JPH0752836A - Under floor structure for automobile - Google Patents

Under floor structure for automobile

Info

Publication number
JPH0752836A
JPH0752836A JP20767593A JP20767593A JPH0752836A JP H0752836 A JPH0752836 A JP H0752836A JP 20767593 A JP20767593 A JP 20767593A JP 20767593 A JP20767593 A JP 20767593A JP H0752836 A JPH0752836 A JP H0752836A
Authority
JP
Japan
Prior art keywords
vehicle
air
underfloor structure
flow
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP20767593A
Other languages
Japanese (ja)
Other versions
JP2751794B2 (en
Inventor
Moritsune Nakada
守恒 中田
Masatoshi Aoki
正利 青木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP20767593A priority Critical patent/JP2751794B2/en
Priority to US08/291,807 priority patent/US5513893A/en
Priority to DE4429924A priority patent/DE4429924B4/en
Publication of JPH0752836A publication Critical patent/JPH0752836A/en
Application granted granted Critical
Publication of JP2751794B2 publication Critical patent/JP2751794B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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  • Body Structure For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

PURPOSE:To provide an automobile under floor structure which can reduce air resistance under the floor of a vehicle and improve cooling ability of a heating section such as a brake and a transmission. CONSTITUTION:The lower side of a high pressure section such as an engine room 10 formed separately in the front of a vehicle is closed with an under cover 13, and a pair of ducts 17, 17 which communicate with the high pressure section and flow out air in the high pressure section toward the outside of the side of the vehicle in its front are formed at positions about symmetrical to the center line of the vehicle in the rear half part of the under cover 13. A throttle part 21 which contracts an air flow flowing from the front of the vehicle along the lower side of the under cover 13 and flows out it toward a transmission 5 behind the under cover 13 is formed between a pair of the above ducts 17, 17, and provided with an air guide, and a space between the surroundings of the transmission 5 and the side of the vehicle is communicated through a communicating tube.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【産業上の利用分野】本発明は、自動車のアンダーフロ
ア構造に関する。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle underfloor structure.

【0002】[0002]

【従来の技術】従来、自動車のアンダーフロア構造とし
て、床下をフラット化して空力特性を向上するようにし
たものが知られている。これを図11によって説明する
と、1は車体本体、3はセンターフロアで、その中央部
にフロアトンネル4を車体前後方向に形成してあり、こ
のフロアトンネル4からリヤフロア6に亘って、トラン
スミッション5、プロペラシャフト8、リヤデフ7など
の駆動伝達系を配設してある。そして、車体本体1の左
右フロントホィールハウス9,9およびダッシュロアパ
ネル11で隔成されたエンジンルーム10の下側開放部
を平板状のアンダーカバー113で閉塞し、該エンジン
ルーム10の下側を極力フラットに構成することことに
より床下部の空気流の流速を向上させ、空気抵抗および
揚力の低減を図るようにしている。
2. Description of the Related Art Conventionally, as an underfloor structure for an automobile, there is known an underfloor structure in which the underfloor is flattened to improve aerodynamic characteristics. This will be described with reference to FIG. 11. Reference numeral 1 is a vehicle body, 3 is a center floor, and a floor tunnel 4 is formed in the center of the body in the front-rear direction of the vehicle. The transmission 5 extends from the floor tunnel 4 to the rear floor 6. A drive transmission system such as a propeller shaft 8 and a rear differential 7 is arranged. Then, the lower open portion of the engine room 10 separated by the left and right front wheel houses 9 and 9 of the vehicle body 1 and the dash lower panel 11 is closed by a flat undercover 113, and the lower side of the engine room 10 is closed as much as possible. The flat structure improves the flow velocity of the air flow under the floor, thereby reducing air resistance and lift.

【0003】一方、このように、エンジンルーム10の
下側開放部をアンダーカバー113で閉塞した場合、図
外のラジェータを通過した高温の空気がエンジンルーム
10の下側から排出されにくくなって、エンジンルーム
10内に高温の空気がとどまり、エンジンルーム10内
の雰囲気温度が上昇したり、また、ルーム10内が高圧
となるためにラジェータ開口部より冷却空気を導入しづ
らくなって、ラジェータ性能が悪化してしまうため、前
記アンダーカバー113には左右のフロントホィールハ
ウス9,9間の領域の略全面に多数のルーバ113aを
開設し、これらルーバ113aからエンジンルーム10
内の熱気を排出するようにしている。この類似構造は、
例えば、実開昭60−105526号公報に示されてい
る。
On the other hand, when the lower opening of the engine room 10 is closed with the under cover 113, the high temperature air passing through the radiator (not shown) is less likely to be discharged from the lower side of the engine room 10. High temperature air stays in the engine room 10 and the ambient temperature in the engine room 10 rises, and the high pressure in the room 10 makes it difficult to introduce cooling air from the radiator opening, resulting in improved radiator performance. Therefore, a large number of louvers 113a are provided on the undercover 113 in substantially the entire area between the left and right front wheel houses 9, and the louvers 113a are used to open the engine room 10.
The hot air inside is exhausted. This similar structure is
For example, it is disclosed in Japanese Utility Model Laid-Open No. 60-105526.

【0004】図11に示す従来例では、アンダーカバー
113の略全面から多数のルーバ113aを通してエン
ジンルーム10内からの流速の遅い空気流が流出するた
め、このアンダーカバー113の下方で車両前方からの
高速の床下流れが減速して、センターフロア3、リヤフ
ロア6の床下流れは図のU11,U12,U13,U14で示す
ような流速分布となり、フロアの車幅方向中央部分の流
速が低くなってしまう。
In the conventional example shown in FIG. 11, an air flow having a slow flow rate from the inside of the engine room 10 flows out from substantially the entire surface of the under cover 113 through a large number of louvers 113a. The high-speed underfloor flow is decelerated, and the underfloor flow on the center floor 3 and the rear floor 6 has a flow velocity distribution as shown by U 11 , U 12 , U 13 , and U 14 in the figure, and the flow velocity at the center portion in the vehicle width direction of the floor is It will be low.

【0005】これは、例えば、車速120km/h相当
の風洞実験によると、フロア下側の発熱部であるトラン
スミッション5部分、リヤデフ7部分では、いずれも冷
却風速が比較的低くなり、これらトランスミッション
5、リヤデフ7の十分な冷却効果が得られなくなってし
まう一方、車両側方のサイドフロアの流速の高い空気流
がそのまま後輪15に当たるため、後輪15での抗力が
大きくなってしまう。
This is because, for example, in a wind tunnel experiment corresponding to a vehicle speed of 120 km / h, the cooling wind speed becomes relatively low in both the transmission 5 part and the rear differential 7 part, which are the heat generating parts on the lower side of the floor. While the sufficient cooling effect of the rear differential 7 cannot be obtained, the high-flow airflow on the side floor on the side of the vehicle directly hits the rear wheels 15, so that the drag force on the rear wheels 15 increases.

【0006】また、前輪揚力に対して後輪揚力が大きく
なって操縦安定性に影響を及ぼしてしまう。
Further, the rear wheel lift is greater than the front wheel lift, which affects the steering stability.

【0007】さらに、渋滞時等にはアンダーカバー11
3の略全面に設けたルーバ113aから排出されたエン
ジンルーム10内の熱気がアンダーカバー113の後方
に十分掃気されず、該アンダーカバー113の下部付近
にとどまるため、この高温の空気が再び図外のラジェー
タより循環する恐れがある。
Further, the undercover 11 is used when traffic is congested.
The hot air in the engine room 10 discharged from the louver 113a provided on substantially the entire surface of No. 3 is not sufficiently scavenged to the rear of the under cover 113 and stays near the lower portion of the under cover 113. It may circulate from other radiators.

【0008】そこで、上記の抗力を低減すると共にフロ
ア下側の発熱部の冷却効果を高めるため、他の従来例と
して、図12に示すようにアンダーカバー213後半部
に前記ルーバ113aに代って左右一対のダクト217
を設けると共にその車幅方向中央部にアンダーカバー2
13下側の空気流を縮流する絞り部221を設けて、車
両前部の高圧部から流出する空気流とアンダーカバー2
13下側の空気流とを制御することを本出願人は提案し
ている(特願平4−138440)。
Therefore, in order to reduce the above-mentioned drag force and enhance the cooling effect of the heat generating portion under the floor, as another conventional example, as shown in FIG. 12, the louver 113a is replaced in the rear half of the under cover 213. A pair of left and right ducts 217
The undercover 2 is provided at the center of the vehicle in the vehicle width direction.
13 is provided with a throttle portion 221 for contracting the air flow on the lower side, and the air flow flowing out from the high pressure part at the front of the vehicle and the under cover 2
The applicant of the present invention has proposed to control the air flow below 13 (Japanese Patent Application No. 4-138440).

【0009】こうすることにより、図13,14に示す
ように、ダクト217からの空気流は遅い流れU3 とな
って後輪15に向かい抗力低減効果を高め、一方、絞り
部221からの車両中心線に沿う空気流は縮流により速
い流れU2 となってフロア下側発熱部の冷却効果を高め
ることができる。
By doing so, as shown in FIGS. 13 and 14, the air flow from the duct 217 becomes a slow flow U 3 toward the rear wheel 15 to enhance the drag reducing effect, while the vehicle from the throttle portion 221 is increased. The air flow along the center line becomes a fast flow U 2 due to the contraction flow, so that the cooling effect of the heat generating portion under the floor can be enhanced.

【0010】[0010]

【発明が解決しようとする課題】しかしながら、このよ
うな自動車のアンダーフロア構造においても、車両前部
からの空気流は流速の速い領域Bと流速の遅い領域A
(図13)とに制御されているものの、つぎのような改
善すべき課題が見付かった。すなわち、遅い流れU3
領域Aが図13のようになっているため、センタフロア
3部で前輪19の後方に流速の速い領域Cが生じてしま
い、車両の凹凸面の影響により車両の空気抵抗が増加す
ると共に、前輪ブレーキの冷却に利用できる冷却風も車
両側方へ逃げてしまい十分な前輪ブレーキ冷却風が得ら
れない。この流速の速い領域Cは、ダクト217からの
遅い流れと前輪19とによって前方からの流れが縮流さ
れるために生じたもので、実験で明らかになったもので
ある。
However, even in such an underfloor structure of an automobile, the air flow from the front part of the vehicle has a high flow velocity region B and a low flow velocity region A.
Although it was controlled by (Fig. 13), the following problems to be improved were found. That is, since the area A of the slow flow U 3 is as shown in FIG. 13, an area C of high flow velocity is generated behind the front wheel 19 in the center floor 3 part, and the air flow of the vehicle is affected by the uneven surface of the vehicle. As the resistance increases, the cooling air that can be used for cooling the front wheel brakes also escapes to the side of the vehicle, and sufficient front wheel brake cooling air cannot be obtained. The region C where the flow velocity is high is caused by the slow flow from the duct 217 and the flow from the front being contracted by the front wheel 19, and has been clarified by the experiment.

【0011】つぎに、絞り部221で縮流された速い流
れU2 の領域Bでは、ダクト217からの遅い流れU3
の領域Aの流れの拡散により空気圧力が回復(上昇)し
てしまい、発熱部の一つであるリヤデフ7付近では速い
流れU2 がなくなり、リヤデフ7の十分な冷却風が得ら
れない。
Next, in the region B of the fast flow U 2 contracted by the throttle portion 221, the slow flow U 3 from the duct 217.
The air pressure is recovered (increased) due to the diffusion of the flow in the area A, the fast flow U 2 disappears in the vicinity of the rear differential 7, which is one of the heat generating parts, and sufficient cooling air for the rear differential 7 cannot be obtained.

【0012】さらに、絞り部で縮流された速い流れU2
は図14に示すように、絞り部221後端でトランスミ
ッション5から離れて、発熱部であるトランスミッショ
ン5の側面部へ流れる冷却風が減少してしまうという課
題があった。
Further, a fast flow U 2 contracted at the throttle portion
As shown in FIG. 14, there is a problem in that the cooling air that flows away from the transmission 5 at the rear end of the throttle portion 221 and flows to the side surface portion of the transmission 5 that is the heat generating portion decreases.

【0013】本発明は、このような新たな課題に着目し
てなされたものであり、車両の床下の空気流れを制御す
ることにより、床下の空気抵抗を低減させると共に、ブ
レーキやトランスミッションなどの発熱部の冷却性向上
を可能にする自動車のアンダーフロア構造を提供するこ
とを目的とする。
The present invention has been made in view of such a new problem. By controlling the air flow under the floor of a vehicle, the air resistance under the floor is reduced and heat generated by a brake, a transmission, or the like is reduced. It is an object of the present invention to provide an underfloor structure for an automobile that can improve the cooling performance of a part.

【0014】[0014]

【課題を解決するための手段】上記課題を解決するため
に、請求項1に記載の発明は、車両前部に隔成されたエ
ンジンルーム等の高圧部の下側を平板状の床部材で閉塞
し、この床部材の車両中心線に対して略対称位置に、前
記高圧部に連通して該高圧部内の空気を後輪に指向して
流出させる一対の熱気排出部を形成すると共に、これら
一対の熱気排出部間に、車両前部から床部材の下側に沿
って流れる空気流を縮流して床部材後方のフロア下側の
発熱部に指向して流出させる絞り部を形成した自動車の
アンダーフロア構造であって、車両床下領域の後方部で
の空気流の圧力上昇を防止する熱気流出方向制御手段
と、前記絞り部から流出する空気流を車両上方へ向ける
ガイド手段と、前記絞り部から流出する空気流の前記発
熱部からの剥離を防止する剥離防止手段のうちの少なく
とも一つの手段を前記床部材の後半部に設けたことを特
徴とする。
In order to solve the above-mentioned problems, the invention according to claim 1 uses a flat plate-like floor member on the lower side of a high-pressure part such as an engine room which is separated from the front part of the vehicle. Forming a pair of hot air exhausting portions that are closed and that are in substantially symmetrical positions with respect to the vehicle center line of the floor member and that communicate with the high pressure portion and cause the air in the high pressure portion to flow out toward the rear wheels. Between a pair of hot air discharge parts, a throttle part is formed in which an airflow that flows from the vehicle front part along the lower side of the floor member is contracted and directed toward the heat generating part below the floor behind the floor member. An underfloor structure, hot air outflow direction control means for preventing pressure rise of the air flow in the rear part of the vehicle underfloor region, guide means for directing the air flow flowing out from the throttle part to the upper side of the vehicle, and the throttle part Of the air flow flowing out of the At least one means of peeling prevention part which is characterized in that provided in the latter half portion of the floor member.

【0015】請求項2に記載の発明は、請求項1に記載
の自動車のアンダーフロア構造であって、前記熱気流出
方向制御手段は、前記一対の熱気排出部が車両前部にて
車両側方外側へ向いてなることを特徴とする。
According to a second aspect of the present invention, there is provided the underfloor structure for an automobile according to the first aspect, wherein in the hot air outflow direction control means, the pair of hot air discharge parts is located on a side of the vehicle at a front part of the vehicle. Characterized by facing outwards.

【0016】請求項3に記載の発明は、請求項1に記載
の自動車のアンダーフロア構造であって、前記熱気流出
方向制御手段は、前記一対の熱気排出部の側壁が車両後
部にて車両側方外側に指向してなることを特徴とする。
According to a third aspect of the present invention, there is provided the underfloor structure for an automobile according to the first aspect, wherein in the hot air outflow direction control means, the side walls of the pair of hot air discharge portions are at the vehicle rear side at the vehicle side. It is characterized in that it is directed outward.

【0017】請求項4に記載の発明は、請求項2または
請求項3に記載の自動車のアンダーフロア構造であっ
て、前記熱気排出部からの空気流を車両後部にて車両側
方外側に指向させる整流板を該熱気排出部に設けたこと
を特徴とする。
According to a fourth aspect of the present invention, there is provided an underfloor structure for a vehicle according to the second or third aspect, wherein the air flow from the hot air exhaust portion is directed to the lateral outside of the vehicle at the rear of the vehicle. A rectifying plate is provided in the hot air discharge part.

【0018】請求項5に記載の発明は、請求項1に記載
の自動車のアンダーフロア構造であって、前記ガイド手
段は、エアガイドを前記絞り部後端で、前記発熱部の車
幅方向の幅を除く当該絞り部の幅範囲に配設してなるこ
とを特徴とする。
According to a fifth aspect of the present invention, there is provided the underfloor structure for an automobile according to the first aspect, wherein the guide means has an air guide at the rear end of the throttle portion in the vehicle width direction of the heat generating portion. It is characterized in that it is arranged within the width range of the narrowed portion excluding the width.

【0019】請求項6に記載の発明は、請求項5に記載
の自動車のアンダーフロア構造であって、前記エアガイ
ドの車幅方向内側の少なくとも一端に、車両上方へ向か
う空気流と他の空気流とを隔離する隔離板を配設したこ
とを特徴とする。
According to a sixth aspect of the present invention, there is provided an underfloor structure for an automobile according to the fifth aspect, in which at least one end of the air guide on the inner side in the vehicle width direction has an air flow directed upwardly of the vehicle and other air. It is characterized in that a separating plate for separating the flow is arranged.

【0020】請求項7に記載の発明は、請求項1に記載
の自動車のアンダーフロア構造であって、前記剥離防止
手段は、前記発熱部の周辺部と該周辺部よりも空気圧力
が低い部分とを連通させてなることを特徴とする。
A seventh aspect of the present invention is the underfloor structure for an automobile according to the first aspect, wherein the peeling prevention means has a peripheral portion of the heat generating portion and a portion having a lower air pressure than the peripheral portion. It is characterized by connecting with and.

【0021】[0021]

【作用】請求項1に記載の発明によれば、熱気流出方向
制御手段、空気流のガイド手段、空気流の発熱部からの
剥離を防止する剥離防止手段のうちの少なくとも一つを
備えることにより、床下空気の流れを制御できるので、
床下の空気抵抗を低減すると共にブレーキやトランスミ
ッションなどの発熱部の冷却性を向上できる。
According to the invention described in claim 1, at least one of hot air outflow direction control means, air flow guide means, and separation prevention means for preventing separation of the air flow from the heat generating portion is provided. , Because the flow of air under the floor can be controlled,
It is possible to reduce air resistance under the floor and improve cooling performance of heat generating parts such as a brake and a transmission.

【0022】請求項2に記載の発明によれば、一対の熱
気排出部が車両前部にて車両側方外側へ向いているの
で、熱気排出部から流出する遅い流れの領域が車両外側
へ拡大し、前輪後方の速い流れの領域が大きく減少する
ので、センターフロア領域で床下の空気抵抗が低減され
る。また、車両後部で車両中心部を通過する速い流れは
圧力が回復することなく車両後端まで達し、リヤデフの
冷却性が向上する。さらに、速い流れが前輪ブレーキ周
りに導入されるので、前輪ブレーキの冷却性が向上す
る。
According to the second aspect of the present invention, since the pair of hot air exhaust portions face toward the vehicle lateral outside in the front portion of the vehicle, the slow flow region flowing out from the hot air exhaust portion expands to the vehicle outer side. However, since the area of fast flow behind the front wheels is greatly reduced, the air resistance below the floor is reduced in the center floor area. Further, the fast flow passing through the center of the vehicle at the rear of the vehicle reaches the rear end of the vehicle without recovering the pressure, and the cooling performance of the rear differential is improved. Further, since a fast flow is introduced around the front wheel brake, the cooling performance of the front wheel brake is improved.

【0023】請求項3に記載の発明によれば、一対の熱
気排出部の側壁が車両後部にて車両側方外側に指向して
いるので、熱気排出部から流出する空気流の車両外側へ
向く指向性は上記請求項2よりもさらに向上する。その
結果、センターフロア領域での床下空気抵抗の低減、リ
ヤデフと前輪ブレーキとの冷却性がさらに向上する。
According to the third aspect of the present invention, since the side walls of the pair of hot air exhaust portions are directed toward the vehicle lateral outside at the vehicle rear portion, the air flow flowing out from the hot air exhaust portion is directed toward the vehicle outer side. The directivity is further improved as compared with claim 2. As a result, the underfloor air resistance in the center floor region is reduced, and the cooling properties of the rear differential and the front wheel brakes are further improved.

【0024】請求項4に記載の発明によれば、車両側方
外側へ向いている熱気排出部、または側壁が車両後部に
て車両側方外側に指向している熱気排出部、にそれぞれ
整流板を付加することにより、請求項2,3の効果に整
流効果が加わり、流出空気流の指向性は理想的なものと
なる。こうして、センターフロア領域での床下空気抵抗
の低減、リヤデフと前輪ブレーキとの冷却性が一層向上
する。
According to the fourth aspect of the invention, the straightening vanes are respectively provided in the hot air exhaust portion facing the vehicle lateral outside or in the hot air exhaust portion having the side wall facing the vehicle lateral outside at the rear portion of the vehicle. By adding the, the rectifying effect is added to the effects of claims 2 and 3, and the directivity of the outflow air flow becomes ideal. In this way, the underfloor air resistance in the center floor region is reduced, and the cooling properties of the rear differential and the front wheel brakes are further improved.

【0025】請求項5に記載の発明によれば、絞り部の
後端にエアガイドを付加することによって、絞り部で縮
流された速い流れが、エアガイドの傾斜面に沿って車両
上方へ引き上げられて速い流れとなる。こうして、トラ
ンスミッションの側面風速が増加するので、トランスミ
ッションの冷却性が向上する。
According to the fifth aspect of the invention, by adding the air guide to the rear end of the throttle portion, the fast flow contracted in the throttle portion is directed upward in the vehicle along the inclined surface of the air guide. It is pulled up and becomes a fast flow. In this way, the side wind speed of the transmission is increased, so that the cooling performance of the transmission is improved.

【0026】請求項6に記載の発明によれば、エアガイ
ドの幅方向内側の端部に隔離板を付加することにより、
トランスミッション側面部で上方へ向かう空気流とトラ
ンスミッション下面の空気流とが隔離される。その結
果、エアガイドによって上方へ向けられた空気流のエア
ガイド側端部における渦の発生が防止される。こうし
て、トランスミッション下面の風速が速く、トランスミ
ッションの冷却性が向上する。
According to the sixth aspect of the present invention, by adding a separator plate to the widthwise inner end of the air guide,
The air flow on the lower side of the transmission is separated from the air flow directed upward at the side surface of the transmission. As a result, generation of vortices at the end portion of the air flow directed upward by the air guide on the air guide side is prevented. In this way, the wind speed on the lower surface of the transmission is high, and the cooling performance of the transmission is improved.

【0027】請求項7に記載の発明によれば、発熱部で
あり相対的に圧力が高いトランスミッション周りが圧力
の低い部分に連通されることにより、トランスミッショ
ン周りの圧力が低く抑えられる。その結果、絞り部を通
過した速い流れは上方へ向かう速い流れとなり、トラン
スミッションに沿うように流れ易くなるためトランスミ
ッションの冷却性が向上する。
According to the seventh aspect of the present invention, the pressure around the transmission is suppressed to a low level by communicating the periphery of the transmission, which is the heat generating portion and has a relatively high pressure, with the low pressure portion. As a result, the fast flow passing through the throttle becomes a fast upward flow, which facilitates the flow along the transmission, thereby improving the cooling performance of the transmission.

【0028】[0028]

【実施例】本発明の第1実施例を図1、図2を用いて説
明する。図中、前記従来例の構成と同一部材には同一符
号を付してある。
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. In the figure, the same members as those in the configuration of the conventional example are designated by the same reference numerals.

【0029】まず、構成を説明する。First, the structure will be described.

【0030】図1に示すように、車体本体1のセンター
フロア3の中央部にはフロアトンネル(図示省略)を車
体前後方向に形成し、このフロアトンネルからリヤフロ
ア(図示省略)に亘って、トランスミッション(発熱
部)5、プロペラシャフト(図示省略)、リヤデフ(発
熱部)7などの駆動伝達系を配設してある。そして、車
体本体1の左右フロントホィールハウス9,9およびダ
ッシュロアパネル11で隔成された車両高圧部であるエ
ンジンルーム10の下側開放部を床部材、例えば樹脂材
もしくは鋼板材からなる平板状のアンダーカバー13で
閉塞してある点、等の基本的構成は前記従来例と同様で
ある。
As shown in FIG. 1, a floor tunnel (not shown) is formed in the center of the center floor 3 of the vehicle body 1 in the front-rear direction of the vehicle, and the transmission extends from this floor tunnel to the rear floor (not shown). A drive transmission system including a (heat generating part) 5, a propeller shaft (not shown), a rear differential (heat generating part) 7, and the like is provided. Then, the lower open part of the engine room 10 which is a high voltage part of the vehicle, which is separated by the left and right front wheel houses 9, 9 of the vehicle body 1 and the dash lower panel 11, has a flat plate shape made of a floor member such as a resin material or a steel plate material. The basic structure such as the fact that it is closed by the under cover 13 is the same as that of the conventional example.

【0031】ここで、アンダーカバー13には、左右の
フロントホィールハウス9,9間の領域で車両中心線に
対して略対称位置に、エンジンルーム10に連通して該
エンジンルーム10内の空気を後輪15に指向して流出
させる一対のダクト(熱気排出部、熱気流出方向制御手
段)17を形成してある。そして、このダクト17は図
2に示すように、アンダーカバー13の後半部に車両後
方に向けて下方に傾斜して、かつ床面から凹設して形成
され、その排出口端17aは、図1,図2に示すよう
に、車幅方向外側へ延びるに従って車両前方に向かって
斜めにカットされて、車両前部にて車両側方外側へ向い
ている。
Here, the under cover 13 communicates with the engine room 10 in a region between the left and right front wheel houses 9, 9 in a substantially symmetrical position with respect to the center line of the vehicle to communicate the air in the engine room 10. A pair of ducts (hot air exhausting portion, hot air outflow direction control means) 17 directed toward the rear wheel 15 and flowing out is formed. As shown in FIG. 2, the duct 17 is formed in the rear half of the under cover 13 so as to incline downward toward the rear of the vehicle and to be recessed from the floor surface. As shown in FIG. 1 and FIG. 2, as it extends outward in the vehicle width direction, it is cut obliquely toward the front of the vehicle and is directed outward in the vehicle lateral direction at the front of the vehicle.

【0032】また、これら一対のダクト17,17間
に、車両前方からアンダーカバー13の下側に沿って流
れる空気流を縮流して、アンダーカバー13後方のセン
ターフロア3下側、リヤフロア下側の発熱部、すなわ
ち、トランスミッション5、リヤデフ7に指向して流出
させる絞り部21を形成してある。この絞り部21はダ
クト17,17の車両中心線側の相対向する側壁間に、
左右のフロントホィールハウス9,9間の寸法の略1/
3程度の幅に形成され、絞り部21の直後のフロア下側
発熱部であるトランスミッション5の略左右幅相当に設
定してある。
Further, an air flow flowing along the lower side of the under cover 13 from the front side of the vehicle is contracted between the pair of ducts 17, 17 so that the lower side of the center floor 3 behind the under cover 13 and the lower side of the rear floor are reduced. A heat generating portion, that is, a throttle portion 21 that is directed toward the transmission 5 and the rear differential 7 to flow out is formed. The narrowed portion 21 is provided between the side walls of the ducts 17, 17 facing each other on the vehicle center line side,
About 1 / dimension of the size between the left and right front wheel houses 9,
It is formed to have a width of about 3 and is set to be approximately the left and right width of the transmission 5, which is the floor underside heat generating portion immediately after the throttle portion 21.

【0033】つぎに、作用を説明する。Next, the operation will be described.

【0034】上記のように、ダクト17の排出口端17
aは、斜めにカットされて車両側方外側へ向いているの
で、図1のように、遅い流れU3 の方向が前記他の従来
例(図13)よりもさらに車両外側へ向く。このため
に、車両後部で車両中心部を通過する速い流れU2 はリ
ヤデフ7を通過し、この部で空気圧力が回復することな
く車両後端まで達して、速い流れU2 の領域Bが車両後
部まで維持される。
As described above, the outlet end 17 of the duct 17 is
Since a is obliquely cut and is directed outward in the lateral direction of the vehicle, as shown in FIG. 1, the direction of the slow flow U 3 is further outward in the vehicle than in the other conventional example (FIG. 13). For this reason, the fast flow U 2 passing through the center of the vehicle at the rear of the vehicle passes through the rear differential 7 and reaches the rear end of the vehicle without recovering the air pressure at this portion, and the region B of the fast flow U 2 becomes Maintained to the rear.

【0035】また、遅い流れU3 はセンターフロア3の
ほとんどの領域を占めることになり、前記他の従来例で
存在した、前輪19後方のセンターフロア3での速い流
れU1 の領域Cが大きく減少する。このためセンターフ
ロア3領域で床下の空気抵抗が低減されることになる。
Further, the slow flow U 3 occupies most of the area of the center floor 3, and the area C of the fast flow U 1 on the center floor 3 behind the front wheels 19 which is present in the other conventional examples is large. Decrease. Therefore, the air resistance under the floor is reduced in the center floor 3 region.

【0036】さらに、前記他の従来例で存在した、ダク
ト17と前輪19との間の速い流れU1 は、遅い流れU
3 の領域Aが図1のように広がったため前輪19内側の
ブレーキ周りに導入される流れU4 を生じることにな
り、前輪ブレーキの冷却性が向上する。
Further, the fast flow U 1 between the duct 17 and the front wheel 19, which is present in the other conventional example, is slow flow U 1.
Since the region A of 3 spreads as shown in FIG. 1, a flow U 4 introduced around the brake inside the front wheel 19 is generated, and the cooling property of the front wheel brake is improved.

【0037】こうして、本第1実施例によれば、排出口
端17aは斜めカットにより車両側方外側へ向いている
ので、、遅い流れU3 の領域Aが車両外側へ拡大し、前
輪19後方の速い流れU1 の領域Cが大きく減少するの
で、センターフロア3領域で床下の空気抵抗が低減され
る。また、車両後部で車両中心部を通過する速い流れU
2 は圧力が回復することなく領域Bが車両後端まで達
し、リヤデフの冷却性が向上する。さらに、速い流れU
1 が前輪ブレーキ周りに導入されるので、前輪ブレーキ
の冷却性が向上する。
Thus, according to the first embodiment, since the discharge port end 17a is directed to the vehicle lateral outside by the oblique cut, the region A of the slow flow U 3 expands to the vehicle outside, and the rear wheel 19 rear Since the area C of the fast flow U 1 of U is greatly reduced, the underfloor air resistance is reduced in the center floor 3 area. In addition, a fast flow U passing through the center of the vehicle at the rear of the vehicle
In area 2, the area B reaches the rear end of the vehicle without recovering the pressure, and the cooling performance of the rear differential is improved. Furthermore, fast flow U
Since 1 is introduced around the front wheel brake, the cooling performance of the front wheel brake is improved.

【0038】つぎに、本発明の第2実施例を図3を用い
て説明する。
Next, a second embodiment of the present invention will be described with reference to FIG.

【0039】本第2実施例のダクト27は上記第1実施
例のダクト17とつぎの点で相違する。すなわち、図3
(a)のようにダクト27の排出口側壁27b,27b
が所定の角度車両外側へ向いて屈曲して車両後部にて車
両側方外側に指向している。さらに、図3(b)に示す
ような、空気流を整流して車両後部における車両側方外
側への指向性をより向上させる整流板27cを、排出口
側壁27bに平行に付加することができる。
The duct 27 of the second embodiment differs from the duct 17 of the first embodiment in the following points. That is, FIG.
As shown in (a), the outlet side walls 27b, 27b of the duct 27
Is bent at a predetermined angle toward the outside of the vehicle and is directed toward the outside of the side of the vehicle at the rear of the vehicle. Further, as shown in FIG. 3B, a rectifying plate 27c that rectifies the air flow to further improve the directivity toward the vehicle lateral outside in the vehicle rear portion can be added in parallel to the outlet side wall 27b. .

【0040】こうして、屈曲したダクト27の排出口側
壁27bにより、その作用は前記第1実施例における車
両外側へ向く空気流の指向性をさらに向上させる。その
結果、図4に示すように前記遅い流れU3 の領域Aは、
上記第1実施例の図1における同領域Aよりも、さらに
車両外側に指向して拡大する。
Thus, due to the outlet side wall 27b of the bent duct 27, its action further improves the directivity of the air flow toward the outside of the vehicle in the first embodiment. As a result, as shown in FIG. 4, the region A of the slow flow U 3 is
The area is further directed toward the outside of the vehicle and enlarged from the area A in FIG. 1 of the first embodiment.

【0041】このように、本第2実施例によれば、ダク
ト27の排出口側壁27bを屈曲させ、空気流を車両外
側へ指向させるので、床下の空気抵抗の低減やトランス
ミッション5やリヤデフ7の冷却性が前記第1実施例よ
りもさらに向上し、これに整流板27cを付加すれば整
流の効果により流出空気流の指向性は理想的なものとな
り、床下の空気抵抗の低減や発熱部の冷却性が一層向上
する。なお、この整流板27cを上記第1実施例のダク
ト17の斜めの排出口端17aにならって付加してもよ
く、その場合も整流の効果により空気流の指向性が向上
する。
As described above, according to the second embodiment, since the exhaust outlet side wall 27b of the duct 27 is bent to direct the air flow to the outside of the vehicle, the air resistance under the floor is reduced and the transmission 5 and the rear differential 7 are reduced. The cooling performance is further improved as compared with the first embodiment, and by adding the straightening plate 27c to this, the directivity of the outflow air flow becomes ideal due to the effect of the straightening, and the reduction of the air resistance under the floor and the heat generating portion. Coolability is further improved. The straightening plate 27c may be added after the slanted outlet end 17a of the duct 17 of the first embodiment. In that case, the directivity of the air flow is improved by the straightening effect.

【0042】つぎに、前記絞り部21の構成が異なる第
3実施例を図5、図6を用いて説明する。
Next, a third embodiment in which the structure of the diaphragm portion 21 is different will be described with reference to FIGS.

【0043】本第3実施例の構成は、図5に示すよう
に、絞り部21にて縮流された空気流を車両上方へ向け
るエアガイド(ガイド手段)21a,21aを、絞り部
21後端に付加したものである。このエアガイド21a
は、概ねトランスミッション5の車幅方向の幅範囲を除
いて、その幅の両外側に2つに別れて、絞り部21の外
側端まで延びて配設され、所定の角度車両上方へ向いて
傾斜している。
In the structure of the third embodiment, as shown in FIG. 5, the air guides (guide means) 21a, 21a for directing the air flow contracted by the throttle portion 21 toward the upper side of the vehicle are provided at the rear of the throttle portion 21. It is added to the end. This air guide 21a
Except for the width range of the transmission 5 in the vehicle width direction, is divided into two parts on both outer sides of the width and is arranged so as to extend to the outer end of the throttle part 21 and is inclined upward by a predetermined angle toward the vehicle. is doing.

【0044】そして、エアガイド21aの作用によっ
て,図5,6に示すように、絞り部21で縮流された速
い流れU2 の左右両端部の流れが、エアガイド21aの
傾斜面に沿って車両上方へ引き上げられて速い流れU5
となる。こうして、トランスミッション5の側面風速が
増加する。実験によると、トランスミッション5の側面
風速はエアガイド21aがない前記他の従来例に対し
て、約3倍の風速が得られ、トランスミッション5の油
温は5℃以上低下した。
Then, as shown in FIGS. 5 and 6, by the action of the air guide 21a, the flow at the left and right ends of the fast flow U 2 contracted by the throttle portion 21 is distributed along the inclined surface of the air guide 21a. Fast flow when pulled up from the vehicle U 5
Becomes Thus, the side wind speed of the transmission 5 increases. According to the experiment, the side wind velocity of the transmission 5 was about 3 times higher than that of the other conventional example without the air guide 21a, and the oil temperature of the transmission 5 dropped by 5 ° C or more.

【0045】こうして、本第3実施例によれば、絞り部
21の後端にエアガイド21aを付加することによっ
て、トランスミッション5の側面風速が増加するので、
トランスミッション5の冷却性が向上する。
Thus, according to the third embodiment, since the side wind velocity of the transmission 5 is increased by adding the air guide 21a to the rear end of the throttle portion 21,
The cooling property of the transmission 5 is improved.

【0046】さらに、第4実施例は、図7に示すよう
に、エアガイド21aの車幅方向中央側の各端に、垂直
方向に延びる隔離板21b,21bを付加した例であ
る。
Further, as shown in FIG. 7, the fourth embodiment is an example in which separators 21b, 21b extending in the vertical direction are added to each end of the air guide 21a on the center side in the vehicle width direction.

【0047】この隔離板21bの作用によって、トラン
スミッション5側面部で上方へ向かう空気流とトランス
ミッション5下面の空気流とが隔離される。その結果、
エアガイド21aによって上方へ向けられた空気流のエ
アガイド21a各内側端部における渦の発生が防止され
る。この隔離板21bを設けた理由は、前記第3実施例
での実験の結果、トランスミッション5の下面の空気流
が、風速が若干低下した図8に示す流れU6 となる現象
があったためである。。この現象発生の要因として、図
8に示すように絞り部21の後端の流れにおいて、エア
ガイド21a各内側端部に渦U7 が発生し、トランスミ
ッション5下面を流れる速い流れU2 が乱れてしまうこ
とがわかったため、隔離板21b,21bを付加したも
のである。実験の結果、隔離板21bを付加することに
より、トランスミッション5の下面の風速はエアガイド
21aがないときの風速とほぼ同等で、速い流れU
8 (図7)が得られた。
Due to the action of the separating plate 21b, the air flow directed upwards on the side surface of the transmission 5 is separated from the air flow on the lower surface of the transmission 5. as a result,
The air guide 21a prevents the generation of vortices at the inner ends of the air guide 21a of the air flow directed upward. The reason why the separator 21b is provided is that, as a result of the experiment in the third embodiment, there is a phenomenon that the air flow on the lower surface of the transmission 5 becomes the flow U 6 shown in FIG. 8 in which the wind speed is slightly reduced. . . As a cause of this phenomenon, as shown in FIG. 8, in the flow at the rear end of the throttle portion 21, vortices U 7 are generated at the inner end portions of the air guide 21a, and the fast flow U 2 flowing under the transmission 5 is disturbed. Since it was found that it would be lost, the separators 21b and 21b were added. As a result of the experiment, by adding the isolation plate 21b, the wind speed on the lower surface of the transmission 5 is almost the same as the wind speed without the air guide 21a, and the fast flow U
8 (FIG. 7) was obtained.

【0048】こうして、本第4実施例によれば、エアガ
イド21aに隔離板21bを付加することにより、トラ
ンスミッション5の下面の風速が速くなり、トランスミ
ッション5の冷却性が向上する。
Thus, according to the fourth embodiment, by adding the separating plate 21b to the air guide 21a, the wind speed on the lower surface of the transmission 5 is increased, and the cooling performance of the transmission 5 is improved.

【0049】つぎに、本発明の第5実施例を図9、図1
0を用いて説明する。
Next, a fifth embodiment of the present invention will be described with reference to FIGS.
It will be described using 0.

【0050】本第5実施例は、トランスミッション5周
りで空気流が剥離するのを抑えるための左右一対の連通
管(剥離防止手段)31,31を配設した事例である。
連通管31,31は、図9、図10に示すように、その
一端である車幅方向内側の開口部31a,31aがトラ
ンスミッション5の側面部付近に配設され、他端の車幅
方向外側の開口部31b,31bが車体側面部33に配
設されて、両開口部31a,31b間が連通された構成
である。
The fifth embodiment is an example in which a pair of left and right communicating pipes (separation preventing means) 31, 31 for suppressing separation of the air flow around the transmission 5 are provided.
As shown in FIG. 9 and FIG. 10, the communication pipes 31, 31 have openings 31a, 31a at one end thereof in the vehicle width direction, which are arranged near the side surface of the transmission 5, and the other end of the communication tubes 31, 31 outside in the vehicle width direction. The openings 31b and 31b are arranged on the side surface 33 of the vehicle body so that the openings 31a and 31b communicate with each other.

【0051】この連通管31の連通作用により、トラン
スミッション5の周りの相対的に圧力が高い部分は、圧
力の低い車体側面部33に連通され、トランスミッショ
ン5の周りの圧力が低く抑えられる。その結果、図10
のように、絞り部21を通過した速い流れは上方へ向か
う速い流れU9 となり、トランスミッション5に沿うよ
うに流れ易くなるためトランスミッション5の冷却性が
向上する。
Due to the communication action of the communication pipe 31, the portion around the transmission 5 where the pressure is relatively high is communicated with the vehicle body side surface portion 33 where the pressure is low, and the pressure around the transmission 5 is kept low. As a result, FIG.
As described above, the fast flow passing through the throttle portion 21 becomes a fast upward flow U 9 and easily flows along the transmission 5, so that the cooling property of the transmission 5 is improved.

【0052】こうして、本第5実施例によれば、連通管
31を配設することにより、トランスミッション5周り
の圧力が低く抑えられので、空気流がトランスミッショ
ン5から剥離することがなくトランスミッション5の冷
却性が向上する。
Thus, according to the fifth embodiment, by disposing the communication pipe 31, the pressure around the transmission 5 is suppressed to a low level, so that the air flow is not separated from the transmission 5 and the transmission 5 is cooled. The property is improved.

【0053】[0053]

【発明の効果】以上の説明から明らかなように、請求項
1に記載の発明によれば、熱気排出部、絞り部などに熱
気流出方向制御手段、ガイド手段、剥離防止手段を備え
ることにより、床下の空気流を制御できるので、床下の
空気抵抗を低減すると共にブレーキやトランスミッショ
ンなどの発熱部の冷却性を向上できる。
As is apparent from the above description, according to the invention described in claim 1, the hot air discharge part, the throttle part, etc. are provided with the hot air outflow direction control means, the guide means, and the peeling prevention means. Since the air flow under the floor can be controlled, it is possible to reduce the air resistance under the floor and improve the cooling performance of the heat generating portion such as the brake and the transmission.

【0054】また、請求項2に記載の発明によれば、一
対の熱気排出部が車両前部にて車両側方外側へ向いてい
るので、熱気排出部から流出する遅い流れの領域の車両
外側への拡大と、前輪後方の速い流れの領域の減少との
結果、床下の空気抵抗が低減される。また、車両後部で
車両中心部を通過する速い流れは車両後端まで達するの
で、リヤデフの冷却性が向上する。さらに、速い流れが
前輪ブレーキ周りに導入されるので、前輪ブレーキの冷
却性が向上する。
Further, according to the second aspect of the invention, since the pair of hot air exhaust portions face toward the vehicle lateral outside at the vehicle front portion, the vehicle outside of the slow flow region flowing out from the hot air exhaust portion. And the reduction of the area of fast flow behind the front wheels results in reduced underfloor air resistance. Further, since the fast flow passing through the center of the vehicle at the rear of the vehicle reaches the rear end of the vehicle, the cooling performance of the rear differential is improved. Further, since a fast flow is introduced around the front wheel brake, the cooling performance of the front wheel brake is improved.

【0055】請求項3に記載の発明によれば、一対の熱
気排出部の側壁が車両後部にて車両側方外側に指向して
いるので、熱気排出部から流出する空気流の車両外側へ
向く指向性は上記請求項2よりもさらに向上する。その
結果、床下の空気抵抗の低減やトランスミッションやリ
ヤデフの冷却性が上記請求項2の効果よりもさらに向上
する。
According to the third aspect of the present invention, since the side walls of the pair of hot air exhaust portions are directed toward the vehicle lateral outside at the vehicle rear portion, the air flow flowing out from the hot air exhaust portion is directed toward the vehicle outer side. The directivity is further improved as compared with claim 2. As a result, the air resistance under the floor is reduced and the cooling properties of the transmission and the rear differential are further improved as compared with the effect of claim 2.

【0056】請求項4に記載の発明によれば、車両側方
外側へ向いている熱気排出部または側壁が車両後部にて
車両側方外側に指向している熱気排出部に整流板を付加
することにより、流出空気流の指向性が向上し、遅い流
れの領域が理想的なものとなるので、床下の空気抵抗の
低減やトランスミッションやリヤデフの冷却性がそれぞ
れ請求項2、請求項3の効果よりも一層向上する。
According to the fourth aspect of the present invention, a straightening plate is added to the hot air discharge portion facing the vehicle lateral outside or the hot air discharge portion whose side wall faces the vehicle lateral outside at the rear portion of the vehicle. As a result, the directivity of the outflow air flow is improved, and the slow flow region is idealized. Therefore, the air resistance under the floor is reduced, and the transmission and the rear differential are cooled by the effects of claims 2 and 3, respectively. Better than ever.

【0057】請求項5に記載の発明によれば、絞り部の
後端にエアガイドを付加することによって、絞り部で縮
流された速い流れがエアガイドの傾斜面に沿って車両上
方へ引き上げられて速い流れとなるので、トランスミッ
ションの冷却性が向上する。
According to the fifth aspect of the present invention, by adding the air guide to the rear end of the throttle portion, the fast flow contracted in the throttle portion is pulled upward along the inclined surface of the air guide to the upper side of the vehicle. As a result, the cooling speed of the transmission improves.

【0058】請求項6に記載の発明によれば、エアガイ
ドの幅方向内側の端部に隔離板を付加することにより、
エアガイドによって上方へ向けられた空気流のエアガイ
ド側端部における渦の発生が防止されるので、トランス
ミッションの冷却性が向上する。
According to the sixth aspect of the present invention, by adding a separator plate to the widthwise inner end of the air guide,
The air guide prevents the generation of vortices at the end portion on the air guide side of the air flow directed upward, thus improving the cooling performance of the transmission.

【0059】請求項7に記載の発明によれば、剥離防止
手段により発熱部であり相対的に圧力が高いトランスミ
ッション周りが圧力の低い部分に連通されることによっ
て、トランスミッション周りの圧力が低く抑えられるの
で、トランスミッションの冷却性が向上する。
According to the seventh aspect of the present invention, the pressure around the transmission is suppressed to a low level by allowing the peeling prevention means to connect the periphery of the transmission, which is the heat generating portion and has a relatively high pressure, to the low pressure portion. Therefore, the cooling performance of the transmission is improved.

【図面の簡単な説明】[Brief description of drawings]

【図1】本発明の第1実施例の構成と床下空気流の速度
分布を示す図である。
FIG. 1 is a diagram showing a configuration and a velocity distribution of an underfloor air flow according to a first embodiment of the present invention.

【図2】本発明の第1実施例のダクトの斜視図である。FIG. 2 is a perspective view of the duct according to the first embodiment of the present invention.

【図3】本発明の第2実施例のダクトと整流板との斜視
図である。
FIG. 3 is a perspective view of a duct and a current plate according to a second embodiment of the present invention.

【図4】本発明の第2実施例の床下空気流の速度分布を
示す図である。
FIG. 4 is a diagram showing a velocity distribution of an underfloor airflow according to a second embodiment of the present invention.

【図5】本発明の第3実施例の説明図である。FIG. 5 is an explanatory diagram of a third embodiment of the present invention.

【図6】本発明の第3実施例の説明図である。FIG. 6 is an explanatory diagram of a third embodiment of the present invention.

【図7】本発明の第4実施例の説明図である。FIG. 7 is an explanatory diagram of a fourth embodiment of the present invention.

【図8】本発明の第4実施例の説明図である。FIG. 8 is an explanatory diagram of a fourth embodiment of the present invention.

【図9】本発明の第5実施例の説明図である。FIG. 9 is an explanatory diagram of a fifth embodiment of the present invention.

【図10】本発明の第5実施例の説明図である。FIG. 10 is an explanatory diagram of a fifth embodiment of the present invention.

【図11】従来例の構成と空気流の速度分布を示す図で
ある。
FIG. 11 is a diagram showing a configuration of a conventional example and an airflow velocity distribution.

【図12】他の従来例の説明図である。FIG. 12 is an explanatory diagram of another conventional example.

【図13】他の従来例の構成と空気流の速度分布を示す
図である。
FIG. 13 is a diagram showing the configuration of another conventional example and the velocity distribution of the air flow.

【図14】他の従来例の説明図である。FIG. 14 is an explanatory diagram of another conventional example.

【符号の説明】[Explanation of symbols]

3 センターフロア 5 トランスミッション(発熱部) 7 リヤデフ(発熱部) 9 フロントホィールハウス 13 アンダーカバー 17,27 ダクト(熱気排出部、熱気流出方向制御手
段) 17a 排出口端 19 前輪 21 絞り部 21a エアガイド(ガイド手段) 21b 隔離板 27b 排出口側壁 27c 整流板 31 連通管(剥離防止手段) A 遅い流れの領域 B,C 速い流れの領域 U1 ,U2 ,U4 ,U5 ,U8 ,U9 速い流れ U3 遅い流れ U7
3 Center floor 5 Transmission (heat generating part) 7 Rear differential (heat generating part) 9 Front wheel house 13 Undercover 17,27 Duct (hot air exhaust part, hot air outflow direction control means) 17a Exhaust end 19 Front wheel 21 Throttling part 21a Air guide ( Guide means) 21b Separator plate 27b Discharge port side wall 27c Rectifier plate 31 Communication pipe (separation prevention means) A Slow flow area B, C Fast flow area U 1 , U 2 , U 4 , U 5 , U 8 , U 9 Fast flow U 3 Slow flow U 7 Vortex

Claims (7)

【特許請求の範囲】[Claims] 【請求項1】 車両前部に隔成されたエンジンルーム等
の高圧部の下側を平板状の床部材で閉塞し、この床部材
の車両中心線に対して略対称位置に、前記高圧部に連通
して該高圧部内の空気を後輪に指向して流出させる一対
の熱気排出部を形成すると共に、これら一対の熱気排出
部間に、車両前方から床部材の下側に沿って流れる空気
流を縮流して床部材後方のフロア下側の発熱部に指向し
て流出させる絞り部を形成した自動車のアンダーフロア
構造であって、 車両床下領域の後方部での空気流の圧力上昇を防止する
熱気流出方向制御手段と、 前記絞り部から流出する空気流を車両上方へ向けるガイ
ド手段と、 前記絞り部から流出する空気流の前記発熱部からの剥離
を防止する剥離防止手段のうちの少なくとも一つの手段
を前記床部材の後半部に設けたことを特徴とする自動車
のアンダーフロア構造。
1. An underside of a high pressure portion such as an engine room separated from the front portion of the vehicle is closed by a flat floor member, and the high pressure portion is provided at a substantially symmetrical position with respect to the vehicle center line of the floor member. And a pair of hot air exhaust portions that communicate with the rear side of the high-pressure portion to allow the air in the high-pressure portion to flow toward the rear wheels, and between the pair of hot air exhaust portions, the air that flows along the lower side of the floor member from the front of the vehicle. An underfloor structure for an automobile that has a throttle section that contracts the flow and directs it toward the heat generation section on the lower side of the floor behind the floor member to prevent pressure increase of the air flow in the rear section of the underfloor area of the vehicle. At least one of hot air outflow direction control means, guide means for directing an air flow flowing out of the throttle portion toward the upper side of the vehicle, and separation preventing means for preventing separation of the air flow flowing out of the throttle portion from the heat generating portion. One means is the latter half of the floor member Underfloor structure for automobiles, which is characterized by being installed in the section.
【請求項2】 請求項1に記載の自動車のアンダーフロ
ア構造であって、 前記熱気流出方向制御手段は、前記一対の熱気排出部が
車両前部にて車両側方外側へ向いてなることを特徴とす
る自動車のアンダーフロア構造。
2. The underfloor structure for an automobile according to claim 1, wherein the hot-air outflow direction control means is arranged such that the pair of hot-air discharge portions face outward in a vehicle lateral direction at a vehicle front portion. Characteristic car underfloor structure.
【請求項3】 請求項1に記載の自動車のアンダーフロ
ア構造であって、 前記熱気流出方向制御手段は、前記一対の熱気排出部の
側壁が車両後部にて車両側方外側に指向してなることを
特徴とする自動車のアンダーフロア構造。
3. The underfloor structure for an automobile according to claim 1, wherein the hot air outflow direction control means is configured such that the side walls of the pair of hot air discharge portions are directed toward a vehicle lateral outside at a vehicle rear portion. An underfloor structure for automobiles that is characterized by
【請求項4】 請求項2または請求項3に記載の自動車
のアンダーフロア構造であって、 前記熱気排出部からの空気流を車両後部にて車両側方外
側に指向させる整流板を該熱気排出部に設けたことを特
徴とする自動車のアンダーフロア構造。
4. The underfloor structure for an automobile according to claim 2 or 3, wherein a straightening vane for directing an air flow from the hot air exhaust portion toward a vehicle lateral outside at a vehicle rear portion is provided. Underfloor structure for automobiles, which is characterized by being installed in the section.
【請求項5】 請求項1に記載の自動車のアンダーフロ
ア構造であって、 前記ガイド手段は、エアガイドを前記絞り部後端で、前
記発熱部の車幅方向の幅を除く当該絞り部の幅範囲に配
設してなることを特徴とする自動車のアンダーフロア構
造。
5. The underfloor structure for an automobile according to claim 1, wherein the guide means includes an air guide at a rear end of the throttle portion of the throttle portion excluding a width of the heat generating portion in a vehicle width direction. An underfloor structure for an automobile characterized by being arranged in a width range.
【請求項6】 請求項5に記載の自動車のアンダーフロ
ア構造であって、 前記エアガイドの車幅方向内側の少なくとも一端に、車
両上方へ向かう空気流と他の空気流とを隔離する隔離板
を配設したことを特徴とする自動車のアンダーフロア構
造。
6. The underfloor structure for an automobile according to claim 5, wherein at least one end of the air guide on the inner side in the vehicle width direction separates an air flow directed upward from the vehicle from another air flow. An underfloor structure for automobiles, characterized by being equipped with.
【請求項7】 請求項1に記載の自動車のアンダーフロ
ア構造であって、 前記剥離防止手段は、前記発熱部の周辺部と該周辺部よ
りも空気圧力が低い部分とを連通させてなることを特徴
とする自動車のアンダーフロア構造。
7. The underfloor structure for an automobile according to claim 1, wherein the peeling preventing means connects a peripheral portion of the heat generating portion and a portion having a lower air pressure than the peripheral portion. The underfloor structure of automobiles featuring.
JP20767593A 1993-08-23 1993-08-23 Car underfloor structure Expired - Fee Related JP2751794B2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP20767593A JP2751794B2 (en) 1993-08-23 1993-08-23 Car underfloor structure
US08/291,807 US5513893A (en) 1993-08-23 1994-08-17 Underfloor structure for automobile
DE4429924A DE4429924B4 (en) 1993-08-23 1994-08-23 Underbody construction for a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP20767593A JP2751794B2 (en) 1993-08-23 1993-08-23 Car underfloor structure

Publications (2)

Publication Number Publication Date
JPH0752836A true JPH0752836A (en) 1995-02-28
JP2751794B2 JP2751794B2 (en) 1998-05-18

Family

ID=16543710

Family Applications (1)

Application Number Title Priority Date Filing Date
JP20767593A Expired - Fee Related JP2751794B2 (en) 1993-08-23 1993-08-23 Car underfloor structure

Country Status (1)

Country Link
JP (1) JP2751794B2 (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002347664A (en) * 2001-05-28 2002-12-04 Nissan Motor Co Ltd Underfloor structure of vehicle
JP2006062494A (en) * 2004-08-26 2006-03-09 Mazda Motor Corp Underfloor structure of vehicle
WO2011126069A1 (en) * 2010-04-08 2011-10-13 日産自動車株式会社 Front underfloor structure of vehicle
WO2012111908A1 (en) * 2011-02-17 2012-08-23 서울대학교산학협력단 Under cover for automobile and automobile including same
JP2013139178A (en) * 2011-12-28 2013-07-18 Daihatsu Motor Co Ltd Undercover
JP2013139179A (en) * 2011-12-28 2013-07-18 Daihatsu Motor Co Ltd Undercover
US8517451B2 (en) 2010-04-08 2013-08-27 Nissan Motor Co., Ltd. Front underfloor structure of vehicle
JP2018094950A (en) * 2016-12-08 2018-06-21 トヨタ自動車株式会社 Vehicular undercover structure
JP2020082839A (en) * 2018-11-19 2020-06-04 小島プレス工業株式会社 Undercover for vehicle
CN111591359A (en) * 2019-02-20 2020-08-28 现代自动车株式会社 Lower fender structure for guiding airflow of vehicle
JP2020196371A (en) * 2019-06-04 2020-12-10 マツダ株式会社 Vehicle front part structure

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002347664A (en) * 2001-05-28 2002-12-04 Nissan Motor Co Ltd Underfloor structure of vehicle
JP2006062494A (en) * 2004-08-26 2006-03-09 Mazda Motor Corp Underfloor structure of vehicle
JP4556559B2 (en) * 2004-08-26 2010-10-06 マツダ株式会社 Underfloor structure of vehicle
US8517451B2 (en) 2010-04-08 2013-08-27 Nissan Motor Co., Ltd. Front underfloor structure of vehicle
WO2011126069A1 (en) * 2010-04-08 2011-10-13 日産自動車株式会社 Front underfloor structure of vehicle
JP5522254B2 (en) * 2010-04-08 2014-06-18 日産自動車株式会社 Vehicle front underfloor structure
JP5516724B2 (en) * 2010-04-08 2014-06-11 日産自動車株式会社 Vehicle front underfloor structure
WO2012111908A1 (en) * 2011-02-17 2012-08-23 서울대학교산학협력단 Under cover for automobile and automobile including same
JP2013139179A (en) * 2011-12-28 2013-07-18 Daihatsu Motor Co Ltd Undercover
JP2013139178A (en) * 2011-12-28 2013-07-18 Daihatsu Motor Co Ltd Undercover
JP2018094950A (en) * 2016-12-08 2018-06-21 トヨタ自動車株式会社 Vehicular undercover structure
JP2020082839A (en) * 2018-11-19 2020-06-04 小島プレス工業株式会社 Undercover for vehicle
US11459039B2 (en) 2018-11-19 2022-10-04 Toyota Jidosha Kabushiki Kaisha Vehicular under cover
CN111591359A (en) * 2019-02-20 2020-08-28 现代自动车株式会社 Lower fender structure for guiding airflow of vehicle
CN111591359B (en) * 2019-02-20 2024-05-07 现代自动车株式会社 Lower guard plate structure for guiding air flow of vehicle
JP2020196371A (en) * 2019-06-04 2020-12-10 マツダ株式会社 Vehicle front part structure

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