Vehicle structure

Abstract

To provide a vehicle structure in which air is easy to be discharged efficiently from the inside to the outside of a vehicle through a discharge port without increasing an opening area of the discharge port.SOLUTION: A vehicle structure includes a tabular member having a discharge port for discharging air from the inside to the outside of a vehicle. In the discharge port, an upwind opening width has the largest shape and a lee side opening width has the smallest shape.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle structure that makes it easy to efficiently exhaust air from the inside to the outside of the vehicle through an exhaust port without increasing the opening area of the exhaust port. [Background technology]

[0002] Patent Document 1 discloses an undercover that is placed under a vehicle and covers the lower part of a heat source. The undercover is provided with through-holes that serve as exhaust ports for discharging air from the inside of the undercover to the outside. The through-holes are elongated holes, round holes, or square holes that run along the width of the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-137824 Summary of the Invention [Problem to be solved by the invention]

[0004] It is desirable to exhaust air efficiently from the exhaust port. Increasing the opening area of the exhaust port increases the amount of air exhausted from the exhaust port, but this reduces the mechanical strength of the member having the exhaust port.

[0005] One object of the present invention is to provide a vehicle structure that makes it easy to efficiently exhaust air from the inside of the vehicle to the outside through an exhaust port without increasing the opening area of the exhaust port. [Means for solving the problem]

[0006] (1) A vehicle structure according to one aspect of the present invention includes a plate-shaped member having an exhaust port for discharging air from the inside of the vehicle to the outside, the exhaust port having a shape such that the opening width is largest on the windward side and smallest on the leeward side.

[0007] (2) In the vehicle structure of (1) above, the exhaust port may include a first exhaust port and a second exhaust port arranged downwind of the first exhaust port. The first exhaust port and the second exhaust port are shaped like a triangle having a base located upwind and an apex located downwind. The length of the base of the second exhaust port is substantially the same as the length of the base of the first exhaust port. The interior angle of the apex of the second exhaust port is larger than the interior angle of the apex of the first exhaust port. [Effects of the Invention]

[0008] When the flow velocity of air flowing on the exterior side of the plate-shaped member is greater than the flow velocity of air flowing on the interior side of the plate-shaped member, this difference in flow velocity creates an air pressure difference between the interior and exterior sides of the plate-shaped member. Specifically, the air pressure on the exterior side of the plate-shaped member is lower than that on the interior side. That is, the exterior side of the plate-shaped member becomes negative pressure. As a result, air on the interior side of the plate-shaped member is sucked out through the exhaust port to the exterior side of the plate-shaped member. In the vehicle structure described in (1) above, the shape of the exhaust port forms a specific space where the air density is low between the area around the exhaust port of the plate-shaped member that is downwind rather than upwind, where the opening width of the exhaust port is largest, and the exhaust air from the exhaust port. Because the specific space becomes negative pressure, air is more easily sucked out through the exhaust port. In the vehicle structure described in (1) above, when the opening area of the exhaust port is constant, the size of the specific space is likely to be larger than when the exhaust port has a shape in which the opening width on the windward side is smallest and the opening width on the leeward side is largest, or a circular or rectangular shape. Therefore, the vehicle structure of (1) above makes it easy to increase the amount of exhaust from the exhaust port. Therefore, the vehicle structure of (1) above makes it easy to exhaust efficiently without increasing the opening area of the exhaust port. Since the vehicle structure of (1) above does not require increasing the opening area of the exhaust port, the mechanical strength of the plate-shaped member is excellent.

[0009] In the vehicle structure of (2) above, the length of the base of the second exhaust port is substantially the same as the length of the base of the first exhaust port, and the interior angle of the vertex of the second exhaust port is larger than the interior angle of the vertex of the first exhaust port, so the opening area of the second exhaust port is smaller than the opening area of the first exhaust port. In contrast, in the first example, the length of the base of the second exhaust port is substantially the same as the length of the base of the first exhaust port, and the interior angle of the vertex of the second exhaust port is substantially the same as the interior angle of the vertex of the first exhaust port, so the opening area of the second exhaust port is the same as the opening area of the first exhaust port. In the vehicle structure of (2) above, the total area of the opening area of the first exhaust port and the opening area of the second exhaust port is smaller than in the first example. Therefore, the vehicle structure of (2) above has superior mechanical strength compared to the first example.

[0010] In the vehicle structure of (2) above, because the first and second exhaust ports have the triangular shape, a specific space where the air density is low is formed between the exhaust air from the first and second exhaust ports and the hypotenuse of the triangle of the plate-shaped member. The specific space makes it easier for air to be drawn out from the first and second exhaust ports. Therefore, the amount of exhaust air from the first and second exhaust ports increases. Because the second exhaust port is located downwind from the first exhaust port, the exhaust air from the first exhaust port more easily draws air out from the second exhaust port. Therefore, even in the vehicle structure of (2) above, in which the opening area of the second exhaust port is smaller than the opening area of the first exhaust port, the amount of exhaust air is less likely to be reduced compared to the first example. Therefore, the vehicle structure of (2) above facilitates efficient exhaust without increasing the opening area of the exhaust port.

[0011] In the vehicle structure of (2) above, the length from the bottom to the apex of the second exhaust port is shorter than the length from the bottom to the apex of the first exhaust port. In the case of the first example above, the length from the bottom to the apex of the second exhaust port is the same as the length from the bottom to the apex of the first exhaust port. In the vehicle structure of (2) above, the total length of the length from the bottom to the apex of the first exhaust port and the length from the bottom to the apex of the second exhaust port is shorter than in the first example above. Therefore, the vehicle structure of (2) above has better layout of the first exhaust port and the second exhaust port than in the first example above. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a side view showing an outline of a vehicle equipped with a vehicle structure according to an embodiment. [Figure 2] FIG. 2 is a bottom view showing an outline of the vehicle structure according to the embodiment. [Figure 3] FIG. 3 is an enlarged view of area A in FIG. [Figure 4] FIG. 4 is a perspective view schematically showing the air flow in the area A in FIG. [Figure 5] FIG. 5 is a cross-sectional view taken along line VV of FIG. [Figure 6] FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. [Figure 7] FIG. 7 is a bottom view showing an outline of the vehicle structure of the first modified example. [Figure 8] FIG. 8 is a bottom view showing an outline of the vehicle structure of the second modification. [Figure 9] FIG. 9 is a diagram showing the analysis results of the exhaust volume and flow velocity of the exhaust air from the exhaust port of the analytical model 1. [Figure 10] FIG. 10 is a diagram showing the analysis results of the exhaust volume and flow velocity of the exhaust air from the exhaust port of analytical model 2, analytical model 3, and analytical model 4. DETAILED DESCRIPTION OF THE INVENTION

[0013] An embodiment of the vehicle structure of the present invention will be described below with reference to the drawings. The same reference numerals in the drawings indicate the same or equivalent parts. The sizes of the components shown in the drawings are expressed for the purpose of clarity of explanation and do not necessarily represent the actual dimensions. In the drawings, "UP" indicates the top of a vehicle equipped with the vehicle structure 1 of the embodiment, "LWR" indicates the bottom, "FR" indicates the front, "RR" indicates the rear, "RH" indicates the right, and "LH" indicates the left. In the following description, "upper," "lower," "front," "rear," "right," and "left" respectively correspond to the "upper," "lower," "front," "rear," "right," and "left" of the vehicle.

[0014] <<Embodiment>> [Vehicle structure] A vehicle structure 1 according to an embodiment will be described with reference to Figures 1 to 6. As shown in Figures 1 and 2, the vehicle structure 1 according to an embodiment includes a plate-like member 2 having an exhaust port 20 that discharges air from the inside of the vehicle to the outside. One of the features of the vehicle structure 1 according to an embodiment is that the exhaust port 20 has a specific shape.

[0015] The vehicle structure 1 of this example is provided on a vehicle 100 shown in FIG. 1. The vehicle 100 is, for example, a vehicle equipped with a prime mover 120 at the front of the vehicle 100. The prime mover is an engine, a motor, or the like. The plate-like member 2 of this example is a front undercover that is disposed below the front of the vehicle 100 and covers the lower part of the prime mover 120. The front undercover is provided so as to bridge the underside of the lower support of the radiator support (not shown) and the underside of the suspension member. The front undercover mainly serves to protect the prime mover 120 from physical input from the road surface, such as flying stones and mud splashes. The front undercover also serves to rectify the airflow (not shown) that flows below the vehicle 100 while the vehicle is traveling, thereby reducing the air resistance of the vehicle 100.

[0016] Air in front of vehicle 100 is drawn into the interior of vehicle 100 through front grille 101. The drawn-in air is heated by cooling heat sources including engine 120. The heat source is not limited to engine 120, and may be an inverter or a heat exchanger, etc. A portion of the heated air passes through exhaust port 20 in the front undercover and is discharged from above the front undercover to below the front undercover, which is outside vehicle 100.

[0017] From the viewpoint of protecting the motor 120 and the mechanical strength of the plate-shaped member 2, the smaller the opening area of the exhaust port 20, the better. From the viewpoint of the displacement, the larger the opening area of the exhaust port 20, the better. Therefore, it is desirable to increase the displacement while suppressing a decrease in mechanical strength.

[0018] [Exhaust port] As shown in FIG. 2 , the exhaust port 20 of this example has a first exhaust port 21 and a second exhaust port 22. The number of pairs of first exhaust port 21 and second exhaust port 22 is not particularly limited and can be selected appropriately. The exhaust port 20 of this example has two pairs of first exhaust port 21 and second exhaust port 22. The two pairs of first exhaust port 21 and second exhaust port 22 are arranged in parallel along the vehicle width. The exhaust port 20 of this example further has two third exhaust port 23 of the same shape and size as the second exhaust port 22. The two third exhaust port 23 are provided to the left of the two pairs of first exhaust port 21 and second exhaust port 22.

[0019] As shown in FIG. 3 , each of the first exhaust outlet 21 and the second exhaust outlet 22 has a shape in which the opening width W1 on the windward side is the largest and the opening width W2 on the leeward side is the smallest. In this example, the first exhaust outlet 21 and the second exhaust outlet 22 are triangular in shape with a base 251 located on the windward side and a vertex 26 located on the leeward side. A triangular shape refers to an equilateral triangle, an isosceles triangle, a right triangle, or a triangle with all three interior angles different from each other. The corners of these triangles may be rounded. In this example, the first exhaust outlet 21 and the second exhaust outlet 22 are shaped as an isosceles triangle. That is, the first exhaust outlet 21 and the second exhaust outlet 22 are shaped as a base 251 and two equal sides 252. The base 251 is located at the front of the vehicle 100 and is a straight side extending along the vehicle width. Each equal side 252 is an inclined side extending rearward from the left and right ends of the base 251 toward the inside of the first exhaust port 21 and the second exhaust port 22. The corners between the base 251 and each equal side 252 and the vertex 26, which is the corner between the equal sides 252, are rounded. The base 251 is arranged to intersect in the direction of air flow. Intersections may also be perpendicular. The upwind opening width W1 is the widest opening width upwind of the bisector between the base 251 and the vertex 26. When the base angle formed by the base 251 and the two equal sides 252 is not rounded, as in this example, the upwind opening width W1 is the same length as the length of the base. The downwind opening width W2 is the opening width between the ends of the equal sides 252 located furthest downwind when the vertices 26 are rounded as in this example. The downwind opening width W2 is zero when the vertices 26 are not rounded as in this example.

[0020] The second exhaust port 22 is arranged downwind of the first exhaust port 21. "Arranged downwind" means that when the bottom side 251 of the first exhaust port 21 and the bottom side 251 of the second exhaust port 22 are viewed from the direction of air flow, at least a portion of the bottom side 251 of the second exhaust port 22 overlaps with the bottom side 251 of the first exhaust port 21. In this example, when the bottom side 251 of the first exhaust port 21 and the bottom side 251 of the second exhaust port 22 are viewed from the direction of air flow, the entire length of the bottom side 251 of the second exhaust port 22 overlaps with the bottom side 251 of the first exhaust port 21. In this example, the first exhaust port 21 and the second exhaust port 22 are arranged at the front and rear of the vehicle 100. The front of the vehicle 100 is upwind, and the rear is downwind. The second exhaust port 22 is disposed at a distance from the first exhaust port 21 so that the exhaust air from the first exhaust port 21 passes below the second exhaust port 22.

[0021] The length of the bottom side 251 of the first exhaust port 21 and the length of the bottom side 251 of the second exhaust port 22 are substantially the same. "Substantially the same" means that the length of the bottom side 251 of the second exhaust port 22 is 90% or more and 110% or less of the length of the bottom side 251 of the first exhaust port 21. In this example, the length of the bottom side 251 of the first exhaust port 21 and the length of the bottom side 251 of the second exhaust port 22 are the same.

[0022] In this example, the vertex 26 of the first exhaust port 21 and the vertex 26 of the second exhaust port 22 are aligned on a straight line extending from front to back. When the vertex angle is rounded, the vertex 26 refers to the point located furthest downwind on the curve. Unlike this example, the vertex 26 of the first exhaust port 21 and the vertex 26 of the second exhaust port 22 may be offset to the left or right. The interior angle θ2 of the vertex 26 of the second exhaust port 22 is larger than the interior angle θ1 of the vertex 26 of the first exhaust port 21. The interior angles θ1 and θ2 are the angles formed by two equal sides 252 that sandwich the vertex 26. The interior angles θ1 and θ2 are, for example, 20° or greater and 120° or less. If the interior angles θ1 and θ2 are 20° or greater, the lengths of the two equal sides 252 are likely to be short when the length of the base 251 is constant. Therefore, the mechanical strength of the plate-shaped member 2 is less likely to decrease, and the first exhaust port 21 and the second exhaust port 22 can be easily provided even if the front-to-rear length of the plate-shaped member 2 is short. Therefore, the vehicle structure 1 has excellent layout properties for the first exhaust port 21 and the second exhaust port 22. If the interior angles θ1 and θ2 are 120° or less, the lengths of the two equal sides 252 tend to be long when the length of the base 251 is constant. Therefore, the opening areas of the first exhaust port 21 and the second exhaust port 22 tend to be large. Therefore, the exhaust volume from the first exhaust port 21 and the second exhaust port 22 tends to increase. The interior angle θ1 may be 20° or more and 100° or less, or 20° or more and 80° or less. The interior angle θ2 may be 30° or more and 120° or less, or 40° or more and 120° or less.

[0023] The flow of exhaust air from the exhaust port 20 will be described with reference to Figures 4 to 6. For ease of explanation, Figure 4 shows the shapes of the first exhaust port 21 and the second exhaust port 22 in a simplified manner. Also, for ease of explanation, Figure 4 shows the air flowing above the plate-shaped member 2 with a dashed line. For ease of explanation, Figures 4 to 6 show the running air flowing below the plate-shaped member 2 from the front to the rear of the first exhaust port 21 with a thick white arrow.

[0024] As shown in FIG. 1 , components such as heat sources including the motor 120 are disposed above the plate-shaped member 2. That is, the air taken into the vehicle 100 through the front grille 101 and flowing above the plate-shaped member 2 interferes with components such as heat sources including the motor 120. Therefore, the flow velocity of the traveling wind flowing below the plate-shaped member 2, indicated by the thick white arrow, is greater than the flow velocity of the air flowing above the plate-shaped member 2. This difference in flow velocity creates an air pressure difference between the above and below the plate-shaped member 2. Specifically, the air pressure below the plate-shaped member 2 is lower than the air pressure above. That is, the below the plate-shaped member 2 becomes negative pressure. Therefore, the air above the plate-shaped member 2 is sucked below the plate-shaped member 2 through the first exhaust port 21 and the second exhaust port 22. That is, the air above the plate-like member 2 is discharged through the first exhaust port 21 and the second exhaust port 22 toward below and behind the first exhaust port 21 and the second exhaust port 22, as shown by the thick black arrows in Figure 4 (see also Figures 5 and 6).

[0025] Because the first exhaust port 21 and the second exhaust port 22 have the triangular shape described above, a portion of the exhaust air from the first exhaust port 21 and the second exhaust port 22, indicated by the thick black arrows, flows below two imaginary areas E on the underside of the plate-shaped member 2. The imaginary area E is a region of a predetermined length downstream from the widest opening edge on the surface of the plate-shaped member 2 facing the exterior of the vehicle. In FIG. 4, each imaginary area E is indicated by two-dot chain hatching for ease of explanation. A specific space S where the air density is low is formed on the surface of the imaginary area E. The larger the imaginary area E, the larger the specific space S. In FIGS. 5 and 6, the specific space S is indicated by a two-dot chain circle for ease of explanation. In the example of FIG. 4, each imaginary area E is an area surrounded by each equilateral side 252 and the first and second imaginary lines. The first imaginary line is a virtual line that passes through the vertex 26, is parallel to the base 251, and has the same length as the base 251. The second virtual lines are straight virtual lines connecting the ends of the base 251 and the ends of the first virtual line. A specific space S is formed between each virtual area E, indicated by the thick black arrows, and the exhaust airflow flowing below the virtual areas E, as shown by the two-dot chain circles in FIGS. 5 and 6 . The specific space S is under negative pressure. Therefore, air above the plate-shaped member 2 is sucked out through the first exhaust port 21 and the second exhaust port 22. That is, the air above the plate-shaped member 2 is exhausted from the first exhaust port 21 and the second exhaust port 22 along the equilateral sides 252 toward the specific space S, as shown by the black triangular arrows with black tips in FIGS. 4 to 6 . As the air above the plate-shaped member 2 is exhausted into the specific space S, the amount of exhaust air from the first exhaust port 21 and the second exhaust port 22 increases.

[0026] In FIG. 4 , as indicated by the thick white arrows, the traveling wind flows from the front to the rear of the first exhaust port 21 below the plate-like member 2; the exhaust wind flows downward and rearward through the first exhaust port 21 and the second exhaust port 22 as indicated by the thick black arrows; and the exhaust wind flows toward the specific space S through the first exhaust port 21 and the second exhaust port 22 as indicated by the black triangular arrows with black tips, forming a swirling flow toward the rear as indicated by the thin arrows. The traveling wind, exhaust wind, and swirling flow around the first exhaust port 21 flow below the second exhaust port 22 and the virtual area E. As a result, the exhaust volume from the second exhaust port 22 is more likely to increase. Therefore, even if the opening area of the second exhaust port 22 is smaller than that of the first exhaust port 21, the exhaust volume from the second exhaust port 22 is less likely to decrease compared to when the opening area of the second exhaust port 22 is the same as that of the first exhaust port 21.

[0027] The vehicle structure 1 of this example can efficiently exhaust heat without increasing the opening areas of the first exhaust port 21 and the second exhaust port 22. Therefore, the vehicle structure 1 can easily promote the exhaust of heat above the plate-shaped member 2. Therefore, the vehicle structure 1 can easily increase the cooling efficiency above the plate-shaped member 2, and can easily efficiently cool heat sources arranged above the plate-shaped member 2.

[0028] Variation 1 A vehicle structure 1 of Modification 1 will be described with reference to FIG. 7. The vehicle structure 1 of Modification 1 differs from the vehicle structure 1 of the embodiment in that the first exhaust port 21 and the second exhaust port 22 are shaped like right triangles and that the vertices 26 of the first exhaust port 21 and the second exhaust port 22 are offset to the left and right rather than being aligned on a straight line along the front-to-rear direction. The left edge of the plate-shaped member 2 shown in FIG. 7 has a portion that slopes inward in the vehicle width from the front to the rear of the vehicle. Near the left edge, it may not be possible to arrange the first exhaust port 21 and the second exhaust port 22 along the front-to-rear direction of the vehicle. In this case, the first exhaust port 21 located at the front is positioned relatively outward in the vehicle width, and the second exhaust port 22 located at the rear is positioned relatively inward in the vehicle width.

[0029] The first exhaust outlet 21 and the second exhaust outlet 22 are each shaped to be disposed at the front of the vehicle and include a base 251 extending along the vehicle width, a straight side 253 extending linearly from the right end of the base 251 toward the rear of the vehicle, and an oblique side 254 connecting the left end of the base 251 and the rear end of the straight side 253. The angle between the base 251 and the straight side 253 is a right angle. When the base 251 of the first exhaust outlet 21 and the base 251 of the second exhaust outlet 22 are viewed from the direction of air flow, a portion of the base 251 of the second exhaust outlet 22 overlaps the base 251 of the first exhaust outlet 21. The interior angle θ2 of the vertex 26 of the second exhaust port 22, i.e., the interior angle formed by the straight side 253 and the oblique side 254 of the second exhaust port 22, is larger than the interior angle θ1 of the vertex 26 of the first exhaust port 21, i.e., the interior angle formed by the straight side 253 and the oblique side 254 of the first exhaust port 21. Therefore, the opening area of the second exhaust port 22 is smaller than the opening area of the first exhaust port 21.

[0030] Variation 2 The shape of the exhaust port, i.e., the shape with the largest opening width on the windward side and the smallest opening width on the leeward side, includes the triangular shape described in the embodiments and variants, as well as shapes such as those shown in A to M in Figure 8.

[0031] The shapes shown in Figures 8A and 8B are configured with a front edge extending along the vehicle width and two side edges whose opening width narrows intermittently from the left and right ends of the front edge toward the rear of the vehicle. Each side edge in Figure 8A is configured with alternating inclined edges that extend inward toward the exhaust port from the front to the rear of the vehicle and straight lines that extend along the front and rear of the vehicle. Each side edge in Figure 8B is configured with alternating inclined edges that extend inward toward the exhaust port from the front to the rear of the vehicle and straight lines that extend along the vehicle width.

[0032] The shape shown in Figure 8C is a shape consisting of a front edge extending along the vehicle width and two zigzag-shaped side edges where the opening width alternates between narrowing and widening from the left and right ends of the front edge toward the rear. Each side edge is an edge where a first inclined edge extending toward the inside of the exhaust port and a second inclined edge extending toward the outside of the exhaust port are alternately arranged from the front to the rear of the vehicle. The shape shown in Figure 8D is a shape consisting of a front edge extending along the vehicle width and two wave-shaped side edges where the opening width alternates between narrowing and widening from the left and right ends of the front edge toward the rear. Each side edge is an edge where a first curved edge convex toward the outside of the exhaust port and a second curved edge convex toward the inside of the exhaust port are alternately arranged from the front to the rear of the vehicle.

[0033] The shape shown in Fig. 8E is a trapezoid. The shape in Fig. 8E is a shape consisting of a lower base located in the front and extending along the vehicle width, an upper base located in the rear and extending along the vehicle width, and two legs connecting the left and right ends of the lower and upper bases. Specifically, the shape in Fig. 8E is an isosceles trapezoid. Although not shown, the shape in Fig. 8E may also be a right-angled trapezoid.

[0034] The shape shown in Fig. 8F is a funnel shape. The shape in Fig. 8F is composed of a first side located in the front and extending along the vehicle width, a second side located in the rear and extending along the vehicle width, and two side sides connecting the left and right ends of the first and second sides. Each side side is composed of an inclined side that extends from the left and right ends of the first side toward the inside of the exhaust port and a straight line that extends rearward along the front-to-rear direction from the rear end of each inclined side.

[0035] The shape shown in FIG. 8G is a pentagon. The shape in FIG. 8G is composed of a first side located at the front and extending along the width of the vehicle, two straight sides extending rearward from the left and right ends of the first side along the front and rear of the vehicle, and two inclined sides extending from the rear ends of each straight side toward the inside of the exhaust port. The shape shown in FIG. 8H is a hexagon. The shape in FIG. 8H is composed of a first side located at the front and extending along the width of the vehicle, a second side located at the rear and extending along the width of the vehicle, two straight sides extending rearward from the left and right ends of the first side along the front and rear of the vehicle, and two inclined sides extending from the rear ends of each straight side toward the inside of the exhaust port.

[0036] The shape shown in FIG. 8I is half of a racetrack shape. The shape in FIG. 8I is composed of a first side located in the front and extending along the width of the vehicle, two straight sides extending rearward from the left and right ends of the first side along the front and rear of the vehicle, and a curved side connecting the rear ends of the straight sides and convexing rearward. The shape shown in FIG. 8J is half of an ellipse. The shape in FIG. 8J is composed of a first side located in the front and extending along the width of the vehicle, and a curved side connecting the left and right ends of the first side and convexing rearward.

[0037] The shape shown in Fig. 8K is a shape that is located in the front and is composed of a first side that extends along the vehicle width, and two curved sides that are connected to the left and right ends of the first side and convex toward the inside of the exhaust port. The shape shown in Fig. 8L is a shape that is located in the front and is composed of a first side that extends along the vehicle width, two first curved sides that are connected to the left and right ends of the first side and convex toward the inside of the exhaust port, and two second curved sides that are connected to the rear ends of each first curved side and convex toward the outside of the exhaust port. The shape shown in Fig. 8M is a shape that is located in the front and is composed of a first side that extends along the vehicle width, two first curved sides that are connected to the left and right ends of the first side and convex toward the outside of the exhaust port, and two second curved sides that are connected to the rear ends of each first curved side and convex toward the inside of the exhaust port.

[0038] 《Analysis example》 In the analysis example, we investigated the difference in exhaust volume and flow velocity of exhaust air from the exhaust port due to differences in the shape of the exhaust port.

[0039] [Analysis Model 1 to Analysis Model 4] The opening area of the exhaust port in analytical models 1 to 4 was the same. As shown in Figure 9, the shape of the exhaust port in analytical model 1 is an isosceles triangle with the base located upwind and the apex located downwind. The shape of the exhaust port in analytical model 1 has a base and two equal sides. The base is located at the front of the vehicle, which is upwind, and is a straight side extending along the width of the vehicle. Each equal side is an inclined side that extends from the left and right ends of the base toward the inside of the exhaust port toward the rear. The interior angle of the apex is approximately 24°.

[0040] The shape of the exhaust port of analytical model 2 is square as shown in FIG. 10A. The shape of the exhaust port of analytical model 2 is composed of a first side located on the upwind side and extending along the vehicle width, a second side located on the downwind side and extending along the vehicle width, and two side edges connecting the left and right ends of the first and second sides. The shape of the exhaust port of analytical model 3 is circular as shown in FIG. 10B. The shape of the exhaust port of analytical model 4 is an isosceles triangle with a base located on the downwind side and an apex located on the upwind side. The shape of the exhaust port of analytical model 4 is a shape with a base and two equal sides. The base is located behind the vehicle, which is downwind, and is a straight side extending along the vehicle width. Each equal side is an inclined side that extends forward from the left and right ends of the base toward the inside of the exhaust port. The interior angle of the apex is approximately 24°.

[0041] When the exhaust volume from the exhaust port of analytical model 2 is taken as 100%, the exhaust volume from the exhaust port of analytical model 1 is 105%, the exhaust volume from the exhaust port of analytical model 3 is 102%, and the exhaust volume from the exhaust port of analytical model 4 is 99.5%. Therefore, it was found that the exhaust volume from the exhaust port of analytical model 1 is greater than the exhaust volumes from the exhaust ports of analytical models 2 to 4.

[0042] The velocity distribution of the exhaust air from the exhaust port of each analysis model was investigated using commercially available CFD (Computational Fluid Dynamics) analysis software. The results are shown in Figures 9 and 10. In Figures 9 and 10, slower flow velocities are shown in black, and faster flow velocities are shown in white.

[0043] As shown in Figure 9, at the exhaust port of analysis model 1, the flow velocity in a wide area inside the exhaust port was 10 m / sec or more and less than 12 m / sec. The flow velocity near the two equal sides was 10 m / sec or more and less than 12 m / sec. The flow velocity in the area from the apex to the area behind the two equal sides was 12 m / sec or more and less than 14 m / sec. The flow velocity near the base was 4 m / sec or more and less than 6 m / sec. There were almost no areas where the flow velocity was less than 4 m / sec.

[0044] As shown in FIG. 10A, in the exhaust port of analysis model 2, the flow velocity in a wide area inside the exhaust port was 10 m / sec or more and less than 12 m / sec. The flow velocity near the second side was 10 m / sec or more and less than 12 m / sec. The flow velocity near the two side edges was less than 10 m / sec. Of the area near the first side, the flow velocity in the area near the left side edge was less than 4 m / sec, and the flow velocity in the area near the right side edge was 4 m / sec or more and less than 6 m / sec. There were almost no areas where the flow velocity was 12 m / sec or more and less than 14 m / sec.

[0045] As shown in Figure 10B, for the exhaust port of analysis model 3, the flow velocity over a wide area inside the exhaust port was 10 m / sec or more and less than 12 m / sec. The flow velocity near the rear half of the periphery of the exhaust port was 10 m / sec or more and less than 12 m / sec. Slightly to the right of the center of the exhaust port, the flow velocity was 12 m / sec or more and less than 14 m / sec. Near the front half of the periphery of the exhaust port, the flow velocity in the left area was less than 6 m / sec, and the flow velocity in the right area was 6 m / sec or more and less than 8 m / sec.

[0046] As shown in Figure 10C, at the exhaust port of analysis model 4, the flow velocity over a wide area inside the exhaust port was 8 m / sec or more and less than 12 m / sec. The flow velocity near the base was 10 m / sec or more and less than 12 m / sec. Of the two equal sides, the flow velocity near the right equal side was 6 m / sec or more and less than 8 m / sec, and the flow velocity near the left equal side was 4 m / sec or more and less than 6 m / sec. The flow velocity near the apex was 4 m / sec or more and less than 6 m / sec. The flow velocity in the area between the apex and the base was 12 m / sec or more and less than 14 m / sec.

[0047] 9 and 10, it was found that the exhaust port of analytical model 1 had a larger region where the flow velocity was 12 m / sec or more and less than 14 m / sec than the exhaust ports of analytical models 2 to 4. It was also found that the exhaust port of analytical model 1 had a larger region where the flow velocity was 10 m / sec or more and less than 12 m / sec than the exhaust ports of analytical models 2 to 4. In other words, it was found that the exhaust port of analytical model 1 had a larger region where the flow velocity was high than the exhaust ports of analytical models 2 to 4.

[0048] In the case of the exhaust port of analytical model 1, as described with reference to FIG. 4, two virtual regions are formed along each equal side on the underside of the plate-shaped member. In the case of the exhaust port of analytical model 2, the virtual region is formed along the second side on the underside of the plate-shaped member. In the case of the exhaust port of analytical model 3, the virtual region is formed along a semicircle at a position closer to the rear of the periphery on the underside of the plate-shaped member. In the case of the exhaust port of analytical model 4, the virtual region is formed along the bottom side on the underside of the plate-shaped member. The area of the virtual region in analytical model 1 is larger than the areas of the virtual regions in analytical models 2 to 4. As described with reference to FIG. 4, a specific space where the air density is low is formed between the virtual region and the exhaust air. The larger the area of the virtual region, the larger the specific space. Therefore, it is considered that the area where the flow velocity of the exhaust air from the exhaust port of analytical model 1 is fast is larger than the areas where the flow velocity of the exhaust air from the exhaust port of analytical model 2, analytical model 3, and analytical model 4 is fast. Therefore, it is considered that the amount of exhaust from the exhaust port of analytical model 1 was larger than the amounts of exhaust from the exhaust ports of analytical model 2, analytical model 3, and analytical model 4.

[0049] The present invention is not limited to these examples and is defined by the claims, and all modifications within the meaning and scope of the claims are intended to be included. For example, the plate-shaped member having the exhaust port may be a rear undercover or a wheelhouse. Furthermore, for example, when one of the left and right sides of a vehicle is upwind and the other is downwind, the exhaust port may have a shape such that the opening width is largest on the left or right side of the vehicle that is upwind and the opening width is smallest on the right or left side of the vehicle that is downwind. When one of the upper and lower sides of a vehicle is upwind and the other is downwind, the exhaust port may have a shape such that the opening width is largest above or below the vehicle that is upwind and the opening width is smallest below or above the vehicle that is downwind. [Explanation of symbols]

[0050] 1 Vehicle structure 2 Plate-shaped members 20 exhaust port 21 First exhaust outlet 22 Second exhaust port 23 Third exhaust outlet 251 Bottom 252 equilateral 253 straight edges 254 Hypotenuse 26 Vertex 100 vehicles 101 Front Grill 120 Prime Mover Area A E Virtual Area S space W1, W2 opening width θ1, θ2 interior angles

Claims

1. a plate-shaped member having an exhaust port for discharging air from the inside of the vehicle to the outside; The exhaust port has a shape in which the opening width on the windward side is largest and the opening width on the leeward side is smallest. Vehicle structure.

2. The exhaust port includes a first exhaust port and a second exhaust port arranged downwind of the first exhaust port, the first exhaust port and the second exhaust port have a triangular shape having a base positioned upwind and a vertex positioned downwind, a length of the bottom side of the second exhaust port is substantially the same as a length of the bottom side of the first exhaust port; The vehicle structure according to claim 1 , wherein an interior angle of the vertex of the second exhaust port is larger than an interior angle of the vertex of the first exhaust port.

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