JP7363607B2 - car body structure - Google Patents

Description

The present invention relates to a vehicle body structure that reduces air resistance during driving.

2. Description of the Related Art In recent years, various improvements have been made to vehicles in recent years, such as weight reduction, mechanical loss reduction, and air resistance reduction, in order to further improve fuel efficiency with the aim of reducing exhaust gas emissions.

For example, the aerodynamic device for a vehicle described in Patent Document 1 includes a movable liner portion that moves along the longitudinal direction of the vehicle on the front side of the front wheel in the wheel house of the front wheel. When the vehicle speed exceeds a predetermined speed, the movable liner moves toward the rear of the vehicle to reduce the gap between the front wheels and the movable liner, and when the vehicle speed falls below a predetermined speed, the movable liner moves toward the rear of the vehicle. Move to the side to increase the gap between the front wheel and the movable liner. As a result, when the speed exceeds a predetermined speed, air is prevented from flowing into the wheel house, and disturbance of the air flow on the sides of the front wheels is suppressed, thereby reducing air resistance.

Japanese Patent Application Publication No. 2007-186166

The movable liner section of the vehicle aerodynamic device described in Patent Document 1 includes a guide section that guides the movement of the vehicle in the longitudinal direction, a drive device for moving it, a stopper that prevents contact with the front wheel when approaching the front wheel, etc. This is not very preferable because the structure is relatively complicated and the weight increases.

The present invention was devised in view of these points, and an object of the present invention is to provide a vehicle body structure that has a simpler structure and can reduce air resistance of wheels without substantially increasing weight. do.

In order to solve the above-mentioned problems, a first aspect of the present invention provides a vehicle body structure that suppresses the inflow of air into a wheel house, which includes a wheel house that accommodates a wheel, and a vehicle body that includes a wheel house that has a surface surrounding the wheel house. a fender panel having a house outer periphery to cover, a door panel or the fender panel adjacent to the front side of the house outer periphery, the house outer periphery, and the door panel or the fender panel adjacent to the front side of the house outer periphery. and an air exhaust port that is formed between the two and opens to the side of the vehicle body to allow air from inside the vehicle body to be discharged to the side of the vehicle body. The outer peripheral part of the house includes a flat part extending rearward from the rear end edge of the air outlet so as to be substantially parallel to the front-rear direction, and a flat part extending rearward from the rear end edge of the flat part to the wheel. This is a vehicle body structure that includes an inclined surface portion that extends into the house and is bent at a predetermined inclination angle toward the inside of the vehicle body.

Next, a second invention of the present invention is a vehicle body structure that suppresses the inflow of air into a wheel house, which includes a wheel house that accommodates a wheel, and a house outer peripheral portion that covers the periphery of the wheel house on the vehicle body surface. an in-house mounting member attached to an edge of the outer periphery of the house on the side of the wheel and at least a front edge of the outer periphery of the house; and an air exhaust port that is formed between the vehicle body and the vehicle body and that opens to the side of the vehicle body to allow air from inside the vehicle body to be discharged to the side of the vehicle body. The in-house mounting member includes a flat part extending rearward from the rear end edge of the air outlet so as to be substantially parallel to the front-rear direction, and a flat part extending rearward from the rear end edge of the flat part. The vehicle body structure includes an inclined surface portion extending into the wheel house and bent at a predetermined inclination angle toward the inside of the vehicle body.

Next, a third invention of the present invention is the vehicle body structure according to the first invention or the second invention, wherein the air outlet is extended from the rear edge of the air outlet to the inside of the vehicle body and further forward of the vehicle body. The vehicle body structure includes a wall portion that extends to the air outlet and makes the flow of air discharged from the air outlet into a flow that is blown out in the width direction of the vehicle.

Next, a fourth invention of the present invention is the vehicle body structure according to any one of the first to third inventions, wherein the plane portion is adjacent to a front edge of the air outlet. This is a car body structure that does not protrude outward beyond the surface of the car body.

Next, a fifth invention of the present invention is the vehicle body structure according to any one of the first to fourth inventions, wherein the air outlet, the flat part, and the inclined surface part include: The vehicle body structure has an arc shape along the outer periphery of the wheel house.

Next, a sixth invention of the present invention is the vehicle body structure according to any one of the first to fifth inventions, wherein the radial width of the flat portion is set in the radial direction of the inclined surface portion. The car body structure is narrower than the width.

According to the first invention, when the vehicle is running, the air flowing along the side surface of the vehicle body (side air flow) is transmitted to the door panel (or fender panel), the air outlet, the flat part of the outer periphery of the house, and the inclined surface of the outer periphery of the house. , to the wheels. At this time, air is sucked out from the inside of the car body through the air outlet by the side air flow (see symbol A1 in Fig. 5), and the sucked air flows along the side of the car body together with the side air flow. (See reference numeral B1 in FIG. 5). Therefore, a state is created in which the suction airflow flows between the side surface of the vehicle body and the side airflow (see FIG. 5). After the suction airflow is sucked out from the air outlet by the side airflow, it flows along the flat surface, and separates (separates) from the sloped surface that is bent toward the inside of the vehicle body. This prevents the liquid from flowing into the wheel house (see Figure 5). This makes it possible to reduce the air resistance of the wheels with a simpler structure and almost no increase in weight.

In the second aspect of the invention, an in-house mounting member (for example, an arch molding) is provided on the edge of the outer periphery of the house on the wheel side and at least on the front edge of the outer periphery of the house. The air outlet is provided on the front side of the in-house mounting member, and the flat portion and the inclined surface portion are provided on the wheel house mounting member. Therefore, similar to the first invention, the sucked air flow is sucked out from the air outlet by the side air flow, flows along the flat part, and is separated (separated) from the slope part bent toward the inside of the vehicle body. ), which prevents side airflow from flowing into the wheelhouse (see Figure 5). This makes it possible to reduce the air resistance of the wheels with a simpler structure and almost no increase in weight.

According to the third invention, by making the suction air flow discharged from the air outlet into a flow that blows out in the vehicle width direction, the suction air flow can be more appropriately separated (separated) from the slope portion. . Furthermore, the air outlet can be easily and appropriately formed with a simple structure.

According to the fourth invention, the suction airflow from the air outlet can be appropriately flowed between the side surface of the vehicle body and the side airflow. Therefore, it is possible to more effectively suppress the side airflow from flowing into the wheel house.

According to the fifth invention, the air outlet, the flat surface portion, and the inclined surface portion are arranged in an appropriate range, so that the air resistance of the wheel can be reduced over a wider range.

According to the sixth invention, it is possible to more efficiently separate (separate) the air flow from the air outlet from the inclined surface portion.

FIG. 1 is a diagram showing the left side of a vehicle to which the vehicle body structure of the present invention is applied. FIG. 2 is an enlarged view of the area around the left rear wheel shown in FIG. 1, showing the vehicle body structure of the first embodiment, in which an air exhaust port is provided on the front side of the outer periphery of the house, and a flat portion and an inclined surface portion are provided on the outer periphery of the house. FIG. FIG. 3 is a perspective view of FIG. 2; 3 is a sectional view taken along line IV-IV in FIG. 2. FIG. With the vehicle body structure of the present invention, the side airflow flowing along the side of the vehicle body of a running vehicle generates a suction airflow from the air outlet, and the suction airflow suppresses the side airflow from flowing into the wheel house. FIG. FIG. 7 is a diagram illustrating a vehicle body structure according to a second embodiment in which a fender panel instead of a door panel is arranged on the front side of the outer periphery of a house in a two-door type vehicle or the like. In a third embodiment, an in-house mounting member is attached to the wheel side of the outer periphery of the house, an air outlet is provided on the front side of the in-house mounting member, and a flat part and an inclined surface part are provided in the in-house mounting member. FIG. 3 is a diagram illustrating a vehicle body structure.

EMBODIMENT OF THE INVENTION Below, the form for implementing this invention is demonstrated using drawing. Note that when front, rear, upper, lower, left, and right are written in the drawings, they indicate the front direction, rear direction, upper direction, lower direction, left direction, and right direction when viewed from the vehicle 1.

●[Exterior appearance of vehicle 1 (Figure 1)]
First, the appearance of the vehicle 1 will be described using FIG. 1. As shown in FIG. 1, when viewed from the outside of the vehicle 1 (when viewed from the left side of the vehicle 1), the vehicle 1 includes bumpers 11, 12, fender panels 21, 51, door panels 31, 32, wheel houses 41A, 42A, It has wheels 41, 42, a roof 61, pillars 62, 63, 64, 65, etc. The vehicle 1 has a chassis frame (not shown), and bumpers 11 and 12, fender panels 21 and 51, and pillars 62 to 65 are connected to the chassis frame. The roof 61 is connected to the pillars 62 to 65. Further, the fender panels 21, 51 have house outer peripheral portions 22, 52 that cover the peripheries of the wheel houses 41A, 42A.

The bumper 11, the fender panel 21, and the door panel 31 are attached to a chassis frame (not shown) and around the wheel house 41A. A wheel 41 is housed in the wheel house 41A. A house outer periphery 22, which is a part of the fender panel 21 and is formed in an arc shape so as to surround the periphery of the wheel house 41A (including a part of the front side of the vehicle body), is provided on the outer periphery of the wheel house 41A. It is provided.

Similarly, the bumper 12, fender panel 51, and door panel 32 are attached to a chassis frame (not shown) and around the wheel house 42A. The wheel 42 is housed in the wheel house 42A. An arc-shaped house outer periphery 52 is provided on the outer periphery of the wheel house 42A, which is a part of the fender panel 51 and surrounds the periphery of the wheel house 42A (including a part of the front side of the vehicle body). There is.

While the vehicle 1 is running, various air currents flow from the front to the rear along the surface of the vehicle 1, generating air resistance. For example, on the left side of the running vehicle 1, as shown in FIG. There is. In particular, the side airflow A1 passing through the wheels 41 and 42 flows into the wheel houses 41A and 42A on the front side of the wheels 41 and 42 due to the negative pressure generated in front of the rotating wheels 41 and 42, and flows into the wheel houses 41A and 42A on the front side of the wheels 41 and 42. 41 and 42 to generate relatively large air resistance. The vehicle body structure of the present invention further suppresses (reduces) the air resistance generated at the wheels 41 and 42 due to the side air flow A1 in FIG. Hereinafter, the vehicle body structure around the wheel 42 shown in FIG. 1 will be described as an example.

●[Vehicle body structure of the first embodiment (FIGS. 2 to 5)]
Next, the appearance of the surroundings of the wheels 42, the structure of the vehicle body, etc. of the first embodiment will be described using FIGS. 2 to 5. 2 is an enlarged view of the area around the wheel 42 in FIG. 1, FIG. 3 is a perspective view of the area around the wheel 42, and FIG. 4 is a sectional view taken along line IV-IV in FIG. 2. As shown in FIG. 2, the vehicle body structure of the first embodiment includes a wheel house 42A, a fender panel 51 having a house outer periphery 52, a door panel 32 adjacent to the front side of the house outer periphery 52, and a door panel between the house outer periphery 52 and the door panel. 32 and the like.

As shown in FIG. 4, the door panel 32 is composed of a door outer panel 32P and a door inner panel 32Q. Further, the house outer circumferential portion 52 is composed of a house outer circumferential portion outer panel 52P and a house outer circumferential portion inner panel 52Q. The air outlet 58 communicates the inside 1K of the vehicle body with the space outside the vehicle body.

As shown in FIGS. 2 and 3, when viewed from the outside of the vehicle 1, the fender panel 51 has an arcuate house outer peripheral portion 52 that surrounds the wheel house 42A on the surface of the vehicle body. Note that the wheel house 42A is a hollow portion that accommodates the wheel 42. A door panel 32 is provided adjacent to the front side of the house outer peripheral portion 52 when viewed from the outside of the vehicle 1. Note that "the front side of the house outer peripheral portion 52" refers to at least the front side of the rotation axis 42J of the wheel 42 shown in FIG. 2.

Further, as shown in FIGS. 2 to 4, an air exhaust port 58 is formed between the house outer circumference 52 and the door panel 32 adjacent to the front side of the house outer circumference 52. The air exhaust port 58 opens to the side of the vehicle body and allows air from the inside 1K of the vehicle body (see FIG. 4) to be discharged to the side of the vehicle body. In other words, the air outlet 58 communicates the inside 1K of the vehicle body with the lateral space of the vehicle body (space outside the vehicle body). Note that the air exhaust port 58 is provided in at least a portion of the front side of the house outer peripheral portion 52.

Further, as shown in FIGS. 2 to 4, the house outer peripheral portion 52 has a flat portion 52M and an inclined surface portion 52N. The flat portion 52M is a flat surface extending rearward from the rear end edge 52F of the air outlet 58 so as to be substantially parallel to the front-rear direction. The inclined surface portion 52N is a conical surface that extends from the rear edge 52MF of the flat portion 52M toward the inside of the wheel house 42A and is bent toward the inside of the vehicle body at a predetermined inclination angle θ1 (see FIG. 4). It is. Further, as shown in FIG. 4, on the side of the wheel 42 in the inclined surface portion 52N, an end portion 52T is formed which is bent further toward the inside of the vehicle body from the inclined surface portion 52N.

Further, as shown in FIG. 4, a wall portion 52H that is concave toward the front is provided inside the vehicle body from the air outlet 58. The wall portion 52H extends from the rear end edge 52F of the air outlet 58 toward the inside 1K of the vehicle body, and further extends toward the front of the vehicle body. The wall portion 52H is provided along the rear edge 52F of the air outlet 58. As shown in FIG. 5, when the air inside the vehicle body inner side 1K is sucked out from the air outlet 58 by the side air flow A1, it becomes a sucked air flow B1 that is blown out in the vehicle width direction by the wall portion 52H.

Further, as shown in FIG. 4, when the air outlet 58 is viewed from the AA direction, which is the front of the air outlet 58, the wall 52H can be seen behind the air outlet 58, but the vehicle body behind the wall 52H is visible. The inner 1K is hidden from view. This prevents the air outlet 58, which is a relatively large gap, from becoming unsightly.

As shown in FIG. 4, the flat portion 52M is the surface of the vehicle body adjacent to the front edge 32F of the air outlet 58 (in the case of FIG. 4, the surface of the door panel 32 on the outside of the vehicle body adjacent to the front edge 32F). This is a surface that does not protrude outward from the vehicle body. In the example shown in FIG. 4, the flat portion 52M is arranged to be substantially flush with the vehicle body surface adjacent to the front edge 32F (in the example of FIG. 4, the surface of the door panel 32 on the outside of the vehicle body) (on the same virtual plane). (disposed above), but may be disposed slightly inside the vehicle body from the surface of the vehicle body.

Further, as shown in FIG. 2, the air outlet 58, the flat portion 52M, and the inclined surface portion 52N are arcuate along the outer periphery of the wheel house 42A. Further, as shown in FIGS. 2 to 4, the radial width L2 of the flat portion 52M (the radial width of the wheel 42 on the flat portion 52M) is the radial width L3 of the slope portion 52N (the width of the wheel 42 on the slope portion 52N). radial width) (radial width L2<radial width L3). Further, as shown in FIGS. 2 to 4, the radial width L1 of the air outlet 58 (the radial width of the wheel 42 at the air outlet 58) is set narrower than the radial width L2 of the flat portion 52M (radial width L1 of the air outlet 58). direction width L1<radial direction width L2).

● [Flow of side airflow A1 when vehicle 1 is running (Figures 4 and 5)]
FIG. 5 shows the flow of the side air flow A1 (see FIG. 1) with respect to the vehicle body structure of the first embodiment described above using a solid line when the vehicle 1 is running. Further, in FIG. 5, the flow of the suction air flow B1, which is the flow of air sucked out from the inside 1K of the vehicle body via the air exhaust port 58 by the side air flow A1, is shown by a two-dot chain line.

As described above, "the radial width L1 of the air outlet 58 (see FIG. 4)"<"the radial width L2 of the flat part 52M (see FIG. 4)"<"the radial width L3 of the inclined surface part 52N (see FIG. 4)" The dimensions of the radial widths L1, L2, and L3 are set so that the widths L1, L2, and L3 are as follows. Further, the radial widths L1, L2, and L3 are set so that the sucked air flow B1 sucked out from the air outlet 58 and flowing along the flat surface portion 52M is appropriately separated (separated) from the inclined surface portion 52N. The values have been set to appropriate values through experiments and simulations using actual vehicles. Further, the upper limit of the radial width L1 of the air discharge port 58 is set to the radial width L2 of the flat portion 52M in order to avoid poor appearance. Further, the lower limit of the radial width L1 of the air discharge port 58 is preferably about 2 [mm] or more in order to ensure the above-mentioned flow rate and flow velocity in the suction air flow B1.

Further, the radial width L2 of the flat portion 52M shown in FIG. 4 is such that the suction air flow B1 is appropriately separated (separated) from the inclined surface portion 52N after flowing along the flat portion 52M, as shown in FIG. Appropriate values are set through experiments and simulations using actual vehicles. Similarly, the radial width L3 and the predetermined inclination angle θ1 of the inclined surface portion 52N shown in FIG. 4 are such that, as shown in FIG. Appropriate values have been set through experiments and simulations using actual vehicles, so that the distance between the two surfaces is separated (separated).

Through experiments and simulations using actual vehicles, for example, the radial width L1 is set to approximately 4.5 [mm], the radial width L2 is set to approximately 6 [mm], and the radial width L3 is set to approximately 6 [mm]. is set to about 22 [mm], and the predetermined inclination angle θ1 is set to about 17 [°].

Due to the appropriate dimensions and angles explained above, when the vehicle 1 is running, the side air flow A1 flowing along the door panel 32 is prevented from passing through the air outlet 58, as shown in FIG. , the air inside the inside 1K of the vehicle body is sucked out from the air exhaust port 58. The air sucked out from the air outlet 58 becomes a sucked air flow B1 that flows along the plane portion 52M by the side air flow A1. That is, the suction air flow B1 is located between the plane portion 52M and the side air flow A1.

Then, due to the above-mentioned appropriate dimensions (radial widths L1, L2, L3) and appropriate angles (predetermined inclination angle θ1), the suction air flow B1 flows along the flat portion 52M and then reaches the inclined surface portion 52N. , separates (separates) from the inclined surface portion 52N and flows. The suction air flow B1 separated (separated) from the slope portion 52N causes the side air flow A1 to separate (separate) from the slope portion 52N. As a result, the amount of air flowing into the wheel house 42A on the front side of the wheel 42 (the amount of the side air flow A1 , and the amount of the suction air flow B1), the air resistance is reduced.

In a conventional car body structure (not shown) (for example, a car body structure with a very narrow air outlet (or no air outlet)), the side air flow is separated from the inclined surface part, as shown in the [conventional] dotted line in Fig. 5. It flows along the slope without (separation). After the side air flow flows along the inclined surface portion, a larger amount of the side air flow flows into the wheel house 42A on the front side of the wheel 42, thereby generating larger air resistance. The inventor has confirmed that the vehicle body structure described in the first embodiment can reduce air resistance by about 1% compared to the conventional structure.

●[Vehicle body structure of the second embodiment in which the fender panel 51 instead of the door panel 32 is adjacent to the front side of the house outer periphery 52 (FIG. 6)]
The vehicle body structure of the first embodiment described above (the vehicle body structure explained using FIGS. 1 to 5) is an example of a four-door type vehicle, and the door panel 32 (rear door ) are adjacent to each other. In a two-door type vehicle, as shown in FIG. 6, there is no door panel 32 (rear door), there is no door panel 31 (front door) adjacent to the front side of the outer peripheral part 52 of the house, and there is no fender panel 51. Adjacent.

In the case of the two-door vehicle shown in FIG. 6, the air outlet 58 is not provided at the rear edge 31F of the door panel 31. In the case of the two-door vehicle shown in FIG. 6, the air outlet 58 is formed between the house outer circumference 52 and the fender panel 51 adjacent to the front side of the house outer circumference 52. Since the other points are the same as the first embodiment described above, it is possible to obtain the same effect (reduction of air resistance of the wheels) as in the first embodiment.

● [Vehicle body structure of the third embodiment using an in-house mounting member 72 instead of the house outer peripheral part 52 (FIG. 7)]
In the vehicle body structure of the first embodiment described above (the vehicle body structure explained using FIGS. 1 to 5), the house outer peripheral portion 52, which is a part of the fender panel 51, is provided with a flat portion 52M and an inclined surface portion 52N. , an air exhaust port 58 is provided on the front side of the outer peripheral portion 52 of the house. In the vehicle body structure of the third embodiment shown in FIG. 7, instead of the above-mentioned house outer peripheral part 52, an edge 52BF of the house outer peripheral part 52B on the wheel 42 side and at least a front edge of the house outer peripheral part 52B are used. An arc-shaped in-house mounting member 72 (for example, an arch molding) is attached to the portion 52BF. The in-house mounting member 72 is provided with a flat portion 72M and an inclined surface portion 72N, and an air outlet 78 is provided between the in-house mounting member 72 and the house outer peripheral portion 52B.

The air exhaust port 78 is formed between the house outer peripheral portion 52B and the in-house mounting member 72, and is opened to the side of the vehicle body to allow air from inside the vehicle body to be discharged to the side of the vehicle body. , which communicates the inside of the vehicle body with the outside of the vehicle body.

The flat portion 72M is a flat surface extending rearward from the rear end edge 72F of the air outlet 78 so as to be substantially parallel to the front-rear direction. The inclined surface portion 72N is a conical surface that extends from the rear end edge 72MF of the flat portion 72M toward the inside of the wheel house 42A and is bent toward the inside of the vehicle body at a predetermined inclination angle. Further, on the side of the wheel 42 in the inclined surface portion 72N, an end portion is formed which is further bent toward the inside of the vehicle body from the inclined surface portion 72N (not shown).

The structures of the flat part 72M, the inclined surface part 72N, and the air outlet 78 are the same as those of the flat part 52M, the inclined surface part 52N, and the air outlet 58 of the first embodiment described above, so the explanation will be omitted. Furthermore, the radial width L1 of the air exhaust port 78, the radial width L2 of the flat portion 72M, and the L3 of the inclined surface portion 72N are also the same as the radial width L1 of the air exhaust port 58 and the flat portion 52M of the first embodiment. The radial width L2 is the same as the radial width L3 of the inclined surface portion 52N. Therefore, the same effect as the first embodiment (reduction of air resistance of the wheels) can be obtained.

The in-house mounting member 72 is convenient because it can be easily installed inside an existing front wheel wheel house or a rear wheel wheel house. Moreover, it is particularly convenient for the front wheel house 41A (see FIG. 1), which has no door on the front side and whose front side is mostly the bumper 11 (see FIG. 1).

As shown in FIGS. 2 and 6, the vehicle body structure described above in the first and second embodiments includes a flat part 52M and an inclined surface part 52N formed on the outer peripheral part 52 of the house of the fender panel 51, and Since it is only necessary to form the air outlet 58 on the front side of the outer circumferential portion 52, the structure is very simple, there is almost no increase in weight, and the air resistance of the wheels can be reduced.

Further, as shown in FIG. 7, the vehicle body structure of the third embodiment in which an in-house mounting member 72 is added to the wheel house 42A can be easily applied to a front wheel wheel house or an existing wheel house. . Further, the in-house mounting member 72 can be made of a relatively small and lightweight member using a thin steel plate, resin, etc., and there is almost no increase in weight, and the air resistance of the wheels can be reduced.

The vehicle body structure of the present invention is not limited to the appearance, configuration, structure, etc. described in this embodiment, and various changes, additions, and deletions can be made without changing the gist of the present invention.

In the description of this embodiment, as shown in FIG. 4, a wall portion 52H that extends from the rear edge 52F of the air outlet 58 to the inside of the vehicle body and further curves toward the front of the vehicle body will be described. Although an example in which the curved wall portion 52H is provided has been described, a simple inclined surface may be provided instead of the curved wall portion 52H.

In the description of the present embodiment, as shown in FIG. 4, an example has been described in which the flat portion 52M does not protrude further to the outside of the vehicle body than the surface of the vehicle body adjacent to the front edge 32F of the air outlet 58; The portion 52M may protrude to the outside of the vehicle body (if only slightly) beyond the vehicle body surface adjacent to the front edge 32F.

In the description of this embodiment, as shown in FIG. 2, FIG. 6, and (FIG. 7), the air outlet 58 (78), the flat surface portion 52M (72M), and the inclined surface portion 52N (72N) are connected to the outer periphery of the wheel house. Although an example has been described in which the wheel is formed in an arc shape along the wheel house from the front side to the upper side and further to the rear side, it may be formed at least a part of the front side of the wheel house, and the shape is not an arc shape. Good too.

In addition, in the description of the present embodiment, the door panel 32 of a four-door type vehicle is illustrated as an example of a door that has a hinge in front of the rear door and opens and closes at the rear of the rear door. The vehicle body structure of the present invention can be applied to various types of vehicles, such as rear door type vehicles.

Further, terms such as greater than or equal to (≧), less than or equal to (≦), greater than (>), less than (less than) (<), etc. may or may not include an equal sign. Further, the numerical values used in the description of this embodiment are merely examples, and the present invention is not limited to these numerical values.

1 Vehicle 1K Inside of vehicle body 11, 12 Bumper 21 Fender panel 22 House outer periphery 31, 32 Door panel 32F Front edge (front edge of air outlet)
32P Door outer panel 32Q Door inner panel 41, 42 Wheels 41A, 42A Wheel house 42J Rotation axis 51 Fender panel 52 House outer periphery 52B House outer periphery 52BF Edge 52F Rear edge (rear edge of air outlet)
52H Wall part 52M Plane part 52MF Rear edge (rear edge of plane part)
52N Inclined surface portion 52P House outer peripheral panel 52Q House outer peripheral inner panel 52T End portion 58 Air exhaust port 61 Roof 62, 63, 64, 65 Pillar 72 In-house mounting member 72F Rear edge (rear edge of air exhaust port)
72M Flat part 72MF Rear edge (rear edge of flat part)
72N Inclined surface portion 78 Air outlet A1, A2 Side airflow B1 Suction airflow L1, L2, L3 Radial width θ1 Predetermined inclination angle

Claims (6)

A vehicle body structure that suppresses air inflow into the wheel house,
a wheel house that accommodates the wheels;
a fender panel having a house outer circumferential portion that covers the wheel house on the vehicle body surface;
a door panel or the fender panel adjacent to the front side of the outer periphery of the house;
It is formed between the outer periphery of the house and the door panel or the fender panel adjacent to the front side of the outer periphery of the house, and opens to the side of the vehicle body to discharge air from inside the vehicle body to the side of the vehicle body. an air outlet that allows
has
The outer periphery of the house is
a flat portion extending rearward from the rear end edge of the air outlet so as to be substantially parallel to the front-rear direction;
an inclined surface portion extending from a rear end edge of the flat portion toward the inside of the wheel house , exposed to the side of the vehicle body , and bent at a predetermined inclination angle toward the inside of the vehicle body;
an end portion of the inclined surface portion that is further bent from the wheel side toward the inside of the vehicle body;
has,
Vehicle structure. A vehicle body structure that suppresses air inflow into the wheel house,
a wheel house that accommodates the wheels;
a fender panel having a house outer circumferential portion that covers the wheel house on the vehicle body surface;
an in-house mounting member attached to an edge on the wheel side of the outer periphery of the house and at least a front edge of the outer periphery of the house;
an air exhaust port that is formed between the outer peripheral part of the house and the in-house mounting member and that opens to the side of the vehicle body to allow air from inside the vehicle body to be discharged to the side of the vehicle body;
has
The in-house mounting member is
a flat portion extending rearward from the rear end edge of the air outlet so as to be substantially parallel to the front-rear direction;
an inclined surface portion extending from a rear end edge of the flat portion toward the inside of the wheel house and bent at a predetermined inclination angle toward the inside of the vehicle body;
has,
Vehicle structure. The vehicle body structure according to claim 1 or 2,
a wall portion extending from the rear end edge of the air outlet to the inside of the vehicle body and further extending to the front of the vehicle body to cause the flow of air discharged from the air outlet to be blown out in the vehicle width direction; has,
Vehicle structure. The vehicle body structure according to any one of claims 1 to 3,
The flat portion does not protrude further to the outside of the vehicle body than the surface of the vehicle body adjacent to the front edge of the air outlet.
Vehicle structure. The vehicle body structure according to any one of claims 1 to 4,
The air outlet, the flat part, and the inclined surface part have an arc shape along the outer periphery of the wheel house.
Vehicle structure. The vehicle body structure according to any one of claims 1 to 5,
The radial width of the flat portion is set to be narrower than the radial width of the inclined surface portion.
Vehicle structure.

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