JPH08142927A - Vehicle body structure for vehicle - Google Patents

Abstract

PURPOSE: To prevent the loss of an air resistance coefficient by forming an interference preventive flow forming part, for increasing the flow velocity of air, between side surface and lower surface flows to prevent the mutual interference between the side surface and lower surface flows by an air flow, flowing along the interference preventive flow forming part and having a faster flow velocity. CONSTITUTION: In the vehicle body structure of a vehicle in the external surface of the vehicle body, the forming part of an interference preventive flow Z, for increasing the flow velocity to two air flows Y and X, is constituted between the air flow Y flowing on a vehicle body side surface 1 and the air flow X flowing on a vehicle body lower surface 2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure for controlling the flow of air along the outer surface of a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a vehicle body structure of the above-mentioned vehicle, for example, there is a structure described in Japanese Utility Model Laid-Open No. 64-14515. That is, in a vehicle provided with a window panel in which a lower end side is wider and a lower end side is wider in the rear portion of the vehicle body, guide walls for guiding airflow flowing on both side edges of the wind panel during traveling are provided on both left and right sides of the above-mentioned wind panel. This is a vehicle body structure of a vehicle, which is provided in a downwardly widened shape along both side edges of a wind panel and further has the above-mentioned guide wall formed in a streamlined waveform.

In this conventional vehicle body structure, the air flow along the outer surface of the rear part of the vehicle can be controlled. However, this structure is only the rear side structure and the air flow flowing on the side surface of the vehicle. It does not control the (side flow) and the air flow (bottom flow) that flows under the vehicle body. Generally, in a conventional vehicle body structure, an air flow flowing on a side surface of the vehicle body (side surface flow) and an air flow flowing on a lower surface of the vehicle body (lower surface flow) interfere with each other due to wind entrainment phenomenon in a corner portion below the vehicle. However, there is a problem that a large loss of the air resistance coefficient C _D occurs especially when the vehicle travels at a speed of 80 km / h or more.

[0004]

The invention according to claim 1 of the present invention forms an interference preventing flow forming portion between the side surface flow and the lower surface flow for increasing the flow velocity of air, and the interference preventing flow forming portion is formed. An object of the present invention is to provide a vehicle body structure capable of preventing the loss of the air resistance coefficient C _D by preventing the side surface flow and the lower surface flow from interfering with each other by an air flow having a high flow velocity along. To do.

According to a second aspect of the present invention, in addition to the object of the first aspect of the invention, the above-mentioned interference is caused by curving the shape extending from the lower end portion of the door outer panel to the side sill outer concavely toward the vehicle interior. It is an object of the present invention to provide a vehicle body structure of a vehicle, in which an interference prevention flow forming portion can be configured by effectively utilizing existing vehicle body component parts by configuring the prevention flow forming portion.

According to the third aspect of the present invention, the air resistance coefficient C _D due to the mutual interference between the side surface flow and the lower surface flow is formed by forming the separation portion for separating the side surface flow and the lower surface flow.
It is an object of the present invention to provide a vehicle body structure capable of preventing the loss of the vehicle.

According to the invention of claim 4 of the present invention, in addition to the object of the invention of claim 3, the lower surface of the side sill outer is formed horizontally to form the above-mentioned separating portion.
It is an object of the present invention to provide a vehicle body structure of a vehicle in which a separating portion can be configured by effectively utilizing existing vehicle body component parts.

According to the invention of claim 5 of the present invention, in addition to the object of the invention of claim 3, the lower surface of the side sill outer is lowered to the lower end of the joining flange portion to form a lower portion. By configuring the above-mentioned separation unit by
It is possible to effectively utilize the existing vehicle body component parts to form the separation part, and to secure a space into which welding means such as a spot gun used for welding the side sill outer and the side sill inner joint flange parts can be secured. An object of the present invention is to provide a vehicle body structure that can be used.

[0009]

The invention according to claim 1 of the present invention is a vehicle body structure of a vehicle on an outer surface of a vehicle body,
The vehicle body structure of a vehicle is characterized in that an interference preventing flow forming unit having a flow velocity higher than those of the two air flows is formed between an air flow flowing on a side surface of the vehicle body and an air flow flowing on a lower surface of the vehicle body. .

According to a second aspect of the present invention, in addition to the structure of the first aspect of the present invention, the interference from the lower end of the door outer panel to the side sill outer is curved concavely toward the vehicle interior. It is characterized in that it is a vehicle body structure that constitutes a flow forming portion.

According to a third aspect of the present invention, there is provided a vehicle body structure on an outer surface of a vehicle body, wherein a separating portion for separating an air flow flowing on a side surface of the vehicle body and an air flow flowing on a lower surface of the vehicle body is provided with a separating portion at a corner below the vehicle. It is characterized in that it is a vehicle body structure of a vehicle formed in the section.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect of the invention, there is provided a vehicle body structure in which the lower surface of the side sill outer is horizontally formed to constitute the separating portion. Is characterized by.

According to the invention of claim 5 of the present invention, in addition to the structure of the invention of claim 3, the lower surface of the side sill outer is lowered to the lower end of the flange portion for joining the side sill outer and the side sill inner. And the lower portion forms the separating portion, and a welding recess is formed between the joining flange portion and the lower portion, which is a vehicle body structure of a vehicle.

[0014]

According to the first aspect of the present invention, the flow velocity is high between the air flow flowing on the side surface of the vehicle body (side surface flow) and the air flow flowing on the lower surface of the vehicle body (lower surface flow). Since the anti-interference flow forming unit that forms the air flow is configured, it is necessary to prevent the side flow and the lower flow from interfering with each other by the air flow having a high flow velocity along the anti-interference flow formation unit. As a result, there is an effect that loss of the air resistance coefficient C _D can be prevented.

According to the invention described in claim 2 of the present invention,
In addition to the effect of the invention as set forth in claim 1, the interference preventing flow forming portion is formed by curving the formation extending from the lower end portion of the door outer panel to the side sill outer inward in the vehicle interior. Thus, it is possible to form a passage for the air having a high flow velocity, and it is possible to configure the interference preventing flow forming portion by effectively utilizing existing vehicle body component parts without providing any other member. In other words, the flow rate of the air flow is represented by the product of the flow passage cross-sectional area and the flow velocity. If the flow passage cross-sectional area of the interference prevention flow is reduced by the above-mentioned concave portion, the flow velocity becomes faster, and the interference prevention flow causes a side flow. Mutual interference with the bottom surface flow can be prevented.

According to the invention of claim 3 of the present invention,
Since a separation portion for separating the air flow flowing on the side surface of the vehicle body (side surface flow) and the air flow flowing on the lower surface of the vehicle body (lower surface flow) is formed in the corner portion below the vehicle, the separation portion separates the side air flow and the lower surface flow. It is possible to prevent the interference of the two flows by separating them, and as a result, it is possible to prevent the loss of the air resistance coefficient C _D.

According to the invention of claim 4 of the present invention,
In addition to the effect of the invention according to claim 3, the lower surface of the side sill outer is horizontally formed to constitute the above-mentioned separating portion, so that the existing vehicle body component parts can be effectively utilized without providing any separate member. There is an effect that the separating portion can be configured.

According to the invention of claim 5 of the present invention,
In addition to the effect of the invention according to claim 3, the lower surface of the side sill outer is lowered to the lower end of the flange portion for joining the side sill outer and the side sill inner to form a lower portion,
Since the above-mentioned separating portion is constituted by this lower portion, the separating portion can be constituted by effectively utilizing the existing vehicle body component parts without providing any separate member, and the above-mentioned joining flange portion and the above Since the welding recess is formed between the lower portion and the above-mentioned lower portion, there is an effect that it is possible to secure a space into which a welding member such as a spot gun used at the time of welding the joining flange portion of the side sill outer and the side sill inner can enter. is there.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings. The drawing shows the vehicle body structure of a vehicle. In FIG. 1, an air flow (side flow) Y flowing along a side surface 1 of a vehicle body and an air flow (lower surface flow) X flowing along a lower surface 2 of the vehicle body An interference prevention flow forming unit 3 having a high flow velocity with respect to the air flows X and Y is configured so that the interference prevention flow forming unit 3 forms an air flow (interference prevention flow) Z with a high flow velocity. Is configured.

The concrete construction of the above-mentioned interference preventing flow forming portion 3 formed in the corner portion below the vehicle is as shown in FIG. That is, in the door panel 6 having the door inner panel 4 and the door outer panel 5, the lower end portion of the door outer panel 5 located on the outer surface of the vehicle body is concavely curved toward the vehicle interior side to form the concave portion 7, and the side sill inner 8 and the side sills are formed. Atta 9 and the upper and lower joint flange portions 8
The side surface of the side sill outer 9 located on the outer surface of the vehicle body in the sadto sill 11 which is joined to each other at a, 9a, 8b, 9b and forms a closed cross section 10 extending in the vehicle front-rear direction is concavely curved toward the vehicle interior. 12 is formed, and the above interference preventing flow forming portion 3 is constituted by these both concave portions 7 and 12.

Here, the radius of curvature of each of the recesses 7 and 12 described above is 150 to 2 depending on the relationship with the flow cross-sectional area of the interference preventing flow Z.
Set within the range of 00 mm. The above-mentioned anti-drift flow forming portion 3 may be formed on the outer surface of the vehicle body in the front-rear direction of the vehicle body, and if necessary, the interference preventing flow forming portion 3 may be extendedly formed on the front fender and the rear fender. In FIG. 2, the imaginary line α indicates the shape of the conventional door outer panel and side sill outer, and 13 indicates the floor.

As described above, according to the embodiment shown in FIGS. 1 and 2, between the air flow (side flow) Y flowing on the vehicle body side surface 1 and the air flow (bottom surface flow) X flowing on the vehicle body lower surface 2, Since the interference prevention flow forming unit 3 that forms the air flow Z having a high flow velocity is configured, the side flow Y and the lower surface flow X described above are generated by the air flow Z having a high flow velocity along the interference prevention flow formation unit 3. It is possible to prevent them from interfering with each other, and as a result, the air resistance coefficient C
There is an effect that the loss of _D can be prevented.

Further, since the above-mentioned interference prevention forming portion 3 is constituted by curving the formation extending from the lower end portion of the door outer panel 5 to the side sill water 9 inwardly in the vehicle interior,
It is possible to form a passage for air having a high flow velocity by the above-mentioned recesses 7 and 12, and to configure the interference prevention flow forming portion 3 by effectively utilizing existing vehicle body component parts without providing any separate member. There is an effect that can be.

3 and 4 show another embodiment of the vehicle body structure of a vehicle, in which an air flow (side flow) Y flowing along the vehicle body side surface 1 is shown.
And the air flow (lower surface flow) X flowing along the vehicle body lower surface 2 are separated from each other at a corner portion below the vehicle. The specific configuration of the separating unit 14 is as shown in FIG. That is, the lower surface of the side sill outer 9 is made horizontal to form a horizontal portion 9h, and the outermost surface of the side sill outer 9 is made substantially vertical to form a vertical portion 9v. Both of these portions 9h, 9v are opened at about 90 degrees. The corners of both 9h and 9v form a separating portion 14 that extends in the vehicle front-rear direction on the outer surface of the vehicle by connecting the corners 9h and 9v.

As described above, according to the embodiment shown in FIGS. 3 and 4, the air flow (side flow) Y flowing on the vehicle body side surface 1 and the air flow (bottom surface flow) X flowing on the vehicle body lower surface 2 are separated. Since the separating portion 14 is formed in the corner portion below the vehicle, the separating portion 14 separates the side surface flow Y and the lower surface flow X from each other to prevent interference between the flows, and as a result, the air resistance coefficient C There is an effect that the loss of _D can be prevented. Also,
Since the lower surface of the side sill outer 9 is formed horizontally to configure the separating portion 14 described above, there is an effect that the existing vehicle body component can be effectively used to configure the separating portion 14 without providing any separate member. is there. 3 and 4, the same parts as those in the previous figures are designated by the same reference numerals, and detailed description thereof will be omitted.

FIG. 5 shows another embodiment of the separating portion 14 described above. In this embodiment, the lower surface of the side sill outer 9 is connected to the lower side flanges 9b, 8b of the side sill outer 9 and the side sill inner 8. The lower part 9c is formed by lowering to the lower end, and the lower part 9c constitutes the above-mentioned separating part 14, and the welding recess 15 is provided between the above-mentioned joining flange part 9b and the above-mentioned lower part 9c. Is forming.

As described above, according to the embodiment shown in FIG. 5, an air flow (side flow) Y flowing on the vehicle body side surface 1 (see FIG. 3),
Since the separation portion 14 for separating the air flow (lower surface flow) X flowing on the vehicle body lower surface 2 (see FIG. 3) is formed in the corner portion below the vehicle, the side surface flow Y and the lower surface flow X are separated by this separation portion 14. As a result, it is possible to prevent the interference between the two flows, and as a result, it is possible to prevent the loss of the air resistance coefficient C _D.

Further, the lower surface of the side sill outer 9 is lowered to the lower ends of the flange portions 9b, 8b for joining the side sill outer 9 and the side sill inner 8 to form a lower portion 9c,
Since the separating portion 14 is configured by the lower portion 9c, the separating portion 14 can be configured by effectively utilizing the existing vehicle body component parts without providing any separate member, and the above-described joining flange portion can be formed. Since the welding recess 15 is formed between the lower side portion 9c and the lower side portion 9c, the flange portion 9 for joining the side sill water 9 and the side sill inner 8 is formed.
There is an effect that it is possible to secure a space into which a welding member such as a spot gun used for welding b and 8b is inserted.
In FIG. 5, the same parts as those in the previous figure are designated by the same reference numerals, and detailed description thereof will be omitted.

FIGS. 6 to 10 show an air flow (first air flow) flowing along the outer surface of the vehicle body below the belt line and a so-called cabin slightly inclined in the vehicle width direction above the belt line. 2) shows a vehicle body structure for preventing mutual interference with an air flow (second air flow) flowing along the outer side surface of the () part. Here, FIG. 7 shows a portion A of FIG. 6, FIG. 8 shows a portion B of FIG. 6, and FIG. 9 shows a cross section taken along line CC of FIG.

The door water panel 5 located on the outer surface of the vehicle body is recessed inward in a semicircular cross section at a portion of the front door 16 and the rear door 17 immediately adjacent to the belt line, and the first air flow and the second air flow The interference preventing flow forming recess 18 is formed along the vehicle body front-rear direction so that the flow velocity becomes faster than the air flow.

The interference preventing flow forming concave portion 18 formed in the front door 16 is within the range of a predetermined length LE1 shown in FIG. 7 from the front end portion of the front door 16.
The groove depth of 8 is configured to gradually change from a shallow state to a deep state.

Further, as shown in FIG. 8, the rear fender panel 19 is inwardly oriented so that the rear fender panel 19 is inwardly continuous with the interference preventing flow forming recess 18 formed in the rear door 17 as shown in FIG. A circular anti-interference flow forming recess 20 is formed, and the anti-interference flow forming recess 20 formed in the rear fender panel 19 extends in a range of a predetermined length LE2 shown in FIG. 8, that is, from the front end to the rear end. It is configured such that the groove depth of the recess 20 gradually changes from a deep state to a shallow state over the entire length.

6 to 9, 21 is a hood, 22 is a front fender, 23 is a side window glass, 24 is a door trim, 25 is a belt line reinforcement, 26 is a belt line molding, 27 is a run channel, 28 , 29 are weatherstrips having lips.

As described above, when the interference prevention forming recesses 18 and 20 which are continuous in the front-rear direction are formed substantially along the belt line, the above-described first air flow and second air flow are formed in the recesses 18 and 20. Since the flow velocity is fast and a smooth air flow (interference prevention) can be formed, the interference prevention flow causes the first air flow and the second air flow to interfere with each other. And the loss of the air resistance coefficient C _D can be prevented (see FIG. 1).
0).

Further, by merely recessing predetermined portions of the door outer panel 17 and the rear fender panel 19 in the front door 16 and the rear door 17 described above, existing vehicle body constituent parts can be effectively utilized without using any separate member. There is an effect that the interference preventing flow forming recesses 18 and 20 can be formed. In FIG. 10, the horizontal axis indicates the interference prevention flow forming concave portion 1
The groove depth d of 8 and 20 (see FIG. 9) is taken, and the air resistance reduction amount ΔC _D is taken on the vertical axis to show the effect of reducing the air resistance coefficient C _D in the configurations of FIGS. 6 to 9. .

FIGS. 11 to 15 show an air flow (first air flow) flowing along the outer side surface of the vehicle body below the belt line and a so-called cabin which is slightly axially inclined above the belt line. 1 shows a vehicle body structure for preventing mutual interference with an air flow (second air flow) flowing along an outer side surface of a part. Here, FIG. 12 shows a portion D of FIG. 11, FIG. 13 shows a cross section taken along the line EE of FIG. 11, and FIG.
Shows a cross section taken along the line FF of FIG. Note that, in FIGS. 11 to 14, the same parts as those in the previous figures are denoted by the same reference numerals.

As shown in FIG. 13, a belt line molding 26, which is arranged along the belt line in the front door 16 and the rear door 17, separates the first air flow and the second air flow from each other. As a separating means (separating portion), it protrudes from the side window glass 23 toward the outside of the vehicle body by a predetermined height h and slightly obliquely upward. The fin 30 is integrally formed. In this embodiment, a bulging portion 31 having an elliptical annular cross section is integrally formed at the tip of the fin 30 described above. The fins 30 formed along the belt line of the front door 16 and the fins 30 formed along the belt line of the rear door 16 are separated from each other.

As shown in FIG. 14, the upper end portion 19a of the rear fender panel 19 is slightly offset inwardly of the vehicle body, and the lower end portion 3 of the cab side outer panel 32 is arranged.
2a is slightly offset inwardly of the vehicle body, and these two portions 19a and 32a are joined to form a recess 33. By utilizing this recess 33, the garnish mounting member 34 is attached to the lower end 32a of the cab side outer panel 32 described above. It is installed. A rear pillar garnish 35 is attached to the outer end of the garnish attachment member 34 so as to be substantially flush with the cab side outer panel 32, and the rear pillar garnish 35 is attached to the first air flow and the first air flow described above. Two
The fins 36 are integrally formed as a separating means (separating portion) for separating the air flow of the.

Similar to the fins 30 of the belt line molding 26 described above, the fins 36 are also formed so as to project from the cab side outer panel 32 to the outside of the vehicle body by a predetermined height and slightly upward, and the fins 36 are The fins 30 described above are configured to be continuous in the front-rear direction of the vehicle body. A bulging portion 37 having an elliptical cross section is also integrally formed at the tip of the fin 36 of the above-mentioned rear pillar garnish 35. In addition, in FIG. 13, 38 is a belt line reinforcement.

As described above, the fins 30 and 36 as the separating means (separating portion) for separating the above-mentioned first air flow and second air flow are provided continuously along the belt line in the longitudinal direction of the vehicle body. Therefore, each of these fins 30 and 36 makes the first
Of the second air flow and the air flow of the second air flow can be prevented from interfering with each other, and as a result, the loss of the air resistance coefficient C _D can be prevented (see FIG. 15). .

Further, the fins 30 and 36 are attached to the belt line molding 26 and the rear pillar garnish 35 described above.
By only integrally forming the vehicle body, the existing vehicle body component parts can be effectively used without using any separate member and the separating means (fin 3
0, 36) can be configured. In FIG. 15, the horizontal axis indicates the height h (see FIG. 13) of the fins 30 and 36 as the separating means, and the vertical axis indicates the air resistance reduction amount ΔC _D.
11 shows the effect of reducing the air resistance coefficient C _D in the configurations of FIGS. 11 to 14.

16 and 17 show mutual interference between an air flow (upper surface flow) flowing along the outer surface of the roof 39 and an air flow (side surface flow) flowing along the outer surface of the cab side 40 in the vehicle upper body region. The vehicle body structure of the vehicle to prevent is shown. Assuming that the horizontal distance between the belt line and the outer end of the roof 39 is a and the vertical distance between the roof 39 and the belt line is b, the tumble foam ratio a / b is shown in FIG. Set within the range of / b1 to a2 / b2. That is, by separating the above-described roof 39 and the cab side 40 from being connected to each other as close to a right angle as possible, a separating portion 41 extending in the vehicle front-rear direction is formed at a corner portion above the vehicle. The upper flow and the side flow are separated by 41 to prevent the loss of the air resistance coefficient C _D.

18, 19 and 20 show an air flow (upstream flow) U flowing along the outer surface of the roof 39 and an air flow (side flow) S flowing along the outer surface of the cab side 40 in the vehicle upper body region. 1 shows a vehicle body structure for preventing mutual interference with the vehicle. As shown in FIG. 19, a roof carrier 43 is provided which is attached to an upper surface side portion of a roof panel 42 constituting the roof 39 and extends in the vehicle front-rear direction. The height of the roof carrier 43 is H and the width is L. In this case, as shown in FIG. 20, each of these dimensions is set within the range of H1 to H2 and within the range of L1 to L2 (see FIG. 20).
(See the hatching part of), the loss of the air resistance coefficient C _D is prevented.

That is, the roof carrier 43 set to have the dimensions within the region β separates the upper surface flow U and the side surface flow S and acts as a separating portion for preventing mutual interference between the two. Therefore, it is possible to prevent the loss of the air resistance coefficient C _D. In FIG. 19, reference numeral 44 denotes a roof rail having a closed cross section 47 in which a roof rail outer 45 and a roof rail inner 46 are joined and extend in the vehicle body front-rear direction. In FIGS. 18 and 19, the same parts as those in the previous figure are designated by the same reference numerals.

FIGS. 21 and 22 show the mutual relation between the air flow (top flow) U flowing along the outer surface of the roof 39 and the air flow (side flow) S flowing along the outer surface of the cab side 40 in the vehicle upper body region. 1 shows a vehicle body structure for preventing interference.

As shown in FIG. 22, a roof molding disposing recess 4 is formed on the upper side of the roof panel 42 constituting the roof 39 so as to be recessed toward the passenger compartment and extending in the vehicle front-rear direction.
8 is formed, and a roof molding 49 is mounted in the roof molding disposing recess 48 so as to project upward from the recess 48. When the protruding height of the roof molding 49 from the roof panel 42 to the upper side is H and the width is L, these respective dimensions are within the range of H1 to H2 and L1 to L2 as shown in FIG. Area β set within the range of
(See the hatching part of), the loss of the air resistance coefficient C _D is prevented.

That is, the roof molding 49 set to have the dimensions in the above-mentioned region β separates the upper surface flow U and the side surface flow S and acts as a separating portion for preventing mutual interference between the two. Therefore, it is possible to prevent the loss of the air resistance coefficient C _D. 21 and 22, the same parts as those in the previous figures are designated by the same reference numerals, and detailed description thereof will be omitted.

Although the three-box type vehicle is illustrated in each of the above-mentioned embodiments, it is needless to say that the above-described air flow mutual interference preventing structure may be applied to the one-box type, hatchback type and other vehicles. .

[Brief description of drawings]

FIG. 1 is a schematic front view showing a vehicle body structure of a vehicle of the present invention.

FIG. 2 is a cross-sectional view showing an interference prevention flow forming portion.

FIG. 3 is a schematic front view showing another embodiment of the vehicle body structure of the vehicle of the present invention.

FIG. 4 is a cross-sectional view showing a separation section.

FIG. 5 is a cross-sectional view showing another embodiment of the separation unit.

FIG. 6 is a schematic view of an air flow interference prevention structure.

FIG. 7 is an enlarged view of part A in FIG.

FIG. 8 is an enlarged view of part B in FIG.

9 is a sectional view taken along the line CC of FIG.

FIG. 10 is an explanatory diagram showing an air drag reduction amount with respect to a groove depth.

FIG. 11 is a schematic perspective view showing an air flow interference prevention structure.

FIG. 12 is an enlarged view of part D in FIG.

13 is a cross-sectional view taken along the line EE of FIG.

14 is a sectional view taken along the line FF of FIG.

FIG. 15 is an explanatory diagram showing an air resistance reduction amount with respect to the fin height.

FIG. 16 is a schematic front view showing a structure for preventing mutual interference between a top surface flow and a side surface flow.

FIG. 17 is an explanatory diagram showing an air drag reduction amount with respect to a ratio of tumble foam.

FIG. 18 is a perspective view of an upper body showing a structure for preventing mutual interference between a top surface flow and a side surface flow.

FIG. 19 is a cross-sectional view showing the separation section of FIG.

FIG. 20 is an explanatory diagram showing the air resistance reduction amount with respect to the height and width of the separation portion.

FIG. 21 is a perspective view of an upper body showing a structure for preventing mutual interference between a top surface flow and a side surface flow.

22 is a cross-sectional view showing the separation portion of FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Vehicle body side surface 2 ... Vehicle body lower surface 3 ... Interference prevention flow forming part 5 ... Door outer panel 8 ... Side sill inner 8b, 9b ... Joining bulge part 9 ... Side sill outer 9c ... Low part 14 ... Separation part 15 ... Welding recess X ... Bottom flow Y ... Side flow Z ... Interference prevention flow

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Ichiro Kamimoto 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (5)

[Claims] 1. A vehicle body structure on an outer surface of a vehicle body, wherein an anti-interference flow is provided between an air flow flowing on a side surface of the vehicle body and an air flow flowing on a lower surface of the vehicle body, the flow velocity being higher than those of the two air flows. A vehicle body structure that forms a forming portion. 2. The vehicle body structure according to claim 1, wherein the interference-preventing flow forming portion is formed by curving a shape extending from a lower end portion of the door outer panel to a side sill outer concavely toward a vehicle interior side. 3. A vehicle body structure of a vehicle on an outer surface of the vehicle body, wherein a separating portion for separating an air flow flowing on a side surface of the vehicle body and an air flow flowing on a lower surface of the vehicle body is formed in a corner portion below the vehicle. 4. The vehicle body structure according to claim 3, wherein the lower surface of the side sill outer is horizontally formed to constitute the separating portion. 5. The lower surface of the side sill outer is lowered to the lower end of a flange portion for joining the side sill outer and the side sill inner to form a lower portion, and the lower portion constitutes the separating portion, and the joining flange portion. The vehicle body structure according to claim 3, wherein a welding recess is formed between and the lower portion.