Vehicle and front exterior member for improving the aerodynamic characteristics of the front part of the vehicle

Abstract

To improve an aerodynamic characteristic in a front portion of a vehicle in the vehicle.MEANS FOR SOLVING THE PROBLEM: A front structure of a vehicle 1 including front exterior members 10, 40 provided in a front surface of a vehicle body 2 includes a front surface suction port 43 formed in the front exterior members 10, 40 for sucking an air flow in front of the front exterior members 10, 40. A funnel part 42 is formed around the front surface suction port 43. A special processing surface including a plurality of recesses 53 arrayed is formed in an inner surface of the funnel part 42.SELECTED DRAWING: Figure 10

Description

[Technical Field]

[0001] The present invention relates to a vehicle and a front exterior member for a vehicle that improves the aerodynamic characteristics of the front part of the vehicle. [Background technology]

[0002] A vehicle such as an automobile has a body, and airflow is generated around the body as it moves. The air on the forward direction side of the vehicle hits the front of the vehicle, and then splits into left and right sides in the vehicle width direction along the front of the vehicle. The airflow moving in the width direction along the front of the vehicle merges with the airflow on the outside of the side of the vehicle at the corners where the front and side of the vehicle meet. As a result, the air pressure at the corners of the vehicle increases. In addition, the airflow flowing from the corners along the sides of the vehicle contains a component that flows outward in the width direction. This airflow is one of the factors that hinders improvements in the aerodynamic performance of the vehicle, such as aerodynamic characteristics and handling stability. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-308154 [Patent Document 2] Japanese Patent Application Laid-Open No. 2001-050215 [Patent Document 3] Japanese Patent Application Laid-Open No. 2001-280311 Summary of the Invention [Problem to be solved by the invention]

[0004] Patent Document 1 discloses a vehicle body structure in which an air intake section is formed at the front end of a vehicle and guides the air to an outlet in an undercover. By forming a front air intake port on the front of the vehicle body and suctioning airflow from the front of the vehicle body, a portion of the airflow striking the front surface of the front exterior member is drawn into the air intake section. However, Patent Document 1 does not take into consideration that the airflow striking the front surface of the front exterior member actually flows along the front surface of the vehicle body toward the vehicle widthwise ends. The generation of airflow flowing along the front surface of the vehicle body toward the vehicle widthwise ends may impede the intake of the airflow into the air intake section. Simply forming a front air intake port on the front surface of the vehicle body makes it difficult to efficiently draw in the airflow striking the front surface of the vehicle body when airflow is flowing along the front surface of the vehicle body toward the vehicle widthwise ends. As a result, it is believed that this does not effectively reduce the amount of airflow flowing along the front surface of the vehicle body toward the vehicle widthwise ends that reaches the corners of the vehicle body.

[0005] Patent Documents 2 and 3 disclose that by arranging a large number of convex portions, concave portions (dimples), ridges, or concave grooves on the surface of an object that comes into contact with a fluid, Karman vortices are formed on the surface of the object that comes into contact with the fluid, or separation of the fluid from the surface of the object is suppressed. Even if such multiple convex portions are provided on the inside of an air inlet, it is believed that this will not effectively reduce the amount of airflow that flows along the front surface of the vehicle body toward the vehicle width direction ends and reaches the corners of the vehicle body. Furthermore, if such multiple convex portions are provided on the front surface of the vehicle body around the air inlet, there is a possibility that the airflow that flows along the front surface of the vehicle body toward the vehicle width direction ends may be promoted.

[0006] Thus, there is a demand for vehicles to have improved aerodynamic characteristics at the front of the vehicle. [Means for solving the problem]

[0007] A vehicle for improving the aerodynamic characteristics of a front portion of the vehicle according to one aspect of the present invention is a front structure of the vehicle having a front exterior member provided at the front of a vehicle body, the front exterior member having a front air inlet formed therein for drawing in airflow in front of the front exterior member, a funnel portion formed around the front air inlet, and a specially processed surface formed on the inner surface of the funnel portion, the specially processed surface having a plurality of recesses arranged thereon; a duct structure connected to the front air inlet on the inside of the front exterior member; With The duct structure has a rear exhaust port that exhausts air to a wheel house located rearward of the front exterior member of the vehicle body, and a branch exhaust port formed in a flow path section from the front intake port to the rear exhaust port, and the direction of the airflow toward the branch exhaust port in the duct structure intersects at an obtuse angle with the direction of the airflow from the front intake port to the rear exhaust port in the duct structure, and the branch exhaust port is formed in the flow path section from the front intake port to the rear exhaust port of the duct structure so as to exhaust air to an engine compartment of the vehicle body. A vehicle for improving the aerodynamic characteristics of its front portion according to one embodiment of the present invention is a front structure of a vehicle having a front exterior member provided on the front of the vehicle body, the front exterior member having a front air inlet formed therein to draw in airflow in front of the front exterior member, a funnel portion formed around the front air inlet, and a specially processed surface formed on the inner surface of the funnel portion with an array of multiple recesses, the front air inlet surrounded by the funnel portion being formed so as to be the end of the front exterior member in the vehicle width direction, and the front exterior member having a ridge portion that protrudes forward from the funnel portion and is continuously formed so as to extend from the upper side of the funnel portion to the outer side of the funnel portion in the vehicle width direction, and the specially processed surface is not formed on the ridge portion but is formed only on the inner surface of the funnel portion.

[0008] A front exterior member of a vehicle according to one aspect of the present invention is a front exterior member provided on the front of a vehicle body, and includes: a front air inlet formed in the front exterior member to draw in airflow in front of the front exterior member; a funnel portion formed around the front air inlet; and a specially processed surface formed on the inner surface of the funnel portion, the specially processed surface having a plurality of recesses arranged thereon. The front air intake port surrounded by the funnel portion is formed so as to be the end portion of the front exterior member in the vehicle width direction of the vehicle, and a ridge portion protruding forward from the funnel portion is continuously formed on the front exterior member so as to extend in a range from the upper side of the funnel portion to the outside of the funnel portion in the vehicle width direction, and the specially processed surface is not formed on the ridge portion but is formed only on the inner surface of the funnel portion. [Effects of the Invention]

[0009] In the present invention, a funnel portion is formed around a front air inlet formed in the front exterior member to draw in airflow in front of the front exterior member. The funnel portion may be formed, for example, with an inner surface shape that tapers from the front of the vehicle body toward the front air inlet. This allows the airflow in front of the front air inlet and the airflow in front of the funnel portion to be drawn into the front air inlet by a flow in the front-to-rear direction in accordance with the inner surface shape of the funnel portion formed around the front air inlet. In the present invention, a flow in the front exterior member that flows in the front direction to be drawn into the front air inlet can be generated, and the airflow in front of the front exterior member that flows along the front surface of the front exterior member can be efficiently drawn into the front air inlet. Furthermore, in the present invention, the inner surface of the funnel portion of the front exterior member that generates a flow in the front-rear direction is formed with a specially processed surface in which multiple recesses are arranged. This allows the airflow flowing in the front-rear direction in the funnel portion to flow easily near the inner surface of the funnel portion, following the inner surface shape of the funnel portion. In the funnel portion, the airflow flowing in the front-rear direction according to the inner surface shape of the funnel portion is easily generated widely throughout the entire inside of the funnel portion. The airflow suction performance of the funnel portion is improved. As a result, in the present invention, the airflow that would normally flow along the front surface of the front exterior member is strongly sucked into the funnel portion provided on the front surface of the front exterior member. As a result, in the present invention, even if an airflow that strikes the front surface of the front exterior member and then attempts to flow along the front surface of the front exterior member toward the end in the vehicle width direction is generated in front of the front of the vehicle body on which the front exterior member is provided, part of the airflow can be drawn from the funnel portion into the front air intake port, thereby reducing the amount of airflow that attempts to flow rearward from the end in the vehicle width direction of the vehicle body on which the front exterior member is provided, through the corner portion and along the side of the vehicle body, and improving the aerodynamic characteristics of the front of the vehicle body. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a plan view of an automobile according to an embodiment of the present invention. [Figure 2] FIG. 2 is a left side view of the automobile of FIG. [Figure 3] 3 is a front view of the exterior structure of the left front portion of the automobile of FIG. 1. FIG. [Figure 4] FIG. 4 is a perspective view of the internal structure of the left front part of FIG. [Figure 5] FIG. 5 is an explanatory diagram of a sheet for forming a specially processed surface on the inner surface of the funnel portion of the front bumper face of FIG. [Figure 6] FIG. 6 is a cross-sectional view taken along the line AA of the sheet for specially treated surfaces shown in FIG. [Figure 7]FIG. 7 is an explanatory diagram of the airflow inside a funnel portion having a curved inner surface in a comparative example in which the specially treated surface is not formed by the specially treated surface sheet of FIG. [Figure 8] FIG. 8 is an explanatory diagram of the airflow inside the funnel portion having a curved inner surface in this embodiment in which the specially textured surface is formed by the specially textured surface sheet of FIG. [Figure 9] FIG. 9 is an illustration of the airflow in the left front configuration according to FIGS. 3 to 5 at low speed. [Figure 10] FIG. 10 is an illustration of the airflow in the left front configuration according to FIGS. 3 to 5 at high speed. [Figure 11] FIG. 11 is an explanatory diagram of a modified example of the specially treated surface sheet of FIG. [Figure 12] 12 is a cross-sectional view taken along the line AA of the sheet for specially treated surfaces shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0012] FIG. 1 is a plan view of an automobile 1 according to an embodiment of the present invention. FIG. 2 is a side view 4, 5 of the left side of the automobile 1 of FIG. The automobile 1 is an example of a vehicle.

[0013] 1 and 2 has a vehicle body 2. The vehicle 1 is driven mainly forward by manual operation by a passenger or automatically, and can also be steered to travel in a right front, left front, right rear, or left rear direction. Around a moving vehicle body 2, airflows are generated that follow the shape of the vehicle body 2, as indicated by the dashed arrows in the figure. After hitting the front surface 3 of the vehicle body 2, the air on the side in the direction of travel of the vehicle body 2 splits into vertical and horizontal flows along the front surface 3 of the vehicle body 2. For example, a front bumper 10 is provided at the bottom of the front surface 3 of the vehicle body 2 as a front exterior member that forms the outer surface of the front part of the vehicle body 2. After hitting this front bumper 10, the airflows that flow to the left and right along the front bumper 10 merge with the airflows on the outside of the left and right side surfaces 4 and 5 of the vehicle body 2 and flow from front to rear along the left and right side surfaces 4 and 5 of the vehicle body 2. Air pressure increases at corners 8 extending from the front to the side surfaces of the vehicle body 2. The airflow flowing rearward from the corners 8 of the vehicle body 2 along the side surfaces 4 and 5 includes a component that flows outward in the lateral direction. Additionally, the airflow that has flowed along the side surfaces 4 and 5 and the airflow that has flowed along the upper surface join together behind the rear surface 6 of the vehicle body 3. Relatively large vortices are likely to occur behind the rear surface 6 of the vehicle body 3. These airflows are one of the factors that hinder improvements in the aerodynamic performance, steering response, and straight-line stability of the automobile 1.

[0014] The front bumper 10 may be a part molded from, for example, a resin material. The front bumper 10 is provided across the entire width in the left-right direction on the front surface 3 of the vehicle body 2, and both ends thereof have a shape that curves rearward along the side surfaces 4, 5. Corner portions 8 of the front bumper 10 from the front portion to the side surfaces of the vehicle body 2 are formed into smoothly curved shapes. Left and right wheel houses 9, in which the front wheels of the automobile 1 are arranged, are located behind both ends of the front bumper 10 that curve rearward. The wheels are arranged in the wheel houses 9.

[0015] FIG. 3 is a front view of the external structure of the left front part of the automobile 1 of FIG. A left front bumper face 40 is provided at the front left portion of the front bumper 10. A right front bumper face is provided at the front right portion of the front bumper 10, similar to FIG. The front bumper face 40 in Figure 3 has a face main body portion 41, a funnel portion 42, a front intake port 43 formed inside the funnel portion 42, multiple straightening plates 44, and a ridge portion 45 formed around the funnel portion 42 so as to follow the outer edge of the face main body portion 41. Such a front bumper face 40 is attached to a front bumper 10 as a front exterior member, and together with the front bumper 10 constitutes a front exterior member.

[0016] The face main body portion 41 is placed on the front bumper 10 .

[0017] The funnel portion 42 is formed as a vertically long, approximately conical hole in the face main body portion 41. The funnel portion 42 opens to the front surface of the front bumper 10 and has an inner surface that tapers from the front surface toward the rear of the front bumper 10. The funnel portion 42 is formed vertically long at the left and right ends of the front bumper 10 so that it is wider in the up-down direction than in the left-right direction.

[0018] The front air inlet 43 is provided inside the generally conical funnel portion 42. For example, the front air inlet 43 can be formed by cutting the top of the generally conical funnel portion 42. The size of the front air inlet 43 is smaller than the size of the opening of the funnel portion 42 at the front surface of the front bumper 10. The inner surface of the funnel portion 42 is present all around the front air inlet 43, as indicated by the diagonal hatching in the drawing. A plurality of straightening vanes 44 are provided at the front air inlet 43. The straightening vanes 44 extend inside the front air inlet 43 along the left-right direction of the vehicle body 2. The plurality of straightening vanes 44 are arranged vertically. As a result, the front air inlet 43 is formed at the left end in the left-right direction of the automobile 1 on the front surface of the front bumper 10. Funnel portion 42, which has a vertically elongated, generally conical shape, completely surrounds front air inlet 43. The cross-sectional area of ​​the opening side of funnel portion 42, which has a generally conical shape, is larger than the cross-sectional area of ​​front air inlet 43. Funnel portion 42 is formed around front air inlet 43 with an inner surface that is a smoothly curved surface that tapers from front surface 3 of vehicle body 2 toward front air inlet 43.

[0019] The ridge portion 45 is provided on the face main body 41 so as to protrude forward from the opening on the front surface of the funnel portion 42. The ridge portion 45 is formed so as to extend continuously from the upper side of the funnel portion 42 to the outer sides of the funnel portion 42 in the left-right direction.

[0020] By providing such a front bumper face 40, the airflow in front of the front bumper 10 is drawn from the funnel portion 42 into the front air inlet 43, as shown by the dashed arrow in the figure. Part of the airflow passes over the ridge portion 45 and travels to both left and right ends of the front bumper 10, but most of the airflow can be drawn from the funnel portion 42 into the front air inlet 43 without passing over the ridge portion 45.

[0021] FIG. 4 is a perspective view of the internal structure of the left front part of the automobile 1 of FIG. As shown in Fig. 4, a left duct member 20 is disposed inside the left front portion of the front bumper 10. As in Fig. 4, a right duct member 20 is disposed inside the left front portion of the front bumper 10. The duct member 20 has a duct main body portion 21 , a rear exhaust port 23 , an inner branch duct portion 24 , an inner branch exhaust port 25 , an upper branch duct portion 26 , and an upper branch exhaust port 27 .

[0022] The duct main body 21 is overlapped from the inside with the side surface of the front bumper 10. This forms a duct structure 30 on the inside of the side surface of the front bumper 10. The duct main body 21 may be overlapped with the inner surface of the front bumper 10 from the front surface where the left front air inlet 43 of the front bumper 10 opens to the rear end of the side surface. The duct main body 21 may have a shape obtained by cutting, for example, a portion of a hollow cube along the inner surface of the front bumper 10. The cut edge of the duct main body 21 may be adhered or fused to the inner surface of the front bumper 10. A seam member may be sandwiched between the cut edge of the duct main body 21 and the inner surface of the front bumper 10. This allows the duct structure 30, which is formed by overlapping the duct main body 21 with the inner surface of the front bumper 10, to withstand high internal pressure. In such a duct structure 30 , the front air inlet 43 on the left side of the front bumper 10 serves as an air inlet hole that introduces the airflow in front of the front bumper 10 into the duct structure 30 . The duct main body 21 may have a hollow cubic shape that conforms to the inner surface of the front bumper 10. In this case, the duct main body 21 may have an intake hole formed in a portion that overlaps with the front air inlet 43 on the left side of the front bumper 10, for drawing air into the duct structure 30.

[0023] The rear exhaust port 23 is an exhaust hole that exhausts air in the duct structure 30. The rear exhaust port 23 is formed in the rear end portion of the duct main body 21. The rear exhaust port 23 may be, for example, a plurality of vertically elongated holes formed in a vertical line in the rear end portion of the duct main body 21. In this case, the rear exhaust port 23 exhausts the air in the duct structure 30 to the wheel house 9 located behind the front bumper 10. The rear exhaust port 23 to the wheel house 9 is formed vertically along the outer edge of the wheel house 9. The airflow entering the duct structure 30 from the front intake port 43 on the left side of the front bumper 10 flows along the duct structure 30 from the front to the rear of the vehicle body 2 inside the front bumper 10 and can be exhausted from the rear exhaust port 23 located behind the corner portion 8 of the front bumper 10.

[0024] The inner branch duct portion 24 is formed in the duct main body 21 midway along the flow path section from the front air inlet 43 to the rear air outlet 23. The inner branch duct portion 24 protrudes from the duct main body 21 toward the center Y0 in the vehicle width direction. An inner branch exhaust port 25 is formed at the tip of the inner branch duct portion 24. The airflow heading toward the inner branch exhaust port 25 through the inner branch duct portion 24 intersects at an obtuse angle with the direction of the airflow heading from the front air inlet 43 to the rear exhaust port 23 in the duct structure 30. The airflow heading from the front air inlet 43 to the rear exhaust port 23 in the duct structure 30 encounters great resistance when it tries to flow toward the inner branch duct portion 24. The airflow exhausted from the inner branch exhaust port 25 is provided inside the front bumper 10. engine room The exhaust will be discharged to

[0025] The upper branch duct portion 26 is formed in the duct main body 21 midway along the flow path section from the front air inlet 43 to the rear air outlet 23. The upper branch duct portion 26 protrudes upward from the duct main body 21. An upper branch exhaust port 27 is formed at the tip of the upper branch duct portion 26. The airflow heading toward the upper branch exhaust port 27 through the upper branch duct portion 26 intersects at an obtuse angle with the direction of the airflow heading from the front air inlet 43 to the rear exhaust port 23 in the duct structure 30. The airflow heading from the front air inlet 43 to the rear exhaust port 23 in the duct structure 30 encounters great resistance when it tries to flow toward the upper branch duct portion 26. The airflow exhausted from the upper branch exhaust port 27 is provided inside the front bumper 10. engine room The exhaust will be discharged to

[0026] In this way, the airflow sucked in through the funnel portion 42 of the front bumper face 40 basically passes through the front intake port 43 and the duct main body portion 21, and is exhausted from the rear exhaust port 23 to the wheel house 9. Then, a portion of the sucked air flow can be exhausted to the inside of the front bumper 10 through the inner branch exhaust port 25 and the upper branch exhaust port 27 via the inner branch duct section 24 and the upper branch duct section 26 provided in the flow path section from the front intake port 43 to the rear exhaust port 23. At least a portion of the airflow that strikes the front bumper 10 and flows outward in the left-right direction along the front bumper 10 can be sucked in through the funnel portion 42 of the front bumper face 40. The airflow that strikes the front bumper 10 is prevented from reaching the corner portions 8 of the front bumper 10. The air pressure of the airflow that blows outward from the corner portions 8 of the front bumper 10 is suppressed. As a result, turbulence of the airflow flowing along the side surfaces 4, 5 of the vehicle body 2 can be suppressed based on the flow along the side surfaces 4, 5.

[0027] FIG. 5 is an explanatory diagram of a specially processed surface sheet 50 for forming a specially processed surface on the inner surface of the funnel portion 42 of the front bumper face 40 of FIG. FIG. 6 is a cross-sectional view of the sheet 50 for specially treated surfaces taken along the line AA in FIG. As shown in FIG. 6, the specially treated surface sheet 50 is adhered to the entire surface of the funnel portion 42 of the front bumper face 40, thereby forming a specially treated surface on the entire inner surface of the funnel portion 42.

[0028] The specially treated surface sheet 50 has a base material 51 and a surface layer 52 formed on the surface of the base material 51 . The base material 51 is formed of a flexible material such as polyurethane resin that has elasticity so as to fit closely to the curved surface, and may be provided with an adhesive layer that can be attached to the inner surface of the funnel portion 42 by heating. The surface layer 52 has a plurality of regular hexagonal recesses 53 densely arranged in a hexagonal lattice. As a result, ridges 54 are formed between adjacent recesses 53 in the surface layer 52. The ridges 54 surround each recess 53 in a hexagonal shape. The surface layer 52 has a mesh-like ridge 54 resembling the cross section of a honeycomb due to the plurality of regular hexagonal recesses 53 formed therein. As shown in FIG. 6 , even when the surface layer 52 is attached to the inner surface of the curved funnel portion 42, it still has a plurality of approximately hexagonal recesses 53 and a mesh-like ridge 54 surrounding them.

[0029] Note that the recess 53 in this embodiment is formed in the shape of a substantially regular hexagonal prism, similar to the regular hexagonal opening of the recess 53. The recess 53 may have a concave curved surface shape on the inside of the regular hexagonal opening of the recess 53, or may have a shape with a trapezoidal cross section. Furthermore, the recesses 53 in the specially treated surface sheet 50 do not have to be of strictly the same shape and size. For example, when the inner surface of the funnel portion 42 is curved as in the present embodiment, the recesses 53 may be formed in similar shapes in the specially treated surface sheet 50 so that they are approximately the same size when attached to the curved inner surface.

[0030] 6, when airflow AIR flows along the surface of such specially treated surface sheet 50, part of the airflow AIR flows into the recesses 53, generating a circulating current that rotates along the direction of the airflow AIR. As a result, minute vortices 56 are generated above the recesses 53. In a specially treated surface sheet 50 in which a plurality of recesses 53 are densely arranged, a turbulent boundary layer can be formed by the plurality of minute vortices 56 formed above the plurality of recesses 53. Furthermore, by forming the specially processed surface sheet 50 with such multiple recesses 53 over the entire surface of the inner surface of the funnel portion 42 of the front bumper face 40, air can easily flow in the front-to-rear direction inside the funnel portion 42, even near the inner surface of the funnel portion 42. The airflow flowing in the front-to-rear direction in the funnel portion 42 can make effective use of the entire inside of the funnel portion 42.

[0031] FIG. 7 is an explanatory diagram of the airflow inside the funnel portion 42 having a curved inner surface in a comparative example in which a specially treated surface is not formed by the specially treated surface sheet 50 of FIG. FIG. 8 is an explanatory diagram of the airflow inside the funnel portion 42 having a curved inner surface in this embodiment, in which the specially treated surface is formed by the sheet 50 for specially treated surface of FIG. The funnel portion 42 has a generally conical shape with a curved inner surface, and has an inner surface shape that tapers toward the front suction port 43 . 7 and 8 show a cut end view of the funnel 42.

[0032] 7, if a specially processed surface is not formed on the inner surface of funnel portion 42 that tapers toward front air inlet 43, even if the opening of front surface 3 of funnel portion 42 is enlarged, the amount of airflow that can flow through funnel portion 42 into front air inlet 43 will basically be about the cross-sectional area of ​​front air inlet 43. Airflow that attempts to flow near the surface of funnel portion 42 is likely to be obstructed by airflow that attempts to flow into front air inlet 43 near the center of funnel portion 42.

[0033] In contrast, if a specially processed surface is formed on the inner surface of the funnel section 42, which tapers toward the front suction port 43, as shown in Figure 8, multiple tiny vortices 56 will be generated on the inner surface of the funnel section 42 above the multiple recesses 53, and a turbulent boundary layer will be formed along the inner surface of the funnel section 42. The airflow flowing near the inner surface of the funnel portion 42 is more likely to flow along the inner surface shape of the funnel portion 42 and reach the front air inlet 43. The airflow flowing near the inner surface of the funnel portion 42 is less likely to be obstructed in its flow toward the front air inlet 43.

[0034] As a result, in this embodiment, the amount of airflow that can enter the front air inlet 43 through the funnel portion 42 is greater than in the case where the specially processed surface is not formed. As the opening of the front surface 3 of the funnel portion 42 is made larger, the amount of airflow that can flow into the front air inlet 43 through the funnel portion 42 increases. The funnel portion 42 makes it possible to draw into the front air inlet 43 a larger amount of airflow than can be assumed for the cross-sectional area of ​​the front air inlet 43. A large amount of airflow that corresponds to the opening of the front surface of the funnel portion 42 can be efficiently drawn toward the front air inlet 43. In particular, by forming the specially processed surface on the entire inner surface of the funnel portion 42 so as to surround the front air inlet 43, the effect of the funnel portion 42 in sucking in the airflow can be maximized. Furthermore, by employing regular polygonal or circular recesses 53 on the specially processed surface, which do not tend to impart directionality to the airflow, the airflow can flow near the surface of the specially processed surface sheet 50 in any direction, forming a turbulent boundary layer of minute vortices 56, regardless of the arrangement direction of the recesses 53, as shown in the example of a first airflow Air1 along the front-to-rear direction and a second airflow Air2 intersecting the first airflow Air1. As a result, the funnel portion 42 can effectively draw in the airflow even if the recesses 53 are not aligned along the front-to-rear direction on the inner surface of the funnel portion 42, as shown in the example of FIG. 8. Furthermore, the funnel portion 42 can effectively draw in the airflow even if the airflow is angled relative to the direction shown in FIG. 8.

[0035] FIG. 9 is an illustration of the airflow in the left front configuration according to FIGS. 3 to 5 at low speed. The airflow in the right front structure of the automobile 1 appears symmetrical to that in FIG.

[0036] In Figure 9, air on the front side in the traveling direction of the vehicle body 2 hits the front surface 3 of the vehicle body 2, and then flows leftward along the front surface 3 of the vehicle body 2, as indicated by the dashed arrow in the figure. The airflow heading left along the front surface 3 is drawn into the funnel portion 42. In particular, by providing the ridge portion 45 formed around the periphery of the funnel portion 42, the airflow heading left along the front surface 3 is prevented from flowing leftward, making it easier for the airflow to be drawn into the funnel portion 42. The airflow that hits the front surface 3 of the vehicle body 2 basically has difficulty passing outward in front of the funnel portion 42 of the front bumper face 40. The airflow sucked into the funnel portion 42 changes into a longitudinal flow by passing through the funnel portion 42, which extends in the longitudinal direction. The airflow that has generated a longitudinal flow flows toward the front air inlet 43 of the front bumper face 40, and flows from the front air inlet 43 into the duct main body 21 of the duct member 20. The airflow that flows through the duct structure 30 formed by the duct main body 21 is then exhausted from the rear exhaust port 23 to the wheel house 9. The airflow Aout exhausted from the rear exhaust port 23 flows toward the outside of the wheel member arranged in the wheel house 9. At low speeds, the amount of air drawn in is relatively small, and the air pressure in the duct main body 21 is also relatively low. In this case, most of the air flowing into the duct main body 21 is exhausted from the rear exhaust port 23 to the wheel house 9. There is almost no air flow Adiv toward the inner branch duct 24, which flows in a direction that crosses the direction of the air flow from the front intake port 43 to the rear exhaust port 23 in the duct structure 30. The same is true for the upper branch duct 26. In this way, most of the airflow hitting the front face 3 of the vehicle body 2 at low speeds is sucked into the funnel portion 42 of the front bumper face 40 and is exhausted to the wheel house 9 through the duct structure 30. Most of the airflow hitting the front face 3 of the vehicle body 2 at low speeds is less likely to reach the corners 8 of the vehicle body 2. As a result, the amount of airflow that merges with the airflow flowing outside the side faces 4, 5 of the vehicle body 2 is reduced. The airflow (main stream) flowing outside the side faces 4, 5 of the vehicle body 2 is less likely to be disturbed by the airflow heading from the front face 3 of the vehicle body 2 toward the corners 8. This reduces the disruption to the driving of the automobile 1 caused by turbulence in the airflow around the vehicle body 2.

[0037] FIG. 10 is an illustration of the airflow in the left front configuration according to FIGS. 3 to 5 at high speed. The airflow in the right front structure of the automobile 1 appears symmetrical to that in FIG.

[0038] In Figure 10, air ahead of the vehicle body 2 in the traveling direction hits the front surface 3 of the vehicle body 2 and then flows leftward along the front surface 3 of the vehicle body 2, as indicated by the dashed arrow in the figure. The amount of airflow at high speeds is greater than at low speeds. The airflow heading left along the front surface 3 is drawn into the funnel portion 42. The ridge portion 45 formed around the funnel portion 42 prevents the airflow heading left along the front surface 3 from flowing leftward, making it easier for the airflow to be drawn into the funnel portion 42. Even though the airflow increases as the vehicle speed increases compared to the case of Figure 9, it is efficiently drawn into the funnel portion 42. The airflow sucked into the funnel portion 42 changes to a flow in the front-to-rear direction as it passes through the funnel portion 42, which extends in the front-to-rear direction. Because the entire inner surface of the funnel portion 42 is specially processed, a large amount of airflow that is not limited by the size of the front air inlet 43 can be efficiently sucked into the funnel portion 42. Because a large amount of air flows in, the air pressure in the duct main body 21 becomes higher than in the case of Figure 9. A portion of the air flowing into the duct main body 21 is difficult to exhaust from the rear exhaust port 23 to the wheel house 9. The air flow that is difficult to exhaust is exhausted into the interior of the vehicle body 2 through the inner branch exhaust port 25 or the upper branch exhaust port 27. This suppresses an increase in air pressure in the duct main body 21. As a result, even if a large amount of air flows in, an increase in air pressure in the duct main body 21 is suppressed. Because an increase in air pressure in the duct main body 21 is suppressed, the flow of air from the front intake port 43 into the duct main body 21 is less likely to be obstructed. Even at high speeds, the intake performance of the funnel portion 42, whose entire inner surface is specially machined, is less likely to be obstructed by an increase in air pressure in the duct main body 21. In this way, most of the airflow striking the front face 3 of the vehicle body 2 is efficiently sucked into the funnel portion 42 of the front bumper face 40, just as at low speeds, and is less likely to reach the corners 8 of the vehicle body 2. As a result, even at high speeds, just as at low speeds, the amount of airflow that merges with the airflow flowing outside the side faces 4, 5 of the vehicle body 2 can be reduced. The airflow (main flow) flowing outside the side faces 4, 5 of the vehicle body 2 is less likely to be disturbed by the airflow heading from the front face 3 of the vehicle body 2 toward the corners 8. This reduces the disruption of the vehicle 1's travel caused by turbulent airflow.

[0039] As described above, in this embodiment, a funnel portion 42 is formed around the front air inlet 43 formed in the front bumper face 40 to draw in the airflow in front of the front bumper 10. The funnel portion 42 is formed with an inner surface shape that tapers from the front face 3 of the vehicle body 2 toward the front air inlet 43. As a result, the airflow in front of the funnel portion 42 can be efficiently drawn into the front air inlet 43 by a flow in the front-rear direction according to the inner surface shape of the funnel portion 42 formed around the front air inlet 43. In this embodiment, a flow in the front-rear direction that flows to be drawn into the front air inlet 43 is generated, and the airflow in front of the front bumper 10 that flows along the front face 3 of the front bumper 10 can be efficiently drawn into the front air inlet 43. In addition, in this embodiment, the inner surface of the funnel portion 42, which generates a flow in the front-rear direction, has a specially processed surface in which multiple recesses 53 are densely formed in a uniform array over the entire surface. The airflow flowing in the front-rear direction in the funnel portion 42 flows easily near the inner surface of the funnel portion 42 due to the inner surface shape of the funnel portion 42. In the funnel portion 42, the airflow flowing in the front-rear direction due to the inner surface shape of the funnel portion 42 can be generated widely throughout the entire inside of the funnel portion 42. The airflow suction performance of the funnel portion 42 is improved. As a result, in this embodiment, the airflow that would normally flow along the front surface 3 of the front bumper 10 is strongly and efficiently sucked from the front surface 3 of the front bumper 10 toward the funnel portion 42.

[0040] In particular, the specially processed surface has a plurality of hexagonal recesses 53 arranged at a high density in a uniform array that is denser than a matrix array. As a result, the airflow along the front-to-rear direction inside the funnel portion 42 is more likely to flow near the inner surface of the funnel portion 42 and to flow along the inner surface shape of the funnel portion 42 than if, for example, the specially processed surface had a plurality of recesses 53 arranged in a matrix. This suppresses turbulence of the airflow inside the funnel portion 42, and effectively utilizes the inside of the funnel portion 42 to expand the effective area in which a flow can occur in the front-to-rear direction.

[0041] Furthermore, as in this embodiment, by forming the multiple recesses 53 in the same shape, including similarities, and by forming them all around the inner surface of the funnel portion 42 so as to surround the front air inlet 43, it is possible to prevent the airflow from flowing in the front-rear direction along the specially processed surface inside the funnel portion 42 from becoming directional. The direction of the airflow flowing in the front-rear direction inside the funnel portion 42 may change depending on the driving state and driving environment of the automobile 1. In this embodiment, because the specially processed surface prevents the flow from becoming directional, a certain flow promotion effect can be achieved even if such changes in the airflow occur. In this embodiment, it is possible to obtain a stable airflow inside the funnel portion 42 regardless of the driving state and driving environment of the automobile 1.

[0042] As a result, in this embodiment, even if an airflow that strikes the front surface 3 of the front bumper 10 and then attempts to flow along the front surface 3 of the front bumper 10 toward the left and right ends occurs in front of the front surface 3 of the vehicle body 2 on which the front bumper 10 is provided, it is possible to suck a large portion of that airflow from the funnel portion 42 into the front surface intake port 43. In this embodiment, the amount of airflow that attempts to flow rearward along the side surfaces 4 and 5 from the front surface 3 of the vehicle body 2 through the corner portions, which are the left and right ends of the vehicle body 2 on which the front bumper 10 is provided, can be reduced, thereby improving the aerodynamic characteristics of the front portion of the vehicle body 2.

[0043] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible within the scope of the gist of the invention.

[0044] FIG. 11 is an explanatory diagram of a modified example of the specially treated surface sheet 50 of FIG. FIG. 12 is a cross-sectional view taken along the line BB of the specially treated surface sheet 50 of FIG. Unlike the sheets 50 shown in FIGS. 5 and 6, diamond-shaped recesses 53 are formed in the specially treated surface sheets 50 shown in FIGS. The plurality of diamond-shaped recesses 53 are arranged in the specially treated surface sheet 50 so as to form the center and each corner of a hexagonal lattice. The inside of the recess 53 may be formed, for example, in the shape of a concave curved surface or in the shape of a trapezoid in cross section. Even if a plurality of diamond-shaped recesses 53 are formed in the specially treated surface sheet 50 in this way, the same effects as those of the above-described embodiment can be expected.

[0045] The inside of the diamond-shaped recess 53 may be formed in the shape of a diamond-shaped prism, similar to the opening of the recess 53. Furthermore, the plurality of recesses formed in the specially processed surface sheet 50 may be polygonal other than hexagonal or rhombic, or may be circular. Furthermore, the recesses formed in the specially treated surface sheet 50 do not have to be of strictly the same shape and size. In these cases, the same effects as those of the above-described embodiment can be expected. [Explanation of symbols]

[0046] 1...Automobile (vehicle), 2...Vehicle body, 3...Front, 4...Right side, 5...Left side, 6...Rear, 8...Corner, 9...Wheel house, 10...Front bumper (front exterior member), 20...Duct member, 21...Duct main body, 23...Rear exhaust port, 24...Inner branch duct section, 25...Inner branch exhaust port, 26...Upper branch duct section, 27...Upper branch exhaust port, 30...Duct structure, 40...Front bumper face (part of front exterior member), 41...Face main body, 42...Funnel section, 43...Front intake port, 44...Baffle plate, 45...Ridge, 50...Sheet for specially treated surface (specially treated surface), 51...Base material, 52...Surface layer, 53...Concave section, 54...Ridge

Claims

1. A front structure of a vehicle having a front exterior member provided on a front surface of a vehicle body, a front air inlet formed in the front exterior member for drawing in airflow in front of the front exterior member; a funnel portion formed around the front suction port; a specially processed surface formed on the inner surface of the funnel portion, the specially processed surface having a plurality of recesses arranged thereon; a duct structure connected to the front air inlet on the inside of the front exterior member; and The duct structure includes: a rear exhaust port that exhausts air to a wheel house located on the rear side of the front exterior member in the vehicle body; a branch exhaust port formed in a flow path section from the front intake port to the rear exhaust port, a direction of the airflow toward the branch exhaust port in the duct structure intersects at an obtuse angle with a direction of the airflow from the front air inlet to the rear exhaust port in the duct structure, The branch exhaust port is formed in a flow path section from the front intake port of the duct structure to the rear exhaust port so as to exhaust air into an engine compartment of the vehicle body. A vehicle that improves the aerodynamics of the front of the vehicle.

2. A front structure of a vehicle having a front exterior member provided on the front of a vehicle body, a front air inlet formed in the front exterior member for drawing in airflow in front of the front exterior member; a funnel portion formed around the front suction port; a specially processed surface formed on the inner surface of the funnel portion, the specially processed surface having a plurality of recesses arranged thereon; and the front air inlet surrounded by the funnel portion is formed at an end of the front exterior member in a vehicle width direction of the vehicle, a ridge portion that protrudes forward from the funnel portion is continuously formed on the front exterior member so as to extend in a range from an upper side of the funnel portion to an outer side of the funnel portion in the vehicle width direction, the specially processed surface is not formed on the ridge portion, but is formed only on the inner surface of the funnel portion; A vehicle that improves the aerodynamics of the front of the vehicle.

3. The specially processed surface has a plurality of the recesses of the same shape, such as polygons, diamonds, or circles, arranged at high density in a matrix-like arrangement or a fixed arrangement with a higher density.

3. A vehicle having improved aerodynamic characteristics at the front of the vehicle according to claim 1 or 2.

4. The specially processed surface on which a plurality of recesses are arranged is formed circumferentially on the inner surface of the funnel portion so as to surround the front suction port. A vehicle having improved aerodynamic characteristics at the front of the vehicle according to any one of claims 1 to 3.

5. The front air inlet surrounded by the funnel portion is formed so as to be an end portion in the vehicle width direction of the front exterior member, a ridge portion that protrudes forward from the funnel portion is formed on the front exterior member so as to extend continuously from an upper side of the funnel portion to an outer side of the funnel portion in the vehicle width direction; A vehicle having improved aerodynamic characteristics at the front of the vehicle according to any one of claims 1, 3 and 4.

6. The front exterior member is a front bumper face member that forms the outer surface of the front part of the vehicle body. A vehicle having improved aerodynamic characteristics at the front of the vehicle according to any one of claims 1 to 5.

7. A front exterior member provided on the front of a vehicle body, a front air inlet formed in the front exterior member for drawing in airflow in front of the front exterior member; a funnel portion formed around the front suction port; a specially processed surface formed on the inner surface of the funnel portion, the specially processed surface having a plurality of recesses arranged thereon; and the front air inlet surrounded by the funnel portion is formed at an end of the front exterior member in a vehicle width direction of the vehicle, a ridge portion that protrudes forward from the funnel portion is continuously formed on the front exterior member so as to extend in a range from an upper side of the funnel portion to an outer side of the funnel portion in the vehicle width direction, the specially processed surface is not formed on the ridge portion, but is formed only on the inner surface of the funnel portion; Front exterior parts of a vehicle.

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