巴西专利BR112012025763B1 STRUCTURE OF THE LOW FRONT OF THE VEHICLE FLOOR

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专利摘要:
front bottom structure of the vehicle floor is a front bottom structure of the vehicle floor (ev) that includes a protruding member projecting downwardly from the front surface of the bottom of the vehicle floor, and that redirects a stream of flowing air that flows around a front bottom of the floor while in motion. the protruding member is configured as a protruding member with a curved surface (31) disposed in a position closer to the front of the vehicle than to the front tires (1l, 1r) and in a central part of the front bottom of the floor passing in a vehicle centerline (cl). the curved protruding member (31) has a protruding circumference in a longitudinal direction of the vehicle that is longer at the vehicle's centerline (cl) position on both sides in a vehicle-width direction.
公开号:BR112012025763B1
申请号:R112012025763-3
申请日:2011-04-07
公开日:2020-09-29
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 of the front bottom of the floor of a vehicle including a protruding member to redirect a flow of current air flowing around a front bottom of the floor. Foundation technique
[002] The following structure of the front bottom of the floor of a vehicle to redirect a flow of current air flowing around a front bottom of the floor has been known until now. Specifically, in the structure, a front spoiler as a protruding member is provided on a front end part of the vehicle in a position where a front bumper layer is established (refer to Patent Literature 1, for example)
[003] The conventional structure of the front bottom of the vehicle floor is provided with the front spoiler, thus being intended to restrict the rate of current air flow that flows into the front bottom of the vehicle floor and so , produces a downward force (that is, a downward force), which suppresses lifting, in a front part of a vehicle body that is likely to lift in conjunction with the increasing speed of the vehicle. Citation List Patent literature Patent Literature 1: Japanese Patent Application Publication No. 2006-327281. Summary of the invention Technical problem
[004] However, the conventional structure of the front bottom of the vehicle floor is configured as a structure in which the front spoiler to reduce a lift coefficient is arranged in the position of the front end part of the vehicle. Therefore, the front spoiler acts as a drag protrusion in relation to the running air that flows along the bottom bottom of the floor, which prevents a smooth flow of running air and consequently increases a resistance coefficient, which in turn leads to to a problem that this structure cannot be expected to achieve the desired improvements in aerodynamic characteristics.
[005] In other words, a resistance coefficient CD (which is an abbreviation for Constant Resistance) at the bottom of the vehicle floor is an index indicating how smoothly the current air flows along the bottom of the floor. However, a lifting coefficient CL (which is an abbreviation for Constant Lifting) at the bottom of the vehicle floor is an index indicating how intensely the current air flowing along the bottom of the floor exerts a lifting force. on the vehicle body to lift it. A relationship between the resistance coefficient CD and the lifting coefficient CL shows the trends given below: when a rate of current air flow that flows into the bottom of the floor is guaranteed with a smooth flow, the resistance coefficient CD decreases, while the lifting coefficient CL increases; on the other hand, when the rate of current air flow that flows into the bottom of the floor is restricted, the lifting coefficient CL decreases, while the resistance coefficient CD increases. Thus, the resistance coefficient CD and the lifting coefficient CL are the mutually contradictory indices.
[006] The present invention was developed in the light of the preceding problems. An object of the present invention is to provide a vehicle floor front bottom structure that is capable of reducing the air resistance produced by an air flow that flows around a floor front bottom while in motion, thereby obtaining desired improvements in aerodynamic characteristics. Solution to the problem
[007] In order to achieve the above objective, according to the present invention, a structure of the front bottom of the floor of a vehicle including a protruding member projecting downwards from a surface of the front bottom is provided of the vehicle floor, which redirects an air flow that flows around the front bottom of the floor while in motion. The protruding member is configured as a protruding member with a curved surface arranged in a position closer to the front of the vehicle from the tires and in a central part of the front bottom of the floor extending over the center line of the vehicle. The protruding limb with curved surface has a protrusion circumference in a longitudinal direction of the vehicle that is longer at the vehicle's centerline position, and the circumference of the protuberance in the longitudinal direction of the vehicle gradually becomes shorter with increasing distance from the vehicle's centerline on both sides in a direction the vehicle width. Brief description of the drawings
[008] Fig. 1 is a perspective view showing a general structure from the bottom of the general floor of an electric vehicle (as an example of a vehicle) next to which a structure from the front bottom of the floor of an embodiment 1 is applied.
[009] Fig. 2 is a bottom view showing the structure of the front bottom of the floor of embodiment 1.
[010] Fig. 3 is a front elevation view in the direction of arrow A of Fig. 2, showing a left front tire part of the electric vehicle next to which the front bottom floor structure of embodiment 1 is applied. .
[011] Fig. 4 is a help view to explain the relative position of a front deflector in the bottom front structure of the floor of embodiment 1.
[012] Fig. 5 is a side view showing the left front tire part of the electric vehicle to which the bottom front floor structure of embodiment 1 is applied.
[013] Fig. 6 is a perspective view showing the front deflector in the bottom front structure of the floor of embodiment 1.
[014] Fig. 7 is an end view in the section taken along line B-B of Fig. 6, showing a mounting structure for the front deflector in the bottom front structure of the floor of embodiment 1.
[015] Fig. 8 is an end view in section taken along the line C-C of Fig. 6, showing the mounting structure for the front deflector in the bottom front structure of the floor of embodiment 1.
[016] Fig. 9 is a perspective view showing a bottom front cover on the bottom bottom structure of the floor of embodiment 1.
[017] Fig. 10 is an end view in section taken along the line D-D of Fig. 9, showing a protruding part with curved surface of the front bottom cover in the front bottom floor structure of the embodiment 1.
[018] Fig. 11 is a pie chart showing the classification of sources of air resistance in typical passenger cars (for example, engine powered cars).
[019] Fig. 12 is a representation of flowing air flow, showing a flowing air flow that flows around a front bottom of the floor and the front tires in an electric vehicle of a comparative example.
[020] Fig. 13 is an aerodynamic view of the running air, showing a flow of running air that flows around the bottom front of the floor and the front tires in the electric vehicle next to which the bottom structure floor front of embodiment 1 is applied.
[021] Fig. 14 is an aerodynamic view of running air, showing a flow of running air flowing around the left front tire in the electric vehicle next to which the bottom front structure of the floor of embodiment 1 is applied. DESCRIPTION OF THE ACCOMPLISHMENTS
[022] The best way to carry out a front bottom floor structure of a vehicle of the present invention will be described below with reference to an embodiment 1 shown in the drawings. Incidentally, in the following description, the front and rear in a longitudinal direction of the vehicle will be referred to as "front of the vehicle" and "rear of the vehicle" respectively. In addition, a central geometry axis extending in the longitudinal direction of the vehicle in a bottom view of the vehicle will be referred to as the CL vehicle's centerline. A direction closer to the center line of the CL vehicle, in one direction of the vehicle width, will be referred to as “into the vehicle”, and a direction further away from the center line of the CL vehicle, in the direction of the vehicle width, will be referred to referred to as “out of the vehicle”. The side near the center line of the CL vehicle, in the direction of the vehicle width, will be referred to as "inward in the direction of the vehicle width", and the side furthest from the center line of the CL vehicle, in the direction of the vehicle width. vehicle, will be referred to as “out towards the width of the vehicle”. [First Completion]
[023] First, a configuration will be described.
[024] Fig. 1 is a perspective view showing an overall bottom floor structure of an electric vehicle (as an example of the vehicle) to which the bottom bottom floor structure of embodiment 1 is applied. . The general structure of the bottom of the floor will be described below with reference to Fig. 1.
[025] As shown in Fig. 1, the overall bottom floor structure of an EV electric vehicle of embodiment 1 includes a pair of left and right front tires 1L, 1R, a pair of left and right rear tires 2L, 2R, a front bottom cover 3, a bottom rear cover of the engine space 4, a bottom cover of the first battery 5, a bottom cover of the second battery 6, a bottom bottom cover 7, a pair of front deflectors left and right 8L, 8R, and a pair of left and right rear baffles 9L, 9R.
[026] The pair of left and right front tires 1L, 1R serves as both steering wheels and drive wheels and are elastically mounted close to the vehicle body via the front suspension links 10L, 10R, respectively (see Fig. 2) .
[027] The pair of left and right rear tires 2L, 2R are elastically mounted close to the vehicle body through rear suspensions (not shown) such as trailing arm suspensions.
[028] The front bottom cover 3 is a member that covers a front bottom region of the floor extending from a flange part 11a of a front bumper layer 1 to a front suspension member 12 ( see Fig. 2). A cover surface of the front bottom cover 3 is formed as a smooth curved surface by an inclined part 3 a sloping down towards the rear of the vehicle, and a horizontal part 3 b which is continuous with the inclined part 3a. The inclined part 3a is provided with a protruding part with the curved surface 31 (or a protruding member with a curved surface) having a main geometric axis in the direction of the vehicle width, and the horizontal part 3b is provided with four protuberances 32 extending in the longitudinal direction of the vehicle, and two drain holes 33, 34. In addition, the front bottom cover 3 has the sloping side surface parts 35, 35 that are gradually reduced in the width direction (or in the width dimension in the direction of the vehicle width) towards the rear of the vehicle.
[029] The rear bottom cover of the engine space 4 is a member that covers a region of the front bottom of the central floor extending from the front suspension member 12 (see Fig. 2) to a rear part of an engine space. A roof surface of the rear bottom cover of the engine space 4 is formed as a horizontal surface in the same position as the horizontal part 3b of the front bottom cover 3. The rear bottom cover of the engine space 4 is provided with four protrusions. 41 extending 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 towards the rear of the vehicle.
[030] The bottom cover of the first battery 5 and the bottom cover of the second battery 6 are members connected together to cover a lower rear region of the central floor extending from the rear of the engine space to a portion rear end of a battery unit (not shown). The cover surfaces of the bottom battery covers 5, 6 are formed as horizontal surfaces in the same position as the cover surface of the bottom rear cover of the engine space 4. The bottom battery covers 5, 6 are provided with four protrusions 51, 61, each, respectively, extending in the longitudinal direction of the vehicle. Incidentally, the rear bottom cover of the engine space 4 and the battery bottom covers 5, 6 are connected to form a central bottom cover as a whole.
[031] Rear bottom cover 7 is a member that covers a region of the rear bottom of the floor extending from a rear suspension member (not shown) to a flange part 13a of a bumper layer rear 13. A surface of the bottom 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 bottom cover of the second battery 6. The rear bottom cover 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 drain holes 72, 73, 74 arranged in the positions between the protrusion 71.
[032] The pair of left and right front deflectors 8L, 8R are arranged in the forward positions ahead of the pair of left and right front tires 1L, 1R, respectively, projecting downward from the forward positions, thereby redirecting a stream of flowing air flowing around the front tires 1L, 1R while in motion. Incidentally, "running air" refers to a relative flow of air around the vehicle during the movement of the vehicle.
[033] The pair of left and right rear deflectors 9L, 9R are arranged in the front positions in front of the pair of left and right rear tires 2L, 2R, respectively, projecting downwards from the front positions, thereby redirecting a flowing airflow flowing around the rear tires 2L, 2R while in motion.
[034] Figs. 2 and 3 are seen showing the floor bottom front structure of the embodiment 1. The floor bottom bottom structure will be described below with reference to Figs. 2 and 3.
[035] As shown in Figs. 2 and 3, the front bottom structure of the EV electric vehicle floor of embodiment 1 includes the left and right front tire pair 1L, 1R, the front bottom cover 3, the left and right front deflector pair 8L, 8R, the pair of left and right front suspension links 10L, 10R, the front bumper layer 11, the front suspension member 12, a pair of left and right front wheel spaces 14L, 14R, a bumper guard -lama 15, and the front side members 16L, 16R.
[036] 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 spaces 14L, 14R are established on the left and right, respectively, from the front bottom of the EV electric vehicle floor. The left and right front tire pair 1L, 1R can be turned and elastically mounted by the front suspension links 10L, 10R, respectively, supported by the front suspension member 12. So, the left and right front tire pair 1L, 1R are accommodated in the left and right front wheel spaces 14L, 14R, respectively, in order to guarantee the movement space that allows curve motion of the front tires 1L, 1R involved in the direction, up and down movement involved in forward and backward, among other things.
[037] The front bottom cover 3 covering a region of the front bottom of the floor, not including the left and right front deflectors 8L, 8R, the left and right front tire pair 1L, 1R, the front pair left and right front wheel spaces 14L, 14R and the left and right front suspension link pair 10L, 10R, is connected with a central part of the front bottom of the EV electric vehicle floor in the direction of the vehicle width. The front bottom cover 3 has the protruding part with curved surface 31, which is arranged in a position closer to the front of the vehicle than the pair of left and right front deflectors 8L, 8R and has a longer dimension in the direction of the vehicle width than a dimension in the longitudinal direction of the vehicle. The pro-tuberant part with curved surface 31 has the function of redirecting the flow to control a flow velocity of the current air flowing from the front of the vehicle, thereby suppressing a divergent flow of the current air towards the width of the vehicle. and thus bring the flowing air to convergence in a region below the central part of the front bottom of the floor centered on the center line of the CL vehicle.
[038] As shown in Figs. 2 and 3, the front bottom of the EV electric vehicle floor is provided with the pair of left and right front deflectors 8L, 8R as flow redirect plate members, which are disposed in front of the left and right front tire pair right 1L, 1R, respectively, projecting downwards from a bottom surface of the front bottom of the floor. When struck by running air from the front of the vehicle while in motion, the pair of left and right front deflectors 8L, 8R causes a flow of flowing air to branch into two flows, redirecting one of the branched flows into the vehicle to form a flow into the vehicle, and redirecting the other flow out of the vehicle to form an outward flow in the vehicle. Airflow flowing inward into the vehicle is deflected around the interiors of the left and right front tire pair 1L, 1R, the left and right front suspension link pair 10L, 10R and the left front wheel gap pair and right 14L, 14R, which are placed on the left and right, respectively, from the front bottom of the floor. In addition, the outward air flow in the vehicle is deflected around the outside sides of the left and right front tire pair 1L, 1R and the left and right front wheel space pair 14L, 14R, which are placed on the left and right, respectively, of the front bottom of the floor.
[039] Figs. 4 through 8 are seen showing a configuration of the front deflector in the bottom front structure of the floor of the embodiment 1. The configuration of the front deflector will be described below with reference to Figs. 4 to 8.
[040] As shown in Fig. 4, each of the pair of left and right front baffles 8L, 8R includes a front apex part 8a, an inner end part 8b, an outer end part 8c, a first redirecting surface flow 8d, and a second flow redirect surface 8e. Incidentally, each of the front baffles 8L, 8R has a symmetrical shape with respect to the center line of the CL vehicle and, therefore, below in this document, a description will be given with respect to the configuration of the front baffle 8L, and the description of the front baffle 8R will be omitted.
[041] As shown in Fig. 4, the front apex part 8a is arranged at the bottom bottom of the vehicle floor so that the front apex part 8a is located closer to the front of the vehicle than the position of a front rim surface TRF of the front tire 1L, when straight (or a front rim surface of the front tire in its straight position of movement in the longitudinal direction of the vehicle) and is also located in the direction of the width of the vehicle, closer to the center line of the CL vehicle in relation to the position of an internal TIN surface of the front tire when straight (or an internal surface of the front tire in its straight position of movement in the direction of the vehicle width). The position of the front apex part 8a in the longitudinal direction of the vehicle and the position of the front apex part 8a in the direction of the vehicle width are determined based on a direction of a current air flow line so that the current flowing air from the front of the vehicle in the longitudinal direction of the vehicle flows towards the rear of the vehicle, diverging in the direction of the vehicle width. In other words, the position of the front apex part 8a in the longitudinal direction of the vehicle and the position of the front apex 8a in the direction of the vehicle width are determined so that the front apex part 8a branches a flow of the tire flow line Running air F having a divergent angle θ, which flows towards the front tire 1L, for a flow line inside the FIN vehicle and a flow line outside the FOUT vehicle. Incidentally, the diverging angle θ refers to the angle formed by the longitudinal direction of the vehicle and a flow direction of the tire flow line F in the bottom view of the vehicle. The divergent angle θ has values varying according to the speed of the current air flow, in such a way that the divergent angle θ is small when the current air flow speed is low, while the divergent angle θ becomes larger as that the speed of current air flow becomes greater. Therefore, the positioning of the front apex part 8a is performed by performing experiments or the like to determine a region of current airflow velocity having the greatest effect of reducing resistance to movement, and the positioning of the front apex part 8a based on the divergent angle θ in the determined current airflow velocity region.
[042] As shown in Fig. 4, the inner end part 8b is arranged closer to the rear of the vehicle than the front apex part 8a and into the front apex part 8a BA direction of the vehicle width . The position of the inner end portion 8b in the direction of the vehicle width is substantially coincident with the position of an inner surface 14a of the front wheel space 14L, in the direction of the vehicle width.
[043] As shown in Fig. 4, the outer end part 8c is arranged closer to the rear of the vehicle than the front apex part 8a and outwardly in the direction of the vehicle width relative to the apex part frontal 8a. The position of the outer end part 8c in the longitudinal direction of the vehicle is such that the outer end part 8c is located slightly towards the rear of the vehicle in relation to the inner end part 8b. The position of the outer end part 8c in the direction of the vehicle width is such that the outer end part 8c is located off a central geometric axis of the TCL tire of the front tire 1L, when straight (or a center line of the width of the front tire in its straight position of movement).
[044] As shown in Fig. 4, the first flow redirection surface 8d connects the front apex part 8a with the inner end part 8b, and is configured so that, when struck by running air from the front of the vehicle, the first flow redirection surface 8d redirects a stream of current air 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 so that the deflection surface is tilted into the vehicle (or the deflection surface is tilted into the vehicle towards the rear of the vehicle). vehicle), to thereby redirect the flow line flow into the fin vehicle of branched flowing air through the front apex part 8a, to a flow line of main flow FMAIN of flowing air passing below the central part of the bottom center of the floor centered on the center line of the CL vehicle. The deflection surface of the first flow redirect surface 8d is configured as the angled surface along the inclined side surface parts 35, 35 of the front bottom of the floor 3. A portion of the first flow redirect surface 8d adjacent to the inner end portion 8b is substantially parallel to the angled side surface parts 35, 35 of the bottom bottom cover 3.
[045] As shown in Fig. 4, the second flow redirection surface 8e connects the front apex part 8a and the outer end part 8c, and is configured so that, when struck by the flowing air from the front of the vehicle, the second flow redirect surface 8e redirects a stream of current air out of the vehicle to form a flow out of the vehicle. The second flow redirect surface 8e has a curved flow redirect surface 8e1 configured as a deflection surface having an angle of inclination so that the deflection surface is tilted at an angle back and forth from the vehicle (or the surface deflection surface is tilted out of the vehicle towards the rear of the vehicle), and a flat flow redirect surface 8e2 configured as a deflection surface having an angle of inclination so that the deflection surface is tilted laterally out of the vehicle (or the deflection surface is tilted out of the vehicle at a greater angle of inclination than this of the curved flow redirection surface 8e1). The curved flow redirection surface 8e1 gradually redirects, outwardly, the flow line flow external to the FOUT vehicle of the branched current air through the front apex part 8a to form an outwardly oblique flow. The flat flow redirect surface 8e2 redirects the airflow slanted outwardly from the curved flow redirect surface 8e1, further out towards the vehicle width to form an outward flow towards the vehicle width .
[046] As shown in Fig. 5, a height of a protrusion of the front deflector 8I from the bottom surface of the front bottom of the floor is established less than a sloping front line FL and greater than a horizontal line of the floor. part of DL port. As used in this document, the front inclined line FL refers to the line connecting the contact position of the front tire 1L with the position of a lower end of the front bumper layer 11. The horizontal line of the door portion DL refers to 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 from the bottom surface of the front bottom of the floor is established so that a height that prevents interference with a road surface is established as an upper limit height ( that is, the front inclined line FL), and a height that allows to fully reach the flow redirection function while in motion is established as a lower limit height (that is, the horizontal line of the door portion DL).
[047] As shown in FIG. 6, a specific configuration of the front baffle 8L integrally includes a body part of the baffle 81 having the first flow redirection surface 8d and the second flow redirection surface 8e, and a mounting flange portion 82 for mounting the deflector body part 81 next to the fender protector 15. The front deflector 8L is manufactured using a flexible material such as polypropylene containing rubber. In addition, the deflector body part 81 is provided with several slots 83 (for example, three in embodiment 1) in a direction from the top to the bottom of the vehicle. The flexible material and slots 83 prevent deficiency of the flow redirection function even if the front deflector 8L is subjected to the deformation force, in such a way that the front deflector 8L is easily deformed by stone or the like and, after deformation, be immediately restored to its original format by a restoration force. The mounting flange part 82 is provided with several J-84 pin holes (for example, four in embodiment 1). Then, the second flow redirection surface 8e is provided on its end part side with a protruding notch groove 85 so that the second flow redirection surface 8e is mounted extending over the flange part 11a of the flow layer. front bumper 11.
[048] As shown in Fig. 7, the front deflector 8L is assembled by supplying the fender protector 15 with a J 86 nut in advance, and by screwing J 87 screws from the outside into the screw holes in J 84. As shown in Fig. 8, the assembly of the second flow redirection surface 8e on its end part side is accomplished by fixing the fender protector 15 next to the flange part 11a of the front bumper layer 11 by a screw at J 88 and a nut at J 89, and by screwing the screws at J 87 from the outside into the screw holes at J 84 with the second redirecting surface flow 8e extending over the flange part 11a through the protruding notch groove 85.
[049] Figs. 9 and 10 are seen showing the bottom bottom cover on the bottom bottom structure of the floor of embodiment 1. A configuration of the bottom bottom cover will be described below with reference to Figs. 9 and 10.
[050] As shown in Fig. 9, the front bottom cover 3 is a resin-coated sheet having a trapezoidal shape in such a way as to cover the entire region of the front bottom of the floor, without including the regions of the pair of front left and right tires 1L, 1R. As shown in Fig. 10, the front bottom cover 3 is attached to the fender protector 15 by J-bolts (not shown). The sloping part 3a of the front bottom cover 3 has the protruding part with curved surface 31 molds integral with the front bottom cover 3, which is located in a position closer to the front of the vehicle than the pair of left front deflectors and right 8L, 8R. A configuration of the protruding part with curved surface 31 will be described in detail below.
[051] The protruding part with curved surface 31 is the protruding member with curved surface arranged in a position closer to the front of the vehicle than the pair of front left and right tires 1L, 1R and in the central part of the front bottom of the vehicle. floor passing over the center line of the CL vehicle. The protruding part with curved surface 31 has a protruding circumference in the longitudinal direction of the vehicle (or a circumference of a surface of the protruding part with curved surface 31 in its position towards the width of the vehicle, through its end towards the front of the vehicle). vehicle and at its end towards the rear of the vehicle) which is longer at the CL vehicle's centerline position, and the circumference of the bulge in the vehicle's longitudinal direction gradually becomes shorter with increasing distance from the vehicle's centerline CL on both sides in the direction of the vehicle width.
[052] As shown in Fig. 9, the protruding limb with curved surface 31 has an external configuration having an oval shape having a dimension WL in the direction of the vehicle width as a major geometric axis and an dimension SL in the longitudinal direction as an axis secondary. The shape of a curved protruding surface of the curved protruding member 31 is configured as follows. As shown in Fig. 10, the longest linear arc element is established at a height of the PH protrusion at the centerline position of the CL vehicle. Then, as shown in Fig. 9, the shape of the protruding curved surface is configured as a three-dimensional spherical shape formed by grouping similar linear arc elements that gradually become shorter in length in one direction from the center line of the CL vehicle in towards both sides towards the width of the vehicle.
[053] In other words, the curved protruding member 31 has the shape of the protruding curved surface as a part of a rugby ball as cut, in terms of its external appearance. In addition, the curved protruding member 31 is functionally configured so that the current airflow velocity is higher at the centerline position of the CL vehicle, and the current airflow velocity gradually becomes lower with increasing distance from the center line of the CL vehicle on both sides towards the width of the vehicle.
[054] The operation will be described below.
[055] First, the description “with respect to air resistance in the vehicle” will be given. Then, the operation of the EV bottom floor of the EV electric vehicle of embodiment 1 will be described in the sections “operation to improve aerodynamic characteristics by the bottom of the floor and all tires”, “operation to reduce the resistance to the air at the front bottom of the floor and to the front tires by the protruding part with curved surface "," operation to reduce resistance to the air at the bottom of the floor and to the front tires by the front deflectors ", and" operation to reduce resistance to the air by a combination ”. [With respect to air resistance in the vehicle]
[056] Air resistance D (N) in the vehicle is defined as Equation (1): D = CD x 1/2 xpx u2 x A (1) where CD denotes a resistance coefficient (which is a number without dimension), p, air density (kg / m3); u, relative air and vehicle speed (m / sec.), and A, a projected front area (m2).
[057] As is apparent from Equation (1), air resistance D has a value that is proportional to the resistance coefficient CD and is proportional to the square of the relative velocity of air and vehicle (which is equal to the velocity of current airflow, or is equal to the speed of movement of the vehicle, for example, when no airflow occurs).
[058] To reduce air resistance D, a series of processes is to see the following: (a) by what amount of deviation the resistance coefficient CD deviates from a target: (b) where a cause deviation from the target is located; and (c) to what extent the target is approached by eliminating the cause.
[059] Among these, (a) is (c) can be obtained from the resistance coefficient CD calculated precisely by computational fluid dynamics; however, the precise determination of (b) is difficult only with the speed or pressure calculated by the computational fluid dynamics.
[060] As for air resistance D, Fig. 11 presents classification of air resistance sources in typical passenger cars (for example, engine driven cars). As is apparent from Fig. 11, an external shape of the vehicle forms the largest proportion of the sources of resistance. However, the lower part of the floor and tires form the second largest proportion of the resistance sources, which exceed the proportion of air resistance caused by the ventilation of the engine space. In other words, it cannot be said with certainty that the air resistance D depends only on the style of the vehicle's external shape, and it can be seen that consideration is needed in relation to the sources of resistance including the underside of the floor and the tires. and ventilation of the engine space.
[061] However, improvements in aerodynamic characteristics for a reduction in air resistance D have been made focusing mainly on the style of the vehicle's external shape. However, in the case, for example, of a vehicle that needs to ensure driving comfort in its rear seats, improvements in aerodynamic characteristics, even if made by styling the external shape of the vehicle, have their own limitations due to design restrictions, ie , to a need to guarantee cabin space in the rear seats. In other words, when the desired aerodynamic characteristics are set up to a high level for the purpose of extending the radius of the cruise, improvements made only by the style of the vehicle's external shape are not expected to achieve improvements so that the desired aerodynamic characteristics are achieved.
[062] It can also be said that the extent to which the cruise range is extended by a given capacity of a fully charged battery is a timeline, particularly for an electric vehicle having the battery mounted in limited space at the bottom of the floor. In the electric vehicle, when improvements in aerodynamic characteristics made by styling the external shape of the vehicle are at their limits, minimizing air resistance caused by the underside of the floor and by all tires leads to a reduction in air resistance in the electric vehicle as a whole and the extent of the cruise range, which is a vital technical issue. So, in order to achieve an effective reduction in air resistance at the bottom of the floor and on all tires, the suppression of a turbulent flow produced by the front bottom of the floor and the front tires that are present in a region where a current air flow begins to flow is important to obtain the reduction in air resistance caused by the underside of the floor and all tires. [Operation to improve aerodynamic characteristics from the bottom of the floor and all tires]
[063] As described above, in the electric vehicle, minimizing air resistance caused by the underside of the floor and all tires is important when extending the cruising range. Below, the description with respect to the operation to improve aerodynamic characteristics will be given by the bottom of the floor and by all the tires in the EV electric vehicle of embodiment 1, reflecting the above.
[064] In the EV electric vehicle, as shown in Fig. 1, the bottom covers 3, 4, 5, 6, 7 cover substantially the entire region of the bottom of the floor, without including tires and so on. This ensures a level, continuous and flat surface extending from a front end of the vehicle to a rear end of the vehicle, and a flowing air stream that flows from the front of the vehicle forms the FMAIN main flow line flow through below a central region of the lower floor centered on the center line of the CL vehicle. Thus, the current air flow that flows from the front of the vehicle flows through the bottom covers 3, 34, 5, 6, 7 and smoothly escapes to the rear of the vehicle. The rear bottom cover 7 that covers the rear bottom of the 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 smoothly flows in an ordered line below the central region of the bottom of the floor extending from the front end of the vehicle to the rear end of the vehicle, so that the air resistance D is reduced in the central region of the bottom of the floor.
[065] In the EV electric vehicle, as shown in Fig. 1, the pair of left and right front deflectors 8L, 8R are arranged in front of the pair of left and right front tires 1L, 1R, respectively. In this way, a flow of flowing air flowing around the front tires 1L, 1R while in motion is redirected in order to suppress the flow of flowing air into the regions of the front tires 1L, 1R. As a result, air resistance D is reduced in the regions of the front tires 1L, 1R by suppressing the current air flow into the regions of the front tires 1L, 1R where an increase in air resistance is mainly caused.
[066] In the EV electric vehicle, as shown in FIG. 1, the pair of left and right rear deflectors 9L, 9R are arranged in front of the pair of left and right rear tires 2L, 2R, respectively. In this way, a flowing air stream while in motion is redirected so that it is deflected around the 2L, 2R rear tires. As a result, air resistance D is reduced in the regions of the 2L, 2R rear tires by the current air flow being deflected around the 2L, 2R rear tires.
[067] In the EV electric vehicle, as shown in Fig. 1, the front bottom cover 3 is provided with the protruding part with curved surface 31 to control the speed of current air flow. This suppresses a divergent flow of flowing air that flows from the front of the vehicle while in motion, thereby forming the main flow line flow FMAIN passing below the center of the front bottom of the floor centered on the center line of the CL vehicle . As a result, the current air flowing from the front end of the vehicle is brought to convergence in the central region of the lower front of the floor, so that the air resistance D is reduced in the central region of the lower front of the floor. .
[068] As described above, the EV electric vehicle of embodiment 1 adopts the intended underfloor structure to improve the aerodynamic characteristics of the underfloor and all tires. This reduces the air resistance D at the bottom of the floor and on all tires of the EV electric vehicle, and thus allows for improvements in the aerodynamic characteristics as a whole so that the cruising range of the EV electric vehicle is extended. [Operation to reduce air resistance on the front bottom of the floor and on the front tires by the protruding part with curved surface]
[069] As described above, in the electric vehicle, in order to obtain the effective reduction in air resistance at the bottom of the floor and on all tires, it is important that the turbulent flow produced by the bottom bottom of the floor and by front tires that are present in the region where a current air flow begins to flow is suppressed to achieve a reduction in air resistance. Below, a description will be given with respect to the operation to reduce air resistance in the front bottom of the floor and in the front tires by the protruding part with curved surface 31 of the front bottom cover 3 in the EV electric vehicle of embodiment 1, reflecting the said above.
[070] Firstly, Fig. 12 presents results of analytical tests that the inventors performed in relation to a flow and current air that flows around the front bottom of the floor and the front tires of the electric vehicle. The analysis of the cause and the mechanism of resistance to air in the region of the lower front of the vehicle floor, based on the test results, showed that when the protruding part with curved surface 31 of the lower frontal cover 3 is used for redirection flow, consideration is needed in relation to the two points given below.
[071] (A) When a current air flow collides with the front tires 1L, 1R or the front suspension links 10L, 10R, the collision of the current air flow produces high resistance to air, and additionally, when the tires they rotate with the direction, the current air flow is agitated and thus, it produces greater resistance to the air. In addition, when the air flow is drawn into the front wheel spaces 14L, 14R, the front wheel spaces 14L, 14R are filled with air to thereby produce a whirlpool structure (for example, a whirlpool tube or a swirl layer), and the swirl structure produces high air resistance. In other words, it was 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 spaces 14L, 14R , etc.)) with which the current air flow collides or into which the air flow is pulled, are locations where the increase in air resistance is mainly caused;
[072] (B) Focusing on an air flow line introduced from the front of the vehicle, going towards the left and right front tire pair 1L, 1R, it can be seen that a phenomenon similar to a return movement happens; for example, when a ship is moving, the bottom of the ship pushes the water to one side and thus the back movement occurs. In other words, it was presented that, while the vehicle is in motion, the front bottom of the floor pushes the surrounding air to the side and thus, a flow line having a divergent angle diverging in the direction of the vehicle's width towards the rear of the vehicle is pulled as shown by the arrows in Fig. 12.
[073] However, in embodiment 1, the protruding part with curved surface 31 is arranged in a position closer to the front of the vehicle than the front tires 1L, 1Reindeer the central part of the front bottom of the floor passing over the center line of the CL vehicle, taking into account that the current air flowing from the front of the vehicle flows towards the rear of the vehicle, diverging in the direction of the vehicle width. The protruding part with curved surface 31 has the protrusion circumference in the longitudinal direction of the vehicle that is longer in the position of the center line of the CL vehicle, and the protrusion circumference in the longitudinal direction of the vehicle gradually becomes shorter with increasing distance from from the centerline of the CL vehicle on both sides towards the width of the vehicle.
[074] Thus, in the protruding part with curved surface 31, the velocity of the current air flow is higher in the position of the center line of the CL vehicle, and the current air pressure is lower in the position of the center line of the CL vehicle. Then, in the protruding part with curved surface 31, the current air flow speed gradually becomes lower and the current air pressure gradually becomes higher with the increasing distance from the center line of the CL vehicle on both sides in the direction the width of the vehicle. By this operation to control the flow velocity and pressure, a pressure distribution through the end parts of the protruding part with curved surface 31 in the direction of the width of the vehicle and such that the pressure is lower in the position of the center line of the vehicle CL, and the pressure becomes higher with increasing distance from the center line of the CL vehicle on both sides towards the width of the vehicle. Therefore, a current air flow is deflected from the end parts towards the width of the vehicle in which the pressure is high, towards the center line of the vehicle CL in which the pressure is lowest, in order to reduce a pressure differential in pressure distribution. In other words, the pro-tuberant part with curved surface 31 deflects and redirects a current air flow that is diverging towards the width of the vehicle while flowing towards the rear of the vehicle, back to the region below the central part of the part from the bottom of the floor, thereby suppressing a divergent flow of running air in the direction of the vehicle's width.
[075] In this way, the protruding part with curved surface 31 is used for the flow redirection function to suppress a divergent flow of running air in the direction of the vehicle width, in the position of the front bottom of the floor, thereby reducing a rate of current air flow into the regions of the front tire where air resistance is mainly caused at the front bottom of the tread. In other words, as shown in Fig. 13, flow lines converge below the central bottom of the floor to form the main flow line flow FMAIN as a flow stream line downstream of the protruding surface part curve 31, thereby suppressing the occurrence of a turbulent flow in the regions of the front tires 1L, 1R, arranged on both sides of the main flow line flow FMAIN.
[076] It has been observed that, for example, when a turbulent flow occurs in the front tire region, a swirl structure (a swirl tube and a swirl layer) is present on a very small scale in the turbulent flow, and the frequency The occurrence of the swirl formation process from the swirl layer (or the transition process from the swirl layer to the swirl tube) is increased. So, it is known that a small-scale eddy structure is formed and the turbulent flow develops and thus increases the resistance to air D. Therefore, suppressing the occurrence of a turbulent flow in the front tire regions leads directly to a reduction in air resistance D.
[077] As described above, in embodiment 1, the protruding part with curved surface 31 to suppress a divergent flow of running air in the direction of the vehicle width is arranged closer to the front of the vehicle than to the front tires 1L, 1R and in the central part of the bottom of the floor passing through the center line of the CL vehicle. Thus, a turbulent flow produced by the front bottom of the floor and by the front tires that are present in the region where a current air flow begins to flow, while in motion, is suppressed, so that a reduction in air resistance D can be obtained. [Operation to reduce air resistance at the front bottom of the floor and on the front tires by the front deflectors]
[078] As described above, in the EV electric vehicle, in order to achieve the effective reduction in air resistance at the bottom of the floor and on all tires, it is important that the turbulent flow produced by the front bottom of the floor and by the front tires that are present in the region where a current air flow starts to be suppressed to obtain the reduction in air resistance. Below, a description will be given with respect to the operation to reduce air resistance at the front bottom of the floor and on the front tires by the front deflectors 8L, 8R in the EV electric vehicle of embodiment 1, reflecting the above.
[079] Firstly, analysis of the cause and mechanism of air resistance in the region of the lower frontal part of the vehicle floor, based on the test results presented in Fig. 12, showed that when the front deflectors 8L, 8R are used for flow redirection, consideration is needed in relation to the aforementioned in relation to (A) and (B).
[080] However, in embodiment 1, the front apex parts 8a of the pair of left and right front baffles 8L, 8R are arranged in the position closest to the center line of the CL vehicle, which is inward in the direction of the vehicle width of the positions of the internal TIN surfaces of the front tires 1L, 1R when straight, considering a line of current air flow diverging in the direction of the vehicle width. Thus, as shown in Figs. 13 and 14, when a current air flow flowing towards the rear of the vehicle, diverging towards the width of the vehicle reaches the front apex parts 8a of the left and right front baffle pair 8L, 8R, the current air flow it branches from the frontal apex parts 8a in two directions, which are directed into the vehicle and out of the vehicle, respectively. The flow of branched current air into the vehicle is redirected by the first redirection surfaces 8d and is deflected around the inner peripheral sides of the left and right front tire pair 1L, 1R. However, the current air flow branched out of the vehicle is redirected by the second flow redirection surfaces 8e and is deflected around the outer peripheral sides of the left and right front tire pair 1L, 1R.
[081] In other words, the first flow redirection surface 8d serves for the flow redirection function to deflect a divergent flow of running air in the direction of the vehicle's width to a converging flow into running air, and from there mode, direct the current air flow back to the front bottom of the floor. However, the second flow redirection surface 8e serves for the flow redirection function to deflect a divergent flow of running air in the direction of the vehicle width to a more divergent flow of running air in the direction of the vehicle width, and thereby releasing the current air flow to the outside of the vehicle.
[082] The left and right front deflectors 8L, 8R serve for the flow redirection function by diverting the current air flows around the inner and outer peripheries of the left and right front tire pair 1L, 1R, thus reducing the rate of current air flow into the front tire regions where air resistance is primarily caused. In other words, as shown in Fig. 13, a flow line that prevents current air flow to the regions of the front tires 1L 1R is formed as a flow line of a flow downstream of the front deflectors 8L, 8R, from this thus suppressing the occurrence of turbulent flow in the regions of the front tires 1L, 1R.
[083] As described above, in embodiment 1, the front apex part 8a of the front deflectors 8L, 8R are located so as to branch out a current air flow that flows from the front of the vehicle and diverges in the direction of the vehicle width , flowing in two directions, which are directed into the vehicle and out of the vehicle, respectively. Thus, a turbulent flow produced by the front bottom of the floor and by the front tires that are present in the region where a current air flow begins to flow, while in motion, is suppressed, so that a reduction in air resistance D can be obtained. [Operation to reduce air resistance by a combination]
[084] For a reduction in air resistance D caused by the front bottom of the floor and the front tires, it is important that the current air flow branched into the vehicle by the front deflectors is kept in an inward direction until the flowing air flow through the front tire regions. Below, a description will be given with respect to the operation to reduce air resistance by a combination of the protruding part with the curved surface 31 and the front deflectors 8L, 8R in embodiment 1, reflecting the above.
[085] The front apex part 8a of the left and right front deflectors pair 8L, 8R branches a stream of current air that flows from the front of the vehicle, in the inward direction. Then, the first flow redirection surfaces 8d redirect the flow of the interior flow line to the branched flowing air FIN vehicle, to the main flow line flow FMAIN of the flowing air passing below the central part of the front bottom of the floor centered on the center line of the CL vehicle. At this time, for example, when the current air flow directed to the FMAIN main air flow line flow is subject to resistance by being pressed from the FMAIN main flow line flow side, the current air flow flows back into the front tires 1L, 1R and into the front wheel spaces 14L, 14R.
[086] Meanwhile, the front bottom cover 3 covering the front bottom of the floor is provided with the protruding part with curved surface 31 to suppress a divergent flow of running air in the direction of the vehicle width, which is arranged in the position closer to the front of the vehicle than the pair of left and right front baffles 8L, 8R. Thus, the protruding part with curved surface 31 serves for the function of redirecting flow to take the current air flowing from the front of the vehicle for convergence to form the current air passing below the central part of the front bottom of the centralized floor. on the centerline of the CL vehicle, and thereby forming the main flow line FMAIN of the current air (see Fig. 13).
[087] By the flow redirection function of the first flow redirection surfaces 8d, therefore, the current air flow directed to the main flow line flow FMAIN of current air passing below the central part of the front bottom of the floor centered on the center line of the CL vehicle smoothly joins with the main flow line FMAIN formed in a line ordered by the protruding part with curved surface 31. In other words, the current air flow is prevented from flowing back to the inside sides of the front tires 1L, 1R and into the front wheel spaces 14L, 14R.
[088] As described above, in embodiment 1, a configuration is adopted in which the flow redirection is performed by combining the protruding part with the curved surface 31 formed in the front bottom cover 3 and the pair of left and right front baffles 8L , 8R. Therefore, a current air flow received by the pair of left and right front deflectors 8L, 8R flows from the first flow redirection surfaces 8d towards the main flow line flow FMAIN and smoothly merges with the flow line from main flow FMAIN formed in a line in an orderly fashion by the protruding part with curved surface 31. Thus, the air resistance D caused by the front bottom of the floor and the front tires, while in motion, can be further reduced.
[089] Advantageous effects will be described below.
[090] The bottom bottom structure of the EV electric vehicle floor of embodiment 1 can obtain advantageous effects as stated below.
[091] (1) A bottom bottom structure of a vehicle floor (the EV electric vehicle) is provided, including a protruding member projecting downwardly from a bottom bottom surface of the vehicle floor, which redirects a current air flow that flows around a front bottom of the floor while in motion, where the protruding member is configured as a curved protruding member (the curved protruding part 31) disposed in a position closer to the front of the vehicle than the front tires 1L, 1R and in a central part of the front bottom of the floor passing through the center line of the CL vehicle. In addition, the curved protruding member (the curved protruding part 31) has a protrusion circumference in a longitudinal direction of the vehicle that is longer at the centerline position of the CL vehicle, and the circumference of the protuberance in the longitudinal direction of the vehicle gradually becomes shorter with the increasing distance from the center line of the CL vehicle on both sides in a direction of the vehicle width.
[092] This allows to reduce the resistance to air D produced by a current air flow that flows around the front bottom of the floor while in motion, thereby obtaining desired improvements in aerodynamic characteristics.
[093] (2) The protruding member with curved surface (the protruding part with curved surface 31) has an external configuration having an oval shape having a dimension WL in the direction of the vehicle width as a main geometric axis and an dimension SL in the direction longitudinal as a secondary geometric axis, and has the shape of a protruding curved surface configured as a spherical three-dimensional shape formed by bringing together similar linear arc elements that gradually become shorter in length in a direction from the center line of the CL vehicle to both sides in the direction of the vehicle width while the longest linear arc element is established at the centerline position of the CL vehicle.
[094] Thus, the protruding member with curved surface (the protruding part with curved surface 31) has an oval shape to reduce a length established in the longitudinal direction of the vehicle, and also has a spherical three-dimensional shape to guarantee a smooth flow of running air in a smooth flow line, thereby allowing the suppression of a divergent flow of running air in the direction of the vehicle width.
[095] (3) A front bottom cover 3 is arranged to cover a front bottom floor region between the left and right front tire pair 1L, 1R, and the protruding member with curved surface is configured as a protruding part with a curved surface 31 molds entirely with the bottom bottom cover 3.
[096] Thus, the vehicle provided in advance with the front bottom cover 3 can be provided with the protruding part with curved surface 31 that achieves the flow redirection function to suppress a divergent flow of running air in the direction of the vehicle width, without having to increase the number of pieces.
[097] (4) The front bottom cover 3 has an inclined part 3a inclined downwards from a front end part of the vehicle towards the rear of the vehicle, and the protruding part with curved surface 31 is arranged in the position of the sloping part 3a of the front bottom cover 3.
[098] Thus, the slope increases the projected front area of the protruding part with curved surface 31 and thus suppresses the occurrence of swirling in a current air flow that flows along the protruding part with curved surface 31, thereby allowing reliable control of the flow speed and, consequently, the effective suppression of a divergent flow of running air in the direction of the vehicle width.
[099] (5) A pair of left and right front deflectors 8L, 8R are arranged in front of the pair of left and right front tires 1L, 1R, respectively, the pair of left and right front deflectors configured so that when struck by running air from the front of the vehicle, the pair of left and right front deflectors 8L, 8R redirects a flow of running air towards a region below the center of the front bottom of the floor centered on the center line of the CL vehicle , and the protruding part with curved surface 31 is located in a position closer to the front of the vehicle than the pair of left and right front deflectors 8L, 8R.
[100] Thus, the protruding part with curved surface 31 that forms the flow of the main flow line FMAIN in an ordered line, and the pair of left and right front baffles 8L, 8R are used in combination and thus a flow of flowing air flowing back to the region below the central part of the front bottom of the floor can unite smoothly with the flow of the main flow line FMAIN.
[101] Although the bottom floor structure of the vehicle floor of the present invention has been described above with reference to embodiment 1, it is to be understood that a specific configuration is not limited to embodiment 1, and design changes and additions , among other things, could be done for it without departing from the spirit and scope of the invention as defined by the appended claims.
[102] In embodiment 1, an example is given in which the protruding member with curved surface 1 is configured as the protruding part with curved surface 31 molds integrally with the bottom frontal cover 3. However, for example, the protruding member with curved surface as an independent flow redirect piece it can perform flow redirection around the front bottom cover, regardless of the presence or absence of the front bottom cover or the presence or absence of the front deflectors.
[103] In embodiment 1, an example is given in which the protruding part with curved surface 31 has the external configuration having the oval shape, and has the shape of the curved protruding surface configured as the three-dimensional spherical shape. However, the external configuration of the curved protruding part 31 and the curved protruding surface shape are not limited to the shapes of the embodiment 1, and the curved protruding part or curved protruding member having various shapes can be adopted. For example, the protruding part with curved surface or the protruding member with curved surface can be shaped like an airplane wing, or it can be shaped in another way.
[104] In embodiment 1, an example is given in which the protruding part with curved surface 31 is arranged in the position of the inclined part 3a of the bottom frontal cover 3. However, for example, the protruding part with curved surface or the protruding member with curved surface can be arranged on a flat surface part of the front bottom of the floor, and the protruding part with curved surface or protruding member with curved surface can be placed in an inclined position to suppress the swirling in a flowing air flow.
[105] In embodiment 1, an example is given in which a current air flow that flows around the front bottom of the floor is redirected by combining the protruding, curved surface part 31 of the front bottom of the floor 3 with the pair of left and right front baffles 8L, 8R. However, the current air flow around the front bottom of the floor can be redirected only by the front bottom cover having the protruding part with curved surface, without the front deflectors. In addition, the current airflow around the front bottom of the floor can be redirected only by the protruding member with curved surface as the independent flow redirection part, without the front bottom cover and the front deflectors.
[106] In embodiment 1, an example is given in which the structure of the front bottom of the floor is applied to the EV electric vehicle. However, the present invention, of course, can be applied to the bottom bottom structure of an electric vehicle floor such as a hybrid vehicle or a fuel cell vehicle, or it can also be applied to the bottom part structure front of the floor of an engine driven vehicle. Incidentally, when the present invention is applied to the electric vehicle, the cruise range of the battery is extended, so that an improvement in electrical efficiency can be obtained. When the present invention is applied to the engine driven vehicle, an improvement in fuel efficiency can be obtained.
[107] This application is based on and claims the priority benefit of previous Japanese Patent Application N2 2010-89339, filed on April 8, 2010, the entire contents of which are incorporated into this document by reference. Industrial applicability
[108] In the present invention, the protruding limb with a curved surface is arranged in a position closer to the front of the vehicle than to the front tires and in the central part of the front bottom cover passing through the center line of the vehicle, considering that the flowing air from the front of the vehicle it flows towards the rear of the vehicle, diverging towards the width of the vehicle. The protruding limb with curved surface has the protrusion circumference in the longitudinal direction of the vehicle that is longer in the vehicle's centerline position, and the protuberance circumference in the longitudinal direction of the vehicle gradually becomes shorter with increasing distance from the line center of the vehicle on both sides towards the width of the vehicle. Thus, in the protruding limb with curved surface, the speed of the current air flow gradually becomes lower and the pressure of the current air gradually becomes higher with the increasing distance from the center line of the vehicle on both sides towards the vehicle width. The protruding member with curved surface controls the flow speed and pressure, thereby deflecting and redirecting a current air flow that is diverging towards the width of the vehicle while flowing towards the rear of the vehicle, back to the region below the central part of the front bottom of the floor, thus suppressing a divergent flow of running air towards the width of the vehicle. In this way, the protruding member with curved surface serves as the flow redirection function to suppress a divergent flow of running air in the direction of the vehicle's width, in the position of the front bottom of the floor, thereby reducing the flow rate of running air within the regions of the left and right front tire pair where air resistance is primarily caused at the front bottom of the floor. Therefore, this makes it possible to reduce the air resistance produced by a current air flow that flows around the front bottom of the floor while in motion, thereby obtaining desired improvements in aerodynamic characteristics. EV electric vehicle reference list (as an example of a vehicle) 1L, 1R a pair of left and right front tires 2L, 2R a pair of left and right rear tires 3 front bottom cover 3rd sloping part 31 protruding part with curved surface (or protruding member with curved surface 32 bottom rear cover of engine space 33 bottom cover of first battery 34 bottom cover of second battery 7 bottom bottom cover 8L, 8R a pair of left and right front baffles 8th apex part front 8b inner end part 8c outer end part 8d first flow redirect surface 8e second flow redirect surface 8e1 curved flow redirect surface 8e2 flat flow redirect surface 9L, 9R a pair of left and right rear deflectors TFR front tire rim surface when straight TIN inner tire surface when straight CL centerline vehicle θ divergent angle F tire flow line flow FIN flow line flow inside vehicle FOUT flow line flow outside vehicle FMAIN main flow line flow current WL dimension in the direction of vehicle width SL dimension in the longitudinal direction

权利要求:
Claims (5)
[0001]
1. Front bottom structure of a vehicle's floor (EV), comprising a protruding member projecting downwardly from a front surface of the bottom of the vehicle's floor (EV), in which the protruding member is configured as a protruding limb with a curved surface (31) arranged closer to the front of the vehicle than to the front tires (1L, 1R) and in a central part of the front bottom of the floor passing through a central line of the vehicle ( CL), CHARACTERIZED by a frontal surface of the bottom of the vehicle floor (EV) is configured to redirect a current air flow that flows around a frontal bottom of the floor while in motion, in which the protruding limb with curved surface (31) has a bulge circumference in a longitudinal direction of the vehicle that is longer in the vehicle's centerline (CL) position, and a bulge circumference in the longitudinal direction of the vehicle gradually becomes shorter with the increasing distance from the vehicle's centerline (CL) on both sides in a direction of the vehicle width.
[0002]
2. Front bottom structure of the vehicle floor, according to claim 1, CHARACTERIZED by the fact that the protruding member with curved surface (31) has an external configuration having an oval shape having a dimension (WL) in the direction vehicle width as a major geometry axis and a dimension (SL) in the longitudinal direction as a secondary geometry axis, and has the shape of a protruding curved surface configured as a spherical three-dimensional shape formed by bringing together similar linear arc elements that become gradually shorter in length in one direction from the vehicle centerline (CL) towards both sides towards the vehicle width while the longer linear arc element is placed in the vehicle centerline (CL) position .
[0003]
3. Front bottom structure of the vehicle floor (EV), according to any of claims 1 and 2, CHARACTERIZED by the fact that a front bottom cover (3) is arranged in such a way as to cover a region from the front bottom of the floor between the pair of left and right tires (1L, 1R), and the protruding member with curved surface (31) is configured as a protruding part with curved surface molded entirely with the frontal bottom cover (3 ).
[0004]
4. Front bottom structure of the vehicle floor (EV), according to claim 2, CHARACTERIZED by the fact that the front bottom cover has a downward sloping part from a front end part of the vehicle ( EV) towards the rear of the vehicle; and the protruding part with a curved surface (31) is arranged in the position of the inclined part of the bottom front cover (3).
[0005]
5. Front bottom structure of the vehicle floor (EV), according to claim 3, CHARACTERIZED by the fact that a pair of left and right front deflectors (9L, 9R) is arranged in front of the pair of front tires left and right (1L, 1R), respectively, the pair of left and right front deflectors (9L, 9R) configured so that, when struck by running air from the front of the vehicle, the pair of left and right front deflectors ( 9L, 9R) redirects a current air flow to an air flow passing below the central part of the front bottom of the floor in the center line of the vehicle (CL), and the protruding part with curved surface (31) is arranged in a position closer to the front of the vehicle than the pair of left and right front deflectors (9L, 9R).

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CN102822043B|2015-04-01|

RU2012147465A|2014-05-20|

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法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2020-07-21| B09A| Decision: intention to grant|

2020-09-29| B16A| Patent or certificate of addition of invention granted|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

JP2010-089339|2010-04-08|

JP2010089339|2010-04-08|

PCT/JP2011/058837|WO2011126084A1|2010-04-08|2011-04-07|Front underfloor structure of vehicle|

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