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    • 专利摘要:
    FRONT FLOOR STRUCTURE A structure under the front floor of an electric vehicle (EV) is provided with front deflectors (8L, 8R) arranged on the front of the front tires (1L, IR), respectively, on the vehicle, and redirects the flowing air flow that flows around the lower front floor when moving. The front deflectors (8L, 8R) comprise: a front apex section (8a) positioned closer to the vehicle than the position of the leading edge surface (TFR) of each of the front tires (1L, IR) when in line straight, and arranged in a position closer to a center line (CL) of the vehicle in the transverse direction of the vehicle than the position of the inner surface (TIN) of each of the front tires (1L, IR) when in a straight line; a portion of the outer end (8c) disposed in a position closer to the rear of the vehicle than the front apex portion (8a), and disposed in a more outward position than that of the front apex portion (8a) in the transverse direction the vehicle; and a second flow redirection surface (8e) that connects the front apex portion (8a) and the outer end portion (8c) (...).
    公开号:BR112012025377B1
    申请号:R112012025377-8
    申请日:2011-04-07
    公开日:2020-11-03
    发明作者:Takeshi Kakiuchi；Masahiro Ataka；Youhei Ogawa；Kazuaki Nakajima；Yuji Ishihara
    申请人:Nissan Motor Co., Ltd；
    IPC主号:
    专利说明:

    TECHNICAL FIELD
    [001] The present invention relates to a structure under the front floor of a vehicle, including front deflectors to redirect a current air flow that flows around a lower part of the front floor. BACKGROUND OF THE INVENTION
    [002] The structure under the front floor of a vehicle, as will be shown, to redirect a current air flow that flows around a lower part to the front floor is already known. Specifically, in the structure, a pair of left and right horseshoe-shaped front deflectors is provided to the front of a pair of left and right front wheel spans, respectively, in the vehicle (see Patent Literature 1, for example).
    [003] The conventional structure under the front floor of the vehicle is intended to achieve the cooling characteristics for the brake by ensuring a current air flow that flows towards the brake devices for the front tires, and to reduce the drag coefficient of the vehicle as a whole by restricting the speed of current air flow that flows into the front wheel spans. LIST OF QUOTES PATENT LITERATURE
    [004] Patent Literature 1: Published Japanese Patent Application N ° 2008-279819 SUMMARY OF THE INVENTION TECHNICAL PROBLEM
    [005] However, in the conventional structure under the vehicle's front tread, apex portions of the front horseshoe-shaped deflectors are placed in positions closer to the front of the vehicle than the positions of the front edge surfaces of the front tires when they are straight , and in positions transversely external to the vehicle with respect to the positions of the internal surfaces of the front tires when they are straight, or, similarly, in positions superimposed on the front tires when in a straight line, in the transverse direction of the vehicle.
    [006] In other words, the conventional structure is configured to effectively guarantee a current air flow that flows to the brake devices, not taking into account that a current air flow that collides with the front tires or front suspensions becomes a reason of an increase in aerodynamic drag under the vehicle's front floor. Furthermore, the conventional structure is such that a line of air flow that flows in from the front of the vehicle towards the front tires is a line of chain parallel to a longitudinal direction of the vehicle, regardless of the pull a diverging current line in the transverse direction of the vehicle, flowing towards the rear of the vehicle (see Figure 6 of Patent Literature 1).
    [007] Thus, while moving, a proportion of current air flow above that expected collides with the front tires of the front suspension and flows into the front wheel spans. The result is that a problem occurs; that is, a stream of flowing air flowing around the bottom of the front tread is agitated, a turbulent flow is produced in the front tire regions in which many vortex structures (for example, vortex tubes and vortex layers) are present, the vortex structures gradually grow and thus increase the aerodynamic drag and, therefore, the desired improvements in aerodynamic characteristics cannot be expected.
    [008] The present invention was realized in view of the existing problems. An objective of the present invention is to provide a structure under the front floor of a vehicle, which is able to reduce the aerodynamic drag produced by a current air flow that flows around the lower front part while moving, thus achieving desired improvements in characteristics aerodynamics. SOLUTION TO THE PROBLEM
    [009] In order to achieve the above objective, according to the present invention, a structure is provided under the front floor of a vehicle, including front deflectors disposed to the front of the front tires, respectively, in the vehicle and being configured to redirect a flow of flowing air that flows around the bottom of the front floor while moving, with the front baffles each including a front apex portion, an outer end portion, and a surface to redirect flow. The front apex portion is arranged closer to the front of the vehicle than the position of a front edge surface of each of the front tires when in a straight line, and is arranged closer to a center line inside the vehicle in a direction of the vehicle transversal to the position of an internal surface of each of the front tires when in a straight line. The outer end portion is arranged in a position closer to the rear of the vehicle than the front apex portion, and is arranged in an outer position in the transverse direction of the vehicle from the front apex portion. The flow redirection surface connects the front apex portion and the outer end portion, and is configured in such a way that, when hit by air coming from the front of the vehicle, the flow redirection surface redirects a flow of running air out in the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view showing in general a structure under the floor of an electric vehicle (as an example of a vehicle) to which a structure under the front floor of a modality 1 is applied. Figure 2 is a bottom view showing the structure under the front floor of mode 1. Figure 3 is a front elevation seen in the direction of arrow A in Figure 2, showing a portion of the left front tire of the electric vehicle to which the structure under the front floor of mode 1 is applied. Figure 4 is an auxiliary view explaining the relative position of a front deflector in the structure under the front floor of mode 1. Figure 5 is a side view showing the front tire portion to the left of the electric vehicle that the structure under the floor mode 1 is applied. Figure 6 is a perspective view showing the front deflector on the structure under the front floor of modality 1. Figure 7 is a sectional end view taken along line B-B of Figure 6, showing a mounting structure for the front deflector on the structure under the front floor of modality 1. Figure 8 is a sectional end view taken along line C-C of Figure 6, showing the mounting structure for the front deflector on the structure under the front floor of modality 1. Figure 9 is a perspective view showing a lower front cover on the structure under the front floor of modality 1. Figure 10 is a sectional end view taken along the DD line of Figure 9, showing a portion which projects with the curved surface of the lower front cover under the front floor structure of modality 1. Figure 11 is a circular graph showing the classification of aerodynamic drag sources in passenger cars typical cars (for example, motor-driven cars). Figure 12 is a representation of flowing air flow, showing a flowing air flow flowing around a front under the floor and front tires in an electric vehicle of a comparative example. Figure 13 is a view of an air current line, showing a current air flow that flows around the front under the floor and the front tires in the electric vehicle to which the mode 1 under-floor structure is applied. Figure 14 is a view of the airflow line, showing a current airflow that flows around the left front tire in the electric vehicle to which the structure under the front floor of mode 1 is applied. Figure 15 is an auxiliary view explaining a modification 1 including front deflectors having different shapes than those of modality 1, in the structure under the front floor. Figure 16 is an auxiliary view explaining a modification 2 including front deflectors having different shapes than those of modality 1, in the structure under the front floor. DESCRIPTION OF THE MODALITIES
    [010] The best way to build a structure under the front floor of a vehicle of the present invention will be described below with reference to an embodiment 1 shown in the drawings. Incidentally, in the description that follows, the front and rear in a longitudinal direction of the vehicle will be called "the front of the vehicle" and "the rear of the vehicle", respectively. In addition, a central geometric axis extending in the longitudinal direction of the vehicle, in a bottom view of the vehicle, will be called the vehicle's CL centerline. A direction closer to the vehicle's centerline CL, in a transverse direction of the vehicle, will be called "interior to the vehicle", and a direction further away from the vehicle's centerline CL, in the transverse direction of the vehicle, will be called "exterior. to the vehicle ”. The side near the vehicle's centerline CL, in the vehicle's transverse direction, will be called "interior in the vehicle's directional direction", and the side away from the vehicle's CL centerline, in the vehicle's transverse direction, will be called "exterior. in the transverse direction of the vehicle ”. First Mode First, a configuration will be described.
    [011] Figure 1 is a perspective view showing in general a structure under the floor of an electric vehicle (as an example of the vehicle) to which the structure under the front floor of modality 1 is applied. The structure under the floor will be described below in general with reference to Figure 1.
    [012] As shown in Figure 1, the front frame under the floor of an EV electric vehicle of modality 1 generally includes a pair of left and right front tires 1L, 1R, a pair of left and right rear tires 2L, 2R , a lower front cover 3, a lower rear cover with space for the engine 4, a first lower battery cover 5, a second lower battery cover 6, a lower rear cover 7, a pair of left and right front baffles 8L, 8R, and a pair of left and right rear deflectors 9L, 9R.
    [013] The pair of left and right front tires 1L, 1R, serves as both steering and driving axle, and is resiliently mounted on a vehicle body through the front suspension links 10L, 10R, respectively (see Figure 2).
    [014] The pair of left and right rear tires 2L, 2R is mounted resiliently on the vehicle body through rear suspensions (not shown), like oscillating type suspensions.
    [015] The front lower cover 3 is an element that covers a region under the front floor extending from a flange portion 11a of a protective front bumper layer 11 to a front suspension element 12 (see Figure 2) . A surface that focuses on the lower front cover 3 is formed as a smooth folded surface by an inclined portion 3a inclined downwards towards the rear vehicle, and a horizontal portion 3b which is a continuation of the inclined portion 3a. The inclined portion 3a is provided with a projected portion with the curved surface 31 having the shape of a rugby ball having a major major axis in the transverse direction of the vehicle, and the horizontal portion 3b is provided with four protrusions 32 extending in the longitudinal direction of the vehicle, and two drain holes 33, 34.
    [016] The rear cover of the engine compartment 4 is an element that covers a region under the central front floor that extends from the front suspension element 12 (see Figure 2) to the rear of a space for the engine. A surface covering the lower rear cover of the engine compartment 4 is formed as a horizontal surface in the same position as the horizontal portion 3b of the lower front space 3. The lower rear cover of the engine compartment 4 is provided with four protrusions 41 which extend in the longitudinal direction of the vehicle, two drain holes 42, 43 having a small opening area, which are formed towards the front of the vehicle, and a drain hole 44 having a large opening area, which is formed in the direction the rear of the vehicle.
    [017] The first lower battery cover 5 and the second lower battery cover 6 are elements connected to each other to cover a region under the central rear floor extending from the rear portion of the engine compartment to an end portion rear of a battery unit (not shown). Cover surfaces of the lower battery covers 5, 6 are formed as horizontal surfaces in the same position as the surface of the rear lower cover 4 of the engine compartment. The lower battery covers 5, 6 are provided with four protrusions 51, 61 each, respectively, extending in the longitudinal direction of the vehicle. Incidentally, the rear lower cover 4 of the engine compartment and the lower battery covers 5, 6 are connected to form a central lower cover as a whole.
    [018] The rear cover 7 is an element that covers a region under the rear floor extending from a rear suspension element (not shown) to a flange portion 13a of a protective rear bumper layer 13. A surface located on the lower rear cover 7 has a diffuser structure formed as an upward sloping surface towards the rear of the vehicle, extending from the position of the same horizontal surface as the second lower battery cover 6. The lower cover rear 7 is provided with four protrusions 71 that extend in the longitudinal direction of the vehicle and gradually increase in height towards the rear of the vehicle, and three drainage holes 72, 73, 74 arranged in positions between the protrusions 71.
    [019] The pair of front deflectors 8L, 8R left and right are arranged in front positions in front of the pair of front left and right tires 1L, 1R, respectively, which project downwards from the front positions, thus redirecting a flow of running air flowing around the front tires 1L, 1R while moving. By the way, "running air" refers to a relative air flow formed around the vehicle during the vehicle's journey.
    [020] The left and right rear deflectors 9L, 9R are arranged in front positions in front of the left and right rear tires pair 2L, 2R, respectively, which project downwards from the front positions, thus redirecting a flow of flowing air flowing around the rear tires 2L, 2R while moving.
    [021] Figures 2 and 3 are seen showing the structure under the front floor of mode 1. The structure under the front floor will be described below with reference to Figures 2 and 3.
    [022] As shown in Figures 2 and 3, the structure under the front floor of the EV electric vehicle of modality 1 includes the left and right front tire pair 1L, 1R, the front bottom cover 3, the left and left front deflectors pair right 8L, 8R, the pair of left and right front suspension links 10L, 10R, the front bumper protective layer 11, the front suspension element 12, a pair of left and right front wheel spans 14L, 14R, a fender protector 15, and front side elements 16L, 16R.
    [023] The pair of left and right front tires 1L, 1R, the pair of left and right front suspension links 10L, 10R, and the pair of left and right front wheel spans 14L, 14R, are positioned on the left and right. right, respectively, of the lower front cover of the EV electric vehicle. The pair of left and right front tires 1L, 1R is pivotally and resiliently mounted by the front suspension links 10L, 10R, respectively, supported by the front suspension element 12. Then, the pair of left and right front tires 1L, 1R is accommodated in the pair of left and right front wheel spans 14L, 14R, respectively, to ensure space for movement that allows rotary movement of the front tires 1L, 1R involved in direction, up and down movement involved in shocks and jerks, and the like .
    [024] The front lower part 3 covering a region of the front lower tread, not including the pair of left and right front deflectors 8L, 8R, the pair of left and right front tires 1L, 1R, the pair of front wheel spans left and right 14L, 14R, and the pair of left and right front suspension links 10L, 10R, is attached to a central portion of the lower front floor of the EV electric vehicle in the transverse direction of the vehicle. The front lower floor 3 has the projected portion with the curved surface 31, which is arranged in a position closer to the front of the vehicle than the left and right pair of deflectors 8L, 8R and has a larger dimension in the transverse direction of the vehicle that the dimension in the longitudinal direction of the vehicle. The projected portion with curved surface 31 has the function, linked to the redirection of flow, to control the speed of the current air flow that flows in from the front of the vehicle, thus suppressing a divergent flow of current air in the transverse direction of the vehicle. and thus bringing the flowing air to a convergence in a region below the central portion of the front lower floor centered on the vehicle's centerline CL.
    [025] As shown in Figures 2 and 3, the lower part of the EV electric vehicle's front floor is equipped with the left and right front baffles 8L, 8R as flow redirection plate elements, which are arranged in front of the pair of front left and right tires 1L, 1R, respectively, projecting downward from a bottom surface of the front lower tread. When hit by the air flowing from the front of the moving vehicle, the pair of left and right front deflectors 8L, 8R causes one stream of current air to divide into two flows, redirecting one of the divided flows into the vehicle to form a flow within the vehicle, and redirect the other flow out of the vehicle to form an outward flow in the vehicle. The flow of air flowing into the vehicle is diverted around the inner parts of the left and right front tire pair 1L, 1R, the left and right front suspension link links 10L, 10R, and the pair of tire spans front left and right wheel 14L, 14R which are placed on the left and right, respectively, of the front lower floor. In addition, the outward air flow in the vehicle is deflected around the outer regions of the left and right front tire pair 1L, 1R, and the left and right front wheel spans 14L, 14R that are positioned , respectively, to the left and right of the front lower floor.
    [026] Figures 4 to 8 are seen showing a configuration of the front deflector in the structure under the front floor of modality 1. The configuration of the front deflector will be described below with reference to Figures 4 to 8.
    [027] As shown in Figure 4, each of the pair of left and right front baffles 8L, 8R includes a front apex portion 8a, an inner end portion 8b, an outer end portion 8c, a first redirecting surface of flow 8d, a second flow redirection surface 8e (flow redirection surface). By the way, the front deflectors 8L, 8R each have a symmetrical shape with respect to the vehicle's centerline CL, and therefore, below, a description will be given regarding the configuration of the front deflector 8L, and the description of the front baffle 8R will be omitted.
    [028] As shown in figure 4, the front apex portion 8a is placed on the front lower floor of the vehicle so that the front apex portion 8a is located closer to the vehicle than the position of an edge surface anterior TFR of the front tire 1L when straight (or a front rim surface of the front tire in its position of straight movement in the longitudinal direction of the vehicle) and is also located internally with respect to the transverse direction of the vehicle, closer to the center line CL of the vehicle with respect to the position of an internal TIN surface of the front tire when straight (or an internal surface of the front tire in its position of straight movement in the transverse direction of the vehicle). The position of the front apex portion 8a in the longitudinal direction of the vehicle and the position of the front apex portion 8a in the transverse direction of the vehicle are determined based on an airflow line such that the current air flowing inward from the the front of the vehicle in the longitudinal direction of the vehicle flows towards the rear of the vehicle, separating in the transverse direction of the vehicle. In other words, the position of the front apex portion 8a in the longitudinal direction of the vehicle and the position of the front apex portion 8a in the transverse direction of the vehicle are determined so that the front apex portion 8a creates a stream of tire F for running air having a divergent angle 0, which flows towards the front tire 1L, for a vehicle within the current stream FIN and for a vehicle outside the current stream FOUT. By the way, the divergent angle 0 refers to the angle formed by the longitudinal direction of the vehicle and by a direction of the tire current flow F in the bottom view of the vehicle. The divergent angle 0 has values that vary according to the flow velocity of the current air, such that the divergent angle 0 is small when the velocity of the current air flow is low, while the divergent angle 0 becomes greater at as the speed of the current air flow increases. Therefore, the positioning of the front apex portion 8a is achieved by carrying out experiments or the like to determine a region of current airflow velocity having the important effect of reducing the resistance to flow, and of positioning the front apex portion 8a with based on the divergent angle 0 in the determined current airflow velocity region.
    [029] As shown in Figure 4, the inner end portion 8b is arranged closer to the rear of the vehicle than the front apex portion 8a and into the front apex portion 8a in the transverse direction of the vehicle. The position of the inner end portion 8b in the transverse direction of the vehicle substantially coincides with the position of an inner surface 14a of the front wheel arch 14L in the transverse direction of the vehicle.
    [030] As shown in Figure 4, the outer end portion 8c is arranged closer to the rear of the vehicle than the front apex portion 8a and outwards in the transverse direction of the vehicle with respect to the front apex portion 8a . The position of the outer end portion 8c in the longitudinal direction of the vehicle is such that the outer end portion 8c is located slightly towards the rear of the vehicle with respect to the inner end portion 8b. The position of the outer end portion 8c in the transverse direction of the vehicle is such that the outer end portion 8c is located outside a TCL tire center geometry of the front tire 1L when in a straight position (or a transverse center line of the front tire in its straight position of movement).
    [031] As shown in Figure 4, the first flow redirect surface 8d connects the front apex portion 8a to the inner end portion 8b, and is configured so that, when hit by the air flowing from the front of the vehicle, the first flow redirection surface 8d redirects a flow of air that flows into the vehicle to form a flow into the vehicle. The first flow redirect surface 8d is configured as a deflection surface having an angle of inclination such that the deflection surface is angled into the vehicle (or the deflection surface is angled into the vehicle towards the rear of the vehicle) , thus redirecting the vehicle within the FIN current flow of flowing air divided by the front apex portion 8a, to a main current flow FMAIN of flowing air that passes under the center portion of the front lower floor centered on the vehicle's centerline CL .
    [032] As shown in Figure 4, the second flow redirection surface 8e connects the front apex portion 8a and the outer end portion 8c, and is configured so that, when hit by the air coming from the front of the vehicle, the second flow redirection surface 8e redirects a stream of flowing air outward in the vehicle to form an outward flow in the vehicle 10. The second flow redirection surface 8e has a curved flow redirection surface 8e1 configured as a deflection surface having an angle of inclination such that the deflection surface is tilted obliquely back and out on the vehicle (or the deflection surface is tilted outwardly on the vehicle towards the rear of the vehicle), and a redirecting surface flow rate 8e2 configured as a deflection surface having an angle of inclination such that the deflection surface is angled laterally outward on the vehicle (or the super deflection surface is tilted outward on the vehicle at an angle of inclination greater than that of the curved flow redirection surface 8e1). The curved flow redirection surface 8e1 gradually redirects, obliquely outward, the vehicle out of the current air flow FOUT divided by the front apex portion 8a to form an outwardly oblique flow. The smooth flow redirection surface 8e2 redirects the air flow outward obliquely from the curved flow redirection surface 8e1, further out in the transverse direction of the vehicle to form an outward flow in the transverse direction of the vehicle.
    [033] As shown in Figure 5, a height of a protrusion of the front deflector 8L from the bottom surface of the front lower floor is adjusted below a sloping front line FL and higher than a horizontal line of a DL door portion. As used here, the forward inclined line FL refers to the line connecting the contact position of the front tire 1L and the position of a lower end of the protective layer 11 of the front bumper. The horizontal line DL of the door portion refers to the line connecting the lower ends of a front fender 17 in a horizontal direction. In other words, the height of the protrusion of the front deflector 8L in relation to the bottom surface of the front lower floor is adjusted so that a height that allows to avoid interference with the road surface is determined as the upper limit of the height (that is, the forward inclined line FL), and a height that allows the flow redirection function to be fully achieved while moving is determined as the lower height limit (ie, the horizontal line of the DL door portion).
    [034] As shown in Figure 6, a specific front baffle configuration 8L integrally includes a baffle body portion 81 having the first fluid redirect surface 8d and the second fluid redirect surface 8e, and a flange portion for assembly 82, for mounting the deflector body portion 81 on the fender protector 15. The front deflector 8L is manufactured using a flexible material such as polypropylene containing rubber. In addition, the deflector body portion 81 is provided with several openings 83 (for example, three in mode 1) in a direction from the top to the bottom of the vehicle. The flexible material and the openings 83 prevent impairment of the fluid redirection function even if the front deflector 8L is subjected to a deformation force, in such a way that the front deflector 8L is easily deformed by stone or similar and, after deformation, is immediately restored to its original shape by a restoration force. The mounting flange portion 82 is provided with several pin holes in J 84 (for example, in mode 1). Next, on the end portion side of the second flow redirection surface 8e is a groove 85 for an overlapping notch so that the second flow redirection surface 8e is mounted on the flange portion 11a of the front protective layer 11 .
    [035] As shown in Figure 7, the front baffle 8L is assembled first by providing the fender protector 15 with a J 86 nut, and bolting the J 87 pins from outside to the J-shaped holes 84. As shown in Figure 8, the assembly of the second flow redirection surface 8e on its end portion side is achieved by attaching the fender protector 15 to the flange portion 11a of the protective layer front bumper 11 with a pin at J 88 and a nut at J 89, and by screwing the pins at J 87 outwardly into the holes for the pins at J 84, the second flow redirection surface 8e extending over the flange portion 11a through the groove 85 for an overlapping notch.
    [036] Figures 9 and 10 are seen showing the lower front cover on the structure under the front floor of mode 1. A configuration of the front cover will be described below with reference to Figures 9 and 10.
    [037] As shown in Figure 9, the front lower cover 3 is a resin coated plate having a trapezoidal shape in order to cover the entire region of the front lower tread, excluding the regions of the left and right front tire pair 1L, 1R . As shown in Figure 10, the lower front cover 3 is attached to the fender protector 15 by J-pins (not shown). The front cover 3 has the projected portion with the curved surface 31 projecting downwards under a main surface of the lower cover 3, which is located closer to the front of the vehicle than the left and right front baffles 8L, 8R. The projected portion with the curved surface 31 is shaped like a rugby ball so that a dimension WL in the transverse direction of the vehicle is longer than an dimension SL in the longitudinal direction, and its surface is in the form of a smooth curved surface. The projected portion with curved surface 31 has a protruding circumference in the longitudinal direction of the vehicle (or a circumference of a surface of the projected portion with curved surface 31 in its position in the transverse direction of the vehicle, along its entire end towards the front of the vehicle and its end towards the rear of the vehicle) which is longer at the vehicle's centerline CL position, and the protrusion circumference in the vehicle's longitudinal direction gradually becomes smaller as the distance from the vehicle's centerline CL increases both sides of the vehicle's transverse direction. In other words, the projected portion with curved surface 31 is configured as follows. As shown in Figure 10, a protrusion height PH is determined higher at the vehicle's centerline CL position, and thus the current airflow velocity is determined to be higher at the vehicle's centerline CL position. Then, the speed of current air flow gradually becomes lower as the distance from the center line CL of the vehicle increases on both sides in the transverse direction of the vehicle.
    [038] The operation will be described below.
    [039] First, a description “referring to the aerodynamic drag on the vehicle” will be given. Then, the operation of the structure under the front floor of the EV electric vehicle of modality 1 will be described in the sections “operation to increase aerodynamic characteristics for the lower floor and for all tires”, “operation to reduce aerodynamic drag on the front floor and tires front deflectors ", and" operation to reduce aerodynamic drag by a combination ". Reference to aerodynamic drag on the vehicle
    [040] The aerodynamic drag D (N) on the vehicle is defined as Equation (1): D = CD x 1/2 x p x u2 x A (1) where CD indicates a drag coefficient (which is a dimensionless number); p, air density (kg / m3); u, relative air and vehicle speed (m / sec); and the; a projected front area (m2).
    [041] As is clear from Equation (1), the aerodynamic drag D has a value that is proportional to the aerodynamic drag CD (which is an abbreviation of Constant Drag) and is proportional to the square of the relative velocity u of the air and the vehicle (which is equal to the current airflow speed, or is equal to a vehicle travel speed, for example, when no airflow occurs).
    [042] To reduce the aerodynamic drag D, a series of processes exist to verify: (a) how much the deviation of the drag coefficient CD is in relation to an objective; (b) where is the cause of the deviation from the objective; and (c) the extent to which the objective is approximated by eliminating the cause.
    [043] Of these, (a) and (c) can be obtained from the drag coefficient CD calculated accurately by computational fluid dynamics; however, the exact determination of (b) is difficult, as only speed or pressure are calculated by computational fluid dynamics.
    [044] As for aerodynamic drag D, Figure 11 shows the classification of aerodynamic drag sources in cars for typical passengers (for example, motor driven cars). As is clear from Figure 11, the external shape of the vehicle gives rise to the largest proportion of drag sources. However, the region under the floor and the tires form the second largest proportion of drag sources, which exceeds the proportion of aerodynamic drag caused by ventilation of the engine compartment. In other words, it cannot be safely stated that the aerodynamic drag D depends only on the design of the vehicle's external shape, and it can be seen that the drag sources have to be considered, including the lower floor and tires and compartment ventilation. the engine.
    [045] Meanwhile, improvements in the aerodynamic characteristics so that there is a reduction in the aerodynamic drag D were made focusing mainly on the design of the vehicle's external shape. However, in the case of, for example, a vehicle that needs to ensure comfort during the journey in its rear seats, the improvements in aerodynamic characteristics, even if made by drawing the external shape of the vehicle, have their own limitations due to design restrictions. , that is, a need to ensure interior space in the rear seats. In other words, when the desired aerodynamic characteristics are determined at a high level for the purpose of extending the displacement capacity, it cannot be expected that improvements made only by the design of the external shape of the vehicle will achieve improvements such that the desired aerodynamic characteristics are achieved.
    [046] It can also be said that the time by which the displacement capacity is increased according to a given capacity of a fully charged battery is a dependency, particularly on an electric vehicle having the battery mounted in limited space or on the lower floor. In the electric vehicle, when improvements in aerodynamic characteristics achieved by drawing the vehicle's external shape are at their limit, minimizing the drag caused by the lower floor and by all tires leads to a reduction in the aerodynamic drag in the electric vehicle as a whole. and the extent of displacement, which is a fundamental technical issue. So, in order to achieve an effective reduction in aerodynamic drag on the lower floor and on all tires, suppression of a turbulent flow produced by the front lower floor and the front tires that are present in a region where a current air flow starts to flow is important to achieve a reduction in aerodynamic drag caused by the bottom of the tread and by all tires.
    [047] Operation to improve aerodynamic characteristics for the bottom of the tread and for all tires.
    [048] As described above, in the electric vehicle, minimizing the aerodynamic drag caused by the bottom of the tread and by all tires is important in extending the travel capacity. A description will be given below with regard to the operation to improve the aerodynamic characteristics by the bottom of the tread and by all the tires in the EV electric vehicle of modality 1, reflecting what was seen previously.
    [049] In the EV electric vehicle, as shown in Figure 1, the lower parts 3, 4, 5, 6, 7 cover substantially the entire region under the floor, excluding tires and so on. This ensures a uniform, continuous and smooth surface extending from a front end of the vehicle to a rear end of the vehicle, and a flowing air stream that flows in from the front of the vehicle forms the main FMAIN current flow that passes under a central region under the floor centered on the vehicle's centerline CL. Thus, the current air flow that flows from the front of the vehicle flows beyond the lower covers 3, 4, 5, 6, 7 and escapes smoothly to the rear of the vehicle. The lower rear cover 7 that covers the lower rear floor, in particular, has the diffuser structure and thus adds an operation to promote the escape of the current air flow towards the rear of the vehicle. In this way, the current air flow flows smoothly in a regular line below the central region under the floor extending from the front end of the vehicle to the rear end of the vehicle, so that the aerodynamic drag D is reduced in the central region under the floor.
    [050] In the EV electric vehicle, as shown in Figure 1, the left and right front deflector pair 8L, 8R is placed at the front of the left and right front tire pair 1L, 1R, respectively. Thus, a flow of flowing air flowing around the front tires 1L, 1R while moving is redirected in order to eliminate the flow of flowing air into the regions of the front tires 1L, 1R. The result is that the aerodynamic drag D is reduced in the regions of the front tires 1L, 1R by suppressing the current air flow to the regions of the front tires 1L, 1R where an increase in the aerodynamic drag is most provoked.
    [051] In the EV electric vehicle, as shown in Figure 1, the pair of left and right rear deflectors 9L, 9R is arranged in front of the pair of left and right rear tires 2L, 2R, respectively. Thus, a flow of running air is redirected as it runs so that it is deflected around the rear tires 2L, 2R. The result is that the aerodynamic drag D is reduced in the regions of the 2L, 2R rear tires because the current air flow is diverted around the 2L, 2R rear tires.
    [052] In the EV electric vehicle, as shown in Figure 1, the front lower cover 3 is provided with the projected portion with curved surface 31 to control the speed of the current air flow. This eliminates a divergent flow of flowing air that flows from the front of the vehicle while moving, thus forming the main FMAIN current flow that passes below the center portion of the front lower floor centered on the vehicle's centerline CL. The result is that the current air flowing from the front end of the vehicle is caused to converge in the central region of the lower floor, so that the aerodynamic drag D is reduced in the central region of the front lower floor.
    [053] As described above, the EV electric vehicle of modality 1 adopts the structure under the floor designed to improve the aerodynamic characteristics of the lower part of the floor and of all tires. This reduces aerodynamic drag D in the region under the tread and on all EV electric vehicle tires, and thus allows improvements to be made to the aerodynamic characteristics as a whole so that the EV electric vehicle's displacement capacity is extended.
    [054] Operation to reduce aerodynamic drag on the bottom of the tread and on the front tires by the front deflectors.
    [055] As described above, in the EV electric vehicle, in order to achieve an effective reduction in aerodynamic drag at the bottom of the tread and on all tires, it is important that the turbulent flow produced by the front lower tread and the front tires that are present in the region where a current air flow begins to be suppressed so that a reduction in aerodynamic drag is achieved. A description will be given below regarding the operation to decrease aerodynamic drag on the front lower floor and on the front tires by the front deflectors 8L, 8R in the EV electric vehicle of modality 1, reflecting what was seen here.
    [056] First, Figure 12 shows results of analytical tests that the inventors carried out on a current air flow that flows from the lower front floor and the front tires of the electric vehicle. Analysis of the cause and the aerodynamic drag mechanism in the region under the vehicle's front floor, based on the test results, showed that when the front 8L, 8R deflectors are used to redirect the flow, the two points below must be considered. (1) When a running air stream hits the front tires 1L, 1R or the front suspension links 10L, 10R, the impact of the running air flow produces a high aerodynamic drag, and furthermore, when the tires turn accordingly with the steering, the current air flow is agitated and produces a higher aerodynamic drag. In addition, when the current air flow is drawn into the front wheel spans 14L, 14R, the front wheel spans 14L, 14 R are filled with air to thereby produce a vortex structure (for example, a vortex tube or a vortex layer), and the vortex structure grows to a high aerodynamic drag. In other words, it has been shown that the front tire regions 1L, 1R (that is, the front tires 1L, 1R and their peripheral regions (that is, the front suspension links 10L, 10R, the front wheel spans 14L , 14R, etc.)) hit by the current air flow or into which the current air flow is pulled are the main places where the increase in aerodynamic drag is caused. (8) When focusing on a draft line introduced from the front of the vehicle, moving towards the left and right front tire pair 1L, 1R, it can be seen that a reflux-like phenomenon occurs; for example, when a ship is in motion, the bottom of the ship pushes water sideways, and thus, reflux occurs. In other words, it has been shown that, while the vehicle is moving, the front lower floor pushes air around to the side, and thus, a current flow having a divergent angle in the transverse direction of the vehicle heading towards the rear of the vehicle is represented as illustrated by the arrows in Figure 12.
    [057] Meanwhile, in mode 1, the front apex portions 8a of the left and right pair of baffles 8L, 8R are placed in the position closest to the center line CL of the vehicle that is inward in the transverse direction of the vehicle with respect to positions of the internal TIN surfaces of the front tires 1L, 1R when in a straight position, taking into account an air current line separating in the transverse direction of the vehicle. Thus, as shown in Figures 13 and 14, when a current flow of air flowing to the rear of the vehicle, separating in the transverse direction of the vehicle, arrives at the front apex portions 8a of the left and right front baffles 8L, 8R, the current air flow divides from the apex front portions 8a into flows in two directions, which go inwards in the vehicle and outwards in the vehicle, respectively. The flowing air flow divided inside the vehicle is redirected by the first flow redirection surfaces 8d and is deflected around the inner periphery sides of the left and right front tire pair L, 1R. Meanwhile, the flowing air flow divided outward in the vehicle is redirected by the second flow redirection surfaces 8e and deflected around the outer periphery sides of the left and right front tire pair 1L, 1R.
    [058] In other words, the first flow redirection surface 8d serves the flow redirection function to deflect a divergent flow of running air in the transverse direction of the vehicle to a converging flow of running air inward, thus directing the flow of air. air back to the bottom region of the floor. Meanwhile, the second flow redirection surface 8e performs the function of redirecting the flow to deflect a divergent flow of running air in the transverse direction of the vehicle to a more divergent flow of running air in the transverse direction of the vehicle, and thus releases the flow of air flowing out of the vehicle (outward in the transverse direction of the vehicle).
    [059] The pair of right and left front deflectors 8L, 8R performs the function of redirecting the flow by deflecting current air flows around the inner and outer peripheries of the pair of left and right front tires 1L, 1R, thus reducing the speed of flowing air flow in the front tire regions where most of the aerodynamic drag is caused. In other words, as shown in Figure 13, a current line that prevents the current air flow in the regions of the front tires 1L, 1R is formed as the current line of a flow downstream of the front deflectors 8L, 8R thus eliminating the occurrence turbulent flow in the front tire regions 1L, 1R.
    [060] It has been observed that, for example, when a turbulent flow occurs in the front region of the tire, a vortex structure (a vortex tube and a vortex layer) are present on a very small scale in the turbulent flow, and the frequency The occurrence of the process of forming the vortex tube from the vortex layer (or the process of transition from the vortex layer to the vortex tube) is increased. So, it is known that a small scale vortex structure is formed and the turbulent flow grows to increase mechanical drag D. Therefore, eliminating the occurrence of turbulent flow in the front tire regions leads directly to a reduction in aerodynamic drag D .
    [061] As described above, in the EV electric vehicle of mode 1, the apex portions 8a of the pair of left and right front deflectors 8L, 8R, are located so as to divide a current air flow that flows in from the front of the vehicle and divides in the transverse direction of the vehicle, in flows in two directions, which are directed inwards in the vehicle and outwards in the vehicle, respectively. Thus, a turbulent flow produced by the front lower tread and the front tires that are present in the region where a current air flow begins to enter, while moving, is eliminated, so that a reduction in aerodynamic drag D can be achieved. Operation to reduce aerodynamic drag by a combination
    [062] For a reduction in aerodynamic drag D caused by the lower front cover and front tires, it is important that the flow of current air directed into the vehicle by the front deflectors is kept in an interior direction until the current air flow passes through the front tire regions. The description below will be given in relation to the operation to reduce aerodynamic drag by a combination of the projected portion with the curved surface 31 and the front deflectors 8L, 8R in modality 1, reflecting what was exposed above.
    [063] The front portions of the apex 8a of the pair of left and right front deflectors 8L, 8R share a flow of flowing air that enters the front of the vehicle, in the internal direction. Then, the first flow redirection surfaces 8d redirect the vehicle within the FIN current flow of the split current air, to the main current flow FMAIN of the current air that passes below the center portion of the front lower cover centered on the vehicle's centerline CL . At this point, for example, when the current air flow directed in the direction of the main current flow FMAIN is subjected to drag by being pressed on the side of the current main flow FMAIN, the flow of the current air returns into the front tires 1 L , 1 R, and into the front wheel spans 14L, 14R.
    [064] Meanwhile, the lower front cover 3 that covers the lower front cover has the projected portion with curved surface 31 in which the dimension WL in the transverse direction of the vehicle is longer than the dimension SL in the longitudinal direction, which is placed in the position closer to the front of the vehicle than the pair of left and right front baffles 8L, 8R. Then, the projected portion with curved surface 31 has the projection circumference in the longitudinal direction of the vehicle that is adjusted longer in the position of the vehicle's centerline CL, and the protrusion circumference in the longitudinal direction of the vehicle is gradually adjusted closer to the measurement. which increases the distance from the vehicle's centerline CL on both sides of the vehicle's transverse direction.
    [065] Thus, a flowing air flow has the highest flow velocity and the lowest pressure at the vehicle's centerline CL position, and the flowing air flow becomes gradually less at its flow speed and also gradually more high in its pressure with increasing distance from the vehicle's CL centerline on both sides of the vehicle's transverse direction. By this differential pressure, an air stream that enters the front of the vehicle flowing to a position distant from the vehicle's centerline CL and having high pressure, is deflected towards the vehicle's centerline CL in which the pressure is low. This deflection eliminates a divergent flow of current air that enters from the front of the vehicle, in the transverse direction of the vehicle.
    [066] In other words, the projected portion of the curved surface 31 serves the function of redirecting flow to eliminate a divergent flow of flowing air entering the front of the vehicle, thus bringing the flowing air in convergence to form a flow of air current passing below the central portion of the lower front cover centered on the vehicle's centerline CL, thus forming the main current flow FMAIN of the current air (see Fig. 13).
    [067] Through the flow redirection function of the first flow redirection surface 8d, therefore, the current air flow directed to the main current flow of the FMAIN current air that passes below the central portion of the lower front cover centered on the center line CL of the vehicle, joins the main current flow of FMAIN running air formed in a line ordered by the projected portion with curved surface 31. In other words, the current air flow is prevented from returning to the front tires 1L, 1R and in the front wheel spans 14L, 14R.
    [068] As described above, in a mode 1 flow redirection structure, a configuration is adopted in which the projected portion with curved surface 31 formed in the lower front cover 3 and in the pair of left and right front baffles 8L, 8R are used in combination. Therefore, a current air flow received by the pair of left and right front deflectors 8L, 8R flows from the first redirecting surfaces of the first flow 8d towards the FMAIN main current flow and seamlessly joins the FMAIN main current flow formed in a line ordered by the projected portion with curved surface 31. Thus, the aerodynamic drag D caused by the lower front cover and the front tires, when moving, can be further reduced. In the following, advantageous effects will be described.
    [069] The structure of the front lower cover of the EV electric vehicle of mode 1 can achieve advantageous effects as shown below. (9) A lower front structure of a vehicle (the EV electric vehicle) is provided, including front deflectors 8L, 8R arranged in front of the front tires 1L, 1R, respectively, in the vehicle and being configured to redirect a current air flow that flows around a bottom part of the front floor when moving, where each of the front baffles 8L, 8R includes a front apex portion 8a disposed closer to the front of the vehicle than the leading edge surface position TFR of each of the front tires 1L, 1R when straight, and arranged in a position closer to the center line CL of the vehicle which is inward in the transverse direction of the vehicle from the position of an inner surface TIN of each of the front tires 1L, 1R when straight; an outer end portion 8c disposed closer to the rear of the vehicle than the front apex portion 8a, and disposed outwardly in the transverse direction of the vehicle from the front apex portion 8a; and a second flow redirection surface 8e (a flow redirection surface) connecting the front apex portion 8a and outer end portion 8c, and being configured in such a way that, when reached by the flowing air from the front of the vehicle, the second flow redirection surface 8e redirects a flow of flowing air to the outside of the vehicle to form an outlet flow in the vehicle.
    [070] This makes it possible to reduce the aerodynamic drag D produced by the current air flow that flows around the lower front cover when traveling, thus achieving desired improvements in aerodynamic characteristics. (10) The first flow redirect surface 8d (the flow redirect surface) is such that the position of the front apex portion 8a in the longitudinal direction of the vehicle and the position of the front apex portion 8a in the transverse direction of the vehicle, are determined based on a direction of a running air line such that the flow of running air from the front of the vehicle in the longitudinal direction of the vehicle flows towards the rear of the vehicle, deviating in the transverse direction of the vehicle, from such that the first flow redirection surface 8d is reached by a current air flow having a divergent angle θ, which flows towards each of the front tires 1L, 1R.
    [071] This ensures that the front deflectors 8L, 8R receive the current air flow having the divergent angle θ, thus achieving the flow redirection function to divert the current air flow around the outer peripheral sides of the 1L front tires, 1R. (11) The second flow redirection surface 8e (flow redirection surface) redirects the current air flow having the divergent angle θ, outward in the transverse direction of the vehicle to form an outward flow in the transverse direction of the vehicle .
    [072] Thus, the second flow redirection surface 8e (flow redirection surface) redirects the external current flow of the vehicle FOUT from the divided current air, out of the transverse direction of the vehicle, thus enabling the safe formation of a current air flow that is deflected around the outer periphery of each of the front tires 1L, 1R. (12) The second flow redirection surface 8e (the flow redirection surface) includes a curved flow redirection surface 8e1 configured to gradually redirect the current air flow having the diverging angle θ so that the current air flow it becomes a current flow obliquely outward, and a flat flow redirection surface 8e2 configured to redirect an airflow obliquely out of the curved flow redirection surface 8e1, even more out of the transverse direction of the vehicle.
    [073] Thus, the second flow redirect surface 8e (flow redirect surface) performs the flow redirect to release the current air flow (the current flow outside the FOUT vehicle) outward in the transverse direction of the vehicle, while smoothly deflecting the current air flow, thus making it possible to eliminate a disturbance in the current air flow flowing along and being redirected by the second flow redirection surface 8e (flow redirection surface). (13) The second flow redirection surface 8e (flow redirection surface) is such that the position of the outer end portion 8c in the transverse direction of the vehicle is placed outside a central geometric axis of the TCL tire of each one of the front tires 1L, 1R when straight.
    [074] Thus, even if the current air flow released outwards in the transverse direction of the vehicle from the second flow redirection surface 8e (flow redirection surface) joins the current air flow from the front of the vehicle and pulls a curved current line towards the rear of the vehicle, the current airflow route around a shoulder portion of each of the front tires 1L, 1R can be suppressed.
    [075] Although the lower front cover structure of the vehicle of the present invention has been described above with reference to mode 1, it should be understood that a specific configuration is not limited to mode 1, and changes in design and additions and the like can be made without departing from the spirit and scope of the invention as defined in the appended claims.
    [076] In mode 1, an example is given in which the pair of left and right front deflectors 8L, 8R, divides the flow F of the current tire line from the current air having a diverging angle θ substantially in two e, and each includes the first flow redirect surface 8d and the second flow redirect surface 8e that receive the divided current flow FIN inside the vehicle and the current flow outside the vehicle FOUT, respectively. However, for example, as shown as a modification 1 in Figure 15, the front deflectors 8L, 8R of mode 1 can each be divided into two portions to form the internal front deflectors 81L, 81R and the external front deflectors 82L, 82R . In this case, the external front deflectors 82L, 82R correspond to the front deflectors of the present invention. In addition, for example, as shown as a modification 2 in Figure 16, the front deflectors 8L ', 8R' can be supplied and configured to receive almost all the current air flow that flows towards the front tires, or to receive all the current air flow, and redirect the current air flow to the outside of the vehicle.
    [077] In modality 1, an example is given in which the second flow redirection surface 8e (the flow redirection surface) redirects the current flow out of the vehicle FOUT outward air in the transverse direction of the vehicle. However, for example, the flow redirection surface can be configured as a deflection surface such that a current flow received at the diverging angle θ is deflected around the outside of the front tires 1L, 1R, and is redirected in towards the rear end portions of the front wheel spans 14L, 14R.
    [078] In mode 1, an example is given in which the second flow redirection surface 8e (the flow redirection surface) is configured by a combination of the curved flow redirection surface 8e1 and the flat flow redirection surface 8e2. However, for example, the flow redirection surface can be configured by a smooth curved surface connecting the front apex portion and the outer end portion. In addition, for example, the flow redirection surface can be configured by a combination of more than three or more curved surfaces.
    [079] In mode 1, an example is given in which a structure with a lower front cover is provided to the EV electric vehicle. However, the present invention, of course, can be applied to a lower front structure of an electric vehicle such as a hybrid vehicle or a fuel cell vehicle, or it can also be supplied to the lower front structure of a motor vehicle . By the way, when the present invention is provided to the electric vehicle, the displacement capacity of the battery is extended, so that an improvement in electrical efficiency can be achieved. Also, when the present invention is provided to the engine driven vehicle, an improvement in fuel efficiency can be achieved.
    [080] This application is based on and claims the priority benefit of Japanese Patent Application No. 2010-89336, earlier, filed on April 8, 2010, the entire content of which is incorporated herein by reference. INDUSTRIAL APPLICATION
    [081] In the present invention, the front apex portion of each of the front deflectors is placed in the position closest to the center line of the vehicle that is inside in the transverse direction of the vehicle from the position of the inner surface of each of the front tires. when in a straight line, taking into account that a current air flow that enters the front of the vehicle flows towards the rear of the vehicle, deviating in the transverse direction of the vehicle. Thus, when a diverging current airflow flowing towards the rear of the vehicle reaches the front apex portion of each of the front deflectors, the current airflow is received by a redirecting surface that connects the front apex portion and the outer end portion. The current air flow received by the flow redirection surface is redirected by the flow redirection surface in order to be deflected around the peripheral outer side of each of the front tires. In this way, each of the front deflectors perform the flow redirection function by diverting the current air flow around the outer peripheral side of each of the front tires, thus reducing the flow rate of current air in the regions of the front tires. where air drag is mainly caused by the lower front cover. Therefore, this makes it possible to reduce the aerodynamic drag produced by a current air flow that flows around the region under the front floor when moving, thus achieving the desired improvements in aerodynamic characteristics. LIST OF REFERENCE SIGNS

    权利要求:
    Claims (5)
    [0001]
    1. Structure under the front floor of a vehicle (EV), comprising front deflectors (8L, 8R) arranged on the front of the front tires (1L, 1R), respectively, in the vehicle and being configured to redirect a current air flow that flows around a lower part of the front floor when moving, in which each of the front deflectors (8L, 8R) comprises: a portion of the front apex (8a) disposed in a position closer to the front of the vehicle than the position of a front rim surface (TFR) of each of the front tires (1L, 1R) when in a straight line, and arranged in a position closer to a vehicle center line (CL) that is interior to a transverse direction of the vehicle of the position of an internal surface (TIN) of each of the front tires (1L, 1R) when in a straight line; an outer end portion (8c) disposed closer to the rear of the vehicle than the front apex portion (8a), and disposed outwardly in the transverse direction of the vehicle from the front apex portion (8a); and two flow redirection surfaces (8e1, 8e2) connecting the front apex portion (8a) and the outer end portion (8c), and being configured in such a way that, when hit by flowing air from the front of the vehicle, the two flow redirection surfaces (8e1, 8e2) redirect a current air flow to form an oblique outward flow and an outward flow in the transverse direction of the vehicle, FEATURED by the fact that a first flow redirect surface (8e1) it is curved and a second flow redirect surface (8e2) is flat or smoothly curved, whereby the first flow redirect surface (8e1) has a flow redirect surface (8e1) configured as a deflection surface having an angle of inclination so that the deflection surface is tilted obliquely back and out on the vehicle, the second redirect surface (8e2) being configured as the surface deflection surface having an angle of inclination such that the deflection surface is tilted laterally outward on the vehicle, whereby the deflection surface of the second flow deflection surface (8e2) is inclined outwardly on the vehicle at a greater inclination angle than that of the first curved flow redirection surface (8e1).
    [0002]
    2. Structure under the vehicle's front floor (EV), according to claim 1, CHARACTERIZED by the position of the front apex portion (8a) in the longitudinal direction of the vehicle and the position of the front apex portion (8a) in the transverse direction of the vehicle are determined based on a direction of a current air line in which the current air flow that flows in from the front of the vehicle in the longitudinal direction of the vehicle flows towards the rear of the vehicle, dividing in the direction cross-section of the vehicle, in such a way that the two flow redirection surfaces (8e1, 8e2) are reached by a current air flow having a divergent angle (θ), which flows inwards towards each of the front tires (1L , 1R).
    [0003]
    3. Structure under the vehicle's front floor (EV), according to claim 2, CHARACTERIZED by the two flow redirection surfaces (8e1, 8e2) redirecting the current air flow having the divergent angle (θ), out in the direction cross-section of the vehicle to form the outward flow in the transverse direction of the vehicle.
    [0004]
    4. Structure under the vehicle's front floor (EV), according to claim 3, CHARACTERIZED by one of the two flow redirection surfaces being a curved flow redirection surface (8e1) configured to gradually redirect the current air flow having the divergent angle (θ) so that the current air flow becomes an oblique flow of current line outward, and the other of the two flow redirection surfaces is a flat flow redirection surface (8e2) configured to redirect the air flow slanting outwardly from the curved flow redirection surface (8e1), beyond the outside in the transverse direction of the vehicle.
    [0005]
    5. Structure under the vehicle's front floor (EV), according to claim 4, CHARACTERIZED by the position of the outer end portion (8e) in the transverse direction of the vehicle being arranged outside a central geometric axis of the tire of each of the front tires (1L, 1R) when straight
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    同族专利:
    公开号 | 公开日
    WO2011126085A1|2011-10-13|
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    US20130026783A1|2013-01-31|
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    RU2012147463A|2014-05-20|
    CN102822042A|2012-12-12|
    EP2557024A1|2013-02-13|
    JP5516724B2|2014-06-11|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-06-02| B15K| Others concerning applications: alteration of classification|Free format text: AS CLASSIFICACOES ANTERIORES ERAM: B62D 35/02 , B62D 37/02 Ipc: B62D 35/02 (2006.01), B62D 37/02 (2006.01), B62D 2 |
    2020-07-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-11-03| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 07/04/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010089336|2010-04-08|
    JP2010-089336|2010-04-08|
    PCT/JP2011/058839|WO2011126085A1|2010-04-08|2011-04-07|Front underfloor structure of vehicle|
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