Vehicle front end undercover structure

Abstract

To provide a vehicle front end undercover structure capable of effectively cooling a brake unit in a road wheel of a front wheel of a vehicle by supplying airflow during travel to the brake unit. [Solution] The undercover 1 of the vehicle front-end undercover structure has a substantially triangular shape with a front side 1F extending along the lower edge of the front bumper 2, a rear side 1R extending along the front end of the wheelhouse 4 of the front wheel 3, and a side side 1S extending in the longitudinal direction of the vehicle. An outer vertex 1VO between the front side 1F and rear side 1R of the undercover 1 is positioned outward in the vehicle width direction from the inner side surface 3S of the front wheel 3 when traveling straight. In addition, the side side 1S of the undercover 1 is positioned inward in the vehicle width direction from the inner side surface 3S of the front wheel 3 when traveling straight. The lower surface of the undercover 1 forms an inclined surface 1P that slopes upward from the front side 1F to the rear side 1R.

Description

[Technical Field]

[0001] The present invention relates to a vehicle front end undercover structure. [Background technology]

[0002] Patent Document 1 discloses an undercover provided at the front end of a vehicle, more specifically, in front of the front wheels. The undercover includes an underfloor airflow convergence section that bulges upward from the undercover and guides the airflow generated by running under the floor to the brake disc in the wheelhouse. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 10-59215 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the structure disclosed in Patent Document 1, a heat exchanger such as an intercooler is located on the transversely outer side of the upwardly bulging underfloor airflow convergence portion. A hot air outlet for discharging hot air that has passed through the heat exchanger is also provided on the transversely outer side of the rear end of the underfloor airflow convergence portion. As a result, the running air intake portion at the front end of the underfloor airflow convergence portion is located transversely inward of the front wheels, making it difficult to ensure a wide running air intake portion in the transverse direction. As a result, it is sometimes difficult to increase the amount of running air that can be introduced to the brake discs.

[0005] An object of the present invention is to provide a vehicle front end undercover structure that can supply airflow to a brake unit inside a road wheel on the front of the vehicle, thereby effectively cooling the brake unit. [Means for solving the problem]

[0006] The undercover of the vehicle front end undercover structure according to one aspect of the present invention has a generally triangular shape with a front edge extending along the lower edge of the front bumper, a rear edge extending along the front end of the wheel housing for the front wheels, and side edges extending in the longitudinal direction of the vehicle. The outer vertex between the front and rear edges of the undercover is located outward in the vehicle width direction from the inner surface of the front wheel when traveling straight. The side edges of the undercover are also located inward in the vehicle width direction from the inner surface of the front wheel when traveling straight. The lower surface of the undercover forms an inclined surface that slopes upward from the front edge to the rear edge. [Effects of the Invention]

[0007] According to the present invention, the inclined surface of the undercover allows the airflow generated by the vehicle to be supplied to the brake unit of the front wheel, thereby making it possible to effectively cool the brake unit. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 2 is a side cross-sectional view of the undercover structure according to the embodiment. [Figure 2] FIG. 2 is a front view of the undercover structure. [Figure 3] FIG. 2 is a perspective view of an undercover and a fender protector in the undercover structure. [Figure 4] FIG. 2 is a bottom view of the undercover structure. [Figure 5A] FIG. 5 is a cross-sectional view taken along the line VA-VA in FIG. 4. [Figure 5B] FIG. 5 is a cross-sectional view taken along line VB-VB in FIG. [Figure 5C] FIG. 5 is a cross-sectional view taken along the line VC-VC in FIG. [Figure 6A] FIG. 5 is a cross-sectional view taken along line VIA-VIA in FIG. 4. [Figure 6B] FIG. 5 is a cross-sectional view taken along line VIB-VIB in FIG. [Figure 6C] FIG. 5 is a cross-sectional view taken along the line VIC-VIC in FIG. 4. [Figure 7] FIG. 4 is a bottom view showing the air flow caused by the undercover structure. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a vehicle front end undercover structure according to an embodiment will be described with reference to the drawings. In describing the connecting structure, up, down, left, right, front, and rear refer to the state of the vehicle. In each drawing, FR and RR indicate the front and rear in the vehicle longitudinal direction, respectively, LH and RH indicate the left and right in the vehicle width direction, and UP and DN indicate the top and bottom, respectively. In the following description, the left and right sides in the vehicle width direction, and the front, front side, rear, and rear sides in the vehicle longitudinal direction will be simply referred to as the "left side," "right side," "front," "front side," "rear," and "rear side," respectively. Furthermore, components having the same functions as those already described will be designated by the same reference numerals, and description thereof will be omitted.

[0010] Figures 1 to 7 show the left front end of a vehicle, and the structure of the left front end will be used as an example for explanation. The structure of the right front end is similar, so explanation will be omitted. As shown in Figures 1 and 2, a front bumper 2 is attached to the front end of the vehicle. An undercover 1 that covers the underside of the vehicle is attached between the front bumper 2 and the left front wheel 3. The left corner of the front bumper 2 is rounded in plan view or bottom view, and its lower edge is also curved. A front lip spoiler 2L is formed at the bottom of the front bumper 2. The front wheel 3 is housed in a wheelhouse 4. The wheelhouse 4 is a space formed between the front wheel 3 and the fender of the vehicle body, and is also called a tire house. A fender protector 5 runs along the wheelhouse 4, covering it from the front to the upper part. The fender protector 5 is also called an inner liner.

[0011] As shown in Figures 3 and 4, the undercover 1 is disposed between the lower edge of the front bumper 2 and the front end of the wheelhouse 4 of the front wheel 3. The undercover 1 has a substantially triangular shape with a front edge 1F, a rear edge 1R, and a side edge 1S. The front edge 1F extends along the lower edge of the front bumper 2. The rear edge 1R extends along the front end of the wheelhouse 4. The side edge 1S extends in the longitudinal direction of the vehicle. Here, the outer vertex 1VO between the front edge 1F and the rear edge 1R is located outward in the vehicle width direction from the inner surface 3S of the front wheel 3 when the vehicle is traveling straight. On the other hand, the side edge 1S is located inward in the vehicle width direction from the inner surface 3S. The substantially triangular undercover 1 is disposed so that its outer vertex 1VO and side edge 1S are located at the positions described above.

[0012] The front edge 1F of the undercover 1 is connected to the lower rear edge of the front bumper 2 with a resin clip or the like. The side edge 1S is also connected with a resin clip or the like to the side edge of another undercover that covers the lower center of the front end of the vehicle. A fender protector 5 of the wheelhouse 4 extends upward from the rear edge 1R. As shown in FIG. 3 , the undercover 1 and fender protector 5 of this embodiment are integrally molded. Alternatively, the undercover 1 and fender protector 5 may be formed as separate parts and then connected to each other. The integrally molded undercover 1 and fender protector 5 are resin parts formed by injection molding or sheet molding. The rear of the interior of the wheelhouse 4 is covered by another fender protector, and the rear edge of the fender protector 5 is connected to the front edge of this other fender protector.

[0013] As shown in FIGS. 1 and 2, an air-cooled heat exchanger 6 is disposed above the undercover 1 and in front of the fender protector 5. The heat exchanger 6 may be a sub-radiator, an intercooler (also called a charge air cooler: CAC), an oil cooler, or the like. The heat exchanger 6 is supplied with airflow from an air intake 2A formed in the center of the lower part of the front bumper 2, which flows into the interior of the front bumper 2. This airflow exchanges heat as it passes through the heat exchanger 6, and then exits behind the heat exchanger 6. The fender protector 5 is formed with an air vent 5V for discharging the airflow after heat exchange into the wheel well 4. That is, the fender protector 5 is formed with an air vent 5V that is open to the wheel well 4.

[0014] As shown in FIGS. 5A to 5C, the underside of the undercover 1 forms an inclined surface 1P that slopes upward from the front edge 1F to the rear edge 1R. Furthermore, as shown in FIGS. 6A to 6C, this inclined surface 1P also slopes upward from the outer vertex 1VO toward the side edge 1S. In other words, these inclinations mean that the inclined surface 1P slopes upward from the front edge 1F, which extends almost horizontally along the lower edge of the front bumper 2, toward the inner vertex 1VI between the side edge 1S and the rear edge 1R. Therefore, the approximately triangular inclined surface 1P is lowest at the front edge 1F and highest at the inner vertex 1VI. In this embodiment, the inclined surface 1P is formed as a substantially flat surface. More specifically, since the front edge 1F is positioned slightly upward due to its connection with the lower edge of the front bumper 2, the lowest point is slightly inside the front edge 1F (see FIG. 1). 5A to 6C are cross-sectional views taken along the corresponding cross-sectional lines shown in FIG. 4, but the front bumper 2 is not shown in FIGS. 5A to 6C, and only the parts shown in FIG. 3 (the undercover 1 and the fender protector 5) are shown.

[0015] This inclined surface 1P deflects the traveling wind flowing under the floor from the front toward the brake unit 7 of the front wheel 3, effectively cooling the brake unit 7. Traveling wind has a tendency to flow along the inclined surface 1P, which is sometimes described as the Coanda effect. Therefore, the inclined surface 1P deflects the traveling wind from the front upward and inward in the vehicle width direction. To assist this deflection, air guide fins 10I and 10O protrude downward from the underside of the undercover 1, i.e., from the inclined surface 1P. In addition, a brake air guide plate 8 is also provided to guide the traveling wind deflected by the inclined surface 1P and the air guide fins 10I and 10O into the brake unit 7 located inside the wheel of the front wheel 3.

[0016] 4 and 7 show a brake disc (disc rotor) of a disc brake as the brake unit 7. The brake unit 7 here refers to a unit that converts kinetic energy into thermal energy to brake the vehicle, and may also include a brake caliper of a disc brake or a brake drum of a drum brake.

[0017] Each of the air guide fins 10I and 10O is disposed at an angle so that its rear end is positioned inward in the vehicle width direction relative to its front end. Therefore, the air guide fins 10I and 10O can also take in traveling air from further outward in the vehicle width direction, thereby increasing the amount of traveling air used to cool the brake unit 7. Accordingly, a brake air guide plate 8 is provided to more effectively guide the traveling air deflected inward into the brake unit 7. The brake air guide plate 8 is curved or bent so as to be convex rearward, and deflects the traveling air that has passed through the undercover 1 outward toward the brake unit 7 inside the front wheel 3.

[0018] In other words, the air guide fins 10I and 10O are oriented toward the brake air guide plate 8, and the shape of the brake air guide plate 8 allows the traveling air to be guided into the brake unit 7. As the front wheels 3 move up and down relative to the vehicle body, the brake unit 7 inside them also moves up and down. There are no particular restrictions on the mounting position of the brake air guide plate 8, but mounting it on a suspension part that moves to follow the up and down movement of the brake unit 7 is effective for guiding the traveling air into the brake unit 7. In this embodiment, the brake air guide plate 8 is attached to the end of the anti-roll bar 9. The anti-roll bar 9 is a torsion bar spring, and is sometimes called a stabilizer. The end of the anti-roll bar 9 is connected directly or indirectly via a linkage to a suspension arm or suspension strut that moves in conjunction with the up and down movement of the front wheels 3.

[0019] As shown in Figures 1, 2, and 4, a chin spoiler 2C is also provided on the lower edge of the front bumper 2. The chin spoiler 2C protrudes downward from the lower edge of the front bumper 2 and extends along this lower edge. The chin spoiler 2C suppresses the amount of wind flowing under the floor and suppresses the lift acting on the vehicle body. Therefore, its extension position is important in terms of balancing with the above-mentioned functions of the undercover 1. While it is effective to provide at least one of the above-mentioned air guide fins (10I, 10O), in this embodiment, multiple fins are provided, specifically two fins are provided. The two air guide fins 10I and 10O are provided parallel to each other and facing the brake air guide plate 8.

[0020] As shown in FIG. 4 , the outer end 2CE of the chin spoiler 2C in the vehicle width direction is located more inward in the vehicle width direction than the front end 10FE of the air guide fin 10O, which is located outermost in the vehicle width direction. Furthermore, the outer end 2CE is located more outward in the vehicle width direction than the rear end 10RE of the air guide fin 10I, which is located innermost in the vehicle width direction. If the chin spoiler 2C is formed long enough to reach the outside in the vehicle width direction, the amount of traveling wind flowing into the undercover 1 will be reduced, making it difficult to achieve the above-mentioned effects of the undercover 1. On the other hand, if the chin spoiler 2C is too short in the vehicle width direction, the effect of the chin spoiler 2C will be reduced. The above-mentioned position of the outer end 2CE is preferable in order to effectively balance the performance of the undercover 1 and the performance of the chin spoiler 2C. This arrangement is also preferable when three or more air guide fins (10I, 10O) are provided.

[0021] From the viewpoint of balancing other performances, there is also a preferable arrangement between the air guide fins 10I and 10O and the above-mentioned air vent 5V. In this embodiment, all of the air guide fins 10I and 10O are arranged inward in the vehicle width direction from the center 5C of the air vent 5V in the vehicle width direction (see FIG. 4). In this embodiment, the air vent 5V has a lattice-shaped louver formed therein, which is composed of a plurality of horizontal louver plates 5H and three vertical louver plates. The center 5C of the above-mentioned air vent 5V in the vehicle width direction is the position of the central vertical louver plate 5VC shown in FIGS. 6A to 6C. With this arrangement, as shown in FIG. 7, the air flow inside the wheel well 4 can be separated into an outer side and an inner side in the vehicle width direction, thereby achieving both the discharge of warm air that has passed through the air vent 5V and the cooling of the brake unit 7 by the traveling wind that has passed through the undercover 1.

[0022] As described above, the air vent 5V is provided with a plurality of horizontal louver plates 5H that slope downward from the front to the rear in the vehicle longitudinal direction. The horizontal louver plates 5H mean that they extend horizontally, not that they are oriented horizontally without any inclination. In this embodiment, the horizontal louver plates 5H are arranged parallel to one another. The inclined surface 1P of the undercover 1 is arranged forward in the vehicle longitudinal direction relative to the inclined extension surfaces of each horizontal louver plate 5H. Figures 5B and 5C show the extension surface 1PE of the inclined surface 1P and the inclined extension surface 5E of the lowest horizontal louver plate 5H. This arrangement of the inclined surface 1P is true for all of the inclined extension surfaces 5E of the horizontal louver plates 5H.

[0023] In this embodiment, multiple horizontal louver plates 5H are parallel, but even if the inclination of the horizontal louver plates 5H is different, it is preferable that this arrangement of the inclined surfaces 1P be established for all of the horizontal louver plates 5H. Furthermore, in this embodiment, the fender protector 5 is erected almost vertically from the rear edge 1R of the undercover 1 (it is curved in a plan view or bottom view as shown in FIG. 3). However, it is also possible that the fender protector 5 is curved in a side view so as to convex forward in accordance with the shape of the wheelhouse 4. In this case, too, it is preferable that the inclined surfaces 1P of the undercover 1 satisfy the arrangement conditions for the inclined extension surfaces 5E of the horizontal louver plates 5H described above.

[0024] 5B and 5C, in the embodiment, the inclined surface 1P of the undercover 1 near the rear edge 1R forms a downwardly convex curved surface 1X. As described above, traveling wind has the tendency to flow along the inclined surface 1P (the Coanda effect), but by providing such a curved surface 1X near the rear edge 1R, the traveling wind can be deflected further upward. As a result, the traveling wind can be deflected more effectively toward the brake unit 7.

[0025] The advantages of the vehicle front end undercover structure according to the above embodiment will be described.

[0026] (1) The undercover structure according to the above embodiment includes an undercover 1 that is disposed between the lower edge of a front bumper 2 and the front end of a wheel well 4 for a front wheel 3, and that covers the underside of the vehicle. The undercover 1 has a generally triangular shape with a front edge 1F, a rear edge 1R, and a side edge 1S. The front edge 1F extends along the lower edge of the front bumper 2. The rear edge 1R extends along the front end of the wheel well 4. The side edge 1S extends in the longitudinal direction of the vehicle. An outer vertex 1VO between the front edge 1F and the rear edge 1R is located outward in the vehicle width direction from an inner surface 3S of the front wheel 3 when traveling straight. The side edge 1S is located inward in the vehicle width direction from the inner surface 3S. The lower surface of the undercover 1 forms an inclined surface 1P that slopes upward from the front edge 1F to the rear edge 1R.

[0027] The traveling wind that flows under the floor from the front bumper 2 in front of the front wheels 3 does not directly hit the front wheels 3, but at least a portion of it flows along the inclined surface 1P. As a result, the traveling wind is deflected upward along the inclined surface 1P and is introduced into the wheel house 4 from the inside of the front wheels 3. If the traveling wind is not deflected upward, it is difficult for the wind to be introduced into the wheel house 4, due to the direction of rotation of the front wheels 3. This traveling wind cools the brake unit 7 disposed inside the front wheels 3, and can effectively cool the brake unit 7. Here, because the outer vertex 1VO is located outboard of the inner surface 3S in the vehicle width direction, the undercover 1 can also take in traveling wind from further outboard, thereby improving the amount of traveling wind that cools the brake unit 7.

[0028] Generally, wind impacting the lower front surface of a front wheel head-on increases the pressure on the front side of the tread surface of the front wheel, coupled with the direction of rotation of the front wheel. This is believed to result in increased air resistance and increased tread surface pressure, leading to deterioration in fuel economy and handling stability. For this reason, a plate called a deflector (also called a strake or fairing) is sometimes attached in front of the front wheel to deflect or block the wind. According to the embodiment, the undercover 1 generates an airflow in front of the tire that draws the wind from the outer front to the inner rear, thereby reducing the amount of wind impacting the front wheel 3. Although depending on the vehicle model, a deflector formed to protrude downward reduces the minimum ground clearance, so even in low-profile vehicles, the structure of the above embodiment can achieve the same effect without providing a deflector.

[0029] (2) In the undercover structure according to the above embodiment, the inclined surface 1P is also inclined upward from the outer vertex 1VO toward the side edge 1S. Therefore, the traveling wind tends to flow along the inclined surface 1P, and is deflected not only upward but also further inward in the vehicle width direction. Therefore, the traveling wind is more likely to be introduced into the wheelhouse 4 from the inside of the front wheel 3. As a result, the cooling effect of the brake unit 7 is improved. Furthermore, the traveling wind impinging on the front wheel 3 can be further reduced, further enhancing the aforementioned effects of improving fuel economy and handling stability. In other words, the cooling effect of the brake unit 7 and the effects of improving fuel economy and handling stability can be achieved in a balanced manner.

[0030] (3) The undercover structure according to the above embodiment further includes a brake air guide plate 8 and at least one air guide fin (10I, 10O). The air guide fins 10I and 10O protrude downward from the lower surface (inclined surface 1P) of the undercover 1 and are disposed at an angle such that their rear ends are positioned inward in the vehicle width direction relative to their front ends. The air guide fins 10I and 10O are thus oriented obliquely toward the brake air guide plate 8. The brake air guide plate 8 guides the traveling airflow to the brake unit 7 disposed inside the wheel of the front wheel 3. Therefore, the air guide fins 10I and 10O can more reliably deflect the traveling airflow by the undercover 1, and the deflected traveling airflow can be reliably supplied to the brake unit 7 by the brake air guide plate 8. As a result, the cooling effect of the brake unit 7 can be further improved. The brake unit 7 is usually disposed inside the wheel of the front wheel 3. The cooling effect can be further improved by deflecting the traveling wind deflected upward and inward by the undercover 1 on which the wind guide fins 10I and 10O are formed, and then deflecting it toward the brake unit 7 inside the front wheel 3 by the brake wind guide plate 8.

[0031] (4) The undercover structure according to the above embodiment further includes a chin spoiler 2C that protrudes downward from the lower edge of the front bumper 2 and extends along this lower edge. This suppresses lift acting on the vehicle body, improving handling stability. Furthermore, the multiple air guide fins 10I and 10O are arranged in parallel, optimizing their placement relative to the chin spoiler 2C. That is, the outer end 2CE of the chin spoiler 2C in the vehicle width direction is located more inward in the vehicle width direction than the front end 10FE of the outermost air guide fin 10O in the vehicle width direction, and more outward in the vehicle width direction than the rear end 10RE of the innermost air guide fin 10I. This placement effectively balances the performance achieved by the undercover 1, on which the air guide fins 10I and 10O are formed, and the performance achieved by the chin spoiler 2C.

[0032] (5) The undercover structure according to the above embodiment further includes a fender protector 5 and a heat exchanger 6. The fender protector 5 is erected upward from the rear edge 1R of the undercover 1. The heat exchanger 6 is disposed above the undercover 1 and in front of the fender protector 5. The fender protector 5 is formed with an air vent 5V that opens to the wheel house 4. Therefore, the traveling wind heated by the heat exchanger 6 does not remain inside the front bumper 2, but is discharged to the wheel house 4 through the air vent 5V. This improves the heat exchange performance of the heat exchanger 6.

[0033] However, heated traveling air discharged into the wheelhouse 4 may adversely affect the cooling of the brake unit 7. Therefore, the relative positions of the air guide fins 10I and 10O and the vent 5V are optimized to prevent the heated traveling air from adversely affecting the cooling of the brake unit 7. Specifically, all of the air guide fins 10I and 10O are disposed inward in the vehicle width direction from the center 5C of the vent 5V in the vehicle width direction. The traveling air is introduced into the wheelhouse 4 from the lower front side by the undercover 1, and the heated traveling air flows in through the vent 5V. The above-described arrangement of the vent 5V results in the vent 5V being disposed outward in the vehicle width direction relative to the undercover 1. The traveling air flowing into the wheelhouse 4 from the vent 5V has its flow velocity reduced by passing through the heat exchanger 6 and the vent 5V. As shown in FIG. 7 , the traveling air is pushed up from the lower inside by the traveling air from the undercover 1 and pushed out of the wheelhouse 4. Alternatively, since the traveling wind from the undercover 1, which has a different temperature and speed, flows inside the vent 5V, the warm traveling wind flowing out from the vent 5V, which has a slower flow rate, is separated from this traveling wind and flows outward in the vehicle width direction. Note that the traveling wind flowing along the side of the vehicle body acts to draw this heated traveling wind out of the wheel well 4. As a result, the heat exchange performance of the heat exchanger 6 can be improved without deteriorating the cooling performance of the brake unit 7.

[0034] (6) In the undercover structure according to the above embodiment, the vent 5V is provided with multiple horizontal louver plates 5H that slope downward from the front to the rear in the vehicle longitudinal direction. The inclined surface 1P of the undercover 1 is positioned forward of the inclined extension surface 5E of the horizontal louver plate 5H in the vehicle longitudinal direction. By positioning the inclined surface 1P, i.e., the undercover 1, in this manner, the warm traveling airflow flowing out of the vent 5V can be reliably pushed upward by the airflow deflected by the undercover 1 and discharged from the wheelhouse 4. Depending on the shape of the fender protector 5, the inclined surface 1P may be positioned in a position that interferes with the inclined extension surface 5E. In this case, the traveling airflow that flows along the inclined surface 1P and deflects rearward and upward away from the inclined surface 1P may interfere with the warm traveling airflow flowing out of the vent 5V at a position away from the inclined surface 1P, hindering the deflection of the traveling airflow from the undercover 1. However, by optimizing the position of the inclined surface 1P relative to the inclined extension surface 5E as in the above embodiment, this problem can be avoided.

[0035] (7) In the undercover structure according to the above embodiment, a downwardly convex curved surface 1X is formed near the rear edge 1R of the inclined surface 1P of the undercover 1. As described above, traveling wind has the tendency to flow along the inclined surface 1P (the Coanda effect). When the curved surface 1X is formed, traveling wind that has flowed along the inclined surface 1P and is about to move away from the inclined surface 1P tends to flow even more upward due to the curved surface 1X. As a result, the range in which the traveling wind is deflected upward in a side view, i.e., the diffusion range, is expanded, thereby effectively improving the cooling effect of the brake unit 7 and the effects of improving fuel efficiency and handling stability.

[0036] The above-described embodiments are merely examples described to facilitate understanding of the invention. The technical scope of the invention is not limited to the specific technical matters disclosed in the above-described embodiments, but also includes various modifications, changes, alternative technologies, etc. that can be easily derived therefrom. [Explanation of symbols]

[0037] 1 Undercover 1F front side 1R rear side 1S side 1VO outer vertex 1P slope 1PE extension surface 1X curved surface 10I, 10O Air guide fins 10FE front end 10RE rear end 2 Front bumper 2C Chin Spoiler 2CE outer edge 3 Front wheels 3S inner surface 4 Wheelhouse 5 Fender protectors 5V Vent 5H horizontal louver plate 5E Inclined extension surface 6 Heat exchanger 7 Brake unit 8 Brake air guide plate

Claims

1. A vehicle front end undercover structure, It is equipped with an undercover that is placed between the lower edge of the front bumper and the front end of the front wheelhouse to close the underside of the vehicle. the undercover has a substantially triangular shape having a front side extending along the lower edge of the front bumper, a rear side extending along the front end of the wheel house, and a side side extending along the vehicle longitudinal direction, an outer vertex between the front edge and the rear edge of the undercover is located outside in the vehicle width direction of an inner surface of the front wheel when the vehicle is traveling straight, the side edge is located more inward in the vehicle width direction than the inner surface of the front wheel when traveling straight, A vehicle front end undercover structure, wherein the lower surface of the undercover forms an inclined surface that is inclined upward from the front edge to the rear edge.

2. 2. The vehicle front end undercover structure according to claim 1, The inclined surface is further inclined upward from the outer vertex toward the side edge.

3. 3. The vehicle front end undercover structure according to claim 2, a brake air guide plate disposed inside the front wheel and configured to introduce running air into the brake unit of the front wheel; At least one air guide fin protruding downward from the lower surface of the undercover, The vehicle front end undercover structure, wherein the air guide fin is disposed obliquely so that its rear end is positioned inward in the vehicle width direction relative to its front end, and is oriented toward the brake air guide plate.

4. 4. The vehicle front end undercover structure according to claim 3, a chin spoiler that protrudes downward from the lower edge of the front bumper and extends along the lower edge, A plurality of the air guide fins are provided in parallel, A vehicle front end undercover structure in which the outer end of the chin spoiler in the vehicle width direction is located more inward in the vehicle width direction than the front end of the air guide fin that is located most outward in the vehicle width direction, and is located more outward in the vehicle width direction than the rear end of the air guide fin that is located most inward in the vehicle width direction.

5. 5. The vehicle front end undercover structure according to claim 4, a fender protector for the wheel house erected upward from the rear edge of the undercover; a heat exchanger disposed above the undercover and in front of the fender protector, The fender protector has a vent hole that is open to the wheel house, A vehicle front end undercover structure, wherein all of the plurality of air guide fins are arranged more inward in the vehicle width direction than the center of the air vent in the vehicle width direction.

6. 6. The vehicle front end undercover structure according to claim 5, The air vent is provided with a plurality of horizontal louver plates that are inclined downward from the front to the rear in the vehicle longitudinal direction, A vehicle front end undercover structure, wherein the inclined surface of the undercover is positioned forward in the vehicle fore-and-aft direction relative to an inclined extension surface of the horizontal louver plate.

7. The vehicle front end undercover structure according to any one of claims 1 to 6, A vehicle front end undercover structure, wherein the vicinity of the rear edge of the inclined surface of the undercover forms a downwardly convex curved surface.

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