WO2023248907A1 - Vehicle structure for electric vehicle - Google Patents

Vehicle structure for electric vehicle Download PDF

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Publication number
WO2023248907A1
WO2023248907A1 PCT/JP2023/022130 JP2023022130W WO2023248907A1 WO 2023248907 A1 WO2023248907 A1 WO 2023248907A1 JP 2023022130 W JP2023022130 W JP 2023022130W WO 2023248907 A1 WO2023248907 A1 WO 2023248907A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
radiator
cover member
width direction
opposing surface
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PCT/JP2023/022130
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French (fr)
Japanese (ja)
Inventor
一郎 津曲
祐人 大滝
典裕 土田
彬史 山崎
Original Assignee
日野自動車株式会社
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Application filed by 日野自動車株式会社 filed Critical 日野自動車株式会社
Publication of WO2023248907A1 publication Critical patent/WO2023248907A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining

Definitions

  • the present disclosure relates to a vehicle structure of an electric vehicle.
  • Patent Document 1 listed below describes an electric vehicle that uses an electric motor as a power source and can effectively utilize heat generated from electrical equipment.
  • the present disclosure has been made in view of the above-mentioned problems, and aims to provide a vehicle structure for an electric vehicle that can suppress aerodynamic resistance of the vehicle during driving.
  • a vehicle structure of an electric vehicle includes a radiator, a power unit of the electric vehicle, and a power supply section for supplying electric power to the power unit,
  • One has a cover member having an opposing surface that receives the wind that has passed through the radiator, and the opposing surface has a distance from the radiator along the longitudinal direction of the vehicle that increases toward the lower end of the opposing surface. or a widthwise inclined surface inclined so that the distance from the radiator along the longitudinal direction of the vehicle increases toward at least one of the widthwise ends of the opposing surface.
  • the wind that has passed through the radiator and reached the cover member tends to flow downward or in the width direction due to the presence of the downward slope or the width direction slope of the opposing surface, It is guided into a space below or in the width direction of the one of the power unit and the power supply section. As a result, the flow of the wind becomes smooth, and the aerodynamic resistance of the vehicle during driving is suppressed.
  • the opposing surface may have both the downward slope and the width direction slope.
  • a vehicle structure for an electric vehicle that can suppress aerodynamic resistance of the vehicle during driving.
  • FIG. 1 is a diagram showing a schematic vertical cross section of the vehicle structure of an electric vehicle according to a first embodiment
  • FIG. 3 is a three-sided view showing the cover member according to the first embodiment. It is a three-sided view which shows the cover member of 2nd Embodiment. It is a three-sided view which shows the cover member of 3rd Embodiment.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a diagram for explaining a simulation vehicle model.
  • FIG. 3 is a
  • FIG. 1 is a diagram showing a schematic longitudinal section of the vehicle structure of an electric vehicle according to a first embodiment of the present disclosure as viewed from the width direction, and shows the structure of the front part of the electric vehicle.
  • the vehicle structure V according to the first embodiment is a structural part that constitutes a part of an electric vehicle such as an electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, or a fuel cell vehicle. Part of the vehicle structure is shown.
  • the vehicle structure V includes a radiator 1, a power supply section 5 having a cover member 3 and a power supply main body section 4, and a power unit 6.
  • the electric vehicle including the vehicle structure V includes a front chassis 7, a cab windshield 8, a rear chassis 9, a body 10, front tires 11, a cab front panel 12, An air deflector 13 is provided.
  • the radiator 1 is provided in an opening 7A formed in the front chassis 7.
  • the radiator 1 is an air-cooled heat exchanger in which a refrigerant for cooling the power unit 6 and/or the power supply main body 4 circulates. As the electric vehicle runs, wind from outside the electric vehicle passes through the radiator 1, and at this time, the refrigerant is cooled within the radiator 1 by the wind.
  • the power unit 6 has a drive motor as a power source for driving the electric vehicle, and may further include an engine depending on the type of electric vehicle.
  • the power unit 6 is provided on the rear chassis 9.
  • the power supply main body 4 includes a battery, a fuel cell, etc. for supplying driving power to the drive motor of the power unit 6.
  • the cover member 3 is provided at the front of the power source main body 4 (on the front side in the running direction of the electric vehicle), and if the cover member 3 is not present, the area of the power source main body 4 that is exposed to the wind that has passed through the radiator 1 while driving is is provided to cover all or part of the
  • the cover member 3 has a facing surface 3S.
  • the opposing surface 3S receives part or all of the wind that passes through the radiator 1 during driving.
  • the cover member 3 is provided so as to be in contact with the power source main body 4 or to be spaced apart from the power source main body 4.
  • the cover member 3 is made of, for example, a steel plate, an aluminum plate,
  • FIG. 2 is a three-sided view showing the cover member.
  • the cover member 3 is viewed from the top to the bottom along the vertical direction
  • the right side view (lower right side view) is the cover member 3 viewed from the left to the right along the width direction of the vehicle.
  • This is a diagram showing the. The same applies to the three-sided views of FIGS. 3 and 4, which will be described later.
  • the opposing surface 3S of the cover member 3 of this embodiment has a distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle that increases toward the lower end 3U of the opposing surface 3S. It has a downwardly inclined surface 31 which is inclined so as to be. It is preferable that the downward inclined surface 31 extends to the lower end 3U of the opposing surface 3S in the vertical direction of the vehicle.
  • the lower inclined surface 31 may extend from the upper end 3T of the facing surface 3S toward the lower end 3U in the vertical direction of the vehicle, or from the midpoint of the facing surface 3S in the vertical direction of the vehicle to the lower end 3U.
  • the lower inclined surface 31 may extend from the upper end 3T of the opposing surface 3S to the lower end 3U in the vertical direction of the vehicle (that is, the entire opposing surface 3S may be composed of the lower inclined surface 31). It may also extend from the midpoint of the opposing surface 3S in the vertical direction of the vehicle to the lower end 3U.
  • the downward sloping surface 31 of this embodiment has a curved shape in a longitudinal section viewed from the width direction of the vehicle, and has a center point located behind the downward sloping surface 31 in the longitudinal direction of the vehicle. Although it has a circular arc shape, it may have another curved shape or a straight line shape.
  • the wind passing through the radiator 1 and reaching the cover member 3 is covered by the downwardly inclined surface 31 of the facing surface 3S of the cover member 3. It easily flows below the member 3 and is guided into the space below the power supply unit 5 (see FIGS. 1 and 2), which space communicates with the space outside the electric vehicle. As a result, the flow of air passing through the radiator 1 becomes smooth, and aerodynamic resistance of the vehicle during driving is suppressed.
  • FIG. 3 is a three-sided view showing the cover member of the second embodiment.
  • the facing surface 3S2 of the cover member 3B of the present embodiment has a structure in which the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle extends toward the widthwise ends 3L and 3R of the facing surface 3S2. It has width direction inclined surfaces 33 and 34 which are inclined so that the distance becomes large. It is preferable that the width direction inclined surfaces 33 and 34 extend to the width direction ends 3L and 3R of the opposing surface 3S2, respectively, in the width direction of the vehicle.
  • the width direction inclined surfaces 33 and 34 may be directly connected to each other in the width direction of the vehicle and extend toward the width direction ends 3L and 3R, respectively, or may be connected to each other in the width direction of the vehicle.
  • width direction inclined surfaces 33 and 34 may be directly connected to each other in the width direction of the vehicle and may extend to the width direction ends 3L and 3R, respectively (that is, the entire opposing surface 3S2 is ) and are connected to each other via other non-sloped surfaces such that the distance from the radiator 1 (see FIG. 1) is increased, and It may extend to 3L and 3R.
  • the width direction inclined surfaces 33 and 34 of this embodiment each have a curved shape in a cross section seen from the top and bottom of the vehicle as shown in FIG. Although it has an arcuate shape with its center point at the rear side of the curve, it may have another curved shape or a straight line shape. Further, the facing surface 3S2 may have only one of the widthwise inclined surface 33 and the widthwise inclined surface 34 as the widthwise inclined surface.
  • the wind passing through the radiator 1 (see FIG. 1) and reaching the cover member 3B is caused by the width direction slope of the facing surface 3S2 of the cover member 3B.
  • the presence of the surfaces 33 and 34 makes it easier to flow in the width direction of the cover member 3B, leading to the space in the width direction of the power supply section (see FIGS. 1 and 2), and this space communicates with the space outside the electric vehicle. ing.
  • the flow of air passing through the radiator 1 becomes smooth, and aerodynamic resistance of the vehicle during driving is suppressed.
  • FIG. 4 is a three-sided view showing the cover member of the third embodiment.
  • the opposing surface 3S3 of the cover member 3C of this embodiment has a distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle that increases toward the lower end 3U of the opposing surface 3S3.
  • the lower widthwise inclined surfaces 35, 36 are inclined so that the distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle increases as one goes toward the widthwise ends 3L, 3R of the facing surface 3S3.
  • the facing surface 3S3 of the cover member 3C of the present embodiment covers both the downwardly inclined surface 31 of the first embodiment (see FIG. 2) and the widthwise inclined surfaces 33 and 34 of the second embodiment (see FIG. 3). , are also provided as lower width direction inclined surfaces 35 and 36.
  • the lower width direction inclined surfaces 35 and 36 each extend to the lower end 3U of the facing surface 3S3 in the vertical direction of the vehicle, and also, in the width direction of the vehicle, the width direction ends 3L and 3R of the facing surface 3S3. Preferably, it extends up to
  • the lower width direction inclined surfaces 35 and 36 may each extend from the upper end 3T of the facing surface 3S3 toward the lower end 3U in the vertical direction of the vehicle, or may extend from the midpoint of the facing surface 3S3 in the vertical direction of the vehicle. You may extend from it toward the lower end 3U.
  • the lower width direction inclined surfaces 35 and 36 are connected to each other via a curved surface 37 in the width direction of the vehicle and extend toward the width direction ends 3L and 3R, respectively, but are not directly connected to each other. They may extend toward the width direction ends 3L and 3R, respectively.
  • the lower width direction inclined surfaces 35 and 36 may extend from the upper end 3T of the facing surface 3S3 to the lower end 3U in the vertical direction of the vehicle, or from the midpoint of the facing surface 3S3 in the vertical direction of the vehicle. It may extend to the lower end 3U. Further, the lower widthwise inclined surfaces 35 and 36 may be connected to each other via the curved surface 37 and extend to the widthwise ends 3L and 3R, respectively, or may be directly connected to each other and then respectively extended in the widthwise direction. It may extend to the ends 3L and 3R.
  • each of the lower width direction inclined surfaces 35 and 36 has a curved shape in a longitudinal section seen from the width direction of the vehicle, and is located further back in the longitudinal direction of the vehicle than the lower width direction inclined surfaces 35 and 36. Although it has an arcuate shape with the center point at the side, it may have another curved shape or a straight line shape.
  • the lower width direction inclined surfaces 35 and 36 each have a linear shape in a cross section seen from the vertical direction of the vehicle as shown in FIG. It may have a curved shape such as an arc shape with the rear side as the center point. Further, the opposing surface 3S3 may have only one of the lower widthwise inclined surface 35 and the lower widthwise inclined surface 36 as the lower widthwise inclined surface.
  • the facing surface 3S3 since the facing surface 3S3 has the lower width direction inclined surfaces 35 and 36, the opposite surface 3S3 passes through the radiator 1 and reaches the cover member 3C.
  • the wind is guided to both the space below the power supply unit and the space in the width direction (see FIGS. 1 and 2), and this space communicates with the space outside the electric vehicle. Therefore, the amount of air passing through the radiator 1 increases. As a result, the amount of air passing through the radiator 1 can be increased while suppressing the aerodynamic resistance of the vehicle during driving.
  • the inventors of the present application conducted numerical simulation analysis for each of the models of Examples 1 to 3 and Comparative Example 1 using an unstructured grid thermofluid analysis system SCRYU/Tetra Version 12 (manufactured by Software Cradle Co., Ltd.). 5 to 11 are diagrams for explaining the vehicle model of this simulation.
  • Example 1 A vehicle having the vehicle structure of the first embodiment described above was modeled as Example 1.
  • FIG. 1 is a front view of the vehicle model of Example 1
  • FIG. 2 is a right side view of the vehicle model of Example 1.
  • 3 is a schematic enlarged view of the front view of the vehicle model of FIG. 1
  • FIG. 4 is a schematic vertical cross-section of the vehicle model of Example 1 viewed from the width direction, corresponding to FIG. FIG.
  • a large vehicle (cargo) was modeled as Example 1.
  • this large vehicle model was placed in a space with a length of 75 m, a width of 17.5 m, and a height of 11 m in the positional relationship shown in these figures.
  • FIG. 9 is a three-sided view showing the cover member 3 of the vehicle model of the first embodiment, corresponding to FIG. As shown in FIG.
  • the cover member 3 had a width of 980 mm, a height of 1100 mm, and a maximum thickness of 350 mm.
  • the radius of curvature of the downwardly inclined surface 31 in the longitudinal section viewed from the width direction of the vehicle was set to 1850 mm.
  • Example 2 A vehicle having the vehicle structure of the second embodiment described above was modeled as Example 2. That is, the vehicle model of Example 2 differs from the vehicle model of Example 1 in the shape of the cover member, but is the same as the vehicle model of Example 1 in other respects.
  • FIG. 10 is a three-sided view showing the cover member 3B of the vehicle model according to the second embodiment, corresponding to FIG. As shown in FIG. 10, the width of the cover member 3B was 980 mm, the height was 1100 mm, and the longest thickness was 300 mm. The radius of curvature of the sloped surfaces 33 and 34 in the width direction in the cross section viewed from the top and bottom of the vehicle was set to 550 mm.
  • Example 3 A vehicle having the vehicle structure of the third embodiment described above was modeled as Example 3. That is, the vehicle model of Example 3 differs from the vehicle models of Examples 1 and 2 in the shape of the cover member, and is the same as the vehicle models of Examples 1 and 2 in other respects.
  • FIG. 11 is a three-sided view showing the cover member 3C of the vehicle model according to the third embodiment, corresponding to FIG. As shown in FIG. 11, the width of the cover member 3C was 980 mm, the height was 1100 mm, and the longest thickness was 350 mm.
  • the radius of curvature of the lower widthwise sloped surfaces 35 and 36 in the longitudinal section viewed from the width direction of the vehicle was 1900 mm, and the radius of curvature of the curved surface 37 in the cross section viewed from the vertical direction of the vehicle was 200 mm.
  • Comparative Example 1 The vehicle of Comparative Example 1 was modeled as a vehicle that differed from the vehicles of Examples 1 to 3 in that it did not have a cover member, but was otherwise the same as the vehicles of Examples 1 to 3.
  • FIG. 12 is a diagram corresponding to a table showing the calculation results of the above simulation.
  • the horizontal axis of the table shown in FIG. flow rate of wind).
  • the Cd values of Examples 1 to 3 were all smaller than the Cd value of Comparative Example 1. Specifically, the Cd value of Example 1 was 97.1%, the Cd value of Example 2 was 97.8%, and the Cd value of Example 3 was 99.1%. Furthermore, the RAD flow rates of Examples 1 and 2 were smaller than the RAD flow rate of Comparative Example 1, and the RAD flow rate of Example 3 was larger than that of Comparative Example 1.
  • the RAD flow rate of Example 1 was 478 m 3 /min
  • the RAD flow rate of Example 2 was 511 m 3 /min
  • the RAD flow rate of Example 3 was 539 m 3 /min
  • the RAD flow rate of Comparative Example 1 was 534 m 3 / minute.
  • the present disclosure is not limited to the above-described embodiments, and various modifications are possible.
  • the power supply unit 5 had the cover members 3, 3B, and 3C (see FIGS. 1 to 4), but instead of that, the power unit had the cover members 3, 3B, and It may have a cover member corresponding to any one of 3C.
  • the power supply body part 4 of the first to third embodiments described above is replaced with the power unit 6 to become a power unit body part, and the power unit body part and the cover member 3 constitute a power unit.
  • the effects exhibited by the vehicle structures of the respective embodiments are exhibited based on the same reasons as those of the vehicle structures of the first to third embodiments described above.

Abstract

A vehicle structure for an electric vehicle according to the present disclosure comprises a radiator, a power unit for an electric vehicle, and a power supply unit for supplying power to the power unit. One between the power unit and the power supply unit has a cover member having an opposing surface that receives air which has passed through a radiator. The opposing surface has a downward inclined surface for which the distance from the radiator along the front-rear direction of the vehicle becomes greater toward a lower end of the opposing surface, or a width-direction inclined surface for which the distance from the radiator along the front-rear direction of the vehicle becomes greater toward at least one among width-direction ends of the opposing surface.

Description

電動車の車両構造Vehicle structure of electric vehicle
　本開示は、電動車の車両構造に関する。 The present disclosure relates to a vehicle structure of an electric vehicle.
　車の電動化に伴い、動力源であるパワーユニットは、エンジンから電動モータに置き換わってきている。下記特許文献１には、電動モータを動力源とする電気自動車であって、電気機器から発生した熱を効果的に利用することができる電気自動車が記載されている。 With the electrification of cars, the power unit that is the power source is replacing the engine with an electric motor. Patent Document 1 listed below describes an electric vehicle that uses an electric motor as a power source and can effectively utilize heat generated from electrical equipment.
特開２０２１－１１５９５１JP2021-115951
　特許文献１に記載の電気自動車では、ラジエータ２２の下流に冷却対象となるパワーコントロールユニット２０等の電気機器が設けられており、ラジエータを通過した風は、この電気機器に当たる。そのため、この電気機器に起因して、走行時の車両の空力抵抗が増加するという問題が生じる。その結果、走行時の車の燃費が悪化する。 In the electric vehicle described in Patent Document 1, electrical equipment such as the power control unit 20 to be cooled is provided downstream of the radiator 22, and the wind passing through the radiator hits this electrical equipment. Therefore, due to this electrical equipment, a problem arises in that the aerodynamic resistance of the vehicle increases during driving. As a result, the fuel efficiency of the car during driving deteriorates.
　本開示は上述の課題に鑑みてなされたものであり、走行時の車両の空力抵抗を抑制することが可能な電動車の車両構造を提供することを目的とする。 The present disclosure has been made in view of the above-mentioned problems, and aims to provide a vehicle structure for an electric vehicle that can suppress aerodynamic resistance of the vehicle during driving.
　上述の課題を解決するため、本開示に係る電動車の車両構造は、ラジエータと、電動車のパワーユニットと、上記パワーユニットに電力を供給するための電源部とを備え、上記パワーユニット及び上記電源部の一方は、上記ラジエータを通過した風を受ける対向面を有するカバー部材を有し、上記対向面は、上記対向面の下方端に向かうに従って、車両の前後方向に沿った上記ラジエータからの距離が大きくなるように傾斜した下方傾斜面、又は、上記対向面の幅方向端の少なくとも一方に向かうに従って、車両の前後方向に沿った上記ラジエータからの距離が大きくなるように傾斜した幅方向傾斜面を有する。 In order to solve the above-mentioned problems, a vehicle structure of an electric vehicle according to the present disclosure includes a radiator, a power unit of the electric vehicle, and a power supply section for supplying electric power to the power unit, One has a cover member having an opposing surface that receives the wind that has passed through the radiator, and the opposing surface has a distance from the radiator along the longitudinal direction of the vehicle that increases toward the lower end of the opposing surface. or a widthwise inclined surface inclined so that the distance from the radiator along the longitudinal direction of the vehicle increases toward at least one of the widthwise ends of the opposing surface. .
　本開示に係る電動車の車両構造によれば、ラジエータを通過してカバー部材に達した風は、上記対向面の下方傾斜面又は幅方向傾斜面の存在によって下方又は幅方向に流れやすくなり、上記パワーユニット及び上記電源部の上記一方の下方又は幅方向の空間に導かれる。その結果、当該風の流れがスムーズとなり、走行時の車両の空力抵抗が抑制される。 According to the vehicle structure of an electric vehicle according to the present disclosure, the wind that has passed through the radiator and reached the cover member tends to flow downward or in the width direction due to the presence of the downward slope or the width direction slope of the opposing surface, It is guided into a space below or in the width direction of the one of the power unit and the power supply section. As a result, the flow of the wind becomes smooth, and the aerodynamic resistance of the vehicle during driving is suppressed.
　さらに、本開示に係る電動車の車両構造において、上記対向面は、上記下方傾斜面及び上記幅方向傾斜面の両方を有することができる。これにより、ラジエータを通過してカバー部材に達した風は、上記パワーユニット及び上記電源部の一方の下方の空間及び幅方向の空間の両方に導かれるため、ラジエータを通過する風の量が増加する。その結果、走行時の車両の空力抵抗を抑制しつつ、ラジエータを通過する風の量を増加させることができる。 Furthermore, in the vehicle structure of the electric vehicle according to the present disclosure, the opposing surface may have both the downward slope and the width direction slope. As a result, the wind that has passed through the radiator and reached the cover member is guided to both the space below one of the power unit and the power supply section and the space in the width direction, so the amount of wind that passes through the radiator increases. . As a result, the amount of air passing through the radiator can be increased while suppressing the aerodynamic drag of the vehicle during driving.
　本開示によれば、走行時の車両の空力抵抗を抑制することが可能な電動車の車両構造が提供される。 According to the present disclosure, there is provided a vehicle structure for an electric vehicle that can suppress aerodynamic resistance of the vehicle during driving.
第１実施形態に係る電動車の車両構造の模式的な縦断面を示す図である。1 is a diagram showing a schematic vertical cross section of the vehicle structure of an electric vehicle according to a first embodiment; FIG. 第１実施形態に係るカバー部材を示す三面図である。FIG. 3 is a three-sided view showing the cover member according to the first embodiment. 第２実施形態のカバー部材を示す三面図である。It is a three-sided view which shows the cover member of 2nd Embodiment. 第３実施形態のカバー部材を示す三面図である。It is a three-sided view which shows the cover member of 3rd Embodiment. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの車両モデルを説明するための図である。FIG. 3 is a diagram for explaining a simulation vehicle model. シミュレーションの計算結果を示す表に対応する図である。FIG. 3 is a diagram corresponding to a table showing simulation calculation results.
　以下、添付図面を参照して、本開示を実施するための形態を詳細に説明する。なお、各図面において、可能な場合には同一要素には同一符号を用いる。また、図面中の構成要素内及び構成要素間の寸法比は、図面の見易さのため、それぞれ任意となっている。 Hereinafter, embodiments for carrying out the present disclosure will be described in detail with reference to the accompanying drawings. In each drawing, the same reference numerals are used for the same elements where possible. Furthermore, the dimensional ratios within and between the constituent elements in the drawings are arbitrary for the sake of legibility of the drawings.
（第１実施形態）
　図１は、本開示の第１実施形態に係る電動車の車両構造の幅方向から見た模式的な縦断面を示す図であり、当該電動車の前部の構造を示している。
　第１実施形態に係る車両構造Ｖは、電気自動車、ハイブリッド車、プラグインハイブリッド車、又は燃料電池車等の電動車の一部を構成する構造部であり、図１では、例として電動トラックの一部を構成する車両構造が示されている。図１に示すように、車両構造Ｖは、ラジエータ１と、カバー部材３及び電源本体部４を有する電源部５と、パワーユニット６を備える。車両構造Ｖを含む電動車は、車両構造Ｖに加えて、前部シャーシ７と、キャブのフロントガラス８と、後部シャーシ９と、ボディ１０と、前輪タイヤ１１と、キャブのフロントパネル１２と、エアディフレクタ１３を備える。 (First embodiment)
FIG. 1 is a diagram showing a schematic longitudinal section of the vehicle structure of an electric vehicle according to a first embodiment of the present disclosure as viewed from the width direction, and shows the structure of the front part of the electric vehicle.
The vehicle structure V according to the first embodiment is a structural part that constitutes a part of an electric vehicle such as an electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, or a fuel cell vehicle. Part of the vehicle structure is shown. As shown in FIG. 1, the vehicle structure V includes a radiator 1, a power supply section 5 having a cover member 3 and a power supply main body section 4, and a power unit 6. In addition to the vehicle structure V, the electric vehicle including the vehicle structure V includes a front chassis 7, a cab windshield 8, a rear chassis 9, a body 10, front tires 11, a cab front panel 12, An air deflector 13 is provided.
　ラジエータ１は、前部シャーシ７に形成された開口部７Ａに設けられている。ラジエータ１は、パワーユニット６及び／又は電源本体部４の冷却用の冷媒が循環する空冷式の熱交換器である。電動車が走行することによって電動車の外部からの風がラジエータ１を通過し、その際、ラジエータ１内で当該風によって冷媒が冷却される。 The radiator 1 is provided in an opening 7A formed in the front chassis 7. The radiator 1 is an air-cooled heat exchanger in which a refrigerant for cooling the power unit 6 and/or the power supply main body 4 circulates. As the electric vehicle runs, wind from outside the electric vehicle passes through the radiator 1, and at this time, the refrigerant is cooled within the radiator 1 by the wind.
　パワーユニット６は、電動車を走行させる動力源としての駆動モータを有し、電動車の種類に応じてさらにエンジンを含んでもよい。パワーユニット６は、後部シャーシ９上に設けられている。電源本体部４は、パワーユニット６の駆動モータに駆動用の電力を供給するためのバッテリ、燃料電池等を含む。カバー部材３は、電源本体部４の前部（電動車の走行方向前側）に設けられており、カバー部材３が存在しなければ走行時にラジエータ１を通過した風が当たる電源本体部４の領域の全部又は一部を覆うように設けられている。カバー部材３は対向面３Ｓを有する。対向面３Ｓは、走行時にラジエータ１を通過した風の一部又は全部を受ける。カバー部材３は、電源本体部４と接するように又は電源本体部４と離間して設けられている。カバー部材３は、例えば鋼板、アルミ板、樹脂部材等で構成されている。 The power unit 6 has a drive motor as a power source for driving the electric vehicle, and may further include an engine depending on the type of electric vehicle. The power unit 6 is provided on the rear chassis 9. The power supply main body 4 includes a battery, a fuel cell, etc. for supplying driving power to the drive motor of the power unit 6. The cover member 3 is provided at the front of the power source main body 4 (on the front side in the running direction of the electric vehicle), and if the cover member 3 is not present, the area of the power source main body 4 that is exposed to the wind that has passed through the radiator 1 while driving is is provided to cover all or part of the The cover member 3 has a facing surface 3S. The opposing surface 3S receives part or all of the wind that passes through the radiator 1 during driving. The cover member 3 is provided so as to be in contact with the power source main body 4 or to be spaced apart from the power source main body 4. The cover member 3 is made of, for example, a steel plate, an aluminum plate, a resin member, or the like.
　図２は、カバー部材を示す三面図である。図２の三面図の正面図（下段左側の図）は、車両の前後方向に沿って前側から後ろ側に向かってカバー部材３を見た図であり、平面図（上段の図）は、車両の上下方向に沿って上側から下側に向かってカバー部材３を見た図であり、右側面図（下段右側の図）は、車両の幅方向に沿って左側から右側に向かってカバー部材３を見た図である。後述の図３及び図４の三面図についても同様である。 FIG. 2 is a three-sided view showing the cover member. The front view (lower left side view) of the three-view diagram in FIG. The cover member 3 is viewed from the top to the bottom along the vertical direction, and the right side view (lower right side view) is the cover member 3 viewed from the left to the right along the width direction of the vehicle. This is a diagram showing the. The same applies to the three-sided views of FIGS. 3 and 4, which will be described later.
　図２に示すように、本実施形態のカバー部材３の対向面３Ｓは、対向面３Ｓの下方端３Ｕに向かうに従って、車両の前後方向に沿ったラジエータ１（図１参照）からの距離が大きくなるように傾斜した下方傾斜面３１を有する。下方傾斜面３１は、車両の上下方向において、対向面３Ｓの下方端３Ｕまで延在することが好ましい。下方傾斜面３１は、車両の上下方向において、対向面３Ｓの上方端３Ｔから下方端３Ｕに向かって延在してもよいし、対向面３Ｓの車両の上下方向の中間地点から下方端３Ｕに向かって延在してもよい。また、下方傾斜面３１は、車両の上下方向において、対向面３Ｓの上方端３Ｔから下方端３Ｕまで延在してもよい（即ち、対向面３Ｓの全体が下方傾斜面３１で構成されてもよい）し、対向面３Ｓの車両の上下方向の中間地点から下方端３Ｕまで延在してもよい。 As shown in FIG. 2, the opposing surface 3S of the cover member 3 of this embodiment has a distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle that increases toward the lower end 3U of the opposing surface 3S. It has a downwardly inclined surface 31 which is inclined so as to be. It is preferable that the downward inclined surface 31 extends to the lower end 3U of the opposing surface 3S in the vertical direction of the vehicle. The lower inclined surface 31 may extend from the upper end 3T of the facing surface 3S toward the lower end 3U in the vertical direction of the vehicle, or from the midpoint of the facing surface 3S in the vertical direction of the vehicle to the lower end 3U. It may extend towards the Further, the lower inclined surface 31 may extend from the upper end 3T of the opposing surface 3S to the lower end 3U in the vertical direction of the vehicle (that is, the entire opposing surface 3S may be composed of the lower inclined surface 31). It may also extend from the midpoint of the opposing surface 3S in the vertical direction of the vehicle to the lower end 3U.
　本実施形態の下方傾斜面３１は、図２に示すように車両の幅方向から見た縦断面において、曲線形状を有し、下方傾斜面３１よりも車両の前後方向の後ろ側を中心点とする円弧形状を有するが、他の曲線形状や、直線形状を有してもよい。 As shown in FIG. 2, the downward sloping surface 31 of this embodiment has a curved shape in a longitudinal section viewed from the width direction of the vehicle, and has a center point located behind the downward sloping surface 31 in the longitudinal direction of the vehicle. Although it has a circular arc shape, it may have another curved shape or a straight line shape.
　上述のような本実施形態に係る電動車の車両構造Ｖによれば、ラジエータ１を通過してカバー部材３に達した風は、カバー部材３の対向面３Ｓの下方傾斜面３１の存在によってカバー部材３の下方に流れやすくなり、電源部５の下方の空間に導かれ（図１及び図２参照）、当該空間は、電動車の外部の空間に連通している。その結果、ラジエータ１を通過した風の流れがスムーズとなり、走行時の車両の空力抵抗が抑制される。 According to the vehicle structure V of the electric vehicle according to the present embodiment as described above, the wind passing through the radiator 1 and reaching the cover member 3 is covered by the downwardly inclined surface 31 of the facing surface 3S of the cover member 3. It easily flows below the member 3 and is guided into the space below the power supply unit 5 (see FIGS. 1 and 2), which space communicates with the space outside the electric vehicle. As a result, the flow of air passing through the radiator 1 becomes smooth, and aerodynamic resistance of the vehicle during driving is suppressed.
（第２実施形態）
　次に、本開示の第２実施形態に係る電動車の車両構造について説明する。第２実施形態の車両構造は、カバー部材の形状の点において、第１実施形態の車両構造と異なる。図３は、第２実施形態のカバー部材を示す三面図である。 (Second embodiment)
Next, a vehicle structure of an electric vehicle according to a second embodiment of the present disclosure will be described. The vehicle structure of the second embodiment differs from the vehicle structure of the first embodiment in the shape of the cover member. FIG. 3 is a three-sided view showing the cover member of the second embodiment.
　図３に示すように、本実施形態のカバー部材３Ｂの対向面３Ｓ２は、対向面３Ｓ２の幅方向端３Ｌ、３Ｒに向かうに従って、車両の前後方向に沿ったラジエータ１（図１参照）からの距離が大きくなるように傾斜した幅方向傾斜面３３、３４を有する。幅方向傾斜面３３、３４はそれぞれ、車両の幅方向において、対向面３Ｓ２の幅方向端３Ｌ、３Ｒまで延在することが好ましい。幅方向傾斜面３３、３４は、車両の幅方向において、互いに直接接続された上で、それぞれ幅方向端３Ｌ、３Ｒに向かって延在してもよいし、ラジエータ１（図１参照）からの距離が大きくなるように傾斜していない他の面を介して互いに接続された上で、それぞれ幅方向端３Ｌ、３Ｒに向かって延在してもよい。また、幅方向傾斜面３３、３４は、車両の幅方向において、互いに直接接続された上で、それぞれ幅方向端３Ｌ、３Ｒまで延在してもよい（即ち、対向面３Ｓ２の全体が幅方向傾斜面３３、３４で構成されてもよい）し、ラジエータ１（図１参照）からの距離が大きくなるように傾斜していない他の面を介して互いに接続された上で、それぞれ幅方向端３Ｌ、３Ｒまで延在してもよい。 As shown in FIG. 3, the facing surface 3S2 of the cover member 3B of the present embodiment has a structure in which the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle extends toward the widthwise ends 3L and 3R of the facing surface 3S2. It has width direction inclined surfaces 33 and 34 which are inclined so that the distance becomes large. It is preferable that the width direction inclined surfaces 33 and 34 extend to the width direction ends 3L and 3R of the opposing surface 3S2, respectively, in the width direction of the vehicle. The width direction inclined surfaces 33 and 34 may be directly connected to each other in the width direction of the vehicle and extend toward the width direction ends 3L and 3R, respectively, or may be connected to each other in the width direction of the vehicle. They may be connected to each other via other surfaces that are not inclined so that the distance is increased, and then extend toward the widthwise ends 3L and 3R, respectively. Further, the width direction inclined surfaces 33 and 34 may be directly connected to each other in the width direction of the vehicle and may extend to the width direction ends 3L and 3R, respectively (that is, the entire opposing surface 3S2 is ) and are connected to each other via other non-sloped surfaces such that the distance from the radiator 1 (see FIG. 1) is increased, and It may extend to 3L and 3R.
　本実施形態の幅方向傾斜面３３、３４はそれぞれ、図３に示すように車両の上下方向から見た横断面において、曲線形状を有し、幅方向傾斜面３３、３４よりも車両の前後方向の後ろ側を中心点とする円弧形状を有するが、他の曲線形状や、直線形状を有してもよい。また、対向面３Ｓ２は、幅方向傾斜面として幅方向傾斜面３３及び幅方向傾斜面３４のいずれか一方のみを有してもよい。 The width direction inclined surfaces 33 and 34 of this embodiment each have a curved shape in a cross section seen from the top and bottom of the vehicle as shown in FIG. Although it has an arcuate shape with its center point at the rear side of the curve, it may have another curved shape or a straight line shape. Further, the facing surface 3S2 may have only one of the widthwise inclined surface 33 and the widthwise inclined surface 34 as the widthwise inclined surface.
　上述のような本実施形態に係る電動車の車両構造Ｖによれば、ラジエータ１（図１参照）を通過してカバー部材３Ｂに達した風は、カバー部材３Ｂの対向面３Ｓ２の幅方向傾斜面３３、３４の存在によってカバー部材３Ｂの幅方向に流れやすくなり、電源部の幅方向の空間に導かれ（図１及び図２参照）、当該空間は、電動車の外部の空間に連通している。その結果、ラジエータ１を通過した風の流れがスムーズとなり、走行時の車両の空力抵抗が抑制される。 According to the vehicle structure V of the electric vehicle according to the present embodiment as described above, the wind passing through the radiator 1 (see FIG. 1) and reaching the cover member 3B is caused by the width direction slope of the facing surface 3S2 of the cover member 3B. The presence of the surfaces 33 and 34 makes it easier to flow in the width direction of the cover member 3B, leading to the space in the width direction of the power supply section (see FIGS. 1 and 2), and this space communicates with the space outside the electric vehicle. ing. As a result, the flow of air passing through the radiator 1 becomes smooth, and aerodynamic resistance of the vehicle during driving is suppressed.
（第３実施形態）
　次に、本開示の第３実施形態に係る電動車の車両構造について説明する。第３実施形態の車両構造は、カバー部材の形状の点において、第１及び第２実施形態の車両構造と異なる。図４は、第３実施形態のカバー部材を示す三面図である。 (Third embodiment)
Next, a vehicle structure of an electric vehicle according to a third embodiment of the present disclosure will be described. The vehicle structure of the third embodiment differs from the vehicle structures of the first and second embodiments in the shape of the cover member. FIG. 4 is a three-sided view showing the cover member of the third embodiment.
　図４に示すように、本実施形態のカバー部材３Ｃの対向面３Ｓ３は、対向面３Ｓ３の下方端３Ｕに向かうに従って、車両の前後方向に沿ったラジエータ１（図１参照）からの距離が大きくなると共に、対向面３Ｓ３の幅方向端３Ｌ、３Ｒに向かうに従って、車両の前後方向に沿ったラジエータ１（図１参照）からの距離が大きくなるように傾斜した下方幅方向傾斜面３５、３６を有する。ゆえに、本実施形態のカバー部材３Ｃの対向面３Ｓ３は、第１実施形態の下方傾斜面３１（図２参照）及び第２実施形態の幅方向傾斜面３３、３４（図３参照）の両方を、下方幅方向傾斜面３５、３６として併せて有している。 As shown in FIG. 4, the opposing surface 3S3 of the cover member 3C of this embodiment has a distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle that increases toward the lower end 3U of the opposing surface 3S3. At the same time, the lower widthwise inclined surfaces 35, 36 are inclined so that the distance from the radiator 1 (see FIG. 1) along the longitudinal direction of the vehicle increases as one goes toward the widthwise ends 3L, 3R of the facing surface 3S3. have Therefore, the facing surface 3S3 of the cover member 3C of the present embodiment covers both the downwardly inclined surface 31 of the first embodiment (see FIG. 2) and the widthwise inclined surfaces 33 and 34 of the second embodiment (see FIG. 3). , are also provided as lower width direction inclined surfaces 35 and 36.
　下方幅方向傾斜面３５、３６はそれぞれ、車両の上下方向において、対向面３Ｓ３の下方端３Ｕまで延在することが好ましく、また、車両の幅方向において、対向面３Ｓ３の幅方向端３Ｌ、３Ｒまで延在することが好ましい。 It is preferable that the lower width direction inclined surfaces 35 and 36 each extend to the lower end 3U of the facing surface 3S3 in the vertical direction of the vehicle, and also, in the width direction of the vehicle, the width direction ends 3L and 3R of the facing surface 3S3. Preferably, it extends up to
　下方幅方向傾斜面３５、３６はそれぞれ、車両の上下方向において、対向面３Ｓ３の上方端３Ｔから下方端３Ｕに向かって延在してもよいし、対向面３Ｓ３の車両の上下方向の中間地点から下方端３Ｕに向かって延在してもよい。下方幅方向傾斜面３５、３６は、車両の幅方向において、曲面３７を介して互いに接続された上で、それぞれ幅方向端３Ｌ、３Ｒに向かって延在しているが、互いに直接接続された上で、それぞれ幅方向端３Ｌ、３Ｒに向かって延在してもよい。 The lower width direction inclined surfaces 35 and 36 may each extend from the upper end 3T of the facing surface 3S3 toward the lower end 3U in the vertical direction of the vehicle, or may extend from the midpoint of the facing surface 3S3 in the vertical direction of the vehicle. You may extend from it toward the lower end 3U. The lower width direction inclined surfaces 35 and 36 are connected to each other via a curved surface 37 in the width direction of the vehicle and extend toward the width direction ends 3L and 3R, respectively, but are not directly connected to each other. They may extend toward the width direction ends 3L and 3R, respectively.
　また、下方幅方向傾斜面３５、３６は、車両の上下方向において、対向面３Ｓ３の上方端３Ｔから下方端３Ｕまで延在してもよいし、対向面３Ｓ３の車両の上下方向の中間地点から下方端３Ｕまで延在してもよい。また、下方幅方向傾斜面３５、３６は、曲面３７を介して互いに接続された上で、それぞれ幅方向端３Ｌ、３Ｒまで延在してもよく、互いに直接接続された上で、それぞれ幅方向端３Ｌ、３Ｒまで延在してもよい。 Further, the lower width direction inclined surfaces 35 and 36 may extend from the upper end 3T of the facing surface 3S3 to the lower end 3U in the vertical direction of the vehicle, or from the midpoint of the facing surface 3S3 in the vertical direction of the vehicle. It may extend to the lower end 3U. Further, the lower widthwise inclined surfaces 35 and 36 may be connected to each other via the curved surface 37 and extend to the widthwise ends 3L and 3R, respectively, or may be directly connected to each other and then respectively extended in the widthwise direction. It may extend to the ends 3L and 3R.
　下方幅方向傾斜面３５、３６はそれぞれ、図４に示すように車両の幅方向から見た縦断面において、曲線形状を有し、下方幅方向傾斜面３５、３６よりも車両の前後方向の後ろ側を中心点とする円弧形状を有するが、他の曲線形状や、直線形状を有してもよい。 As shown in FIG. 4, each of the lower width direction inclined surfaces 35 and 36 has a curved shape in a longitudinal section seen from the width direction of the vehicle, and is located further back in the longitudinal direction of the vehicle than the lower width direction inclined surfaces 35 and 36. Although it has an arcuate shape with the center point at the side, it may have another curved shape or a straight line shape.
　また、下方幅方向傾斜面３５、３６はそれぞれ、図４に示すように車両の上下方向から見た横断面において、直線形状を有するが、幅方向傾斜面３３、３４よりも車両の前後方向の後ろ側を中心点とする円弧形状のような曲線形状を有してもよい。また、対向面３Ｓ３は、下方幅方向傾斜面として下方幅方向傾斜面３５及び下方幅方向傾斜面３６のいずれか一方のみを有してもよい。 Further, the lower width direction inclined surfaces 35 and 36 each have a linear shape in a cross section seen from the vertical direction of the vehicle as shown in FIG. It may have a curved shape such as an arc shape with the rear side as the center point. Further, the opposing surface 3S3 may have only one of the lower widthwise inclined surface 35 and the lower widthwise inclined surface 36 as the lower widthwise inclined surface.
　上述のような本実施形態に係る電動車の車両構造Ｖによれば、対向面３Ｓ３が下方幅方向傾斜面３５、３６を有しているため、ラジエータ１を通過してカバー部材３Ｃに達した風は、電源部の下方の空間及び幅方向の空間の両方に導かれ（図１及び図２参照）、当該空間は、電動車の外部の空間に連通している。そのため、ラジエータ１を通過する風の量が増加する。その結果、走行時の車両の空力抵抗の抑制しつつ、ラジエータ１を通過する風の量を増加させることができる。 According to the vehicle structure V of the electric vehicle according to the present embodiment as described above, since the facing surface 3S3 has the lower width direction inclined surfaces 35 and 36, the opposite surface 3S3 passes through the radiator 1 and reaches the cover member 3C. The wind is guided to both the space below the power supply unit and the space in the width direction (see FIGS. 1 and 2), and this space communicates with the space outside the electric vehicle. Therefore, the amount of air passing through the radiator 1 increases. As a result, the amount of air passing through the radiator 1 can be increased while suppressing the aerodynamic resistance of the vehicle during driving.
（シミュレーション）
　次に、本開示の効果をより明確にするために本願発明者らが行ったシミュレーションについて説明する。 (simulation)
Next, a simulation conducted by the inventors of the present invention in order to clarify the effects of the present disclosure will be described.
　本願発明者らは、非構造格子系熱流体解析システムＳＣＲＹＵ/Ｔｅｔｒａ Ｖｅｒｓｉｏｎ１２（株式会社ソフトウェアクレイドル製）を用い、実施例１～３及び比較例１のそれぞれのモデルについて、数値シミュレーション解析を実施した。図５～図１１は、本シミュレーションの車両モデルを説明するための図である。 The inventors of the present application conducted numerical simulation analysis for each of the models of Examples 1 to 3 and Comparative Example 1 using an unstructured grid thermofluid analysis system SCRYU/Tetra Version 12 (manufactured by Software Cradle Co., Ltd.). 5 to 11 are diagrams for explaining the vehicle model of this simulation.
（実施例１）
　上述の第１実施形態の車両構造を有する車両を、実施例１としてモデル化した。図１は、実施例１の車両モデルの正面図であり、図２は、実施例１の車両モデルの右側面図である。図３は、図１の車両モデルの正面図の模式的な拡大図であり、図４は、実施例１の車両モデルの幅方向から見た模式的な縦断面を、図１に対応するように示す図である。これらの図に示すように、実施例１として大型車両（カーゴ）をモデル化した。図５、図６に示すように、この大型車両モデルを、長さ７５ｍ、幅１７．５ｍ、高さ１１ｍの空間に、これらの図に示すような位置関係で配置した。当該空間について、圧力は大気圧、温度は２０℃（非圧縮）、密度を１．２０６ｋｇ／ｍ３と設定とした。図７、図８に示すように、ラジエータ１の外寸を、幅１６２０ｍｍ、高さ８５５ｍｍ、厚さ５０ｍｍとし、電源本体部４の外寸を、幅９８０ｍｍｍｍ、高さ１１００ｍｍ、奥行き１１３０ｍｍとした。ラジエータ１と電源本体部４との離間距離を３６５ｍｍとした。図９は、実施例１の車両モデルのカバー部材３を、図２に対応するように示す三面図である。図９に示すように、カバー部材３の幅を９８０ｍｍ、高さを１１００ｍｍ、最長厚さを３５０ｍｍとした。車両の幅方向から見た縦断面における下方傾斜面３１の曲率半径を１８５０ｍｍとした。 (Example 1)
A vehicle having the vehicle structure of the first embodiment described above was modeled as Example 1. FIG. 1 is a front view of the vehicle model of Example 1, and FIG. 2 is a right side view of the vehicle model of Example 1. 3 is a schematic enlarged view of the front view of the vehicle model of FIG. 1, and FIG. 4 is a schematic vertical cross-section of the vehicle model of Example 1 viewed from the width direction, corresponding to FIG. FIG. As shown in these figures, a large vehicle (cargo) was modeled as Example 1. As shown in FIGS. 5 and 6, this large vehicle model was placed in a space with a length of 75 m, a width of 17.5 m, and a height of 11 m in the positional relationship shown in these figures. Regarding the space, the pressure was set at atmospheric pressure, the temperature was set at 20° C. (uncompressed), and the density was set at 1.206 kg/m 3 . As shown in FIGS. 7 and 8, the outer dimensions of the radiator 1 were 1620 mm in width, 855 mm in height, and 50 mm in thickness, and the outer dimensions of the power supply main body 4 were 980 mm in width, 1100 mm in height, and 1130 mm in depth. The separation distance between the radiator 1 and the power supply main body part 4 was set to 365 mm. FIG. 9 is a three-sided view showing the cover member 3 of the vehicle model of the first embodiment, corresponding to FIG. As shown in FIG. 9, the cover member 3 had a width of 980 mm, a height of 1100 mm, and a maximum thickness of 350 mm. The radius of curvature of the downwardly inclined surface 31 in the longitudinal section viewed from the width direction of the vehicle was set to 1850 mm.
（実施例２）
　上述の第２実施形態の車両構造を有する車両を、実施例２としてモデル化した。即ち、実施例２の車両モデルは、カバー部材の形状の点において、実施例１の車両モデルと異なり、他の点は実施例１の車両モデルと同じとした。図１０は、実施例２の車両モデルのカバー部材３Ｂを、図３に対応するように示す三面図である。図１０に示すように、カバー部材３Ｂの幅を９８０ｍｍ、高さを１１００ｍｍ、最長厚さを３００ｍｍとした。車両の上下方向から見た横断面における幅方向傾斜面３３、３４の曲率半径を５５０ｍｍとした。 (Example 2)
A vehicle having the vehicle structure of the second embodiment described above was modeled as Example 2. That is, the vehicle model of Example 2 differs from the vehicle model of Example 1 in the shape of the cover member, but is the same as the vehicle model of Example 1 in other respects. FIG. 10 is a three-sided view showing the cover member 3B of the vehicle model according to the second embodiment, corresponding to FIG. As shown in FIG. 10, the width of the cover member 3B was 980 mm, the height was 1100 mm, and the longest thickness was 300 mm. The radius of curvature of the sloped surfaces 33 and 34 in the width direction in the cross section viewed from the top and bottom of the vehicle was set to 550 mm.
（実施例３）
　上述の第３実施形態の車両構造を有する車両を、実施例３としてモデル化した。即ち、実施例３の車両モデルは、カバー部材の形状の点において、実施例１及び実施例２の車両モデルと異なり、他の点は実施例１及び実施例２の車両モデルと同じとした。図１１は、実施例３の車両モデルのカバー部材３Ｃを、図４に対応するように示す三面図である。図１１に示すように、カバー部材３Ｃの幅を９８０ｍｍ、高さを１１００ｍｍ、最長厚さを３５０ｍｍとした。車両の幅方向から見た縦断面における下方幅方向傾斜面３５、３６の曲率半径を１９００ｍｍとし、車両の上下方向から見た横断面における曲面３７の曲率半径を２００ｍｍとした。 (Example 3)
A vehicle having the vehicle structure of the third embodiment described above was modeled as Example 3. That is, the vehicle model of Example 3 differs from the vehicle models of Examples 1 and 2 in the shape of the cover member, and is the same as the vehicle models of Examples 1 and 2 in other respects. FIG. 11 is a three-sided view showing the cover member 3C of the vehicle model according to the third embodiment, corresponding to FIG. As shown in FIG. 11, the width of the cover member 3C was 980 mm, the height was 1100 mm, and the longest thickness was 350 mm. The radius of curvature of the lower widthwise sloped surfaces 35 and 36 in the longitudinal section viewed from the width direction of the vehicle was 1900 mm, and the radius of curvature of the curved surface 37 in the cross section viewed from the vertical direction of the vehicle was 200 mm.
（比較例１）
　比較例１の車両として、カバー部材を有さない点で実施例１～３の車両と異なり、他の点は実施例１～３の車両と同じ車両をモデル化した。 (Comparative example 1)
The vehicle of Comparative Example 1 was modeled as a vehicle that differed from the vehicles of Examples 1 to 3 in that it did not have a cover member, but was otherwise the same as the vehicles of Examples 1 to 3.
　上述のような実施例１～３及び比較例１のそれぞれの車両モデルに対して、時速８０ｋｍ／ｈで走行させている状態を再現するために、車両前部から後部に向かって風速８０ｋｍ／ｈの風を流した状態をシミュレーションした。そして、その状態において、ラジエータを通過しカバー部材の対向面に当たる空気による空力抵抗を含むそれぞれの車両モデルの空力抵抗、及びそれぞれの車両モデルのラジエータを通過する風の流量を計算した。 For each of the vehicle models of Examples 1 to 3 and Comparative Example 1 described above, a wind speed of 80 km/h was applied from the front of the vehicle to the rear in order to reproduce the state where the vehicle was running at 80 km/h. We simulated the state where the wind was flowing. Then, in this state, the aerodynamic resistance of each vehicle model, including the aerodynamic resistance due to air passing through the radiator and hitting the opposing surface of the cover member, and the flow rate of air passing through the radiator of each vehicle model were calculated.
　図１２は、上記シミュレーションの計算結果を示す表に対応する図である。図１２に示す表の横軸は、Ｃｄ値（空気抵抗係数）であり、比較例１での値を１００％として規格化した値を示しており、縦軸は、ＲＡＤ流量（ラジエータを通過する風の流量）を示している。図１２に示すように、実施例１～３のＣｄ値は、いずれも比較例１のＣｄ値よりも小さくなった。具体的には、実施例１のＣｄ値は９７．１％、実施例２のＣｄ値は９７．８％、実施例３のＣｄ値は９９．１％となった。また、実施例１、２のＲＡＤ流量は、比較例１のＲＡＤ流量よりも小さくなり、実施例３のＲＡＤ流量は、比較例１よりも大きくなった。具体的には、実施例１のＲＡＤ流量は４７８ｍ３／分、実施例２のＲＡＤ流量は５１１ｍ３／分、実施例３のＲＡＤ流量は５３９ｍ３／分、比較例１のＲＡＤ流量は５３４ｍ３／分となった。 FIG. 12 is a diagram corresponding to a table showing the calculation results of the above simulation. The horizontal axis of the table shown in FIG. (flow rate of wind). As shown in FIG. 12, the Cd values of Examples 1 to 3 were all smaller than the Cd value of Comparative Example 1. Specifically, the Cd value of Example 1 was 97.1%, the Cd value of Example 2 was 97.8%, and the Cd value of Example 3 was 99.1%. Furthermore, the RAD flow rates of Examples 1 and 2 were smaller than the RAD flow rate of Comparative Example 1, and the RAD flow rate of Example 3 was larger than that of Comparative Example 1. Specifically, the RAD flow rate of Example 1 was 478 m 3 /min, the RAD flow rate of Example 2 was 511 m 3 /min, the RAD flow rate of Example 3 was 539 m 3 /min, and the RAD flow rate of Comparative Example 1 was 534 m 3 / minute.
　これらの結果より、実施例１～３のいずれにおいても、比較例１と比較して走行時の車両の空力抵抗が抑制されることが分かった。また、特に実施例３では、走行時の車両の空力抵抗が抑制されると共に、ラジエータを通過する風の量が増加することが分かった。 From these results, it was found that in all of Examples 1 to 3, the aerodynamic drag of the vehicle during running was suppressed compared to Comparative Example 1. Furthermore, especially in Example 3, it was found that the aerodynamic resistance of the vehicle during running was suppressed and the amount of wind passing through the radiator was increased.
　本開示は上述の実施形態に限定されず、様々な変形態様が可能である。例えば、上述の第１～第３実施形態では、電源部５がカバー部材３、３Ｂ、３Ｃを有していたが（図１～図４参照）、それに代えてパワーユニットがカバー部材３、３Ｂ、３Ｃのいずれかに対応するカバー部材を有していてもよい。この場合、上述の第１～第３実施形態の電源本体部４がパワーユニット６と置き換えられてパワーユニット本体部となり、当該パワーユニット本体部とカバー部材３とで、パワーユニットが構成される。この場合も、上述の第１～第３実施形態の車両構造と同様の理由に基づき、各実施形態の車両構造が発揮した効果が発揮される。 The present disclosure is not limited to the above-described embodiments, and various modifications are possible. For example, in the first to third embodiments described above, the power supply unit 5 had the cover members 3, 3B, and 3C (see FIGS. 1 to 4), but instead of that, the power unit had the cover members 3, 3B, and It may have a cover member corresponding to any one of 3C. In this case, the power supply body part 4 of the first to third embodiments described above is replaced with the power unit 6 to become a power unit body part, and the power unit body part and the cover member 3 constitute a power unit. In this case as well, the effects exhibited by the vehicle structures of the respective embodiments are exhibited based on the same reasons as those of the vehicle structures of the first to third embodiments described above.
　１…ラジエータ、３、３Ｂ、３Ｃ…カバー部材、３Ｓ、３Ｓ２、３Ｓ３…カバー部材の対向面、３Ｌ、３Ｒ…対向面の幅方向端、３Ｕ…対向面の下方端、４…電源本体部、５…電源部、６…パワーユニット、７…前部シャーシ、８…フロントガラス、９…後部シャーシ、１０…ボディ、１１…前輪タイヤ、３１…下方傾斜面、３３、３４…幅方向傾斜面。 1... Radiator, 3, 3B, 3C... Cover member, 3S, 3S2, 3S3... Opposing surface of cover member, 3L, 3R... Widthwise end of opposing surface, 3U... Lower end of opposing surface, 4... Power supply main unit, 5...Power source section, 6...Power unit, 7...Front chassis, 8...Windshield, 9...Rear chassis, 10...Body, 11...Front tire, 31...Downward slope, 33, 34...Width direction slope.

Claims (2)

  1. 　ラジエータと、
    　電動車のパワーユニットと、
    　前記パワーユニットに電力を供給するための電源部と、
    を備える電動車の車両構造であって、
    　前記パワーユニット及び前記電源部の一方は、前記ラジエータを通過した風を受ける対向面を有するカバー部材を有し、
    　前記対向面は、前記対向面の下方端に向かうに従って、車両の前後方向に沿った前記ラジエータからの距離が大きくなるように傾斜した下方傾斜面、又は、前記対向面の幅方向端の少なくとも一方に向かうに従って、車両の前後方向に沿った前記ラジエータからの距離が大きくなるように傾斜した幅方向傾斜面を有する、電動車の車両構造。     radiator and
    electric car power unit,
    a power supply section for supplying power to the power unit;
    A vehicle structure of an electric vehicle comprising:
    One of the power unit and the power supply section includes a cover member having an opposing surface that receives the wind that has passed through the radiator;
    The opposing surface is at least one of a downwardly inclined surface that is inclined such that the distance from the radiator along the longitudinal direction of the vehicle increases toward the lower end of the opposing surface, or an end in the width direction of the opposing surface. A vehicle structure for an electric vehicle, comprising a widthwise inclined surface that is inclined such that the distance from the radiator along the front-rear direction of the vehicle increases as the vehicle moves toward the vehicle.
  2. 　前記対向面は、前記下方傾斜面及び前記幅方向傾斜面の両方を有する、請求項１に記載の電動車の車両構造。 The vehicle structure of an electric vehicle according to claim 1, wherein the opposing surface has both the downward slope and the width direction slope.
PCT/JP2023/022130 2022-06-20 2023-06-14 Vehicle structure for electric vehicle WO2023248907A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6045125U (en) * 1983-08-31 1985-03-29 三菱自動車工業株式会社 Cooling air guide device
JP2009286259A (en) * 2008-05-29 2009-12-10 Honda Motor Co Ltd Motor-driven vehicle
JP2015105051A (en) * 2013-11-30 2015-06-08 ダイハツ工業株式会社 Cooling system for vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6045125U (en) * 1983-08-31 1985-03-29 三菱自動車工業株式会社 Cooling air guide device
JP2009286259A (en) * 2008-05-29 2009-12-10 Honda Motor Co Ltd Motor-driven vehicle
JP2015105051A (en) * 2013-11-30 2015-06-08 ダイハツ工業株式会社 Cooling system for vehicle

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