JP6156436B2 - Underfloor structure of automobile - Google Patents

Description

  The present invention relates to an under-floor structure of an automobile in which an under-floor member is provided between a front wheel and a rear wheel under a floor of a vehicle body, and a rectifying surface is formed on the under-floor member.

Conventionally, what was indicated by patent documents 1 is known as an under-floor structure of a car of the above-mentioned example.
That is, an undercover for underfloor rectification as an underfloor member is provided on the left and right of the lower surface side of the floor tunnel portion and between the front and rear wheels, and the undercover has a rectifying structure having a concavo-convex structure over substantially the entire length in the front and rear direction The undercover wind peeling portion is formed by an inclined surface extending rearward and downward at the rear end portion of the undercover.

  In the conventional structure disclosed in Patent Document 1, although the concavo-convex structure can achieve both the rectification effect and the reinforcement of the undercover, there is a problem that the degree of freedom of the peeling point is low due to the restriction of the cover shape. there were.

  On the other hand, Patent Document 2 discloses an under-floor rectifier for an automobile in which a rectifying member made of an elastic body such as a rubber material hanging downward is disposed on the lower surface of the floor plate of the automobile.

  In the conventional structure disclosed in Patent Document 2, the above-described rectifying member (so-called elastic fin) has elasticity and can be projected from the floor surface, so that there is an advantage that the degree of freedom of the peeling point is high. On the other hand, since the flow straightening member is separate from the floor plate, it is disadvantageous in terms of cost and weight increase, and the flow straightening member protrudes downward. There was room for improvement in terms of strength against snow (snow resistance) when interfering with snow accumulated on the snow.

  In general, in the under-floor structure of automobiles, there is a request to form a peeling portion so that the under-floor wind does not hit obstacles such as a rear suspension device, a fuel tank, and a tire pan. If the peeling part is formed integrally with the undercover to be covered, there is a concern that the peeling point cannot be formed at the optimum position due to the layout with the peripheral parts. In addition, a separate fin protrudes from the undercover. In the case where it is provided, it is possible to optimize the peeling point, but there is a problem in that the snow resistance strength is lowered and the cost and weight are increased.

Japanese Patent No. 4556559 JP-A-5-193528

  Accordingly, an object of the present invention is to provide an under-floor structure of an automobile capable of achieving both optimization of a peeling point by improving the degree of freedom of fin layout and ensuring snow resistance of the fin.

An underfloor structure of an automobile according to the present invention is an underfloor structure of an automobile in which an underfloor member is provided between a front wheel and a rear wheel under a floor of a vehicle body, and the underfloor member is formed with a rectifying surface. Are provided with fins protruding downward and rearward so as to peel off the underfloor wind, and at positions displaced from the fins in the vehicle width direction and in the vehicle longitudinal direction with respect to the fins at the rear end of the underfloor member A separation portion having a rear vertical wall is formed by the underfloor member at a position separated from the rear of the floor, and is raised upward at a position shifted in the vehicle width direction from the rear vertical wall of the underfloor member, and the lower portion is open. The fin is formed in an elastic member having a notch opened at a rear end side thereof, and the fin is located at a lower portion of the recess .

  According to the above-described configuration, the rear vertical wall is applied to the snow when the vehicle is moving backward to protect the fins, so that the layout is good, but the durability against snow (snow resistance) is low. It is possible to achieve both optimization of the peeling point by improving the flexibility of the fin layout and ensuring snow resistance of the fin.

In addition , a recess is provided that protrudes upward at a position shifted in the vehicle width direction from the rear vertical wall of the underfloor member, and a recess is formed in which the lower part is open, and the fin is located below the recess, and the fin state, and are not formed of an elastic member having a slit in which the rear end is open, the deformation of the fins is permitted by cuts formed in the elastic and the fins of the fin, when having entered the snow in the recessed portion; The snow can be escaped by the deformation of the fins, and it is possible to prevent turbulence from being generated by the running wind entering the recesses by the fins.

  The above-mentioned elastic member is an EPDM (ethylene-propylene-diene-methylene rubber), an ethylene-propylene copolymer, which is formed by copolymerizing ethylene, propylene and a third component such as cyclopentadiene. Synthetic rubber having excellent ozone resistance, heat resistance, and chemical resistance) can be used.

  In one embodiment of the present invention, the underfloor member is an under cover, the recess is a recess of the under cover, and the recess also serves as a mounting portion of the under cover to the vehicle body.

  According to the above configuration, since the concave portion also serves as an attachment portion of the undercover to the vehicle body, and the fin is located at a lower portion of the concave portion, the fin is used to attach the undercover attachment portion to water or mud (especially salt or the like). It can be protected from stepping stones).

  In one embodiment of the present invention, the underfloor member is composed of a non-woven fabric, a woven fabric, or a fiber layer aligned in a predetermined direction.

  According to the above configuration, using a material (fabric fiber material such as nonwoven fabric) that has poor moldability and disadvantageous for forming the peeled portion, making use of the light weight of the material, being hard to break, and being excellent in sound absorption, it is lightweight. And quietness can be improved.

  According to the present invention, there is an effect that it is possible to achieve both the optimization of the peeling point by improving the flexibility of the fin layout and the securing of the snow resistance of the fin.

Bottom view showing the underfloor structure of an automobile Bottom view of left and right under covers A perspective view showing the left and right under covers as viewed from the bottom side 1 is a cross-sectional view taken along line AA in FIG. BB sectional view taken on line in FIG. CC sectional view taken along the line CC in FIG. DD sectional view taken along line D-D in FIG. EE cross-sectional view of FIG. 1 is a cross-sectional view taken along the line G-G in FIG. The main part enlarged view of FIG. 1 is a cross-sectional view taken along the line H-H in FIG. 1 is a cross-sectional view taken along the line II of FIG. The perspective view which shows the structure of the rear part in the left undercover JJ cross-sectional view of FIG.

An underfloor member is provided between the front wheel and the rear wheel under the floor of the vehicle body for the purpose of achieving both the optimization of the separation point by improving the flexibility of the fin layout and ensuring the snow resistance of the fin. Is an under-floor structure of an automobile in which a rectifying surface is formed, and a fin projecting downward and rearward is provided at the rear of the rectifying surface so as to separate the under-floor wind, and the fin is displaced in the vehicle width direction. And a separation portion having a rear vertical wall is formed by the underfloor member at a position spaced rearward in the vehicle front-rear direction with respect to the fin at the rear end portion of the underfloor member, and the rear portion of the underfloor member A recess that is raised upward at a position shifted in the vehicle width direction from the vertical wall and opened downward is provided, the fin is located below the recess, and the fin has a break that is open at the rear end side. With elastic member It was realized by the configuration that is formed Ru.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a bottom view of a vehicle having the underfloor structure, FIG. 2 is a bottom view of left and right undercovers (however, FIG. 2 shows a state with fins removed). 3 is a perspective view showing the left and right undercovers as viewed from the bottom side, FIG. 4 is a cross-sectional view taken along line AA in FIG. 1, and FIG. 5 is a cross-sectional view taken along line BB in FIG. 6 is a cross-sectional view taken along line CC in FIG. 1, FIG. 7 is a cross-sectional view taken along line DD in FIG. 1, FIG. 8 is a cross-sectional view taken along line EE in FIG. It is arrow sectional drawing of the principal part in alignment with 1 GG line.

Prior to detailed description of the under-floor structure of an automobile, first, the vehicle body structure will be described with reference to FIGS.
As shown in FIGS. 4 to 9, a floor panel 1 that forms a floor surface of a passenger compartment is provided, and a tunnel portion 2 that protrudes toward the passenger compartment side and extends in the front-rear direction of the vehicle is provided at the center of the floor panel 1 in the vehicle width direction. Is installed.

  As shown in FIGS. 4 and 5, tunnel members 3 (lower tunnel members) extending in the vehicle front-rear direction are integrally formed on the lower left and right sides of the tunnel portion 2, and the tunnel portion 2 is attached to the floor panel 1. In this case, a closed cross section 4 extending in the front-rear direction of the vehicle is formed between the floor panel 1 and the tunnel member 3.

  As shown in FIG. 4, a tunnel member 5 (upper tunnel member) is provided in the upper portion of the above-described tunnel portion 2, and between the upper left and right corner portions of the tunnel portion 2 and the tunnel member 5. A closed cross section 6 extending in the front-rear direction of the vehicle is formed.

  Further, as shown in FIGS. 4, 6, 7, and 8, side sills 7 are provided at both left and right ends of the floor panel 1 in the vehicle width direction. The side sill 7 is a vehicle body strength member having a side sill closed cross section 10 that extends in the vehicle front-rear direction by joining and fixing upper and lower joint flanges of the side sill outer 8 and the side sill inner 9 together. A side sill cover 11 is provided on the side sill, and a molding member 12 extending in the front-rear direction of the vehicle is attached to the lower side of the side sill cover 11 in the vehicle width direction.

As shown in FIG. 4, a floor frame upper 13 extending in the vehicle front-rear direction is joined and fixed to the upper surface of the floor panel 1 at the intermediate portion in the vehicle width direction between the tunnel portion 2 and the side sill 7 (specifically, the side sill inner 9). A closed cross section 14 extending in the front-rear direction of the vehicle is formed between the floor frame upper 13 and the floor panel 1.
A floor frame lower 15 extending in the front-rear direction of the vehicle is joined and fixed to the lower surface of the floor panel 1 so as to face the above-described floor frame upper 13 in the vertical direction. A closed section 16 extending in the front-rear direction of the vehicle is formed therebetween.
In FIG. 5, 17 is a body outer panel, 18 is a center pillar inner, and a center pillar 19 having a closed cross-sectional structure is formed by both 17 and 18.

  As shown in FIG. 9, a rear floor 21 (a part of the floor panel) extending rearward via a kick-up portion 20 that rises upward is connected to the rear portion of the floor panel 1, and the above-described kick-up portion A cross member 22 (so-called No. 3 cross member) extending in the vehicle width direction is attached between the rear surface (rear side surface) of the front surface 20 and the front lower surface of the rear floor 21, and the kick-up portion 20 and the rear floor 21, A closed cross section 23 extending in the vehicle width direction is formed between the cross member 22 and the cross member 22.

  As shown in FIG. 9, a rear cross member upper 24 and a rear cross member lower 25 are attached to the upper and lower sides of the rear floor 21 at a position separated from the cross member 22 toward the rear of the vehicle in a vertically opposed position.

  FIG. 10 is an enlarged view of the main part of FIG. 9, and a closed cross section 26 extending in the vehicle width direction is formed between the rear cross member upper 24 and the rear floor 21, and similarly, the rear cross member lower 25, the rear floor 21, A closed section 27 extending in the vehicle width direction is also formed between the two.

  As shown in FIG. 9, a fuel tank 28 is disposed below the rear floor 21 between the cross member 22 (No. 3 cross member) and the rear cross member lower 25 (No. 4 cross member). Yes. The fuel tank 28 is supported by a pair of left and right tank fixing bands 29 and 29, as shown in FIGS. 7, 8, and 9, and as shown in FIG. The tank fixing band 29 is fixed to the rear cross member lower 25 by a mounting member 31 such as a bolt or a nut.

  As shown in FIG. 7, the left and right sides of the fuel tank 28 are surrounded by a floor frame side panel 32, a floor frame under panel 33, a side sill inner 9, a side edge of the rear floor 21, and a gusset 34. A closed cross-section 35 is formed.

  On the other hand, as shown in FIG. 1, a rear side frame 36 having a closed cross-section structure that is joined and fixed to the lower portions of the left and right sides of the rear floor 21 and extends in the front-rear direction of the vehicle has a sub-frame 37 for mounting a rear suspension device. It is elastically supported through a bush. The sub-frame 37 includes a front cross member 38 extending in the vehicle width direction, a rear cross member 39 extending in the vehicle width direction, and a pair of left and right side members 40, 40 extending substantially in the front-rear direction of the vehicle. It is a combination.

  FIG. 11 is a cross-sectional view taken along the line H-H in FIG. 1 and shows a lower arm 43 provided between the knuckle 42 of the rear wheel 41 and the rear cross member 39 as shown in FIGS. A toe control link 44 is provided between the knuckle 42 and the front cross member 38, a trailing arm 45 is provided between the knuckle 42 and the vehicle body in front of the knuckle 42, and as shown in FIG. A rear suspension device is configured by providing a damper 46 (a so-called strut damper) between the damper mounting portion of the wheel house.

  As shown in FIGS. 8 and 11, a trailing arm mounting bracket 47 is joined and fixed between the floor frame side panel 32 and the side sill inner 9, and the front end support portion of the trailing arm 45 is attached to the bush. And is supported by the trailing arm mounting bracket 47.

  By the way, an exhaust system component is connected to an engine (not shown) provided in front of the dash lower panel. As shown in FIG. 1, the exhaust system parts of the engine include an exhaust pipe 50 in which catalystists 48 and 49 as catalyst purification means are interposed, and a silencer connected in communication with the downstream end of the exhaust pipe 50. Silencer 51 and tail pipes 52, 52 connected to both the left and right sides of the silencer 51. As shown in FIGS. As shown in FIGS. 7 and 8, it extends rearward through the outside of the vehicle, that is, the lower side, and further extends rearward through the lower portion of the fuel tank 28.

  As shown in FIG. 4, an insulator 53 as a separating member is spaced apart from the upper part of the catalyst 48, 49, and the exhaust pipe 50 and the fuel tank 28 as shown in FIGS. 7 and 8. Another insulator 54 is disposed between the lower portion and the lower portion.

  As shown in FIG. 1, a sub-frame 56 for mounting the engine and attaching a front suspension for suspending the front wheel 55 is provided in a lower portion of the engine room. The sub-frame 56 includes a front cross member (not shown) extending in the vehicle width direction at the front portion, a rear cross member 57 extending in the vehicle width direction at the rear portion, and left and right side members 58, 58 extending in the front-rear direction of the vehicle. And.

  As shown in FIG. 1, the lower portion of the engine room is covered with an under cover 59, a lower end portion of a splash shield (so-called mudguard member) 60 for the front wheel 55, a side end portion of the under cover 59, and a front bumper 61. A region having a substantially triangular shape as viewed from the bottom and surrounded by the side portion is covered with a front side under cover 62.

Next, the underfloor structure of the automobile will be described in detail.
Undercovers 70 and 70 are provided between the front wheel 55 and the rear wheel 41 under the floor of the vehicle body, and between the front wheel 55 and the rear wheel 41 on the left and right sides of the lower surface of the tunnel portion 2 in this embodiment. (See FIG. 1).

  2 and 3 are bottom views of the undercover 70 as an underfloor member. The upper undercover 70 in FIG. 2 is an undercover 70L on the left side of the vehicle, and the lower undercover 70 in FIG. It is an under cover 70R on the right side of the vehicle. The left and right undercovers 70L and 70R are formed substantially symmetrically.

  As shown in FIG. 1, the above-described under covers 70, 70 cover the floor surface of the vehicle body (see the floor panel 1) from below. In this embodiment, the under cover 70 includes a front member 71 and a rear member 72. The front member 71 and the rear member 72 are integrated along the vehicle front-rear direction.

  Further, in this embodiment, the under cover 70 described above is composed of a nonwoven fabric as a main part. Specifically, a non-woven fabric impregnated with a resin as a binder, or a laminate of a rubber sheet or a resin sheet is pressed and configured. Thus, the main part of the undercover 70 is By using a non-woven fabric containing fibers, the material (non-woven fabric), which has a poor formability at the corner (so-called corner) and is unfavorable for the formation of the peeling part, is effectively utilized. While making use of its excellent and strong resistance to cracking, it is configured to ensure the rectification of running wind and to increase the weight and quietness.

  As shown in FIGS. 2 and 3, the under cover 70 has floor surfaces 73 and 74 as substantially flat rectifying surfaces extending in the vehicle front-rear direction on the front member 71 and the rear member 72, and the front member 71. A first vertical wall 75 extending in the vehicle front-rear direction is provided at the front portion of the floor surface 73 for the purpose of preventing outflow of the underfloor traveling wind X to the outside in the vehicle width direction.

As shown in FIG. 4, the first vertical wall 75 described above is formed by a side wall on the inner side in the vehicle width direction of the first vertical wall portion 76 having a concave cross section in the vehicle width direction. In addition, as shown in FIG. 3, the first vertical wall 75 is formed over approximately half of the length (full length) of the front member 71 in the vehicle front-rear direction, and the vertical dimension of the first vertical wall 75 is It is formed so as to gradually decrease from the middle part in the front-rear direction to the rear end.
A first peeling portion 77 is provided at the front portion of the rear member 72 that is spaced apart from the first vertical wall 75 described above and located on the outer side in the vehicle width direction (see FIGS. 2 and 3). ).

  As shown in FIG. 11, the first peeling portion 77 includes an inclined surface 78 inclined rearward and downward, and an opening formed immediately downstream of the inclined surface 78 as shown in FIGS. 2 and 3. And a plurality of slits 79 are provided in a straight line in the vehicle width direction.

  As a result, the underfloor wind X (see FIG. 2) having a low flow velocity is drawn into the vehicle body side flow Y (see FIG. 2) having a high flow velocity and a low pressure, disturbing the vehicle side flow Y or hitting the rear suspension device. In order to prevent aerodynamic resistance from increasing, the first vertical wall 75 and the first peeling portion 77 are separated from each other in the vehicle front-rear direction so that the vehicle travels under the floor with the minimum peeling portion. The wind X is peeled off, and the auxiliary machine described later (see the canister 83 shown in FIGS. 2, 5 and 9) and the layout of the vehicle body structure are improved and the aerodynamic resistance is reduced.

As shown in FIG. 5, a lower bulging portion 80 of an undercover 70 that covers the floor surface of the vehicle body from below is provided between the first vertical wall 75 and the first peeling portion 77 described above. The lower surface of the downward bulging portion 80 is formed to be substantially flat.
The above-described downward bulging portion 80 bulges downward with respect to the front floor surface 81 extending in the lateral direction from the upper end of the first vertical wall 75 shown in FIG. 4, and faces the floor surface 73 of the front member 71. It is formed in one shape.

  As shown in FIGS. 6, 7, 8, and 9, the rear member 72 is also provided with a lower bulging portion 82 that is flush with the above-described lower bulging portion 80 in the vertical direction. The downward bulging portion 82 is formed flush with the floor surface 74 of the rear member 72.

  As shown in FIG. 5, the undercover 70 is provided with a lower bulging portion 80 and the lower surface thereof is formed to be substantially flat, so that the undercover 70 improves the rectification of the underfloor traveling wind X, and in particular, the lower bulging portion. The lower surface of 80 is formed to be substantially flatter than the vertical width of the first vertical wall portion, so that the space above the lower bulging portion is enlarged and the flow of the underfloor traveling wind X is not inhibited.

As shown in FIGS. 2 and 5, a canister 83 (evaporative fuel adsorbing device) is disposed as an example of an auxiliary machine at the upper portion of the lower bulging portion 80 of the under cover 70, and the canister 83 is placed under the canister 83. The cover 70 is configured to protect.
Here, as the above-mentioned auxiliary machine, instead of the canister 83, an exhaust gas purifying apparatus (an exhaust purifying apparatus so-called SCR as a urea reduction type NOx catalyst), an electrical component such as a power storage unit, a vehicle control unit, a non-contact charging unit, etc. Other auxiliary machines may be used.

  Further, as shown in FIGS. 7 and 8, in the downward bulging portion 82 of the rear side member 72, the lower portion of the fuel tank 28 is extended to the downward bulging portion 82 side. In this embodiment, only the lower left portion of the fuel tank 28 is extended downward. However, only the lower right portion may be extended downward, and the lower portions on the left and right sides may be extended downward.

  As shown in FIGS. 2, 3, 7, and 8, the rear member is located at a position outside the vehicle width direction inner end of the first peeling portion 77 described above in the vehicle width direction outer side and separated from the vehicle rear side. A second vertical wall 84 that extends integrally with the vehicle 72 in the front-rear direction of the vehicle is provided.

As shown in FIG. 8, the second vertical wall 84 has a bead shape that protrudes further downward from the lower bulging portion 82 of the rear member 72 and extends in the front-rear direction of the vehicle.
As shown in FIGS. 2 and 3, the second vertical wall 84 is spaced apart from the first peeling portion 77 in the rear of the vehicle, ensuring the formability of the rear member 72 and the first peeling portion 77. The underfloor traveling wind X (see FIG. 2) that tries to escape to the outside in the vehicle width direction through the inner end in the vehicle width direction is guided by the second vertical wall 84 so as not to escape to the outside in the vehicle width direction. It is. That is, with the minimum second vertical wall 84, the underfloor traveling wind X that tends to escape to the outside in the vehicle width direction behind the first peeling portion 77 is effectively rectified, and the second vertical wall 84 is used to rear the rear member. 72 also serves as a reinforcement.

  As shown in FIGS. 2 and 3, the second peeling member 77 is integrated with the rear member 72 at a position outside the vehicle width direction inner end of the first peeling portion 77 and at the vehicle width direction outer side and at the rear of the vehicle. A peeling portion 85 is provided.

  The second peeling portion 85 is formed of an inclined surface 86 inclined backward and downward and a rear end edge 87 of the inclined surface 86 as shown in FIG. It is a thing.

  In this embodiment, the second peeling portion 85 is formed at a position closer to the front of the second vertical wall 84 and on the outer side in the vehicle width direction than the second vertical wall 84.

Accordingly, the range of the downward bulging portion 82 on the inner side in the vehicle width direction of the second peeling portion 85 is set as wide as possible, and the layout in the downward bulging portion 82 is improved, while the arrow in FIG. An underfloor traveling wind X shown in FIG. 2 is guided backward and downward in two stages by the first peeling portion 77 and the second peeling portion 85, and the underfloor traveling wind X is applied to a rear suspension device or the like positioned further rearward of the second peeling portion 85. While preventing X from hitting, it is configured to allow the underfloor running wind X to hit against a brake device (not shown) of the rear wheel 41.
Here, since the rear wheel 41 and the trailing arm 45 are close to the rear side of the second peeling portion 85 described above, there is a low possibility that the second peeling portion 85 interferes with snow accumulated on the ground when the vehicle moves backward. For this reason, it forms a rear end edge 87 for stripping the traveling wind in a shape with the rear end cut off.

  As shown in FIGS. 2 and 3, a third vertical wall 88 extending in the vehicle front-rear direction over the substantially entire length of the front member 71 in the front-rear direction is provided on the inner side in the vehicle width direction than the first vertical wall 75 described above. Yes.

  As shown in FIG. 4, the third vertical wall 88 at a position corresponding to the first vertical wall 75 described above is formed by an inner side wall in the vehicle width direction of the third vertical wall portion 89 having a concave cross section in the vehicle width direction. 3 and 5, the third vertical wall 88 at a position corresponding to the floor surface 73 of the front member 71 rises upward from the inner end in the vehicle width direction of the lower bulging portion 80. It is formed by a rising wall.

  As shown in FIGS. 2 and 3, the third peeling portion 90 is located on the outer side in the vehicle width direction than the above-described third vertical wall 88 and behind the first peeling portion 77 and the second peeling portion 85. Is provided. As shown in the figure, in this embodiment, the third peeling portion 90 is provided on the rear member 72 on the inner side in the vehicle width direction with respect to the second peeling portion 85.

  12 is a sectional view taken along the line II in FIG. 1, FIG. 13 is a perspective view showing the structure of the rear portion of the left undercover 70L, and FIG. 14 is a sectional view taken along the line JJ in FIG. FIG.

  As shown in FIGS. 2, 3, 12, 13, and 14, the third peeling portion 90 is configured such that the rear end thereof protrudes from the floor surface 74 as a rectifying surface that rectifies running air. And a slit 92 as an opening formed immediately downstream of the inclined surface 91. The slit 92 extends in the vehicle width direction. A plurality are provided in a straight line.

  Thus, by providing the third peeling portion 90 on the outer side in the vehicle width direction than the third vertical wall 88 and behind the first peeling portion 77, the third vertical wall 88 causes the central underfloor wind Z ( In this embodiment, the outflow to the side of the tunnel wind shown in FIG. 2 is delayed, and the central underfloor wind Z is efficiently separated by the third peeling portion 90. In addition, the movement of the underfloor wind (center underfloor wind Z) inside the first vertical wall 75 to the outside in the vehicle width direction can be suppressed by the third vertical wall 88, and more than the first peeling portion 77. By providing the 3rd peeling part 90 behind, it is comprised so that the substantially flat lower surface (refer floor surface 74) may be aimed at.

  FIG. 12 shows the flow of the underfloor wind (the underfloor wind at this position is both the underfloor running wind X and the central underfloor wind Z shown in FIG. 2). As shown by the arrows, the underfloor wind is effectively peeled off by the slits 92. On the other hand, when the slits 92 do not exist, the undercover 70 (the main part is the main part) as shown by the phantom arrows in FIG. Since the radius of curvature of the rear end of the lower surface of the undercover made of non-woven fabric is increased, the underfloor wind is difficult to peel off and has a locus shifted upward.

  As shown in FIG. 13, a columnar portion 93 is formed between the plurality of slits 92, 92 as openings, and as shown in FIGS. 12, 14, the slit 92 extends from the rear end of the inclined surface 91. A rear vertical wall 94 extending upward is formed integrally.

The rear vertical wall 94 is provided so as to extend upward from the rear end of the floor surface 74, which is a rectifying surface. Specifically, the rear vertical wall 94 is provided on the floor surface 74 so as to extend upward from the rear end of the vehicle via the inclined surface 91 serving as the front guide surface.
A substantially horizontal shelf portion 94S is formed at the rear end portion of the floor surface 74, which is the above-described rectifying surface, more specifically at the rear end portion of the inclined surface 91, and is recessed by one step from the inclined surface 91 to the rear vertical wall 94 side. The above-described third peeling portion 90 (peeling portion) that peels the traveling wind is formed by the slit 92 as an opening formed from the inclined surface 91 to the shelf portion 94S.

  The slit 92 as the opening is formed from the inclined surface 91 at the rear of the floor surface 74, which is a rectifying surface, to the shelf 94S, so that a material containing fiber that is difficult to form a sharp cross-sectional shape (specifically, Can be easily formed by punching the slit 92 at the rear end of the floor surface 74 of the undercover 70 to form the third peeling portion 90 as a peeling portion using a non-woven fabric as a main part) The traveling wind peeling portion 90 is formed at an appropriate position of the under cover 70.

  Specifically, by forming the above-described substantially horizontal shelf portion 94S, the inclined surface 91 (front guide surface) and the shelf portion 94S are substantially orthogonal to the opening punching direction of the mold used for the press work, and the press die When the slit 92 is punched and formed using a mold, even a material containing fiber can be punched and formed into a generally sharp shape.

  For this reason, the slit 92 as an opening can be punched and formed in an appropriate shape (a shape capable of peeling the traveling wind) immediately before the lower portion of the rear vertical wall 94. The peeling part 90 can be formed.

  In short, in the structure where it is necessary to provide the rear vertical wall 94 at the rear part of the underfloor member (under cover 70), when the peeling part 90 is formed so as to peel the traveling wind at the rear end part in the vehicle longitudinal direction as much as possible, When the processing curvature cannot be reduced due to the material of the underfloor member, the shelf portion 94S is formed, and the opening portion (slit 92) is formed so as to include the shelf portion 94S, thereby being close to the rear vertical wall 94. The peeling point P1 can be provided in the part to be performed.

  As shown in FIG. 14, the above-described third peeling portion 90 has a traveling wind peeling point P1 at the front end of the slit 92 and a vehicle lower side from the floor surface 74 whose rear end is a rectifying surface on the vehicle front side from the peeling point P1. And an inclined surface 91 (front guide surface) that is inclined so as to protrude to the front. Thereby, it forms so that the peeling area | region of driving | running | working wind may be aimed at by the said inclined surface 91 which is a front guide surface.

  As shown in FIGS. 13 and 14, the columnar portion 93 between the plurality of slits 92 and 92 is formed in an inclined structure in which the center 93 a is thick and inclined in a front-rear and rear-high shape. The left and right end portions 93b of the portion 93 are formed in a crank shape in cross section.

  In this way, by forming the end portion 93b of the columnar portion 93 in a cross-sectional crank shape, it is possible to ensure moldability even if the material includes a fibrous material (a material mainly composed of a nonwoven fabric), and the columnar portion. Since the center 93a of 93 has a thick and inclined structure, the strength of the undercover 70, particularly the snow resistance strength, is improved, and the undercover 70 is deflected so as to ride on snow by the inclined structure. The cover 70 is displaced upward to ensure a guide function that suppresses the entry of snow from the slit 92 as an opening.

  As shown in FIG. 13, a mounting portion 95 protruding upward is integrally formed at a position offset inward in the vehicle width direction with respect to the rear vertical wall 94 described above. As shown in FIGS. 3 and 10, the attachment portion 95 is a raised attachment portion whose lower and rear sides are open. In other words, a recessed portion 95A is provided that protrudes upward at a position shifted in the vehicle width direction from the rear vertical wall 94 and is open at the bottom. As shown in FIG. 10, the mounting portion 95 is fixed to a bracket 96 previously integrated with the tank fixing band 29 by using a fastener 97 as a mounting member.

  As shown in FIGS. 10 and 13, a frustoconical mounting portion 98 having a raised height lower than the raised height of the mounting portion 95 is provided on the floor surface 74 on the vehicle front side of the mounting portion 95 described above. A bulge is formed upward from the floor surface 74. As shown in FIG. 10, the attachment portion 98 is a raised attachment portion opened at the bottom, and the attachment portion 98 is integrated with the tank fixing band 29 in advance as shown in FIG. 10. It is fixed to the bracket 99 using a fastener 100 as an attachment member.

  As shown in FIGS. 10 and 13, the under cover 70 between the front and rear mounting portions 98 and 95 is formed with a fin mounting portion 101 that is recessed upward and inclined in a front, rear, and rear shape. A fin 102 made of an elastic member that peels off the underfloor wind Z is provided on the lower surface of the attachment portion 101. An attachment member such as a fastener (the attachment member itself is omitted from the illustration, but its attachment hole 101a is shown in FIG. 13). It is fixed using.

  As shown in FIG. 10, the above-described fin 102 protrudes downward and rearward from the rear portion of the floor surface 74 as a rectifying surface so as to separate the underfloor wind Z. In addition, the third peeling portion 90 described above is located at a position shifted outward from the fin 102 in the vehicle width direction, and at the rear end portion of the undercover 70 serving as an underfloor member, rearward in the vehicle longitudinal direction with respect to the fin 102. It is provided at a spaced position, and is formed so as to have a rear vertical wall 94 by an under cover 70.

  As a result, the rear vertical wall 94 is applied to the snow to protect the fins 102 when the vehicle is moving backward, and the fins 102 that are separate from the undercover 70 have good layout. However, although the durability against snow (snow resistance) is low, the fin 102 is used to optimize the peeling point P2 (see FIG. 10) by improving the layout flexibility of the fin 102 and to ensure the snow resistance of the fin 102. It is configured to achieve both.

  Further, as shown in FIG. 10, the fin 102 is attached to the fin attachment portion 101 so as to be positioned below the concave portion 95A. As shown in FIGS. It is formed of an elastic member having a cut line 102a opened on the side.

Here, the above-mentioned cut 102a is provided immediately below the above-mentioned recess 95A as shown in FIG. Further, EPDM (ethylene / propylene copolymer) is used as the elastic member for forming the fin 102 described above.
The above-described fin 102 is formed of an elastic member, and the cut 102a is formed in the fin 102 to prevent the snow from being picked up by the fin 102, and when snow enters the recess 95A, the snow is removed from the fin 102. The fin 102 is configured to prevent the traveling wind from entering the recess 95A and to prevent the turbulent flow caused by the inflow of the traveling wind into the recess 95A.

  FIG. 10 shows the flow of the underfloor wind (the underfloor wind at this position is mainly the central underfloor wind Z shown in FIG. 2). The underfloor wind is effectively peeled off at the peeling point P2 at the rear end of the fin 102. On the other hand, when the fin 102 is not present, the underfloor wind has a trajectory shifted upward as indicated by a virtual arrow in FIG. Become.

  Further, the underfloor member described above is the under cover 70, and the concave portion 95A is a concave portion of the under cover 70, and the concave portion 95A is configured to also serve as a mounting portion 95 of the under cover 70 to the vehicle body. Since the fin 102 is positioned below the concave portion 95A, the attachment portion 95 of the under cover 70 is protected by the fin 102 from water, mud (particularly, containing a corrosion promoting substance such as salt), or flying stones. It is comprised as follows.

  By the way, as shown in FIG. 6 which is a cross-sectional view taken along the line C-C in FIG. 1, the left and right attachment portions 103 of the undercover 70 (the attachment portion 103 at the outer end in the vehicle width direction of the first peeling portion 77, 2) is fixed to the vehicle body side, in this embodiment, the side sill inner 9 using fasteners or attachment members 104 such as bolts and nuts.

  Further, as shown in FIG. 7 which is a cross-sectional view taken along the line D-D in FIG. 2) is fixed to the vehicle body side, in this embodiment, at the overlapping position where the floor frame under panel 33 and the gusset 34 overlap vertically using an attachment member 106 such as a fastener or bolt or nut.

Further, as shown in FIGS. 2 and 3, the front member 71 of the under cover 70 is integrally provided with truncated cone-shaped attachment portions 107 and 108 that protrude upward so as to be attached to the floor frame lower 15 shown in FIG. Is formed.
The above-mentioned mounting portions 107 and 108 are tapered cone-shaped mounting portions whose lower portions are opened, and on the lower end upstream side, that is, the front side of each of the mounting portions 107 and 108, guide surfaces 107 a that are inclined downward from upstream to downstream. 108a is integrally formed in an arc shape along the opening peripheral surfaces of the mounting portions 107 and 108, and the underfloor traveling wind X is guided downward and rearward by the guide surfaces 107a and 108a, whereby the underfloor traveling wind X Is configured to prevent vortices from flowing into the mounting portions 107 and 108.

  In FIG. 1, 109, 110, and 111 are tunnel cross members, and in FIGS. 9 and 10, 112 is a stabilizer. In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inner side in the vehicle width direction, arrow OUT indicates the outer side in the vehicle width direction, and arrow UP indicates the upper side of the vehicle. The arrow LO indicates the vehicle lower side.

As described above, the underfloor structure of the automobile according to the above embodiment is provided with the underfloor member (see the undercover 70) between the front wheel 55 and the rear wheel 41 under the floor of the vehicle body, and the underfloor member (undercover 70) is provided in the underfloor member (undercover 70). An under-floor structure of an automobile in which a rectifying surface (see floor surface 74) is formed, and fins 102 that protrude downward and rearward are provided at the rear of the rectifying surface (floor surface 74) so as to separate the under-floor wind. The underfloor member is located at a position shifted from the fin 102 in the vehicle width direction and at a rear end portion of the underfloor member (see the under cover 70) and spaced apart from the fin 102 in the vehicle front-rear direction. The peeling part 90 (third peeling part) having the rear vertical wall 94 is formed by the ( see the under cover 70) (see FIGS. 1, 2, 3, 10, and 13).

In addition, the third peeling portion 90 is supported by the mounting portions 95 and 105 so as to protrude rearward and outward in a cantilevered state. Then, the third peeling portion 90 has an inclined surface 91, in the vehicle width direction outer end of the inclined surface 91, second vertical wall 84 extending in the front-rear direction of the vehicle is connected, the second vertical wall 84 Is extended to the vicinity of the lateral sides of the left and right attachment portions 105 of the under cover 70 described above, so that the inclined surface 91 and the second vertical wall 84 form a frame portion that borders the third peeling portion 90. And is reinforced.

  Thus, the restriction due to the position of the under cover mounting portion on the vehicle body side is reduced, and the third peeling portion 90 is placed at an appropriate position behind the fin 102 for peeling the underfloor wind Z and applying it to snow. In addition, the third peeling portion 90 can provide both strength to push out snow when the vehicle moves backward and protect the fins 102 and flexibility to warp upward when the pressure from the snow is excessive. is there.

  According to this configuration, the fin 102 is protected by placing the rear vertical wall 94 in front of the snow when the vehicle is moving backward, thereby protecting the fin 102. However, the fin 102 having low durability (snow resistance) against snow is provided. It is possible to achieve both the optimization of the peeling point P2 by improving the flexibility of the layout of the fins 102 and ensuring the snow resistance of the fins 102.

  In one embodiment of the present invention, a concave portion 95A is provided that protrudes upward at a position shifted in the vehicle width direction from the rear vertical wall 94 of the underfloor member (under cover 70), and has an open bottom. The fin 102 is located below the recess 95A, and the fin 102 is formed of an elastic member (for example, EPDM) having a cut 102a opened at the rear end side (see FIGS. 10 and 13). .

  According to this configuration, since the deformation of the fin 102 is allowed by the elasticity of the fin 102 and the cut 102a formed in the fin 102, when snow enters the recess 95A, the snow is released by the deformation of the fin 102. In addition, it is possible to prevent the turbulent flow caused by the traveling wind entering the recess 95A by the fin 102.

  In one embodiment of the present invention, the underfloor member is an under cover 70, the concave portion 95A is a concave portion of the under cover 70, and the concave portion 95A also serves as a mounting portion 95 of the under cover 70 to the vehicle body. (See FIG. 10).

  According to this configuration, the concave portion 95A also serves as the attachment portion 95 of the under cover 70 to the vehicle body, and the fin 102 is located at the lower portion of the concave portion 95A. It can be protected from sand, mud (especially those containing corrosion-promoting substances such as salt), or stepping stones.

  In one embodiment of the present invention, the underfloor member (see the undercover 70) is composed of a nonwoven fabric or a woven fabric, or a fiber layer aligned in a predetermined direction.

  According to this configuration, a material (cloth-like material such as a nonwoven fabric) that has poor moldability and is disadvantageous for the formation of the peeling portion 90 is used. And quietness can be improved.

  Nonwoven fabrics are preferable in terms of higher productivity than other fiber materials, woven fabrics are preferable in terms of high durability, and those in which fibers are aligned in a predetermined direction include tensile strength and vibration damping properties in a predetermined direction, etc. It is preferable in that the characteristics can be controlled.

In the correspondence between the configuration of the present invention and the above embodiment,
The underfloor member of the present invention corresponds to the under cover 70 of the embodiment,
Similarly,
The rectifying surface corresponds to the floor surface 74 formed substantially flat,
The peeling portion corresponds to the third peeling portion 90,
The present invention is not limited to the configuration of the above-described embodiment.
For example, the underfloor member is not limited to the under cover 70, but may be formed of a part of a vehicle body structure such as a floor panel or a cross member, or a part of an auxiliary machine. Further, the above-described peeling portion may be formed by a fuel tank or other auxiliary equipment. Further, as a material for the underfloor member, a fiber reinforced plastic such as CFRP or GFRP may be employed instead of a material having cloth-like fibers such as a nonwoven fabric.

  As described above, the present invention is useful for an under-floor structure of an automobile in which an under-floor member is provided between a front wheel and a rear wheel under the floor of a vehicle body, and a rectifying surface is formed on the under-floor member.

41 ... Rear wheel 55 ... Front wheel 70 ... Undercover (underfloor member)
74 ... Floor surface (rectifying surface)
90 ... peeling portion 94 ... rear vertical wall 95 ... mounting portion 95A ... recess 102 ... fin 102a ... cut

Claims (3)

An underfloor member is provided between the front wheel and the rear wheel under the floor of the vehicle body,
The underfloor member is an underfloor structure of an automobile in which a rectifying surface is formed,
A fin projecting downward and rearward to peel off the underfloor wind is provided at the rear of the rectifying surface,
At a position shifted in the vehicle width direction from the fin and at a position spaced rearward in the vehicle front-rear direction with respect to the fin at the rear end portion of the underfloor member, a peeling portion having a rear vertical wall is provided by the underfloor member. Formed ,
A concave portion that is raised upward at a position shifted in the vehicle width direction from the rear vertical wall of the underfloor member, and a lower portion is formed open, and the fin is located below the concave portion,
The underfloor structure of an automobile, wherein the fin is formed of an elastic member having a slit opened at a rear end side thereof . The underfloor member is an undercover,
The recess is a recess in the undercover,
The underfloor structure of an automobile according to claim 1 , wherein the concave portion also serves as a mounting portion of the under cover to a vehicle body. The underfloor member, automobile floor Shimogamae Concrete according to claim 1 or 2, a main part is composed of a layer of fibers aligned in the nonwoven or woven fabric or a predetermined direction.

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