Vehicles equipped with undercover

Abstract

To provide a vehicle with an undercover, capable of improving a CI value and Cd value of a vehicle by suppressing confluence of a flow running out of the interior at an underfloor of the vehicle and a main stream of travel wind and smoothly running out main stream of travel wind toward backward of the vehicle.SOLUTION: A vehicle with an undercover includes an undercover covering a portion reaching a front wheel rear end including at least a grill lower part of an underfloor surface of a vehicle body. The undercover includes at least a first slope serving as a slope shape vertically below from the front to the rear, and an opening part arranged backward of the front wheel, and between a driving force mechanism installed at the front part of the vehicle body and the undercover, there is provided an air gap for leading air toward backward of the front wheel.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle equipped with an undercover that guides air flowing under the floor of the vehicle. [Background technology]

[0002] In recent years, undercovers that cover the underfloor of vehicles such as four-wheeled automobiles have been installed to guide the air flowing under the floor of the vehicle. Various structures have been proposed for these undercovers to ensure smooth airflow under the vehicle floor.

[0003] For example, Patent Document 1 proposes an undercover that is formed to extend in the longitudinal direction along the floor member in order to guide the airflow that has flowed under the floor member from the front of the vehicle to the rear, and that has a guide wall whose rear end is positioned rearward of the front tires and between the side of the vehicle and the tunnel section.

[0004] Furthermore, in Patent Document 2, in order to improve the cooling performance of the engine room, a structure is proposed in which a notch (recess) formed in the central part of the undercover causes the air flowing in the space below the engine to fall to the underside of the undercover and join the running wind Fu flowing under the undercover. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-65445 [Patent Document 2] Publication No. 2012-136062 Summary of the Invention [Problem to be solved by the invention]

[0006] Current technologies, including those disclosed in the above-mentioned patent documents, do not adequately meet market needs, and the following problems exist. For example, in the above-mentioned patent documents, the airflow that flows into the interior (engine compartment) via the front grille generally flows out from the center of the underfloor to the underside of the undercover, as shown in Patent Document 2. In this case, the airflow that flows out to the underside of the undercover merges with the main flow of traveling wind that flows from the front of the vehicle to the underside of the undercover, for example.

[0007] When the air flowing downward from the compartment merges with the main flow of road air under the floor, the negative pressure created by the main flow of road air under the floor is weakened, causing the front of the vehicle to lift up, resulting in a deterioration in the Cl value. Furthermore, because the air flowing from the compartment to the underfloor is unlikely to be uniform across the vehicle, a difference in flow speed occurs between the left and right sides when it merges with the main flow of road air, resulting in an imbalance in the pressure distribution under the floor, causing the yaw and roll modes of the vehicle to differ between the left and right sides. Furthermore, when the flow flowing out of the compartment under the floor merges with the main flow of road air, a flow is subsequently generated that is directed toward the rear wheels of the vehicle, resulting in a deterioration in the Cd value of the vehicle.

[0008] The present disclosure has been made in consideration of the above-mentioned problems as an example, and aims to provide a vehicle equipped with an undercover that can improve both the above-mentioned Cl value and Cd value of the vehicle by preventing the flow flowing out from inside the compartment under the floor of the vehicle from merging with the main flow of traveling wind and allowing the main flow of traveling wind to flow smoothly toward the rear of the vehicle. [Means for solving the problem]

[0009] In order to solve the above problems, a vehicle according to one embodiment of the present disclosure is a vehicle equipped with an undercover that covers the underside of the floor of the vehicle body from the rear end of the front wheels to the rear end of the front wheels, including at least a lower part of the grille, and the undercover includes at least a first slope that slopes vertically downward from the front to the rear, and an opening that is arranged behind the front wheels, and a gap is provided between the undercover and a driving force mechanism mounted on the front part of the vehicle body to guide air behind the front wheels. The undercover has a second slope that is disposed inside the opening in the vehicle width direction of the vehicle and slopes vertically downward from the front of the vehicle to the rear of the vehicle. do. [Effects of the Invention]

[0010] According to the present disclosure, it is possible to prevent the flow flowing out from the compartment under the floor from merging with the main flow of traveling wind, thereby allowing the main flow of traveling wind to flow smoothly toward the rear of the vehicle, thereby improving both the Cl value and Cd value of the vehicle. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a side view of a vehicle equipped with an undercover in a first embodiment. [Figure 2] 1 is a schematic diagram of a vehicle equipped with an undercover in a first embodiment, viewed obliquely from below. [Figure 3] FIG. 2 is a bottom view of the vehicle equipped with the undercover in the first embodiment. [Figure 4] FIG. 2 is a bottom view of the vehicle with the undercover removed. [Figure 5] FIG. 2 is a schematic view showing an undercover in the first embodiment. [Figure 6] FIG. 2 is a schematic diagram for explaining the airflow that flows under the floor of the vehicle (below the undercover). [Figure 7] FIG. 10 is a schematic diagram for explaining the airflow flowing from the interior (engine compartment) to the underside of the undercover. [Figure 8] FIG. 10 is a schematic view showing an undercover in a second embodiment. [Figure 9] FIG. 10 is a schematic view showing an undercover in a third embodiment. [Figure 10] FIG. 10 is a schematic view showing an undercover in a fourth embodiment. [Figure 11] FIG. 10 is a bottom view of a vehicle equipped with an undercover according to a fourth embodiment. [Figure 12] FIG. 10 is a schematic view showing an undercover in a fifth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Next, a preferred embodiment for implementing a vehicle equipped with an undercover according to the present disclosure will be described. Furthermore, configurations other than those detailed below may be appropriately supplemented with known vehicle structures and undercovers, including those described in the above-mentioned patent documents.

[0013] [First embodiment] 1 to 5, a vehicle 100 equipped with an undercover 20A according to the first embodiment will be described. In this embodiment, as an example of vehicle 100, a four-wheel drive vehicle is shown in which drive torque output from a known drive power source 30 is transmitted to a front left wheel 13LF, a front right wheel 13RF, a rear left wheel 13LR, and a rear right wheel 13RR (hereinafter, the front wheels will be referred to as "13F" and the rear wheels will be referred to as "13R," and when no distinction is required, these will be collectively referred to as "wheels 13"). However, vehicle 100 in the present disclosure is not limited to the four-wheel drive vehicle described above, and may be configured as a known front-wheel drive vehicle or rear-wheel drive vehicle.

[0014] Furthermore, the vehicle 100 suitable for this embodiment can be applied to various vehicles as long as it has a part of the cooling system, such as a radiator, in the front section of the vehicle 100 and is configured so that, for example, the wind flowing in from the front grille flows out under the floor of the vehicle 100, and it is not essential that the driving force source 30, which will be described later, be mounted in the front section. Therefore, for example, even if the vehicle 100 is a rear-engine type in which the driving force source 30 is not located in the front section of the vehicle 100, unlike the illustrated embodiment, it can still be a suitable vehicle 100 for this embodiment as long as a radiator, as part of the driving force mechanism, is located in the front section.

[0015] In the vehicle 100 of this embodiment, the driving force from the driving force source 30 installed in the engine room (inside the compartment) at the front of the vehicle is transmitted to the front wheel drive shaft 17F and the rear wheel drive shaft 17R, respectively, via a transmission and a front wheel differential mechanism (not shown), as well as a propeller shaft 19 and a rear wheel differential mechanism 18. A known internal combustion engine such as a gasoline engine or a diesel engine can be used as the driving force source 30. In this embodiment, a gasoline engine is used as the driving force source 30, but the driving force source 30 in this embodiment may be a driving motor, or may include both an internal combustion engine and a driving motor. In this embodiment, the driving force mechanism is configured to include the driving force source 30, a transmission (power transmission mechanism), and a heat exchanger (radiator) that exchanges heat with the driving force source 30.

[0016] The drive of the driving force source 30 and the transmission described above is controlled by a vehicle control device that includes one or more known electronic control units (ECUs: Electronic Control Units). In addition, a known grille 12 is provided at the front end of the vehicle body 10 of the vehicle 100, and is configured so that the wind from the vehicle's travel for cooling the radiator, etc., flows into the engine compartment (interior) through this grille 12.

[0017] As can be seen from Figures 1 and 2, a known exhaust pipe 15 that discharges exhaust gas from the gasoline engine to the rear of the vehicle, and a known muffler 16 connected to this exhaust pipe 15 are installed on the underfloor surface 11 of the above-mentioned vehicle body 10. Furthermore, in the vehicle 100 of this embodiment, an undercover 20A is provided on the underfloor surface 11 of the vehicle body 10 to regulate the airflow underneath. As will be described later, in the engine room (inside the vehicle compartment) of this embodiment, a gap SP (see FIG. 7) is provided between the undercover 20A and the driving force mechanisms (e.g., driving force source 30 and transmission) mounted on the vehicle body 10, the underfloor surface 11, the muffler 16, etc., for guiding air behind the front wheels 13F. The structure of the undercover 20A according to this embodiment will be described in detail below.

[0018] <Undercover 20A> As shown in FIGS. 1 to 5, a vehicle 100 of this embodiment is provided with an undercover 20A that covers the underfloor surface 11 of a vehicle body 10, including at least the area below the grille 12, up to the front end of the rear wheels. More specifically, the undercover 20A of this embodiment includes a front area FA including a first slope 21 described later, a central area MA including an opening 22 described later, and a rear area RA connected to the rear of the central area MA and covering the area from the front of the vehicle to the front end of the rear wheels.

[0019] 1 and 3, the undercover 20A is configured to include a first slope 21 that slopes vertically downward from the front to the rear of the vehicle in the front region FA described above. Because the undercover 20A is provided with the first slope 21 in this manner, the airflow flowing from the front of the vehicle 100 along the underside of the undercover 20A while the vehicle 100 is moving is contracted, increasing the flow velocity. As a result, a negative pressure acts on the underside of the undercover 20A of the vehicle 100, generating a force that attracts the vehicle 100 from vertically below, thereby improving the Cl value of the vehicle 100.

[0020] In the illustration, the first slope 21 has a linear slope-like shape when viewed from the side of the vehicle, but it is not limited to this shape and may have a slope-like shape that curves vertically downward and convex from the front to the rear of the vehicle.

[0021] 3 and 5, the undercover 20A is configured to include an opening 22 located behind the front wheels 13F in the central area MA. More specifically, the central area MA of the undercover 20A is provided with a main surface portion 24a continuing from the first slope 21 and wheel well areas 24b in which the left front wheel 13LF and the right front wheel 13RF are located.

[0022] As can be seen from the figure, the main surface portion 24a of this embodiment is provided continuously up to the rear region RA, as described above. Although the first slope 21 and the main surface portion 24 are preferably formed integrally, they may be configured as separate members and integrated via known fastening means, or the first slope 21, the second slope 23, or the main surface portion 24 may be configured with a portion of another known vehicle part, such as a front bumper or a side sill spoiler, attached to the vehicle 100.

[0023] In other words, for example, the first slope 21, the second slope 23 and the main surface portion 24 of the undercover 20A of this embodiment may be configured as part of a known vehicle part that can be attached to the known vehicle 100 described above.

[0024] The openings 22 of this embodiment include a right opening 22R that is continuous with the tire well area 24b and is located behind the right front wheel 13RF, and a left opening 22LR that is continuous with the tire well area 24b and is located behind the left front wheel 13LF. As is clear from Fig. 5 and other figures, the openings 22 of the undercover 20A are preferably located behind the left and right tires of the vehicle 100 so as to be symmetrical with respect to the center of the vehicle 100 in the vehicle width direction.

[0025] As can be seen from Figures 3 and 5, the undercover 20A of this embodiment may further include a second slope 23 in the central region MA, which is positioned more inward (closer to the center of the vehicle) than the opening 22 in the vehicle width direction (Y direction in the figure) of the vehicle 100.

[0026] More specifically, the central region MA of the undercover 20A may include, in the vehicle width direction, a right-side second slope 23R arranged between the right-side opening 22R and the inner edge of the tire house region 24b, and a left-side second slope 23L arranged inside and rear of the left front wheel 13LF between the left-side opening 22L and the inner edge of the tire house region 24b.

[0027] The second slope 23 of this embodiment is provided so as to be rearward of the tire house region 24b in the vehicle length direction (X direction) and at approximately the same position as the opening 22 when the undercover 20A is attached to the vehicle 100. The second slope 23 is configured to have a slope-like shape that slopes vertically downward from the front to the rear of the vehicle.

[0028] When the undercover 20A is provided with the second slope 23, the flow that is accelerated on the first slope 21 during driving, enters the tire housing region 24b, and decelerates while diffusing can be captured by the second slope 23. This prevents the flow that has accelerated on the first slope 21 from flowing into the tire housing region 24b, allowing the flow to be re-accelerated under the undercover. In the illustration, the second slope 23 has a linear slope shape when viewed from the side, but this is not limited to this shape and may also have a slope shape that curves vertically downward and convex from the front to the rear of the vehicle.

[0029] Furthermore, since the influence of the front wheels 13F creates a relatively negative pressure behind the front wheels while driving, which can suppress the inflow into the wheel housing, the second slope 23 in the undercover 20A is not necessarily required and may be omitted as appropriate.

[0030] <Effects of Undercover 20A> Next, the effects of the undercover 20A while the vehicle 100 is traveling will be described using Figures 6 and 7. Figure 6(a) shows the airflow under the vehicle when the vehicle is traveling and the undercover 20A of this embodiment is attached, and Figure 6(b) shows the airflow under the vehicle when the vehicle is traveling and an undercover of a conventional structure, including that of the patent documents mentioned above, is attached. In Figures 6(a) and 6(b), the airflow flowing from the front of the vehicle into the undercarriage is indicated by the solid line MS, the airflow flowing from the interior of the vehicle into the undercarriage from the dotted line IS, and the airflow flowing to the side of the vehicle is indicated by the solid line SS. In this case, as shown in Figure 6(c), in the interior layout of the conventional structure, the driving force mechanisms such as the engine are not necessarily arranged symmetrically, so the flow flowing out to under the floor of the vehicle can become asymmetric in the vehicle width direction with respect to the center of the vehicle.

[0031] 6(a), in the undercover 20A of this embodiment, an airflow (also referred to as running wind) is generated around the vehicle while it is moving, flowing from the front to the rear of the vehicle. In this case, the running wind is roughly divided into a lateral flow SS that branches off toward both sides of the vehicle, and a flow (not shown) that flows above and below the vehicle and into the front grille.

[0032] Of this, the undercarriage traveling wind that enters the underside of the vehicle is accelerated by the first slope 21 of the undercover 20A and flows under the undercover 20A installed on the underfloor surface 11 of the vehicle 100, and the undercarriage traveling wind flows as a main flow MS from the front of the vehicle to the rear of the vehicle. This makes it possible to put the underside of the main surface portion 24a of the undercover 20A into a negative pressure state and generate a vertical downward load between the wheelbases of the vehicle 100, improving the Cl value of the vehicle 100.

[0033] The undercover 20A of this embodiment is equipped with the second slope 23 described above. Therefore, the second slope 23 captures the flow that accelerates on the first slope 21, then enters the wheel well region 24b, where it decelerates while diffusing. The captured flow is then accelerated again by the second slope 23, thereby exerting the effect of creating a relatively negative pressure below the second slope 23. In this way, in this embodiment, it is possible to increase the flow velocity behind the front wheels 13F and reduce the pressure near the opening 22, while also creating a relatively negative pressure below the second slope 23 located inside and behind the front wheels 13F.

[0034] The undercover 20A of this embodiment is provided with the openings 22 described above, which allows air in the gap SP between the driving force mechanism (driving force source 30, transmission, radiator, etc.) and the undercover 20A to be guided to the underside of the undercover 20A via the openings 22. As described above, according to this embodiment, the negative pressure action of the first slope 21 and the second slope 23 ensures the gap SP below the driving force source 30 (engine), thereby ensuring an air guidance path from this gap SP to the openings 22. Furthermore, as described above, the gap SP in this embodiment functions like a chamber, and therefore can be said to also have the effect of eliminating the asymmetry of the airflow outflowing from under the floor, which may occur due to the layout of the driving force mechanism within the compartment.

[0035] As mentioned above, the second slope 23 is not essential and may be omitted as appropriate. Furthermore, in the vehicle 100 of this embodiment, the air inside the compartment is sucked out by the action of the opening 22 located in the area that is assumed to be negative pressure, in addition to the presence of the air gap SP directly below the driving force source 30. This increases the amount of air that enters the compartment from the front grille, which also increases the amount of ventilation to the radiator.

[0036] Unlike conventional undercover structures, the undercover 20A of this embodiment does not have an opening large enough to allow air to flow without resistance directly below the driving force mechanism (such as the driving force source 30). Therefore, as shown in FIG. 7, air is prevented from flowing from the gap SP (particularly in the vehicle center) below the driving force source 30 into the main flow MS of the undercarriage, thereby preventing the main flow MS from flowing toward the rear wheel 13R, as in the conventional structure (see FIG. 6(b)). Furthermore, because air is prevented from merging from directly below the driving force mechanism into the main flow MS, the airflow rate of the heat exchanger (radiator) is increased, which prevents a deterioration in the Cd value of the vehicle 100. Furthermore, even if the amount of air flowing out of the interior of the vehicle increases or decreases, the impact on the main flow MS can be reduced.

[0037] That is, as is clear from FIG. 6(a), in a vehicle 100 equipped with the undercover 20A of this embodiment, the air flow toward the rear wheel 13R flows from inside the wheel tread through the opening 22, and since the relative speed of the air flow through the opening 22 to the vehicle is low, the deterioration of the Cd value of the vehicle 100 is significantly suppressed.

[0038] According to the vehicle 100 equipped with the undercover 20A of the present embodiment described above, the following advantageous effects can be achieved. (1) As a result of the mainstream MS accelerating, the pressure in almost the entire underfloor area between the wheelbases of the vehicle 100 becomes relatively negative, which significantly improves the Cl value of the vehicle 100. (2) By utilizing the negative pressure effect behind the tire and the second slope 23, the ventilation volume of the heat exchanger (radiator) is increased, and the air flow after heat exchange is discharged through the opening 22 behind the tire, thereby suppressing the deterioration of the Cd value of the vehicle 100. (3) Disturbance of the main flow MS due to the asymmetry of the flow flowing out from under the floor, as in the conventional structure, is suppressed, and the difference between the left and right sides of the negative pressure action under the floor of the vehicle 100 is improved. (4) Even when a mechanism for adjusting the intake of traveling wind into the compartment, such as a grill shutter, is provided, the main flow MS under the floor of the vehicle 100 and the flow flowing out from the compartment do not merge but are separated, thereby suppressing changes in the Cl value that may occur when the grill shutter is turned on or off.

[0039] [Second embodiment] <Undercover 20B> Next, with reference to FIG. 8, an undercover 20B according to a second embodiment that can be applied to the vehicle 100 will be described.

[0040] The undercover 20A of the first embodiment described above was provided with the second slope 23 on the inside (closer to the center of the vehicle) of the opening 22. In contrast, the undercover 20B of the present embodiment is characterized mainly in that the second slope 23 is omitted. In the following description, components having the same functions as those already described will be given the same reference numerals, and their description will be omitted as appropriate.

[0041] 8, in the central region MA of the undercover 20B of this embodiment, the second slope 23 having a predetermined inclination is omitted, and the main surface portion 24a is continuous in that area. In this way, in the present disclosure, the second slope 23 may be omitted as appropriate to extend the main surface portion 24a.

[0042] [Third embodiment] <Undercover 20C> Next, with reference to FIG. 9, an undercover 20C according to a third embodiment that can be applied to the vehicle 100 will be described.

[0043] In the undercover 20A of the first embodiment described above, the width (maximum length in the Y direction, which is the vehicle width direction) of the front region FA where the first slope 21 of the undercover 20 is formed is approximately the same as the width of the central region MA and the rear region RA behind it where the opening 22 and the second slope 23 are formed. In contrast, the undercover 20C of the present embodiment is characterized mainly in that the width L2 of the central region MA and the rear region RA behind it is set smaller than the width L1 of the front region FA.

[0044] 9, in the undercover 20C of this embodiment, the side portions 22t of the opening 22 that constitute the main surface portion 24a are not formed, and the bank portions 24c (see FIG. 5) located on the sides of the opening 22 are omitted. Even if the side portions 22t of the opening 22 are not formed in this way, the air in the chamber below the driving force source 30 flows through the opening 22 toward the rear wheel 13R, so the side portions 22t of the opening 22 are not essential in the present disclosure.

[0045] [Fourth embodiment] <Undercover 20D> Next, an undercover 20D according to a fourth embodiment that can be applied to the vehicle 100 will be described with reference to FIGS.

[0046] In the undercover 20A of the first embodiment described above, the main surface portion 24 of the undercover 20 also includes a rear region RA that is continuous with the central region MA. In contrast, the undercover 20D of the present embodiment is characterized mainly in that the rear region RA that is connected to the rear of the central region MA is omitted.

[0047] That is, as shown in Fig. 11, the undercover 20D in this embodiment does not have the above-mentioned rear area RA, and the main surface portion 24a is approximately half the size of that in the above-mentioned embodiment. Note that, as shown in Fig. 11, the rear area RA does not necessarily have to be omitted entirely. That is, the undercover 20D may have an extension portion (not shown) behind the central area MA that can cover, for example, under the floor or at least part of the tank.

[0048] As can be seen from the drawings, in the undercover 20C described above and the undercover 20D of this embodiment, the outer side of the second slope 23 in the central region MA can also be considered to be the opening 22. Therefore, it can be said that the undercover 20D of this embodiment only needs to have, as the central region MA, at least a first region that covers at least the area directly below the driving force source 30 as the main surface portion 24a, and a second region that corresponds to the second slope 23 on the side of this first region. In other words, the portion of the main surface portion 24a that is located behind the front wheels 13F may be configured to be narrower than the width of the vehicle 100.

[0049] [Fifth embodiment] <Undercover 20E> Next, with reference to FIG. 12, an undercover 20E according to a fifth embodiment that can be applied to the vehicle 100 will be described.

[0050] In the undercovers of the above-described embodiments, the central region MA and the rear region RA are formed from a continuous main surface portion 24a. In contrast, the undercover 20E of the present embodiment is characterized in that the central region MA of the undercover is formed from a known metal or CFRP, which has a higher specific rigidity than general resins, and the front region FA and the rear region RA are formed from another material (for example, a general resin material). In this way, the undercover of the present disclosure may be formed from a composite material that combines multiple materials with different functions and properties.

[0051] That is, as can be seen from the figure, the undercover 20E in this embodiment includes a central region MA made of a first material, and a front region FA and a rear region RA made of a second material different from the first material. The central region MA and the other regions may be connected by various known fastening means, such as bolts, adhesive, or welding.

[0052] In this way, the undercover 20E is composed of a first material made of metal or CFRP that covers at least the area below the driving force mechanism, and a second material that has a lower specific rigidity than the first material and covers an area different from the area below the driving force mechanism. By using a material (such as metal or CFRP) that has a higher specific rigidity than general resin materials for the area below the driving force mechanism, it is possible to make the undercover relatively thin, and it is possible to secure more space below the driving force mechanism while also securing the vehicle's minimum ground clearance.

[0053] Since the wheelbase of vehicle 100 is substantially flat, the fastening parts of the undercover to the vehicle (for example, the front end can be connected to the front bumper, the part in front of the front tire can be connected to the mudguard, and the part below the side sill can be connected to the side sill spoiler) can be made of resin, while the part below the tunnel can be configured to attach, for example, an aluminum flat plate to the undercover.

[0054] 12, in the undercover 20E of this embodiment, if a differential gear (so-called rear differential) is installed on the rear wheel side of the vehicle 100, a ventilation opening (for example, a known NACA duct) may be installed so that part of the wind flowing under the undercover flows into the rear differential. This allows the cooling performance of the rear differential to be improved in a vehicle equipped with a rear differential while being equipped with the undercover 20E of this embodiment.

[0055] While the preferred embodiments of the present disclosure have been described above with reference to the accompanying drawings, the present disclosure is not limited to such examples. It is clear that those skilled in the art will attempt further modifications to the above-described embodiments, and it is understood that these modifications also fall within the technical scope of the present disclosure. [Explanation of symbols]

[0056] 100 vehicles 10. Body 20 Undercover 30 Driving force source 30

Claims

1. A vehicle equipped with an undercover that covers the underside of the floor of the vehicle body up to the rear end of the front wheels, including at least the lower part of the grille, The undercover is a first slope that slopes vertically downward from the front to the rear; an opening disposed behind the front wheel; a gap for guiding air behind the front wheels is provided between the undercover and a driving force mechanism mounted on the front portion of the vehicle body; the undercover has a second slope that is disposed inward of the opening in a vehicle width direction of the vehicle and slopes vertically downward from the front of the vehicle to the rear of the vehicle, vehicle.

2. The openings are respectively arranged behind left and right tires of the vehicle so as to be symmetrical with respect to the center of the vehicle in the vehicle width direction. The vehicle of claim 1 .

3. The undercover is composed of a first material made of metal or CFRP that covers at least an area below the driving force mechanism, and a second material that has a lower specific rigidity than the first material and covers an area different from the area below the driving force mechanism. The vehicle of claim 1 .

Images