the standing wall 32h are arranged so that the standing wall 32h is not displaced toward the inner space by wind pressure. Is erected. Further, as described above, since the hook portion 32c to be hooked on the upper member 31 is provided in the portion other than the peripheral portion of the lower member 32, the portion other than the peripheral portion of the lower member 32 (particularly the central portion). And its vicinity) are prevented from being displaced downward. Further, since the hook portion 32c is provided on the upper end surface of the standing wall portion 32h, the downward displacement of a portion other than the peripheral portion of the lower member 32 is prevented, and the standing wall portion 32h is deformed. Is also prevented. The hook portion 32c is preferably provided in the longitudinal center portion of the standing wall portion 32h or in the vicinity thereof.

With the configuration of the front deflector 30 described above, when the vehicle 1 travels forward, air (traveling wind) is taken into the second duct 32e from the second air intake port 32g, and the standing wall portion 32h is provided in the second duct 32e. Air is directed rearward and outward in the vehicle width direction. The directed traveling wind is obliquely discharged outward from the second air outlet 32i toward the rear side in the vehicle width direction (the flow F2 of the traveling wind passing through the inner space of the front deflector 30 shown in FIG. 3). See). Since the running wind is directed by the standing wall portion 32h, the running wind does not hit the front wheels 3 after being discharged from the second air discharge port 32i. Further, the air pressure in the space behind the fin portion 32f is likely to be negative due to the fin portion 32f in front of the space. Further, since the second air discharge port 32i is opened at the rear end surface of the fin portion 32f and is positioned further outward than the second air intake port 32g in the vehicle width direction, the inside of the front deflector 30. The running wind directed by the standing wall portion 32h while passing through the space is smoothly and vigorously discharged obliquely outward in the vehicle width direction from the second air discharge port 32i toward the rear side. In FIG. 3, the running wind flow F2 is described as flowing inside the running wind flow F1 in the vehicle width direction. However, in reality, the running wind flows F1 and F2 are the vehicle width. It flows at almost the same position in the direction.

On the other hand, the fin portion 32f deflects the traveling wind hitting the front end surface of the fin portion 32f to the outer side in the vehicle width direction. In the present embodiment, the traveling wind discharged from the second air exhaust port 32i pushes the traveling wind deflected by the fin portions 32f outward in the vehicle width direction so as not to hit the front wheels 3. As a result, the traveling wind deflected by the fin portion 32f also does not hit the front wheels 3.

As described above, the front portion 2 of the vehicle 1 according to the present embodiment generates an air curtain mechanism 60 that forms an air curtain on the outside of the front wheels 3 in the vehicle width direction, and the traveling wind toward the outside of the front wheels 3 in the vehicle width direction. And a front deflector 30 having a duct for discharging. When the air curtain mechanism 60 and the front deflector 30 are used together, the air curtain formed by the air curtain mechanism 60 and the traveling wind deflected by the front deflector 30 interfere with each other on the outer side of the front wheel 3 in the vehicle width direction, and the front wheel is interfered with. A vortex may be generated on the outer side in the vehicle width direction of No. 3. On the other hand, in the present embodiment, the first air exhaust port 65 of the air curtain mechanism 60 and the second air exhaust port 32i of the front deflector 30 are vertically aligned, so that the first air exhaust port The traveling wind discharged from 65 toward the vehicle width direction outer side and the traveling wind discharged from the second air discharge port 32i toward the vehicle width direction outside are less likely to interfere with each other. As a result, it is possible to suppress the generation of air vortices outside the front wheels 3 in the vehicle width direction. Further, since the first air exhaust port 65 and the second air exhaust port 32i are vertically aligned, the traveling wind flowing outside the vehicle width direction of the front wheels 3 is rectified in the widest range in the vertical direction. be able to.

Further, in the present embodiment, the first air intake 61 of the air curtain mechanism 60 and the second air intake 32g of the front deflector 30 are aligned in the vehicle width direction, and thus are as wide as possible in the vehicle width direction. Air (running wind) can be taken in within the range. Thereby, the amount of traveling wind flowing along the lower surface of the front portion 2 of the vehicle 1 and the side surface of the front bumper 6 can be suppressed.

Therefore, the turbulence of the air flow in the vicinity of the front wheels 3 when the vehicle 1 travels forward can be suppressed as much as possible.

In particular, in the present embodiment, the first air intake port 61 and the second air intake port 32g extend in the vehicle width direction, and are located outside the second air intake port 32g in the vehicle width direction in the vehicle width direction. The end portion is located at substantially the same position as the inner end portion of the first air intake 61 in the vehicle width direction. As a result, the traveling wind can be taken in in a wider range in the vehicle width direction. As a result, it is possible to more effectively suppress the turbulence of the air flow near the front wheels 2 when the vehicle 1 travels forward.

In addition, in the present embodiment, the first air discharge port 65 is provided at an end portion of the mat guard 9 forming the front wheel house 8 on the outer side in the vehicle width direction. As a result, it is possible to effectively suppress the interference between the traveling wind exhausted from the first air exhaust port 65 and the front wheels 3. As a result, it is possible to more effectively suppress the turbulence of the air flow near the front wheels 3 when the vehicle 1 travels forward.

In particular, in the present embodiment, the enlarged portion 62c of the first duct 62 is inclined outward in the vehicle width direction toward the rear side. As a result, the traveling wind in the first duct 62 is directed outward in the vehicle width direction when passing through the enlarged portion 62c, and is slanted outward from the first air exhaust port 65 toward the rear in the vehicle width direction. Is discharged to. As a result, the interference between the traveling wind discharged from the first air discharge port 65 and the front wheels 3 can be suppressed more effectively.

In addition, in the present embodiment, the second air exhaust port 32i is located below the lower end of the front bumper 6. As a result, the traveling wind below the front bumper 6, which is difficult to be rectified by the traveling wind discharged from the first air discharge port 65, can be rectified by the traveling wind discharged from the second air discharge port 32i. it can. As a result, it is possible to more effectively suppress the turbulence of the airflow near the front wheels 3 when the vehicle 1 travels forward.

In addition, in the present embodiment, the first air discharge port 65 extends in the vertical direction. As a result, on the outer side in the vehicle width direction of the front wheels 3, it is possible to widen the range that is rectified by the traveling wind discharged from the first air discharge ports 65. As a result, it is possible to more effectively suppress the turbulence of the air flow near the front wheels 3 when the vehicle 1 travels forward.

In particular, in the present embodiment, the first air outlet port 65 has a rectangular shape that extends in the vertical direction when viewed from the front wheel house 8 side. Thereby, the interference between the traveling wind discharged from the first air discharge port 65 and the front wheels 3 can be suppressed more effectively. Further, since the first air exhaust port 65 is elongated, the traveling wind can be given a certain amount of momentum. Therefore, the air curtain can be effectively formed outside the front wheel 3 in the vehicle width direction. As a result, it is possible to more effectively suppress the turbulence of the airflow near the front wheels 3 when the vehicle 1 travels forward.

Further, in the present embodiment, the second air intake port 32g is located inside the first air intake port 61 in the vehicle width direction, and the second air exhaust port 32i is located above the first air exhaust port 65. Is also located inside the vehicle width direction. As a result, the length of the first duct 62 and the length of the second duct 32e can be made as short as possible, and the traveling wind introduced from the first and second air intake ports 61, 32g The air can be smoothly discharged from the first and second air discharge ports 65 and 32i. As a result, it is possible to more effectively suppress the turbulence of the airflow near the front wheels 3 when the vehicle 1 travels forward.

The technology according to the present disclosure is not limited to the above-described embodiment, and can be substituted within the scope not departing from the spirit of the claims.

For example, in the above-described embodiment, the first air exhaust port 65 and the second air exhaust port 32i are vertically separated from each other, but, for example, the lower end portion of the first air exhaust port 65 and the The upper end of the second air outlet 32i may be located at the same height. Even with this configuration, the traveling wind that flows outside the front wheels 3 in the vehicle width direction can be rectified in the widest range in the vertical direction.

Further, in the above-described embodiment, the end portion of the second air intake port 32g on the outer side in the vehicle width direction is located at substantially the same position as the end portion of the first air intake port 61 on the inner side in the vehicle width direction. Not limited to this, the first air intake port 61 and the second air intake port 32g may be separated from each other in the vehicle width direction.

Further, in the above-described embodiment, the first air exhaust port 65 is provided at the outer end portion of the mat guard 9 forming the front wheel house 8 in the vehicle width direction. Not limited to this, at the position where the traveling wind discharged from the first air discharge port 65 does not interfere with the front wheels 3, the first air discharge port 65 is provided at the outer end of the mat guard 9 in the vehicle width direction. It may not be provided.

The embodiments described above are merely examples, and the scope of the technology according to the present disclosure should not be limitedly interpreted. The scope of the technology according to the present disclosure is defined by the claims, and all modifications and changes belonging to the equivalent range of the claims are within the scope of the technology according to the present disclosure.

The technique disclosed herein is useful for a vehicle front structure.

1 Vehicle 3 Front Wheel 6 Front Bumper 8 Front Wheel Wheel House 9 Mat Guard 30 Front Deflector 32e Second Duct 32g Second Air Inlet 32i Second Air Outlet 61 First Air Intake 62 First Duct 65th 1 air outlet

Claims (5)

A front structure of the vehicle,
A front bumper extending in the vehicle width direction,
An air curtain mechanism that is provided inside the vehicle of the front bumper and that generates a curtain-like airflow outside the vehicle width direction of the front wheels of the vehicle,
A front deflector provided on the lower surface on the vehicle front side of the front wheel house that houses the front wheels,
The air curtain mechanism,
A first air intake opening at a vehicle width direction outer side portion of the front bumper toward the vehicle front side for taking in air when the vehicle travels forward;
A first duct that is provided on the front side of the front wheel house and guides the air taken in from the first air intake to the rear side of the vehicle;
A first opening that opens toward the vehicle rear side at a position that is on the front side of the front wheel and that overlaps with the front wheel in a front view of the vehicle, and that discharges air that has passed through the first duct toward the vehicle width direction outer side. Air outlet of
Have
The front deflector is
A second air intake opening at a vehicle front side portion of the front deflector, the air intake opening for injecting air when the vehicle travels forward;
A second duct for guiding the air taken in from the second air intake to the vehicle rear side;
A second air outlet opening toward the vehicle rear side at a position overlapping with the front wheels in a front view of the vehicle, for obliquely exhausting the air passing through the second duct toward the vehicle width direction outer side; ,
Have
The first air intake port and the second air intake port are aligned in the vehicle width direction in a front view of the vehicle,
The front structure of a vehicle, wherein the first air discharge port and the second air discharge port are vertically aligned when viewed from the front wheel house side. The front structure of the vehicle according to claim 1,
The front structure of a vehicle, wherein the first air outlet is provided at an end portion of a mat guard forming the front wheel house at an outer side in a vehicle width direction. The front structure of the vehicle according to claim 2,
The front structure of the vehicle, wherein the second air outlet is located below a lower end of the front bumper. The vehicle front structure according to any one of claims 1 to 3,
The second air intake port is located on the inner side in the vehicle width direction with respect to the first air intake port,
The front structure of the vehicle, wherein the second air outlet is located inside the first air outlet in the vehicle width direction. The front structure of the vehicle according to claim 4,
The first air intake port and the second air intake port extend in the vehicle width direction in a front view of the vehicle,
In the vehicle width direction, an end portion of the second air intake port on the outer side in the vehicle width direction is located at substantially the same position as an end portion of the first air intake port on the inner side in the vehicle width direction. The front structure of the vehicle.