underbody structure

Abstract

Provided is a vehicle body lower structure that improves aerodynamic performance and reduces the impact on a deflector when the deflector encounters an obstacle. The vehicle body lower structure includes a deflector provided on a vehicle body of a vehicle and movable between a stowed position covering a lower portion of the vehicle body and a deployed position projecting downward, and a shaft member extending in a left-right direction of the vehicle and rotatably connecting a front end of the deflector to the vehicle body. The deflector is maintained in the deployed position projecting downward by its own weight, and moves from the deployed position to the stowed position when subjected to an impact load from below.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle body structure, and particularly to a vehicle body lower structure. BACKGROUND

[0002] In the related art, a vehicle body lower structure composed of a plurality of panels or frames is installed on a vehicle body of a vehicle. In order to improve the energy efficiency of a vehicle and reduce the impact of the vehicle on the natural environment, the outer shape of the vehicle is designed. In order to further improve the aerodynamic performance, in addition to the flow control by the under cover, it is necessary to create an aerodynamically favorable flow by pressure distribution control. For example, Patent Literature 1 discloses a vehicle body lower structure including a deflector plate that is movable between a stowed position covering a lower portion of a vehicle body and a deployed position projecting downward, thereby further improving the aerodynamic performance of a central lower portion of the vehicle. However, while the panels and the like of the vehicle body lower structure are improved, the layout of the parts originally provided in the lower portion of the vehicle body also needs to be considered. Therefore, it is necessary to develop a mass-producible device that satisfies the requirements of the aerodynamic performance and the layout.

[0003] [Related Art Documents]

[0004] [Patent Literature]

[0005] [Patent Literature 1] U.S. Patent Publication No. US10953934 SUMMARY

[0006] The present application provides a vehicle body lower structure that can improve the aerodynamic performance and suppress the impact on a deflector plate when the deflector plate encounters an obstacle.

[0007] The present application provides a vehicle body lower structure including a deflector plate provided on a vehicle body of a vehicle and movable between a stowed position covering a lower portion of the vehicle body and a deployed position projecting downward, and a shaft member extending in a left-right direction of the vehicle and rotatably connecting a front end of the deflector plate to the vehicle body, wherein the deflector plate is maintained in the deployed position projecting downward by its own weight, and in the case where an impact load from below is applied, the deflector plate moves from the deployed position to the stowed position.

[0008] In one embodiment of the present application, the vehicle body lower structure further includes a resilient member provided between the vehicle body and the deflector plate to apply a force to the deflector plate, the deflector plate is further maintained in the deployed position projecting downward by the force applied by the resilient member, and in the case where an impact load from below is applied, the resilient member is compressed to allow the deflector plate to move from the deployed position to the stowed position.

[0009] In an embodiment of the present application, the deflector is maintained in the deployed position via a hook member provided on the vehicle body.

[0010] In an embodiment of the present application, the vehicle body understructure further comprises a hook member provided on the upper surface of the deflector, wherein the hook member is separated from the buckle portion of the vehicle body when the deflector is in the stowed position, and the hook member is buckled on the buckle portion of the vehicle body when the deflector is in the deployed position.

[0011] Based on the above, in the vehicle body understructure of the present application, the deflector is provided on the vehicle body of the vehicle and is movable between a stowed position covering the lower portion of the vehicle body and a deployed position protruding downward, the shaft member extends in the left-right direction of the vehicle and rotatably connects the front end of the deflector to the vehicle body. In this case, the deflector is maintained in the deployed position protruding downward via its own weight, and in the case of receiving an impact load from below, the deflector moves from the deployed position to the stowed position. In this way, the deflector is maintained in the deployed position in most cases, and in the case of the deflector receiving an impact load from below due to encountering an obstacle, there is no member above the deflector that would block the deflector from moving from the deployed position to the stowed position, so the deflector can smoothly move from the deployed position to the stowed position without being damaged. Accordingly, the vehicle body understructure of the present application can improve aerodynamic performance and can inhibit the impact received by the deflector when encountering an obstacle.

[0012] In order to make the above features and advantages of the present application more apparent, specific embodiments are described below in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0013] FIG. 1 is a perspective view of a vehicle body understructure according to an embodiment of the present application applied to a vehicle body of a vehicle;

[0014] FIG. 2 is FIG. 1 is a perspective view of the vehicle body understructure shown in FIG. 1 from the front to the rear and from the bottom to the top;

[0015] FIG. 3 is FIG. 2 is a perspective view of the vehicle body understructure shown in FIG. 1 from the rear to the front and from the top to the bottom;

[0016] FIG. 4A and FIG. 4B is FIG. 3 is a side view of the deflector shown in FIG. 1 in the stowed position and the deployed position;

[0017] FIG. 5 is FIG. 3Fig. 2 is a plan view of the lower structure of the vehicle body shown in Fig. 1, viewed from one side thereof;

[0018] FIG. 6A to FIG. 6D is FIG. 5 Fig. 4 is a side view of the belt member shown in Fig. 1, viewed from one side thereof;

[0019] FIG. 7A and FIG. 7B is FIG. 5 Fig. 5 is a side view of the hook member shown in Fig. 1, viewed from one side thereof;

[0020] FIG. 8 is FIG. 3 Fig. 6 is a plan view of the lower structure of the vehicle body shown in Fig. 1, viewed from the rear end of the deflector;

[0021] FIG. 9 is FIG. 3 Fig. 7 is an enlarged view of a portion of the lower structure of the vehicle body shown in Fig. 6;

[0022] FIG. 10 Fig. 8 is a plan view of the lower structure of the vehicle body according to another embodiment of the present application, viewed from one side thereof;

[0023] FIG. 11A and FIG. 11B is FIG. 10 Fig. 9 is a side view of the deflector of the lower structure of the vehicle body shown in Fig. 8, viewed from one side thereof;

[0024] FIG. 12 is FIG. 10 Fig. 10 is a plan view of a modified example of the lower structure of the vehicle body shown in Fig. 8;

[0025] FIG. 13A and FIG. 13B is FIG. 12 Fig. 11 is a side view of the deflector of the lower structure of the vehicle body shown in Fig. 10, viewed from one side thereof.

[0026] BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 50: vehicle;

[0028] 52: vehicle body;

[0029] 52a: front frame;

[0030] 52b: hook portion;

[0031] 52c: rear frame;

[0032] 52d: sliding groove;

[0033] 54: front wheel;

[0034] 60: obstacle

[0035] 100, 100A: lower body structure

[0036] 110: deflector

[0037] 112: first deflector

[0038] 114: second deflector

[0039] 114a: rotation shaft

[0040] 116: rear deflector

[0041] 116a: sliding pin

[0042] 116b: base

[0043] 120: shaft member

[0044] 120a: drive shaft

[0045] 130: belt member

[0046] 140: actuator

[0047] 150: force applying member

[0048] 160: hook member

[0049] 162: claw

[0050] 170: guide member

[0051] 172: groove

[0052] 174: protrusion

[0053] 176: base

[0054] 180: catch member

[0055] 190: elastic member

[0056] A: area

[0057] D: vehicle downward direction

[0058] Fr: vehicle front direction

[0059] L: vehicle left direction

[0060] R: vehicle right direction

[0061] Rr: vehicle rear direction

[0062] U: vehicle upward direction DETAILED DESCRIPTION

[0063] Reference will now be made in detail embodiments of the application, examples of which are illustrated in the accompanying drawings. Wherein, FIG. 1 is a perspective view of a vehicle body lower structure according to an embodiment of the present application applied to a vehicle body, FIG. 2 is FIG. 1 is a perspective view of the vehicle body lower structure shown in FIG. 1, viewed from the front to the rear and from the bottom to the top, FIG. 3 is FIG. 2 is a perspective view of the vehicle body lower structure shown in FIG. 1, viewed from the rear to the front and from the top to the bottom, FIG. 4A and FIG. 4B is FIG. 3 is a side view of the deflector shown in FIG. 1, in the stowed position and in the deployed position, FIG. 5 is FIG. 3 is a plan view of the vehicle body lower structure shown in FIG. 1, at one side thereof, FIG. 6A to FIG. 6D is FIG. 5 is a side view of the belt member shown in FIG. 1, in the stowed position, in the deployed position, when encountering an obstacle, and after passing through the obstacle, FIG. 7A and FIG. 7B is FIG. 5 is a side view of the hook member shown in FIG. 1, in the stowed position and in the deployed position, FIG. 8 is FIG. 3 is a plan view of the vehicle body lower structure shown in FIG. 1, at the rear end of the deflector, FIG. 9 is FIG. 3 is a partial enlarged view of the vehicle body lower structure shown in FIG. 1, at the rear end of the deflector. FIG. 10 is a plan view of a vehicle body lower structure according to another embodiment of the present application, at one side thereof, FIG. 11A and FIG. 11B is FIG. 10 is a side view of the deflector of the vehicle body lower structure shown in FIG. 2, in the stowed position and in the deployed position, FIG. 12 is FIG. 10 is a plan view of a modified example of the vehicle body lower structure shown in FIG. 2, FIG. 13A and FIG. 13B is FIG. 12 is a side view of the deflector of the vehicle body lower structure shown in FIG. 3, in the stowed position and in the deployed position. The application, the detailed structure, etc. of the vehicle body lower structure 100 of the present embodiment will be described below in conjunction with FIG. 1 to FIG. 9 the application, the detailed structure, etc. of the vehicle body lower structure 100 of the present embodiment will be described below in conjunction with FIG. 10 to FIG. 13B the anti-collision function of the deflector 110 used in the vehicle body lower structure 100A of another embodiment, but the vehicle body lower structures 100, 100A are merely examples of a part of the present application, and the present application is not limited thereto.

[0064] Reference will now be made in detail embodiments of the application, examples of which are illustrated in the accompanying drawings. Wherein, FIG. 1 to FIG. 3In this embodiment, the lower body structure 100 is adapted to be installed in the vehicle 50 (shown in...). FIG. 1 The lower part of the vehicle body structure 100, for example, is located at the lower front of the vehicle 50, adjacent to the left and right front wheels 54 located at the front of the vehicle body 52 of the vehicle 50. The lower body structure 100 includes components located on the vehicle body 52 of the vehicle 50 (e.g., the lower part of the vehicle body structure 100). FIG. 1 (as shown), and can be stored in the lower part of the vehicle body 52 (such as...) FIG. 4A (as shown) and the downward-protruding unfolding position (as shown) FIG. 4B A deflector 110 that moves between (as shown) the vehicle body 52. ​​The deflector 110 is mounted on the vehicle body 52, for example, in a rotatable manner. Covering the lower part of the vehicle body 52 means that the deflector 110 covers at least a portion of the lower part of the vehicle body 52, but is not limited to the deflector 110 being parallel to the horizontal plane of the vehicle 50 or the flat plane formed by the vehicle body 52. ​​The deflector 110 may also be angled and tilted in the retracted position. The extended position refers to a position lower than the retracted position. During the movement of the vehicle 50, the deflector 110 is moved from the retracted position (as shown) to... FIG. 4A As shown) towards the unfolded position (e.g. FIG. 4B (as shown) can move, enabling movement of flow from front to back (e.g., from...). FIG. 1 The airflow (flowing from the front direction Fr to the rear direction Rr) shown in the diagram is rectified to effectively improve aerodynamic performance.

[0065] The specific structure of the vehicle body lower structure 100 will be described below in four parts. The first part of this invention describes the front structure of the deflector 110 used in the vehicle body lower structure 100; the second part describes the anti-collision structure of the deflector 110 used in the vehicle body lower structure 100; the third part describes the anti-over-deployment structure of the deflector 110 used in the vehicle body lower structure 100; and the fourth part describes the rear structure of the deflector 110 used in the vehicle body lower structure 100. Furthermore, another embodiment of the anti-collision function related to the deflector 110 used in the vehicle body lower structure 100 described in the second part of this invention is proposed. However, this invention is not limited thereto and can be adjusted according to requirements.

[0066] First, the front structure of the deflector 110 used in the lower body structure 100 of the vehicle body will be described in the first part of this invention. Please refer to... FIG. 1 to FIG. 3 In this embodiment, the deflector 110 includes a first deflector 112 and a second deflector 114. The first deflector 112 is disposed in front of the left and right front wheels 54 of the vehicle 50 (e.g., FIG. 1As shown), for example, a pair of first deflectors 112 are provided in front of a pair of front wheels 54. Correspondingly, a second deflector 114 is provided below the center of the vehicle body 52, for example, between the pair of first deflectors 112. The second deflector 114 can also be called a front deflector. A rear deflector 116 is also provided in the rear structure of the deflector 110 (as described in Part IV later). The first deflectors 112 function as fairings on the left and right sides of the second deflector 114. Thus, the front structure of the deflector 110 is divided into two parts (i.e., the first deflector 112 and the second deflector 114), so different settings can be made. For example, the first deflectors 112 and the second deflector 114 can be in the deployed position (e.g., FIG. 4B The amount of protrusion varies when (as shown).

[0067] In detail, in this embodiment, such as FIG. 3 , FIG. 4A and FIG. 4B As shown, the lower body structure 100 also includes an axle component 120. The axle component 120 is located in the left-right direction of the vehicle (e.g., FIG. 3 Extending along the vehicle's leftward direction (L) and rightward direction (R), the front end of the deflector 110 (as shown in the diagram) extends towards the vehicle's leftward direction (L) and rightward direction (R), respectively. FIG. 3 The first deflector 112 and the second deflector 114 are rotatably connected to the vehicle body 52 at their respective front ends via a shaft member 120 extending in the left-right direction of the vehicle. For example, they are each rotatably mounted on the front frame 52a of the vehicle body 52. ​​Although the figures show the first deflector 112 and the second deflector 114 rotatably connected to the vehicle body 52 via the same shaft member 120, in other embodiments not shown, the first deflector 112 and the second deflector 114 may also be mounted on the front frame 52a of the vehicle body 52 via different shaft members, which may extend along the same axis of rotation, or be parallel but staggered, etc. In addition, when the rotation axes of the first guide plate 112 and the second guide plate 114 are offset from each other, the first guide plate 112 can also be configured as a single plate located in front of and on the left and right sides of the second guide plate 114 (i.e., surrounding the three sides of the second guide plate 114), and the present invention is not limited thereto.

[0068] Furthermore, in this embodiment, as FIG. 1 and FIG. 2As shown, the rear end of the first deflector 112 is connected to the vehicle body 52 via a belt member (described in the second part of the present application) used for the anti-collision structure described later. In correspondence thereto, the rear end of the second deflector 114 is connected to the rear deflector 116 described later (described in the fourth part of the present application) and can be further connected to the vehicle body 52 via a hook member (described in the third part of the present application) used for the anti-overexpansion structure described later in the expanded position. The specific structures of the anti-collision structure, the anti-overexpansion structure, the rear deflector 116, and the like will be described later in the second to fourth parts.

[0069] Thus, in the present embodiment, when the deflector 110 is in the stowed position (as shown in FIG. 4A ), the first deflector 112 and the second deflector 114 cover the lower portion of the vehicle body 52, and in the lateral direction, the first deflector 112 positioned on the outer side and the second deflector 114 positioned in the middle at least partially overlap. In correspondence thereto, when the deflector 110 is in the expanded position (as shown in FIG. 4B ), the first deflector 112 and the second deflector 114 are each rotated relative to the vehicle body 52 about the shaft member 120 as the axis of rotation, and thus the rear end of the first deflector 112 and the rear end of the second deflector 114 each protrude downward (e.g., in the vehicle lower direction D shown in FIG. 4B ). In this case, since the front portion structure of the deflector 110 is divided into two parts (i.e., the first deflector 112 and the second deflector 114), the deflector 110 is configured such that the amount of protrusion of the first deflector 112 and the second deflector 114 in the expanded position (as shown in FIG. 4B ) is different. At this time, it is preferable that the first deflector 112 disposed in front of the pair of front wheels 54 have a greater amount of protrusion in the expanded position than the second deflector 114. That is, in the case where the front end of the first deflector 112 and the front end of the second deflector 114 are located at the same height, the rear end of the first deflector 112 is located lower (e.g., in the vehicle lower direction D shown in FIG. 4B ) than the rear end of the second deflector 114.

[0070] Therefore, in this embodiment, the air deflector 110 used in the lower body structure 100 of the first part of the present invention is divided into a first air deflector 112 in front of the left and right front wheels 54 and a second air deflector 114 in the center. The first air deflector 112 and the second air deflector 114 have different protrusions in the deployed position. Therefore, when the air deflector 110 is in the deployed position, the airflow velocity increases along the curvature of the air deflector 110, thereby increasing the negative pressure near the inner side of the front wheels 54, which increases the negative pressure that attracts the vehicle 50 towards the road surface. Accordingly, the lower body structure 100 of the first part of the present invention can improve aerodynamic performance and driving stability.

[0071] Next, the anti-collision structure of the deflector 110 used in the lower body structure 100 will be described in the second part of this invention. Please refer to... FIG. 3 and FIG. 5 In this embodiment, the lower structure 100 of the vehicle body further includes a shaft component 120, a belt component 130, and an actuator 140. For a description of the shaft component 120, please refer to the first part described above. The belt component 130 connects the deflector 110 and the vehicle body 52. ​​The actuator 140 is used to wind the belt component 130. Since the front structure of the deflector 110 is divided into two parts (i.e., the first deflector 112 and the second deflector 114), the following description will take the example of arranging the anti-collision structure composed of the belt component 130 and the actuator 140 on the first deflector 112 and the second deflector 114 (for example,...). FIG. 5 The two belt components 130 shown are respectively located on the first guide plate 112 and the second guide plate 114. However, in other embodiments not shown, the anti-collision structure composed of the belt component 130 and the actuator 140 may be provided only on one of the first guide plate 112 and the second guide plate 114. Alternatively, the front structure of the guide plate 110 may consist of only a single plate (i.e., not divided into the first guide plate 112 and the second guide plate 114), and only one set of the above-described anti-collision structure may be provided. The present invention is not limited thereto.

[0072] In detail, in this embodiment, the lower structure 100 of the vehicle body also includes a drive shaft 120a. The drive shaft 120a is located in the left-right direction of the vehicle (e.g., FIG. 3 and FIG. 5The vehicle shown extends to the left (L) and right (R) and is rotatably mounted on the vehicle body 52. ​​Preferably, the drive shaft 120a is arranged parallel to and offset from the aforementioned shaft member 120. That is, the shaft member 120 is used to rotate the deflector 110, while the drive shaft 120a is used to drive the belt member 130 (as described later). The belt member 130 is connected to the deflector 110 at one end and to the vehicle body 52 at the other end, for example, to the corresponding first deflector 112 or second deflector 114 at one end and to the drive shaft 120a mounted on the front frame 52a of the vehicle body 52 at the other end. The belt member 130 is, for example, an elastic belt, but is not limited thereto. Preferably, the belt member 130 is connected to the drive shaft 120a by winding it around the drive shaft 120a, thereby indirectly connecting to the front frame 52a of the vehicle body 52. Furthermore, the actuator 140 is disposed on the drive shaft 120a to drive the drive shaft 120a to rotate, thereby winding the tape component 130 on the drive shaft 120a. However, the present invention does not limit the method by which the actuator 140 winds the tape component 130. For example, in other embodiments not shown, the drive shaft 120a may be omitted, and the tape component 130 may be wound via the shaft component 120.

[0073] Furthermore, in this embodiment, as FIG. 5 As shown, the lower body structure 100 also includes a force-applying component 150. The force-applying component 150 is disposed on the deflector 110 and applies downward force to the deflector 110. The force-applying component 150 is, for example, a spring, but is not limited thereto. The force-applying component 150 is used to form part of the aforementioned anti-collision structure, and the force-applying component 150 is disposed near the belt component 130; therefore, the force-applying component 150 is preferably disposed on the first deflector 112 and the second deflector 114 as described above (e.g., belt component 130). FIG. 5 The diagram shows two force-applying components 150 located on the upper surfaces of the first guide plate 112 and the second guide plate 114, respectively. However, in other embodiments not shown, the force-applying component 150 may be provided only on one of the first guide plate 112 and the second guide plate 114. Alternatively, the front structure of the guide plate 110 may consist of a single plate (i.e., not divided into the first guide plate 112 and the second guide plate 114) and may include one or more force-applying components 150. Alternatively, the force-applying component 150 may be omitted, and the invention is not limited thereto.

[0074] Therefore, in this embodiment, the anti-collision structure provided on the first guide plate 112 will be used as an example for explanation. When the guide plate 110 (e.g., the first guide plate 112) is in the storage position (e.g.) FIG. 4A When (as shown), the deflector 110 covers the lower part of the vehicle body 52, and the belt component 130 is wound around the drive shaft 120a (as shown). FIG. 6A(As shown). Accordingly, when the deflector 110 (e.g., the first deflector 112) is in the deployed position (as shown) FIG. 4B As shown), the deflector 110 is directed downwards (e.g., FIG. 6B The vehicle shown protrudes downwards (D), and the drive shaft 120a rotates via the actuator 140 (e.g., FIG. 6B (in a clockwise direction), thereby releasing the belt component 130 wound on the drive shaft 120a downwards, causing the belt component 130 to extend downwards along with the movement of the guide plate 110 (as shown in the clockwise direction). FIG. 6B As shown, the guide plate 110 can be supported in the deployed position. That is, when the guide plate 110 is in the retracted or deployed position, the length of the belt member 130 extending downward is adjusted according to the rotation of the drive shaft 120a, so that the belt member 130 supporting the guide plate 110 is in a straightened state in the retracted or deployed position. At the same time, the force-applying member 150 applies downward force to the guide plate 110, so that the guide plate 110 moves downward more smoothly after being subjected to force.

[0075] Furthermore, in this embodiment, when the deflector 110 is in the deployed position and encounters an obstacle 60 (such as...), FIG. 6C As shown), the downward-protruding deflector 110 (e.g., the first deflector 112) is pushed upward by the obstacle 60 (e.g., FIG. 6C The vehicle shown moves upward in the direction U). At this time, since the belt component 130 has been fully released and extended downward from the drive shaft 120a, the belt component 130 bends (e.g., as the deflector 110 moves from the deployed position to the retracted position). FIG. 6C (As shown) without interfering with the movement of the deflector 110 to the retracted position. Furthermore, since the force-applying component 150 is also elastic, it can also be compressed when the deflector 110 moves from the deployed position to the retracted position.

[0076] Additionally, in this embodiment, after the deflector 110 passes the obstacle 60 (e.g., FIG. 6D As shown), the compressed force-applying component 150 is released, thereby applying downward force to the deflector 110 (e.g., the first deflector 112), causing the deflector 110 to move downward (e.g., FIG. 6BThe vehicle is shown to be reset in the vehicle lower direction D, i.e. moved to the unfolded position. At this time, the deformed belt member 130 is extended downward again along with the movement of the deflector 110, and further supports the deflector 110 in the unfolded position. That is, when the deflector 110 is in the unfolded position and unintentionally moved due to the collision with the obstacle 60, the drive shaft 120a does not rotate nor change the length of the downward extension of the belt member 130, and the belt member 130 is bent via its elasticity without interfering with the movement of the deflector 110 to the stowed position, so that the belt member 130 not only supports the deflector 110 as a support member, but also avoids the damage of the deflector 110 due to the collision via deformation.

[0077] Therefore, in the present embodiment, the deflector 110 used in the vehicle lower structure 100 according to the second part of the present application is provided with the anti-collision structure composed of the belt member 130, the actuator 140, etc., and when the deflector 110 is in the unfolded position, the deflector 110 is supported by the connection of the belt member 130, and when the deflector 110 encounters the obstacle 60, the belt member 130 is bent without interfering with the movement of the deflector 110 to the stowed position, so that the damage of the deflector 110 is avoided. Accordingly, the vehicle lower structure 100 according to the second part of the present application can improve the aerodynamic performance, and can suppress the impact on the deflector 110 when encountering the obstacle 60.

[0078] Next, the anti-over-unfolding structure of the deflector 110 used in the vehicle lower structure 100 according to the third part of the present application is described. Please refer to FIG. 3 With FIG. 5 In the present embodiment, the vehicle lower structure 100 further includes a hook member 160. The hook member 160 is arranged on the upper surface of the deflector 110, and arranged near the buckle portion 52b of the vehicle body 52. Therefore, according to the different states of the deflector 110 (i.e. in the stowed position or the unfolded position), the hook member 160 is separated from or buckled on the buckle portion 52b along with the movement of the deflector 110. Among them, since the front structure of the deflector 110 is divided into two parts (i.e. the first deflector 112 and the second deflector 114), the following is described by taking the example of arranging the above anti-over-unfolding structure composed of the hook member 160 and the buckle portion 52b, etc. on the second deflector 114 (for example, FIG. 3 With FIG. 5The hook member 160 shown in FIG. 1 is provided on the second deflector 114. However, in other embodiments not shown, the above-described over-expansion prevention structure composed of the hook member 160 and the buckle portion 52b or the like can be provided only on the first deflector 112, or a plurality of sets can be provided on the first deflector 112 and the second deflector 114. Alternatively, the front structure of the deflector 110 can be provided with only a single plate member (i.e., not divided into the first deflector 112 and the second deflector 114), and one or more hook members 160 can be provided. The present application is not limited in this regard.

[0079] In detail, in the present embodiment, the buckle portion 52b is a connection structure composed of a portion of the front frame 52a of the vehicle body 52, for example, a cross bar extending in the vehicle left-right direction (e.g., the vehicle left direction L and the vehicle right direction R shown in FIG. 1), but the present application is not limited in this regard. Correspondingly, the hook member 160 is provided on the upper surface of the deflector 110 (e.g., the second deflector 114), and the hook member 160 has a claw portion 162 projecting toward the vehicle rear direction (e.g., the vehicle rear direction Rr shown in FIG. 1), and the hook member 160 is positioned in front of the buckle portion 52b (e.g., the vehicle front direction Fr shown in FIG. 1), and the claw portion 162 is positioned above the buckle portion 52b. Further, the front end of the deflector 110 is rotatably connected to the vehicle body 52 via the shaft member 120 extending in the vehicle left-right direction (e.g., the vehicle left direction L and the vehicle right direction R shown in FIG. 1). The hook member 160 is fixed to the buckle portion 52b at a position further toward the rear than the shaft member 120 (e.g., further toward the vehicle rear direction Rr shown in FIG. 1). That is, the fixing portion (i.e., the claw portion 162) of the hook member 160 for fixing to the buckle portion 52b is positioned further toward the rear than the shaft member 120, but the present application is not limited in this regard. FIG. 3 FIG. 5 FIG. 3 FIG. 5 FIG. 3 FIG. 5 FIG. 3 FIG. 5 FIG. 5

[0080] Thus, in the present embodiment, when the deflector 110 (e.g., the second deflector 114) is positioned in the stowed position (as shown in FIG. 1), the hook member 160 is separated from the buckle portion 52b of the vehicle body 52 (as shown in FIG. 1), i.e., the claw portion 162 of the hook member 160 is positioned above the buckle portion 52b at a distance. Correspondingly, when the deflector 110 (e.g., the second deflector 114) is positioned in the deployed position (as shown in FIG. 2), the hook member 160 is buckled to the buckle portion 52b of the vehicle body 52 (as shown in FIG. 2). FIG. 4A FIG. 7A FIG. 4B FIG. 7B ​​​​​​​​​​​​As shown in FIG. 12, when the deflector 110 (for example, the second deflector 114) is moved between the stowed position and the deployed position, the hook member 160 moves up and down in conjunction with the movement of the deflector 110. At this time, since the hook member 160 is located in front of the snap portion 52b, the up and down movement of the hook member 160 does not interfere with the snap portion 52b. Also, since the claw portion 162 of the hook member 160 protrudes rearward and is located above the snap portion 52b, the up and down movement of the hook member 160 causes the claw portion 162 to move away from or close to the snap portion 52b, thereby separating or snapping the hook member 160 from or on the snap portion 52b.

[0081] Therefore, in the present embodiment, the deflector 110 used by the vehicle lower structure 100 according to the third aspect of the present application is provided with the over-deployment prevention structure composed of the hook member 160, the claw portion 162, the snap portion 52b, and the like. When the deflector 110 is located at the deployed position, the deflector 110 can be supported by being snapped on the snap portion 52b of the vehicle body 52 by the hook member 160, so that over-deployment or falling of the deflector 110 can be suppressed. When the deflector 110 is located at the stowed position, the hook member 160 is separated from the snap portion 52b, so that the provision of the hook member 160 does not affect the movement of the deflector 110 between the stowed position and the deployed position. Accordingly, the vehicle lower structure 100 according to the third aspect of the present application can improve aerodynamic performance and suppress over-deployment or falling of the deflector 110.

[0082] Finally, the rear structure of the deflector 110 used by the vehicle lower structure 100 according to the fourth aspect of the present application is described. Referring to FIG. 13, the deflector 110 is provided with a rear deflector 116 connected to the rear of the front deflector (for example, the second deflector 114) in the vehicle rearward direction Rr (for example, the vehicle rearward direction Rr shown in FIG. 13). FIG. 1 to FIG. 3 In the present embodiment, the deflector 110 includes a front deflector and a rear deflector 116. The front deflector is, for example, the second deflector 114 described in the first aspect of the present application, and the rear deflector 116 is connected to the rear of the front deflector (the second deflector 114) in the vehicle rearward direction Rr (for example, the vehicle rearward direction Rr shown in FIG. 13). FIG. 1 to FIG. 3 Therefore, the deflector 110 is divided into two parts (i.e., the front deflector and the rear deflector 116) in the vehicle forward direction Fr and the vehicle rearward direction Rr (for example, the vehicle forward direction Fr and the vehicle rearward direction Rr shown in FIG. 13), so that different settings can be made, for example, the orientations of the front deflector (the second deflector 114) and the rear deflector 116 when they are located at the deployed position (for example, as shown in FIG. 12) are different. FIG. 1 to FIG. 3 FIG. 4B

[0083] In detail, in the present embodiment, as shown in FIG. 13, the rear deflector 116 is connected to the rear of the front deflector (for example, the second deflector 114) in the vehicle rearward direction Rr (for example, the vehicle rearward direction Rr shown in FIG. 13). FIG. 3 FIG. 4A FIG. 4B ​​​​As shown, the lower body structure 100 also includes a shaft component 120. The front spoiler (second spoiler 114) has its front end (e.g., corresponding to...) FIG. 1 to FIG. 3 The front end of the front deflector (second deflector 114) is rotatably mounted on the vehicle body 52, for example, via a shaft member 120, wherein the front end of the front deflector (second deflector 114) is rotatably connected to the vehicle body 52, and the rear end of the front deflector (second deflector 114) (for example, corresponding to the end of the vehicle body 52 in the forward direction Fr direction) is rotatably mounted on the vehicle body 52, for example, via a shaft member 120, while the rear end of the front deflector (second deflector 114) is rotatably mounted on the vehicle body 52 in the forward direction Fr direction, and the rear end of the front deflector (second deflector 114) is rotatably mounted on the vehicle body 52 in the forward direction Fr direction, for example, via a shaft member 120, wherein the rear end of the front deflector (second de FIG. 1 to FIG. 3 The rear diffuser 116 is connected to the rear deflector 116 at the rear end of the front deflector (second deflector 114) in the vehicle's rearward direction (Rr). Correspondingly, the rear deflector 116 is rotatably mounted on the rear end of the front deflector (second deflector 114) with its front end rotatably mounted on the rear end of the front deflector (e.g., in the vehicle's rearward direction). FIG. 1 to FIG. 3 The vehicle body 52 is slidably mounted on the vehicle body 52 in the forward direction (Fr) and the rearward direction (Rr) as shown. FIG. 3 As shown, for example, the front end of the rear deflector 116 is rotatably mounted on the rear end of the front deflector (second deflector 114) via a rotating shaft 114a, while the rear end of the rear deflector 116 is slidably mounted on the rear frame 52c of the vehicle body 52 via a sliding pin 116a. The rear end of the rear deflector 116 refers to the portion opposite to the front end; the invention is not limited to this as long as the mounting point is located at the rear portion of both the front and rear portions of the rear deflector 116.

[0084] To go further, such as FIG. 3 and FIG. 8 As shown, in this embodiment, the rear frame 52c of the vehicle body 52 may be provided with a structure in the vehicle's longitudinal direction (e.g., FIG. 1 to FIG. 3 The diagram shows a pair of sliding grooves 52d extending in the vehicle's forward direction (Fr) and rearward direction (Rr). A pair of sliding pins 116a may be provided on the upper surface of the rear diffuser 116, and these sliding pins 116a are, for example, pins provided on a base 116b protruding upwards from the upper surface of the rear diffuser 116. Furthermore, the sliding grooves 52d extend in the vehicle's width direction (e.g., FIG. 3 and FIG. 8 The sliding pin 116a is positioned on the outer side of the vehicle's left-hand (L) and right-hand (R) directions, and extends outward. Therefore, the sliding pin 116a can be fitted into the sliding groove 52d, and can slide within the sliding groove 52d as the rear diffuser 116 moves. However, in other embodiments not shown, the positions of the sliding groove 52d and the sliding pin 116a can be interchanged. For example, the sliding groove 52d can be positioned on the inner side of the sliding pin 116a, and the sliding pin 116a can extend inward; or the sliding groove 52d can be positioned on the rear diffuser 116, and the sliding pin 116a can be positioned on the vehicle body 52; or other structures that can slide via engagement can be used as the sliding component. This invention is not limited to these methods.

[0085] Further, please refer to FIG. 3 with FIG. 9 wherein FIG. 9 is FIG. 3 A partial enlarged view of the vehicle body lower structure 100 in a part of the rear structure (for example, a range covered by the area A of FIG. 3 ) is shown in FIG. 10 to clearly show the guide member 170 of the rear fairing 116. In the present embodiment, the vehicle body lower structure 100 further includes the guide member 170. The guide member 170 is provided between the vehicle body 52 and the rear fairing 116 to guide the movement of the fairing 110 to the deployed position. The guide member 170 includes a recess 172 provided on the vehicle body 52 and a protrusion 174 provided on the rear end of the rear fairing 116. The recess 172 is, for example, a C-shaped groove, and the protrusion 174 is, for example, a pin provided on a pedestal 176 protruding upward from the upper surface of the rear fairing 116. Further, the recess 172 is provided on the outer side of the protrusion 174 in the vehicle width direction (for example, the vehicle left direction L and the vehicle right direction R shown in FIG. 3 with FIG. 9 ), and the protrusion 174 extends to the outer side. Thus, the protrusion 174 can be fitted in the recess 172, and the protrusion 174 can slide in the recess 172 in conjunction with the movement of the rear fairing 116. However, in other embodiments not shown, the positions of the recess 172 and the protrusion 174 can be exchanged, for example, the recess 172 can be provided on the inner side of the protrusion 174 and the protrusion 174 can extend to the inner side, or the recess 172 can be provided on the rear fairing 116 and the protrusion 174 can be provided on the vehicle body 52, or other structures that can slide by fitting can be used as the guide member, and the present application is not limited in this regard.

[0086] Thus, in the present embodiment, when the fairing 110 is in the stowed position (as shown in FIG. 4A ), the front fairing (the second fairing 114) and the rear fairing 116 cover the lower part of the vehicle body 52. In correspondence thereto, when the fairing 110 is in the deployed position (as shown in FIG. 4B ), the front fairing (the second fairing 114) rotates with respect to the vehicle body 52 about the axis member 120, and thus the rear end of the front fairing (the second fairing 114) moves downward. At this time, the front end of the rear fairing 116 is connected to the rear end of the front fairing (the second fairing 114), and thus the front end of the rear fairing 116 rotates with respect to the vehicle body 52 about the rotation axis 114a, and further the front end of the rear fairing 116 moves downward. In addition, the rear end of the rear fairing 116 slides forward by the cooperation of the sliding pin 116a and the sliding groove 52d, and the protrusion 174 of the guide member 170 moves along the recess 172 to guide the movement of the rear fairing 116.

[0087] In this case, since the deflector 110 is in the forward and backward directions of the vehicle (e.g., FIG. 1 to FIG. 3 The vehicle is divided into two parts (i.e., front deflector and rear deflector 116) in the forward direction Fr and the rear direction Rr, as shown. Therefore, the deflector 110 is configured such that the front deflector (second deflector 114) and the rear deflector 116 are in the deployed position (e.g., FIG. 4B The orientations are different when the front deflector (second deflector 114) is in the unfolded position. That is, the front end of the front deflector (second deflector 114) rotates about the shaft component 120 as the axis of rotation, causing the rear end of the front deflector (second deflector 114) to move downward. Correspondingly, the front end of the rear deflector 116 is driven downward by the rear end of the front deflector (second deflector 114), so the front end of the rear deflector 116 rotates relative to the vehicle body 52 about the rotation shaft 114a as the axis of rotation, and the rear end of the rear deflector 116 slides in the vehicle's longitudinal direction via the cooperation of the sliding pin 116a and the sliding groove 52d, and the guidance of the guide component 170. Therefore, when the front deflector (second deflector 114) is in the unfolded position, its upper surface faces rearward, while when the rear deflector 116 is in the unfolded position, its upper surface faces forward. This difference is due to the different orientations of the front deflector (second deflector 114) and the rear deflector 116 in the unfolded position (as shown in the diagram). FIG. 4B The orientation may vary (as shown), for example, the guide plate 110 may be V-shaped, but this invention is not limited thereto.

[0088] Therefore, in this embodiment, the air deflector 110 used in the lower body structure 100 described in Part IV of the present invention is divided into a front air deflector (second air deflector 114) and a rear air deflector 116. Thus, when the air deflector 110 is in the deployed position, the rear air deflector 116 slides forward, causing the front air deflector (second air deflector 114) and the rear air deflector 116 to have different orientations in the deployed position. This increases the airflow velocity along the air deflector 110. Accordingly, the lower body structure 100 described in Part IV of the present invention can rectify the airflow on the air deflector 110 and improve aerodynamic performance.

[0089] Furthermore, regarding the anti-collision structure of the deflector 110 used in the lower body structure 100 described in Part II of this invention, another embodiment of the related anti-collision function is proposed. Please refer to... FIG. 10 In this embodiment, the lower structure 100A of the vehicle body and FIG. 5 The illustrated lower body structure 100 has a similar composition, therefore the lower body structure 100A can be applied to, for example... FIG. 1 Among the 50 vehicles shown, those having the following characteristics are... FIG. 1 and FIG. 2The exterior surface is shown. The specific structure of the vehicle body lower structure 100A in this embodiment, and the anti-collision structure of the vehicle body lower structure 100A in this embodiment that differs from the vehicle body lower structure 100 described in the second part of the previous embodiment, will be described in detail below.

[0090] In this embodiment, as FIG. 10 , FIG. 11A and FIG. 11B As shown, the lower body structure 100A includes a deflector 110 and a shaft component 120. The deflector 110 is mounted on the body 52 of the vehicle 50 (e.g., FIG. 1 (as shown), and can be stored in the lower part of the vehicle body 52 (such as...) FIG. 4A (as shown) and the downward-protruding unfolding position (as shown) FIG. 4B The shaft component 120 moves between (as shown). The shaft component 120 moves in the left-right direction of the vehicle (e.g., FIG. 10 Extending along the vehicle's leftward direction (L) and rightward direction (R), the front end of the deflector 110 (as shown in the diagram) extends towards the vehicle's leftward direction (L) and rightward direction (R), respectively. FIG. 10 The end of the vehicle (Fr in the forward direction) is rotatably connected to the vehicle body 52. ​​A description of the deflector 110 and the shaft component 120 can be found in the description of the previous embodiment, and will not be repeated here.

[0091] Furthermore, in this embodiment, the vehicle body lower structure 100A differs from the anti-collision structure of the vehicle body lower structure 100 described in the second part of the previous embodiment in that the vehicle body lower structure 100 of the previous embodiment is provided with components such as a drive shaft 120a, belt component 130, and actuator 140 as an anti-collision structure (e.g., FIG. 3 and FIG. 5 As shown), however, the lower body structure 100A of this embodiment does not have these anti-collision structures. The deflector 110 of the lower body structure 100A is maintained in a downwardly protruding deployed position by its own weight (as shown). FIG. 11A As shown), and, under impact load from below, the deflector 110 moves from the deployed position to the retracted position (as shown). FIG. 11B (As shown) move.

[0092] Specifically, in this embodiment, the deflector 110 of the lower structure 100A of the vehicle body is maintained in a downwardly protruding deployed position by its own weight (e.g., FIG. 11A (As shown). The deflector 110 is held in the deployed position by a latching component 180 mounted on the vehicle body 52. ​​The latching component 180 extends downwards from the vehicle body 52 (e.g., ...). FIG. 11A The vehicle extends downwards in the direction of D) and forms a snap-fit ​​structure from back to front, thereby snapping it against the rear end of the deflector 110 (e.g., the front deflector 112), preventing the deflector 110 from moving further downwards than its deployed position, but allowing the deflector 110 to move upwards (e.g., towards the rear end of the vehicle).FIG. 11A The movement of the vehicle in the upward direction U is not limited. Furthermore, in other embodiments not shown, the clamping member 180 can also be provided on the vehicle body 52 to clamp the front end or the side of the deflector 110, as long as the deflector 110 can be maintained in the unfolded position, and the specific implementation of the clamping member 180 is not limited (not limited to the form shown in the drawings). FIG. 11A The specific implementation of the clamping member 180 is not limited.

[0093] In addition, the vehicle lower structure 100A of the present embodiment can further employ the hook member 160 as described in the third part of the previous embodiment. That is, as shown in FIG. 10 The vehicle lower structure 100A further includes the hook member 160. The hook member 160 is provided on the upper surface of the deflector 110 and is provided near the clamping portion 52b of the vehicle body 52. Therefore, when the deflector 110 is in the stowed position (as shown in FIG. 11B The hook member 160 is separated from the clamping portion 52b of the vehicle body 52 (as shown in FIG. 7A The hook member 160 is clamped on the clamping portion 52b of the vehicle body 52 (as shown in FIG. 11A The hook member 160 is clamped on the clamping portion 52b of the vehicle body 52 (as shown in FIG. 7B The description of the hook member 160 can refer to the description in the third part of the previous embodiment, and will not be described here. The vehicle lower structure 100A of the present embodiment can be provided with the clamping member 180 as shown in FIG. 11A The hook member 160 as shown in FIG. 11B The hook member 160 as shown in FIG. 7A , FIG. 7B The hook member 160 as shown in FIG. 10 The specific implementation of the clamping member 180 is not limited.

[0094] Therefore, in the vehicle lower structure 100 described in the second part of the previous embodiment, the deflector 110 is normally in the stowed position (as shown in FIG. 4A The deflector 110 is moved to the unfolded position (as shown in FIG. 6A The deflector 110 is moved to the unfolded position (as shown in FIG. 4B The deflector 110 is moved to the unfolded position (as shown in FIG. 6B When the deflector 110 is in the unfolded position and collides with the obstacle 60 (as shown in FIG. 6C The deflector 110 protruding downward is pushed upward by the obstacle 60 (for example, FIG. 6CThe vehicle shown moves in the upward direction U) and the elastic belt member 130 does not interfere with the movement of the deflector 110 to the storage position, thereby achieving the anti-collision function and avoiding damage to the deflector 110 due to a collision.

[0095] In the vehicle body lower structure 100A of the present embodiment, in contrast, the deflector 110 is normally positioned in the deployed position (as shown in FIG. 11A by its own weight and is also positioned in the deployed position when use is required (e.g., when the vehicle 50 is running), that is, the deflector 110 of the vehicle body lower structure 100A is positioned in the deployed position without being stored in most cases. When the deflector 110 is in the deployed position and a collision with the obstacle 60 occurs (as shown in FIG. 11B , the deflector 110 that protrudes downward is pushed by the obstacle 60 and moves upward (e.g., FIG. 11B , the vehicle shown moves in the upward direction U). At this time, the upper portion of the deflector 110 is not interfered with by other members, and thus the movement of the deflector 110 to the storage position is not interfered with. After the deflector 110 passes through the obstacle 60, the deflector 110 again moves downward by its own weight and is maintained in the deployed position that protrudes downward (as shown in FIG. 11A , the vehicle shown moves in the upward direction U). At this time, the upper portion of the deflector 110 is not interfered with by other members, and thus the movement of the deflector 110 to the storage position is not interfered with. After the deflector 110 passes through the obstacle 60, the deflector 110 again moves downward by its own weight and is maintained in the deployed position that protrudes downward (as shown in

[0096] Further, please refer to FIG. 12 In the present embodiment, as a modification of the vehicle body lower structure 100A, the vehicle body lower structure 100A further includes an elastic member 190. The elastic member 190 is provided between the vehicle body 52 and the deflector 110 to apply a force to the deflector 110, and the deflector 110 is further maintained in the deployed position that protrudes downward (as shown in FIG. 13A , by the force applied by the elastic member 190, and, in the case where an impact load from below is received, the elastic member 190 is compressed and allows the deflector 110 to move from the deployed position to the storage position (as shown in FIG. 13B

[0097] , the vehicle shown moves in the upward direction U). At this time, the upper portion of the deflector 110 is not interfered with by other members, and thus the movement of the deflector 110 to the storage position is not interfered with. After the deflector 110 passes through the obstacle 60, the deflector 110 again moves downward by its own weight and is maintained in the deployed position that protrudes downward (as shown in FIG. 13A ​As shown), the deflector 110 of the lower structure 100A is in the deployed position when needed (e.g., when the vehicle 50 is in motion), meaning that the deflector 110 is in the deployed position and not retracted in most cases. In this case, compared to the deflector 110 being held in the deployed position solely by its own weight, the deflector 110, which is held in the deployed position by the force applied by the elastic member 190, can be held more stably in the deployed position (e.g., it can suppress upward swaying of the deflector 110 when the vehicle 50 is in motion). In this modified example, the aforementioned latching member 180 or other types of latching members, or the aforementioned hook member 160, can also be provided to hold the deflector 110 in the deployed position or prevent the deflector 110 from being over-deployed. The layout and operation of these three components do not interfere with each other, and their installation can be selected according to requirements.

[0098] Furthermore, in this modified example, when the deflector 110 is in the deployed position and encounters an obstacle 60 (such as...), FIG. 13B As shown), the downward-protruding deflector 110 is pushed upward by the obstacle 60 (e.g., FIG. 13B The vehicle shown moves upwards in the direction U). At this time, only the elastic element 190 is provided above the deflector 110. The elastic element 190 is compressed when the deflector 110 moves from the unfolded position to the retracted position (e.g., FIG. 13B As shown), the movement of the deflector 110 towards the retracted position is not interfered with. After the deflector 110 passes the obstacle 60, the deflector 110 moves downward again due to its own weight and the force exerted by the elastic member 190, and then maintains its downward protruding extended position (as shown). FIG. 13A (As shown). Thus, even if this modified example does not have the anti-collision structure (drive shaft 120a, belt component 130, actuator 140, etc.) of the lower body structure 100 as described in the second part of the previous embodiment, the anti-collision function can still be achieved, and the deflector 110 can be prevented from being damaged by a collision.

[0099] As described above, the vehicle lower structure 100 of the second part of the first embodiment is provided with the collision prevention structure composed of the belt member 130, the actuator 140, and the like, but the vehicle lower structure 100A of the present embodiment is maintained in the deployed position by the self-weight or further by the urging force of the elastic member 190, so that the deflector 110 is in the deployed position in most cases without being retracted, and the components (the drive shaft 120a, the belt member 130, the actuator 140, and the like) required for adjusting the position of the deflector 110 can be omitted, and the damage of the components such as the actuator 140 due to the load applied thereto at the time of collision can be avoided. Further, the deflector 110 maintained in the deployed position by the self-weight or further by the urging force of the elastic member 190 can move to the stowed position without interference when the obstacle 60 is encountered, so that the damage of the deflector 110 can be avoided, and the collision prevention function can still be achieved. Accordingly, the vehicle lower structure 100A of the present embodiment can improve the aerodynamic performance, and can suppress the impact received by the deflector 110 when the obstacle 60 is encountered.

[0100] In the vehicle body lower structure of the present application, the deflector is provided on the vehicle body of the vehicle and is movable between a storage position covering the lower portion of the vehicle body and a deployed position protruding downward to improve the aerodynamic performance. In the first aspect of the vehicle body lower structure of the present application, the deflector is divided into a first deflector in front of the pair of front wheels on the left and right and a second deflector in the center, so that the protruding amount of the first deflector and the second deflector in the deployed position can be set to be different, thereby improving the driving stability. Further, in the second aspect of the vehicle body lower structure of the present application, when the deflector is in the deployed position, the deflector can be supported by the connection of the belt member, and when the deflector encounters an obstacle, the belt member is bent without interfering with the movement of the deflector to the storage position, thereby suppressing the impact on the deflector when it encounters an obstacle. Furthermore, in the third aspect of the vehicle body lower structure of the present application, when the deflector is in the deployed position, the deflector can be supported by the hook member latched on the latching portion of the vehicle body, thereby suppressing excessive deployment or falling of the deflector. In addition, in the fourth aspect of the vehicle body lower structure of the present application, the deflector is divided into a front deflector and a rear deflector, and when the deflector is in the deployed position, the rear deflector slides forward to make the orientations of the front deflector and the rear deflector different, thereby increasing the flow rate of the airflow on the deflector and improving the aerodynamic performance. In another embodiment of the present application, the deflector is maintained in the deployed position protruding downward by its own weight in most cases, and in the case of receiving an impact load from below, the movement of the deflector to the storage position is not interfered, thereby suppressing the impact on the deflector when it encounters an obstacle. The vehicle body lower structure of the present application can be provided with the structures of the first to fourth aspects as described above or the structure as described in the other embodiment / variant, or only at least one of them can be provided as needed, and the present application is not limited thereto, and it can be adjusted as needed.

[0101] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not limited thereto; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions described in the foregoing embodiments can be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle body lower structure, characterized in that, include: A deflector is mounted on the vehicle body and is movable between a storage position that covers the lower part of the vehicle body and an unfolded position that protrudes downwards. A shaft component, extending in the left-right direction of the vehicle, rotatably connects the front end of the deflector to the vehicle body, wherein; A drive shaft is rotatably mounted on the vehicle body; An actuator for driving the drive shaft to rotate; as well as The component is connected at one end to the guide vane and at the other end to the drive shaft. The deflector is maintained in its downwardly protruding deployed position by its own weight, and When subjected to an impact load from below, the guide vane moves from the deployed position to the retracted position. The deflector includes a front deflector and a rear deflector, with the front end of the rear deflector rotatably disposed at the rear end of the front deflector.

2. The vehicle body lower structure according to claim 1, characterized in that, Also includes: An elastic element, disposed between the vehicle body and the air deflector, applies force to the air deflector. The deflector is further maintained in the downwardly protruding deployed position by the force applied by the elastic member, and When subjected to an impact load from below, the elastic element is compressed, allowing the deflector to move from the deployed position to the retracted position.

3. The vehicle body lower structure according to claim 1 or 2, characterized in that, The deflector is held in the deployed position by a snap-fit ​​component mounted on the vehicle body.

4. The vehicle body lower structure according to claim 1 or 2, characterized in that, Also includes: A hook component is disposed on the upper surface of the guide plate, wherein, When the deflector is in the retracted position, the hook component is separated from the buckle portion of the vehicle body, and when the deflector is in the unfolded position, the hook component is fastened to the buckle portion of the vehicle body.

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