Curved Triangular Underbody Channels for Aerodynamic Downforce

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Solution Overview

Problem

Existing vehicle aerodynamic designs fail to effectively reduce drag and wind noise while generating sufficient downforce and traction, particularly at high speeds, due to limitations in airflow management under the vehicle body.

Innovation Solution

The integration of low-profile, curved triangular channels on the underbody of a vehicle, which cause airflow to separate and create low-pressure vortex regions, combined with a diffuser assembly to accelerate airflow and enhance downforce generation.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Force

If conventional aerodynamic components (spoilers, air dams) are used to generate downforce, then traction and cornering abilities improve, but drag and wind noise increase significantly

Engineering Contradiction:

Improveaerodynamic downforceVSAvoiddrag

Core Design Contradiction:

ForceVSLoss of energy

Solution Approach 1:

The underbody is segmented into multiple curved triangular channels distributed across the surface, each independently generating vortex regions. This segmentation allows distributed downforce generation without requiring large, drag-inducing conventional aerodynamic components.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The invention transitions from conventional three-dimensional aerodynamic bodies (spoilers, air dams) to two-dimensional planar channels embedded in the underbody surface. This dimensional reduction eliminates the need for protruding structures that create parasitic drag while maintaining vortex generation capability.

Inventive Principle:

Principle #17Another dimension (Dimensionality change)

2Force

If conventional aerodynamic components are added to improve downforce, then traction improves, but device complexity and manufacturing difficulty increase

Engineering Contradiction:

Improveaerodynamic downforceVSAvoidaerodynamic system complexity

Core Design Contradiction:

ForceVSDevice complexity

Solution Approach 1:

The curved triangular channels are integrally formed with the underbody as a single monolithic structure. This merging of the aerodynamic features with the vehicle body eliminates the need for separate aerodynamic components, reducing assembly complexity and manufacturing steps.

Inventive Principle:

Principle #5Merging (Combining)

Solution Approach 2:

The underbody structure serves multiple functions simultaneously: it provides structural support, houses exhaust systems, and generates aerodynamic downforce through the integrated curved triangular channels. This multi-functionality eliminates the need for additional dedicated aerodynamic components.

Inventive Principle:

Principle #6Universality (Multi-functionality)

3Loss of energy

If airflow is managed to reduce drag and noise, then fuel efficiency improves, but downforce generation may be compromised

Engineering Contradiction:

ImprovedragVSAvoidaerodynamic downforce

Core Design Contradiction:

Loss of energyVSForce

Solution Approach 1:

The curved triangular channels are strategically positioned in specific locations on the underbody where airflow separation naturally occurs. This local optimization creates vortex regions that generate downforce without disrupting the overall airflow pattern, thereby reducing drag and noise while maintaining downforce generation.

Inventive Principle:

Principle #3Local quality

Applied Scientific Principles

This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.

Function Achieved in This Case

This configuration significantly reduces drag, noise, and enhances traction and cornering abilities by generating aerodynamic downforce through low-pressure vortex regions and accelerated airflow, improving overall vehicle performance at high speeds.

Implementation Method 1

configured to cause airflow to separate over a trip edge of the at least one curved triangular channel to create a low pressure vortex region

Methodology Applied

Scientific EffectFlow separation: Flow Separation

Implementation Method 2

create a low pressure vortex region within the curved triangular channel. The trip edge of the at least one curved triangular channel may be a flush or a proud trip edge and each being configured to cause airflow to separate while traveling over the trip edge thereby generating a low pressure vortex region

Methodology Applied

Scientific EffectVortex generation: Vortex Generator

Implementation Method 3

A diffuser assembly is disposed proximate the rear end of the vehicle body on the underbody. The diffuser assembly cooperates with the at least one aerodynamic surface to accelerate the airflow pattern through the underbody.

Methodology Applied

Scientific EffectDiffusion: Diffusion

Data Source

PatentUS10457341B2Underbody channel vortex generators

Publication Date: 2019.10.29 GM GLOBAL TECHNOLOGY OPERATIONS LLC

AI summary

A vehicle including a vehicle body having a first end and an opposing second end, wherein the first end is configured to face oncoming airflow. An underbody extending between the first and second ends of the vehicle body and the underbody including a first lateral edge, an opposing second lateral edge and a central region defined therebetween. At least one aerodynamic member on the underbody, the at least one aerodynamic member having at least one aerodynamic surface wherein the at least one aerodynamic surface includes at least one curved triangular channel configured to cause airflow to separate over a trip edge of the at least one curved triangular channel to create a low pressure vortex region within the curved triangular channel.