Vehicle structure

Abstract

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

Description

Technical Field

[0006] , , ,

[0005] ,

[0007] , ,

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

Background Art

[0002] Patent Document 1 discloses an under cover that is disposed below the vehicle and covers the lower part of a heat source. The under cover is provided with a through hole which is an exhaust port for discharging air from the inside to the outside of the under cover. The through hole is a long hole, a round hole, or a square hole that extends along the vehicle width.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] It is desired to efficiently exhaust air from the exhaust port. Although increasing the opening area of the exhaust port can increase the exhaust volume from the exhaust port, the mechanical strength of the member having the exhaust port decreases.

[0005] One object of the present invention is to provide a vehicle structure that can efficiently discharge air from the inside to the outside of the vehicle through an exhaust port without increasing the opening area of the exhaust port.

Means for Solving the Problems

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

[0007] (2) In the vehicle structure described in (1) above, the exhaust port may have a first exhaust port and a second exhaust port positioned downwind of the first exhaust port. The first and second exhaust ports are triangular in shape, with a base located upwind and a vertex located downwind. The length of the base of the second exhaust port is substantially the same as the length of the base of the first exhaust port. The interior angle of the vertex of the second exhaust port is greater than the interior angle of the vertex of the first exhaust port. [Effects of the Invention]

[0008] When the airflow velocity on the outside of the plate-shaped member is greater than the airflow velocity on the inside of the plate-shaped member, this velocity difference creates an air pressure difference between the inside and outside of the plate-shaped member. Specifically, the air pressure on the outside of the plate-shaped member becomes lower than on the inside. That is, the outside of the plate-shaped member becomes negative pressure. As a result, the air on the inside of the plate-shaped member is drawn out to the outside of the plate-shaped member through the exhaust port. In the vehicle structure described in (1) above, because the exhaust port has the shape described above, a specific space is formed around the exhaust port of the plate-shaped member where the air density is lower, between the area downwind of the exhaust port (where the opening width of the exhaust port is largest) and the exhaust air from the exhaust port. Because this specific space becomes negative pressure, air is drawn out more easily from the exhaust port. In the vehicle structure described in (1) above, when the opening area of ​​the exhaust port is constant, the size of the specific space tends to be larger compared to when the exhaust port has a shape where the opening width is smallest upwind and the opening width is largest downwind, or a circular or square shape. Therefore, the vehicle structure described in (1) above makes it easy to increase the amount of exhaust gas from the exhaust port. Thus, the vehicle structure described in (1) above makes it easy to exhaust gas efficiently without having to increase the opening area of ​​the exhaust port. Since the vehicle structure described in (1) above does not require an increase in the opening area of ​​the exhaust port, the plate-like members have excellent mechanical strength.

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

[0010] In the vehicle structure described in (2) above, the triangular shape of the first and second exhaust ports creates a specific space where the air density is lower between the exhaust air from the first and second exhaust ports and the triangular hypotenuse of the plate-shaped member. This specific space makes it easier for air to be drawn out from the first and second exhaust ports. As a result, the amount of exhaust from the first and second exhaust ports increases. Since the second exhaust port is located downwind of the first exhaust port, air is more easily drawn out from the second exhaust port by the exhaust air from the first exhaust port. Therefore, even in the vehicle structure described in (2) above, where the opening area of ​​the second exhaust port is smaller than that of the first exhaust port, the amount of exhaust is less likely to be less compared to the first example above. Thus, the vehicle structure described in (2) above makes it easier to exhaust efficiently without increasing the opening area of ​​the exhaust ports.

[0011] In the vehicle structure described in (2) above, the length from the base to the top of the second exhaust port is shorter than the length from the base to the top of the first exhaust port. In the first example described above, the length from the base to the top of the second exhaust port is the same as the length from the base to the top of the first exhaust port. In the vehicle structure described in (2) above, the total length of the length from the base to the top of the first exhaust port and the length from the base to the top of the second exhaust port is shorter than in the first example described above. Therefore, the vehicle structure described in (2) above has superior layout of the first and second exhaust ports compared to the first example described above. [Brief explanation of the drawing]

[0012] [Figure 1] Figure 1 is a schematic side view showing a vehicle equipped with the vehicle structure of the embodiment. [Figure 2] Figure 2 is a schematic bottom view showing the vehicle structure of the embodiment. [Figure 3] Figure 3 is an enlarged view of area A in Figure 2. [Figure 4] Figure 4 is a schematic perspective view showing the airflow in region A of Figure 2. [Figure 5] Figure 5 is a cross-sectional view of Figure 4, VV section. [Figure 6] Figure 6 is a cross-sectional view taken along the line VI-VI in Figure 4. [Figure 7] Figure 7 is a schematic bottom view showing the vehicle structure of Modified Example 1. [Figure 8] Figure 8 is a schematic bottom view showing the vehicle structure of Modified Example 2. [Figure 9] Figure 9 shows the analysis results for the exhaust volume and exhaust air velocity from the exhaust port of analysis model 1. [Figure 10] Figure 10 shows the analysis results for the exhaust volume and exhaust air velocity from the exhaust port for analysis models 2, 3, and 4. [Modes for carrying out the invention]

[0013] Embodiments of the vehicle structure of the present invention will be described below with reference to the drawings. Identical reference numerals in the drawings indicate the same or corresponding parts. The sizes of the members shown in each drawing are represented for the purpose of clarifying the explanation and do not necessarily represent the actual dimensions. In the drawings, "UP" indicates the top of the vehicle equipped with the vehicle structure 1 of the embodiment, "LWR" indicates the bottom, "FR" indicates the front, "RR" indicates the rear, "RH" indicates the right, and "LH" indicates the left. In the following description, "top," "bottom," "front," "rear," "right," and "left" correspond to the "top," "bottom," "front," "rear," "right," and "left" of the vehicle, respectively.

[0014] 《Embodiment》 [Vehicle Structure] Referring to FIGS. 1 to 6, the vehicle structure 1 of the embodiment will be described. As shown in FIGS. 1 and 2, the vehicle structure 1 of the embodiment includes a plate member 2 having an exhaust port 20 for discharging air from the inside to the outside of the vehicle. One of the features of the vehicle structure 1 of the embodiment is that the exhaust port 20 has a specific shape.

[0015] The vehicle structure 1 of this example is provided in the vehicle 100 shown in FIG. 1. The vehicle 100 is, for example, a vehicle having a prime mover 120 at the front of the vehicle 100. The prime mover is an engine or a motor, etc. The plate member 2 of this example is a front under cover disposed below the front of the vehicle 100 and covering the lower part of the prime mover 120. The front under cover is provided so as to bridge the lower surface of the lower support of the radiator support (not shown) and the lower surface of the suspension member. The front under cover mainly serves to protect the prime mover 120 from physical inputs from the road surface such as flying stones and mud splashes. The front under cover also serves to rectify the traveling wind (not shown) flowing under the vehicle 100 and reduce the air resistance of the vehicle 100.

[0016] The air in front of the vehicle 100 is taken into the vehicle 100 from the front grille 101. The taken-in air is heated by cooling a heat source including the prime mover 120. The heat source is not limited to the prime mover 120 and may be an inverter or a heat exchanger, etc. A part of the heated air is discharged from above the front under cover through the exhaust port 20 of the front under cover to below the front under cover, which is the outside of the vehicle 100.

[0017] From the viewpoints of protecting the prime mover 120 and the mechanical strength of the plate member 2, it is better that the opening area of the exhaust port 20 is smaller. From the viewpoint of the exhaust volume, it is better that the opening area of the exhaust port 20 is larger. Therefore, it is desired to increase the exhaust volume while suppressing a decrease in mechanical strength.

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

[0019] Both the first exhaust port 21 and the second exhaust port 22 have a shape in which the opening width W1 is largest on the windward side and the opening width W2 is smallest on the leeward side, as shown in Figure 3. In this example, the shape of the first exhaust port 21 and the second exhaust port 22 is triangular, having a base 251 located on the windward side and a vertex 26 located on the leeward side. A triangular shape is an equilateral triangle, an isosceles triangle, a right triangle, or a triangle in which all three interior angles are distinct. The corners of these triangles may be rounded. In this example, the shape of the first exhaust port 21 and the second exhaust port 22 is an isosceles triangle. That is, the shape of the first exhaust port 21 and the second exhaust port 22 has a base 251 and two equal sides 252. The base 251 is a straight side located in front of the vehicle 100 and extending along the width of the vehicle. Each equilateral side 252 is an inclined side that extends from the left and right ends of the base 251 toward the rear toward the inside of the first exhaust port 21 and the second exhaust port 22. The corners between the base 251 and each equilateral side 252, and the vertices 26 which are the corners between the two equilateral sides 252 are rounded. The base 251 is positioned to intersect with the direction of airflow. Intersection includes perpendicular lines. The upwind opening width W1 is the widest opening width upwind of the line bisector between the base 251 and the vertex 26. If, unlike in this example, the base corner formed by the base 251 and the two equilateral sides 252 is not rounded, the upwind opening width W1 is the same length as the base. The downwind opening width W2 is the opening width between the ends of each equilateral side 252 that are furthest downwind, as in this example when the vertex 26 is rounded. If, as in this example, the vertex 26 is not rounded, the downwind opening width W2 is zero.

[0020] The second exhaust port 22 is positioned downwind of the first exhaust port 21. Being positioned downwind means that, when viewed from the direction of airflow, at least a portion of the base 251 of the second exhaust port 22 overlaps with the base 251 of the first exhaust port 21. In this example, when viewed from the direction of airflow, the base 251 of the second exhaust port 22 overlaps with the base 251 of the first exhaust port 21 over its entire length. In this example, the first exhaust port 21 and the second exhaust port 22 are located at the front and rear of the vehicle 100. The front of the vehicle 100 is upwind, and the rear is downwind. The second exhaust port 22 is positioned at a distance from the first exhaust port 21 such that the exhaust air from the first exhaust port 21 passes below the second exhaust port 22.

[0021] The length of the base 251 of the first exhaust port 21 and the length of the base 251 of the second exhaust port 22 are substantially the same. Substantially the same means that the length of the base 251 of the second exhaust port 22 is between 90% and 110% of the length of the base 251 of the first exhaust port 21. In this example, the length of the base 251 of the first exhaust port 21 and the length of the base 251 of the second exhaust port 22 are the same.

[0022] In this example, the vertex 26 of the first exhaust port 21 and the vertex 26 of the second exhaust port 22 are aligned on a straight line along the front-to-back axis. A vertex 26 is the point located furthest downwind on a curve when the vertex angle is rounded. Unlike this example, the vertex 26 of the first exhaust port 21 and the vertex 26 of the second exhaust port 22 may be offset to the left or right. The interior angle θ2 of the vertex 26 of the second exhaust port 22 is greater than the interior angle θ1 of the vertex 26 of the first exhaust port 21. Interior angles θ1 and θ2 are the angles formed by the two equilateral sides 252 that enclose the vertex 26. For example, interior angles θ1 and θ2 are between 20° and 120°. If interior angles θ1 and θ2 are 20° or greater, the lengths of the two equilateral sides 252 tend to be shorter when the length of the base 251 is constant. Therefore, the mechanical strength of the plate-shaped member 2 is less likely to decrease, and even if the front-to-back length of the plate-shaped member 2 is short, it is easy to provide the first exhaust port 21 and the second exhaust port 22. Thus, the vehicle structure 1 has excellent layout advantages for the first exhaust port 21 and the second exhaust port 22. If the internal angles θ1 and θ2 are 120° or less, and the length of the base 251 is constant, the lengths of the two equal sides 252 tend to increase. Therefore, the opening area of ​​the first exhaust port 21 and the second exhaust port 22 tends to increase. Thus, the exhaust volume from the first exhaust port 21 and the second exhaust port 22 tends to increase. The internal angle θ1 may be 20° or more and 100° or less, or 20° or more and 80° or less. The internal angle θ2 may be 30° or more and 120° or less, or 40° or more and 120° or less.

[0023] The flow of exhaust air from the exhaust port 20 will be explained with reference to Figures 4 to 6. In Figure 4, for the sake of explanation, the shapes of the first exhaust port 21 and the second exhaust port 22 are shown in a simplified manner. Also in Figure 4, for the sake of explanation, the air flowing above the plate-shaped member 2 is shown by a dashed line. In Figures 4 to 6, for the sake of explanation, the airflow below the plate-shaped member 2, from the front to the rear of the first exhaust port 21, is shown by a thick white arrow.

[0024] As shown in Figure 1, components such as the prime mover 120 and other heat sources are positioned above the plate-shaped member 2. That is, the air drawn into the vehicle 100 from the front grille 101 and flowing above the plate-shaped member 2 interferes with components such as the prime mover 120 and other heat sources. As a result, the airflow velocity of the airflow below the plate-shaped member 2, indicated by the thick white arrow, is greater than the airflow velocity of the airflow above the plate-shaped member 2. This difference in airflow velocity creates an air pressure difference between the above and below the plate-shaped member 2. Specifically, the air pressure below the plate-shaped member 2 is lower than that above it. That is, the area below the plate-shaped member 2 becomes a negative pressure zone. Therefore, the air above the plate-shaped member 2 is drawn out to the area below the plate-shaped member 2 through the first exhaust port 21 and the second exhaust port 22. In other words, the air above the plate-shaped member 2 is discharged through the first exhaust port 21 and the second exhaust port 22, towards the downward and rearward direction of the first exhaust port 21 and the second exhaust port 22, as indicated by the thick black arrows in Figure 4 (see also Figures 5 and 6).

[0025] Because the first exhaust port 21 and the second exhaust port 22 are triangular in shape as described above, a portion of the exhaust air from the first exhaust port 21 and the second exhaust port 22, indicated by the thick black arrows, flows below two virtual regions E on the lower surface of the plate-shaped member 2. A virtual region E is a region of a predetermined length downstream from the widest opening edge on the surface of the plate-shaped member 2 facing outwards. In Figure 4, for the sake of explanation, each virtual region E is shown as a dashed-dotted hatch. A specific space S with low air density is formed on the surface of the virtual region E. The specific space S becomes larger as the virtual region E becomes larger. In Figures 5 and 6, for the sake of explanation, the specific space S is shown as a dashed-dotted circle. In the example in Figure 4, each virtual region E is the area enclosed by each equal side 252 and the first and second virtual lines. The first virtual line is a virtual line that passes through vertex 26, is parallel to the base 251, and is the same length as the base 251. The second imaginary line is a straight imaginary line connecting each end of the base 251 to each end of the first imaginary line. Between the exhaust air flowing below each imaginary region E, indicated by the thick black arrows, and each imaginary region E, a specific space S is formed, as shown by the dashed circle in Figures 5 and 6. The specific space S becomes negative pressure. Therefore, the air above the plate-shaped member 2 is drawn out from the first exhaust port 21 and the second exhaust port 22. That is, the air above the plate-shaped member 2 is discharged from the first exhaust port 21 and the second exhaust port 22 toward the specific space S along each equal side 252, as shown by the black triangular arrows with black tips in Figures 4 to 6. As the air above the plate-shaped member 2 is discharged into the specific space S, the amount of exhaust from the first exhaust port 21 and the second exhaust port 22 increases.

[0026] In Figure 4, as indicated by the thick white arrows, a swirling flow toward the rear is formed by the airflow traveling from the front to the rear of the first exhaust port 21 below the plate-shaped member 2, the exhaust air traveling downward and toward the rear through the first exhaust port 21 and the second exhaust port 22 as indicated by the thick black arrows, and the exhaust air traveling toward the specific space S through the first exhaust port 21 and the second exhaust port 22 as indicated by the black triangular arrows with black tips, as indicated by the thin arrows. The airflow traveling, exhaust air, and swirling flow around the first exhaust port 21 flow below the second exhaust port 22 and the virtual region E. As a result, the amount of exhaust from the second exhaust port 22 tends to increase even more. Therefore, even if the opening area of ​​the second exhaust port 22 is smaller than the opening area of ​​the first exhaust port 21, the amount of exhaust from the second exhaust port 22 is less likely to decrease compared to the case where the opening area of ​​the second exhaust port 22 is the same as the opening area of ​​the first exhaust port 21.

[0027] In this example, vehicle structure 1 can efficiently exhaust air without increasing the opening area of ​​the first exhaust port 21 and the second exhaust port 22. Therefore, vehicle structure 1 can easily promote heat dissipation above the plate-shaped member 2. Thus, vehicle structure 1 can easily increase the cooling efficiency above the plate-shaped member 2, and can efficiently cool heat sources located above the plate-shaped member 2.

[0028] 《Example 1》 Referring to Figure 7, the vehicle structure 1 of Modified Example 1 will be described. The vehicle structure 1 of Modified Example 1 differs from the vehicle structure 1 of the embodiment in that the shapes of the first exhaust port 21 and the second exhaust port 22 are right triangles, and the vertices 26 of the first exhaust port 21 and the second exhaust port 22 are offset to the left and right, rather than being aligned on a straight line along the front and rear. The left edge of the plate-shaped member 2 shown in Figure 7 has a portion that slopes inward from the front to the rear of the vehicle, within the width of the vehicle. Near this left edge, it may not be possible to arrange the first exhaust port 21 and the second exhaust port 22 along the front and rear of the vehicle. In this case, the first exhaust port 21, which is located at the front, is provided so as to be relatively outside the width of the vehicle, and the second exhaust port 22, which is located at the rear, is provided so as to be relatively inside the width of the vehicle.

[0029] The shape of the first exhaust port 21 and the second exhaust port 22 is composed of a base 251 positioned at the front of the vehicle and extending along the width of the vehicle, a straight side 253 extending in a straight line from the right end of the base 251 toward the rear of the vehicle, and a hypotenuse 254 connecting the left end of the base 251 to the rear end of the straight side 253. The angle between the base 251 and the straight side 253 is a right angle. When the base 251 of the first exhaust port 21 and the base 251 of the second exhaust port 22 are viewed from the direction of airflow, a portion of the base 251 of the second exhaust port 22 overlaps with the base 251 of the first exhaust port 21. The interior angle θ2 at the vertex 26 of the second exhaust port 22, that is, the interior angle between the straight side 253 and the hypotenuse 254 of the second exhaust port 22, is greater than the interior angle θ1 at the vertex 26 of the first exhaust port 21, that is, the interior angle between the straight side 253 and the hypotenuse 254 of the first exhaust port 21. Therefore, the opening area of ​​the second exhaust port 22 is smaller than the opening area of ​​the first exhaust port 21.

[0030] 《Modified Example 2》 The shape of the exhaust port, that is, the shape in which the opening width is largest on the windward side and the opening width is smallest on the leeward side, includes not only the triangular shape described in the embodiments and modifications, but also, for example, the shapes shown in Figures 8A through M.

[0031] The shapes shown in Figures 8A and 8B consist of a front edge that extends along the width of the vehicle and two side edges from the left and right ends of the front edge that intermittently narrow towards the rear of the vehicle. In Figure 8A, each side edge alternates between an inclined edge that points inward towards the exhaust port from the front to the rear of the vehicle and a straight line that extends along the front and rear of the vehicle. In Figure 8B, each side edge alternates between an inclined edge that points inward towards the exhaust port from the front to the rear of the vehicle and a straight line that extends along the width of the vehicle.

[0032] The shape shown in Figure 8C consists of a front edge that extends along the width of the vehicle and two zigzag-shaped side edges that alternately narrow and widen towards the rear from the left and right ends of the front edge. Each side edge is composed of alternating first inclined edges that extend inward towards the exhaust port and second inclined edges that extend outward from the exhaust port, from the front to the rear of the vehicle. The shape shown in Figure 8D consists of a front edge that extends along the width of the vehicle and two wave-shaped side edges that alternately narrow and widen towards the rear from the left and right ends of the front edge. Each side edge is composed of alternating first curved edges that convex outward towards the exhaust port and second curved edges that convex inward towards the exhaust port, from the front to the rear of the vehicle.

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

[0034] The shape shown in Figure 8F is a funnel shape. The shape in Figure 8F is composed of a first side located at the front and extending along the width of the vehicle, a second side located at the rear and extending along the width of the vehicle, and two side edges connecting the left and right ends of the first and second sides. Each side edge is composed of an inclined edge extending inward from the left and right ends of the first side towards the inside of the exhaust port, and a straight line extending backward along the front-to-back direction from the rear end of each inclined edge.

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

[0036] The shape shown in Figure 8I is half the shape of a racetrack. The shape in Figure 8I consists of a first side located at the front and extending along the width of the vehicle, two straight sides extending from the left and right ends of the first side along the front and rear of the vehicle, and a curved side connecting the rear ends of each straight side and convex towards the rear. The shape shown in Figure 8J is half the shape of an ellipse. The shape in Figure 8J consists of a first side located at the front and extending along the width of the vehicle, and a curved side connecting the left and right ends of the first side and convex towards the rear.

[0037] The shape shown in Figure 8K consists of a first side located at the front and extending along the width of the vehicle, and two curved sides connected to the left and right ends of the first side, which protrude inward into the exhaust port. The shape shown in Figure 8L consists of a first side located at the front and extending along the width of the vehicle, two first curved sides connected to the left and right ends of the first side, which protrude inward into the exhaust port, and two second curved sides connected to the rear ends of each first curved side, which protrude outward into the exhaust port. The shape shown in Figure 8M consists of a first side located at the front and extending along the width of the vehicle, two first curved sides connected to the left and right ends of the first side, which protrude outward into the exhaust port, and two second curved sides connected to the rear ends of each first curved side, which protrude inward into the exhaust port.

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

[0039] [Analysis Models 1 to 4] The exhaust port opening area was assumed to be the same for analysis models 1 through 4. The shape of the exhaust port in analysis model 1 is an isosceles triangle with a base located upwind and a vertex located downwind, as shown in Figure 9. The shape of the exhaust port in analysis model 1 has a base and two equal sides. The base is a straight side located in front of the vehicle, upwind, and extending along the width of the vehicle. Each equal side is an inclined side that extends inward from the left and right ends of the base towards the rear of the exhaust port. The interior angle of the vertex is approximately 24°.

[0040] The shape of the exhaust port in analysis model 2 is a square, as shown in Figure 10A. The shape of the exhaust port in analysis model 2 is composed of a first side positioned upwind and extending along the width of the vehicle, a second side positioned downwind and extending along the width of the vehicle, and two side edges connecting the left and right ends of the first and second sides. The shape of the exhaust port in analysis model 3 is circular, as shown in Figure 10B. The shape of the exhaust port in analysis model 4 is an isosceles triangle with a base located downwind and a vertex located upwind. The shape of the exhaust port in analysis model 4 is a shape with a base and two equal sides. The base is a straight side positioned at the rear of the vehicle downwind and extending along the width of the vehicle. Each equal side is an inclined side that extends inward from the left and right ends of the base towards the front of the exhaust port. The interior angle of the vertex is approximately 24°.

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

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

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

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

[0045] As shown in Figure 10B, in the exhaust port of analysis model 3, the flow velocity in a wide area inside the exhaust port was between 10 m / sec and less than 12 m / sec. The flow velocity near the halfway edge of the exhaust port was between 10 m / sec and less than 12 m / sec. Slightly to the right of the center of the exhaust port, the flow velocity was between 12 m / sec and less than 14 m / sec. Near the halfway edge of the exhaust port, the flow velocity in the left region was less than 6 m / sec, and the flow velocity in the right region was between 6 m / sec and less than 8 m / sec.

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

[0047] Comparing Figure 9 and Figure 10, it was found that the exhaust port of analysis model 1 has a larger region where the flow velocity is between 12 m / sec and 14 m / sec compared to the exhaust ports of analysis models 2 through 4. Furthermore, it was found that the exhaust port of analysis model 1 has a larger region where the flow velocity is between 10 m / sec and 12 m / sec compared to the exhaust ports of analysis models 2 through 4. In other words, it was found that the exhaust port of analysis model 1 has a larger region where the flow velocity is high compared to the exhaust ports of analysis models 2 through 4.

[0048] In the case of the exhaust port in analysis model 1, as explained with reference to Figure 4, two virtual regions are formed along each equal side on the lower surface of the plate-shaped member. In the case of the exhaust port in analysis model 2, the virtual region is formed along the second side on the lower surface of the plate-shaped member. In the case of the exhaust port in analysis model 3, the virtual region is formed along the semicircle near the rear of the periphery on the lower surface of the plate-shaped member. In the case of the exhaust port in analysis model 4, the virtual region is formed along the bottom edge on the lower surface of the plate-shaped member. The area of ​​the virtual region in analysis model 1 is larger than the area of ​​the virtual regions in analysis models 2 to 4. As explained with reference to Figure 4, a specific space with lower air density is formed between the virtual region and the exhaust air. The larger the area of ​​the virtual region, the larger the above specific space becomes. Therefore, it is considered that the region where the exhaust air velocity is high from the exhaust port in analysis model 1 is larger compared to the regions where the exhaust air velocity is high from the exhaust ports in analysis models 2, 3, and 4. Therefore, it is considered that the exhaust volume from the exhaust port of analysis model 1 was greater than the exhaust volumes from the exhaust ports of analysis models 2, 3, and 4.

[0049] The present invention is not limited to these examples and is intended to include all modifications within the meaning and scope of the claims, as indicated by the claims. For example, the plate-like member having the exhaust port may be a rear under cover or a wheel well. Also, for example, the exhaust port may have a shape in which, if one of the left and right sides of the vehicle is windward and the other is leeward, the opening width is largest on the left or right side of the windward vehicle and the opening width is smallest on the right or left side of the leeward vehicle. The exhaust port may have a shape in which, if one of the upper and lower sides of the vehicle is windward and the other is leeward, the opening width is largest on the upper or lower side of the windward vehicle and the opening width is smallest on the lower or upper side of the leeward vehicle. [Explanation of Symbols]

[0050] 1. Vehicle structure 2 Plate-shaped member 20 Exhaust vents 21. First exhaust port 22 Second exhaust port 23 Third exhaust port 251 Bottom 252 equilateral 253 Straight edge 254 Hypotenuse 26 vertices 100 vehicles 101 Front Grille 120 Engine Area A E Virtual Area S space W1, W2 Opening width θ1, θ2 interior angles

Claims

1. The vehicle is equipped with a plate-shaped member having an exhaust port for discharging air from the inside to the outside, The exhaust port has a shape in which the opening width is largest on the windward side and the opening width is smallest on the leeward side. The shape of the exhaust port is, The front edge, positioned furthest upwind and extending along the width of the vehicle, It has the apex located furthest downwind, The windward opening width is the widest width on the windward side compared to the bisector between the front edge and the vertex. The downwind opening width is the length between the two ends of the curve containing the vertex when the vertex is rounded, and zero when the vertex is not rounded. Vehicle structure.

2. The exhaust port comprises a first exhaust port and a second exhaust port located downstream of the first exhaust port. The shape of the first exhaust port and the second exhaust port is triangular, having a base which is the front side located upwind and a vertex located downwind. The length of the base of the second exhaust port is substantially the same as the length of the base of the first exhaust port. The interior angle of the vertex of the second exhaust port is greater than the interior angle of the vertex of the first exhaust port. The vehicle structure according to claim 1.

Images