JP7449740B2 - Vehicles that improve aerodynamics - Google Patents

Vehicles that improve aerodynamics Download PDF

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JP7449740B2
JP7449740B2 JP2020051552A JP2020051552A JP7449740B2 JP 7449740 B2 JP7449740 B2 JP 7449740B2 JP 2020051552 A JP2020051552 A JP 2020051552A JP 2020051552 A JP2020051552 A JP 2020051552A JP 7449740 B2 JP7449740 B2 JP 7449740B2
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spoiler
convex curved
vehicle
curved surface
specially processed
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JP2021147005A (en
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唯史 久留米
裕紀 雲野
真司 北山
玄 小山
大 島方
基 森岡
勝男 小林
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Subaru Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/82—Elements for improving aerodynamics

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Description

本発明は、空力特性を改善する車両に関する。 The present invention relates to a vehicle with improved aerodynamic characteristics.

自動車といった車両は、車体を有する（特許文献１）。走行する車体の周囲には、気流が発生する。車体の進行方向にある空気は、車体の前面に当たった後、車体の側面や上面へ向かって分かれて車体の側面や上面に沿って流れ、車体の後方において合流する。この気流は、車両の走行を妨げる一因である。 A vehicle such as a car has a body (Patent Document 1). Air currents are generated around the moving vehicle body. Air flowing in the direction of travel of the vehicle hits the front of the vehicle, splits toward the sides and top of the vehicle, flows along the sides and top of the vehicle, and merges at the rear of the vehicle. This airflow is one of the factors that impede the running of the vehicle.

特開２０１５－１８２４９６号公報Japanese Patent Application Publication No. 2015-182496

このため、自動車では、車体を、たとえば流線形にならった形状とすることが考えられる。流線形の車体では、車体の前面に当たる空気を止めることなくその向きを変えて車体の側面や上面へ向かって流し、車体の後方において気流の渦を形成しないように合流させることができる。これにより、車両のＣＤ値について一定の改善効果を得ることができる。 For this reason, it is conceivable for automobiles to have a body that follows a streamlined shape, for example. With a streamlined car body, the air that hits the front of the car body can be redirected without being stopped, flowing toward the sides and top of the car body, and then merged at the rear of the car body without forming a vortex. Thereby, it is possible to obtain a certain improvement effect on the CD value of the vehicle.

車体のＣＬ値を改善するためには、後部空力調整部材が、車体の後部上面の上に離間して、車体の車幅方向へ延在するように設け、後部空力調整部材をその後端が前端より上となるように立てる必要がある。しかしその結果、車両のＣＤ値は、後部空力調整部材を設けない場合より悪化する可能性がある。 In order to improve the CL value of the vehicle body, the rear aerodynamic adjustment member is provided so as to be spaced above the rear upper surface of the vehicle body and extend in the width direction of the vehicle body, and the rear aerodynamic adjustment member is arranged so that its rear end is the front end. It needs to be set higher. However, as a result, the CD value of the vehicle may be worse than if the rear aerodynamic adjustment member were not provided.

このように車両では、その空力特性を総合的に改善することが求められている。 As described above, there is a need for comprehensive improvements in the aerodynamic characteristics of vehicles.

本発明に係る空力特性を改善する車両は、走行可能な車体を有する車両であって、走行する前記車体についての後部上面の上に離間して、前記車体の車幅方向へ延在するように設けられる後部空力調整部材と、前記後部空力調整部材の上面に形成される、複数の凹部を有する特殊加工面と、前記後部空力調整部材の下面に形成される平滑面と、を有し、前記後部空力調整部材は、下側の下凸曲面と、上側の上凸曲面と、により閉じられる断面を有し、前記特殊加工面は、前記上凸曲面に全面的に形成され、複数の前記凹部は、前記特殊加工面に全面的に形成され、前記平滑面は、前記下凸曲面に全面的に形成される。
A vehicle with improved aerodynamic characteristics according to the present invention is a vehicle having a vehicle body that can run, and is spaced above the rear upper surface of the vehicle body while it is running, and extends in the vehicle width direction of the vehicle body. a specially processed surface having a plurality of recesses formed on the upper surface of the rear aerodynamic adjustment member; and a smooth surface formed on the lower surface of the rear aerodynamic adjustment member ; The rear aerodynamic adjustment member has a cross section that is closed by a downwardly convex curved surface on the lower side and an upwardly convex curved surface on the upper side, and the specially processed surface is formed entirely on the upwardly convex curved surface and includes a plurality of the recesses. is formed entirely on the specially processed surface, and the smooth surface is formed entirely on the downwardly convex curved surface.

好適には、各前記凹部は、前記特殊加工面に、正多角形の開口、または正円の開口を形成する、とよい。
好適には、前記後部空力調整部材は、前記車両の車幅方向へ延在するスポイラ本体を有するリアスポイラであり、前記スポイラ本体の後端は、前記スポイラ本体の前端より上側に位置し、前記特殊加工面が全面的に形成される前記スポイラ本体の前記上凸曲面についての前部分は、前記車体の前後方向に対して前下がりであり、前記上凸曲面の後部分は、前記車体の前後方向に対して後下がりである、とよい。
Preferably, each of the recesses forms a regular polygonal opening or a regular circular opening in the specially processed surface.
Preferably, the rear aerodynamic adjustment member is a rear spoiler having a spoiler body extending in the vehicle width direction of the vehicle, and the rear end of the spoiler body is located above the front end of the spoiler body, and the special The front part of the upwardly convex curved surface of the spoiler main body, on which the processed surface is formed on the entire surface, is downward in the front with respect to the longitudinal direction of the vehicle body, and the rear part of the upwardly convex curved surface is downward in the longitudinal direction of the vehicle body. It is better if it falls backwards.

本発明の車両では、空力特性を改善するために、走行する車体についての後部上面の上に離間させて後部空力調整部材が設けられる。後部空力調整部材が、車体の後部上面の上において、車体の車幅方向へ延在するように離間して設けられることにより、ＣＬ値を改善できる。
しかも、本発明では、後部空力調整部材の上面には、複数の凹部を有する特殊加工面が形成され、下面には、平滑面が形成される。特殊加工面は、上凸曲面の全面に形成される。これにより、後部空力調整部材の上を後ろへ向かって流れる気流の一部は、特殊加工面に形成されている複数の凹部により微小な渦流を生成する。複数の凹部が形成されている特殊加工面の近くには、乱流境界層が形成される。その結果、後部空力調整部材の上面により上へ向かって流れようとする気流は、特殊加工面に近づいて、特殊加工面に沿って後部空力調整部材の後方へ流れるようになる。これに対し、後部空力調整部材の下を後ろへ向かって流れる気流は、その気流の流れのままに後部空力調整部材の後方へ流れるようになる。これらの気流は、後部空力調整部材の直後となる空間において、合流できる。
これに対し、仮にたとえば後部空力調整部材の上面が下面と同様に平滑面である場合、後部空力調整部材の上面により上へ押し上げられた気流は、後部空力調整部材の後上方へ流れようとする。この場合、後部空力調整部材の上側から後方へ流れる気流と、後部空力調整部材の下側から後方へ流れる気流とは、後部空力調整部材から後へ離れた空間において、合流する。後部空力調整部材の後端と合流位置との間には、死水域のような低圧領域が発生する。本発明では、後部空力調整部材の後側に、このような低圧領域が発生しにくい。
このように本発明では、後部空力調整部材によりＣＬ値を改善しつつ、後部空力調整部材の後側における低圧領域の発生を抑制して、車両の空力特性を改善できる。 In the vehicle of the present invention, in order to improve aerodynamic characteristics, a rear aerodynamic adjustment member is provided at a distance above the rear upper surface of the running vehicle body. The CL value can be improved by providing the rear aerodynamic adjustment member at a distance above the rear upper surface of the vehicle body so as to extend in the vehicle width direction of the vehicle body.
Moreover, in the present invention, a specially processed surface having a plurality of recesses is formed on the upper surface of the rear aerodynamic adjustment member, and a smooth surface is formed on the lower surface. The specially processed surface is formed on the entire surface of the upwardly convex curved surface. As a result, a portion of the airflow flowing backward over the rear aerodynamic adjustment member generates minute vortices due to the plurality of recesses formed in the specially processed surface. A turbulent boundary layer is formed near the specially machined surface where a plurality of recesses are formed. As a result, the airflow that tends to flow upward due to the upper surface of the rear aerodynamic adjustment member approaches the specially processed surface and flows toward the rear of the rear aerodynamic adjustment member along the specially processed surface. On the other hand, the airflow flowing rearward under the rear aerodynamic adjustment member continues to flow toward the rear of the rear aerodynamic adjustment member. These airflows can merge in the space immediately behind the rear aerodynamic adjustment member.
On the other hand, if, for example, the upper surface of the rear aerodynamic adjustment member is a smooth surface like the lower surface, the airflow pushed upward by the upper surface of the rear aerodynamic adjustment member will tend to flow upward behind the rear aerodynamic adjustment member. . In this case, the airflow flowing rearward from the upper side of the rear aerodynamic adjustment member and the airflow flowing rearward from the lower side of the rear aerodynamic adjustment member merge in a space rearwardly away from the rear aerodynamic adjustment member. A low pressure region like a dead zone is generated between the rear end of the rear aerodynamic adjustment member and the merging position. In the present invention, such a low pressure region is less likely to occur on the rear side of the rear aerodynamic adjustment member.
As described above, in the present invention, the aerodynamic characteristics of the vehicle can be improved by suppressing the occurrence of a low pressure region on the rear side of the rear aerodynamic adjustment member while improving the CL value using the rear aerodynamic adjustment member.

図１は、本発明の実施形態に係る、後部空力調整部材を有する自動車の側面図である。FIG. 1 is a side view of a motor vehicle having a rear aerodynamic adjustment member according to an embodiment of the invention. 図２は、図１の自動車の上面図である。FIG. 2 is a top view of the vehicle of FIG. 1. 図３は、図１の自動車の車体の後面図である。3 is a rear view of the vehicle body of the vehicle shown in FIG. 1. FIG. 図４は、図１の車体の後上部の模式的な拡大説明図である。FIG. 4 is a schematic enlarged view of the rear upper part of the vehicle body in FIG. 1. FIG. 図５は、図１の後部空力調整部材としてのリアスポイラに形成される、複数の凹部を有する特殊加工面の説明図である。FIG. 5 is an explanatory diagram of a specially processed surface having a plurality of recesses formed on the rear spoiler as the rear aerodynamic adjustment member in FIG. 1. 図６は、図５の特殊加工面の変形例の説明図である。FIG. 6 is an explanatory diagram of a modification of the specially processed surface of FIG. 5.

以下、本発明の実施形態について、図面に基づいて説明する。 Embodiments of the present invention will be described below based on the drawings.

図１は、本発明の実施形態に係る、後部空力調整部材を有する自動車１の側面図である。
図２は、図１の自動車１の上面図である。
図３は、図１の自動車１の車体２の後面図である。 FIG. 1 is a side view of a motor vehicle 1 having a rear aerodynamic adjustment member according to an embodiment of the invention.
FIG. 2 is a top view of the automobile 1 in FIG. 1.
FIG. 3 is a rear view of the vehicle body 2 of the automobile 1 shown in FIG.

図１から図３に示す自動車１は、車体２を有する。自動車１は、車両の一例である。自動車１は、乗員の手動操作または自動運転により、前方または後方へ進行するように走行可能である。また、操舵により、右前、左前、右後、または左後の方向へ進行するように走行可能である。
車体２は、乗員の乗員室３の前にエンジンや補器を収容するための前室４を突出させた、複数のボックスを組み合わせた基本形状を有する。 The automobile 1 shown in FIGS. 1 to 3 has a vehicle body 2. The vehicle 1 shown in FIGS. The automobile 1 is an example of a vehicle. The automobile 1 can be driven forward or backward by manual operation by a passenger or automatic operation. Further, by steering, the vehicle can travel in the front right, front left, rear right, or rear left directions.
The vehicle body 2 has a basic shape made up of a plurality of boxes in which a front chamber 4 for accommodating an engine and auxiliary equipment protrudes in front of a passenger compartment 3 for passengers.

そして、走行する車体２の周囲には、気流が発生する。車体２の進行方向にある空気は、車体２の前面に当たった後、車体２の側面や上面へ向かって分かれて車体２の側面や上面に沿って流れ、車体２の後方において合流する。この気流は、自動車１の走行を妨げる一因である。
このため、自動車１では、車体２を、たとえば流線形にならった形状とすることが考えられる。流線形の車体２では、車体２の前面に当たる空気を止めることなくその向きを変えて車体２の側面や上面へ向かって流し、車体２の後方において気流の渦を形成しないように合流させることができる。これにより、自動車１のＣＤ値について一定の改善効果を得ることができる。 Air currents are generated around the traveling vehicle body 2. Air in the direction of travel of the vehicle body 2 hits the front surface of the vehicle body 2, then separates toward the side and top surfaces of the vehicle body 2, flows along the side and top surfaces of the vehicle body 2, and merges at the rear of the vehicle body 2. This airflow is one of the factors that impede the running of the automobile 1.
For this reason, it is conceivable that the vehicle body 2 of the automobile 1 has a streamlined shape, for example. With the streamlined car body 2, it is possible to change the direction of the air that hits the front of the car body 2 without stopping it, flow it toward the sides and top of the car body 2, and merge it at the rear of the car body 2 without forming an air vortex. can. Thereby, it is possible to obtain a certain improvement effect on the CD value of the automobile 1.

図４は、図１の車体２の後上部の模式的な拡大説明図である。
図４には、車体２の後上部として、乗員室３の後部のトランクカバー５が図示されている。トランクカバー５は、走行可能な車体２についての乗員室３より後側の外表面としての後部上面を構成する。 FIG. 4 is a schematic enlarged view of the rear upper part of the vehicle body 2 in FIG. 1. FIG.
FIG. 4 shows a trunk cover 5 at the rear of the passenger compartment 3 as the rear upper part of the vehicle body 2. As shown in FIG. The trunk cover 5 constitutes a rear upper surface as an outer surface of the vehicle body 2 that can be driven, on the rear side from the passenger compartment 3.

トランクカバー５の上には、トランクカバー５の外表面から上へ離間して、後部空力調整部材としてのリアスポイラ１０が設けられる。リアスポイラ１０は、図３に示すように、車体２の左右方向である車幅方向へ延在するスポイラ本体１１と、スポイラ本体１１の左右両端を車体２に固定する左右一対の脚部１２と、を有する。ここでは、左右一対の脚部１２は、トランクカバー５に固定されている。
車幅方向に長尺なスポイラ本体１１は、スポイラ本体１１の上側において上に凸となるように湾曲する上凸曲面１３と、スポイラ本体１１の下側において下に凸となるように湾曲する下凸曲面１４と、を有する。上凸曲面１３の前縁と、下凸曲面１４の前縁とが一致して、スポイラ本体１１の前縁となる。上凸曲面１３の後縁と、下凸曲面１４の後縁とが一致して、スポイラ本体１１の後縁となる。スポイラ本体１１の前後方向中央部分は厚さを有する。これにより、下凸曲面１４と、上凸曲面１３とにより閉じている断面を有する。
そして、上凸曲面１３と下凸曲面１４とにより閉じている断面を有するスポイラ本体１１は、上凸曲面１３の前部分が車体２の進行方向である前後方向に対して前下がりとなり、上凸曲面１３の後部分が後下がりとなるように、トランクカバー５の上に固定される。この場合、スポイラ本体１１の後端は、スポイラ本体１１の前端より少しだけ上側に位置している。スポイラ本体１１の後端は、スポイラ本体１１の前端より大きく上に位置してはいない。 A rear spoiler 10 as a rear aerodynamic adjusting member is provided on the trunk cover 5, spaced upward from the outer surface of the trunk cover 5. As shown in FIG. 3, the rear spoiler 10 includes a spoiler main body 11 that extends in the vehicle width direction, which is the left-right direction of the vehicle body 2, and a pair of left and right legs 12 that fix both left and right ends of the spoiler main body 11 to the vehicle body 2. has. Here, the pair of left and right legs 12 are fixed to the trunk cover 5.
The spoiler main body 11, which is elongated in the vehicle width direction, has an upper convex curved surface 13 that curves upwardly on the upper side of the spoiler main body 11, and a lower curved surface 13 that curves downwardly on the lower side of the spoiler main body 11. It has a convex curved surface 14. The front edge of the upper convex curved surface 13 and the front edge of the lower convex curved surface 14 coincide to form the front edge of the spoiler main body 11. The rear edge of the upper convex curved surface 13 and the rear edge of the lower convex curved surface 14 coincide with each other to form the rear edge of the spoiler body 11. The central portion of the spoiler body 11 in the front-rear direction has a thickness. As a result, it has a cross section that is closed by the lower convex curved surface 14 and the upper convex curved surface 13.
The spoiler main body 11 has a cross section closed by the upper convex curved surface 13 and the lower convex curved surface 14, so that the front part of the upper convex curved surface 13 is lowered forward in the front-rear direction, which is the traveling direction of the vehicle body 2, and the spoiler body 11 has an upper convex curve. It is fixed on the trunk cover 5 so that the rear part of the curved surface 13 is downwardly inclined. In this case, the rear end of the spoiler body 11 is located slightly above the front end of the spoiler body 11. The rear end of the spoiler body 11 is not located significantly above the front end of the spoiler body 11.

また、本実施形態において、複数の凹部２１を有する特殊加工面２０は、スポイラ本体１１の上面である上凸曲面１３において全面に形成される。特殊加工面２０は、上凸曲面１３の前縁部分から後縁部分までにかけて全面的に形成される。
これに対し、スポイラ本体１１の下面である下凸曲面１４は、その全面が、凹凸のない平滑面に形成される。 Further, in this embodiment, the specially processed surface 20 having a plurality of recesses 21 is formed on the entire surface of the upwardly convex curved surface 13 that is the upper surface of the spoiler main body 11. The specially processed surface 20 is formed entirely from the front edge to the rear edge of the upwardly convex curved surface 13.
On the other hand, the entire surface of the downwardly convex curved surface 14, which is the lower surface of the spoiler main body 11, is formed as a smooth surface without irregularities.

図５は、図１の後部空力調整部材としてのリアスポイラ１０に形成される、複数の凹部２１を有する特殊加工面２０の説明図である。
図５（Ａ）は、特殊加工面２０を、その正面から見た図である。図５（Ｂ）は、特殊加工面２０が形成されているリアスポイラ１０のスポイラ本体１１の上部の拡大説明図である。特殊加工面２０は、スポイラ本体１１の上凸曲面１３の全面に形成される。 FIG. 5 is an explanatory diagram of a specially processed surface 20 having a plurality of recesses 21 formed on the rear spoiler 10 as the rear aerodynamic adjustment member shown in FIG.
FIG. 5(A) is a diagram of the specially processed surface 20 viewed from the front. FIG. 5(B) is an enlarged explanatory view of the upper part of the spoiler body 11 of the rear spoiler 10 on which the specially processed surface 20 is formed. The specially processed surface 20 is formed on the entire surface of the upwardly convex curved surface 13 of the spoiler body 11.

特殊加工面２０には、正六角形の開口を有する複数の凹部２１が、全面的に且つ密に並べて形成される。正六角形の凹部２１は、隣接する他の正六角形の凹部２１との間に、平面部分が残るように並べて形成される。 A plurality of recesses 21 having regular hexagonal openings are formed in the specially processed surface 20 over the entire surface and closely arranged. The regular hexagonal recesses 21 are formed side by side with other adjacent regular hexagonal recesses 21 so that a flat portion remains between them.

正六角形の凹部２１の内部は、開口と同様に正六角柱の形状に形成されてもよいが、好ましくは、凹湾曲面の形状、または図５（Ｂ）に示すように断面が台形となる形状に形成するとよい。これにより、凹部２１へ流れ込む気流は、凹部２１の内部においてスムースに流れ、凹部２１の開口の近くにおいて回り易くなる。スポイラ本体１１の上凸曲面１３の上を通過する気流の主な流れと、特殊加工面２０との間に、特殊加工面２０の上で回転する複数の気流を生成し易くなる。特殊加工面２０に複数の凹部２１が形成されることにより、特殊加工面２０の表面近くには、スポイラ本体１１の上凸曲面１３の上を通過する気流とは異なる流れの、乱流境界層３１が形成される。特殊加工面２０の表面近くには、特殊加工面２０と同等のサイズの面状の乱流境界層３１が形成される。特に、スポイラ本体１１の上凸曲面１３の全面に特殊加工面２０が形成されることにより、スポイラ本体１１の上凸曲面１３の表面近くには、スポイラ本体１１の上側の全体にわたる面状の乱流境界層３１が形成される。 The inside of the regular hexagonal recess 21 may be formed in the shape of a regular hexagonal prism like the opening, but it is preferably formed in the shape of a concave curved surface or a shape with a trapezoidal cross section as shown in FIG. 5(B). It is recommended to form the As a result, the airflow flowing into the recess 21 flows smoothly inside the recess 21 and easily turns around near the opening of the recess 21. A plurality of air currents rotating on the specially processed surface 20 are easily generated between the main airflow passing over the upwardly convex curved surface 13 of the spoiler body 11 and the specially processed surface 20. By forming the plurality of recesses 21 in the specially processed surface 20, a turbulent boundary layer of a flow different from the airflow passing over the upwardly curved surface 13 of the spoiler body 11 is created near the surface of the specially processed surface 20. 31 is formed. A planar turbulent boundary layer 31 having the same size as the specially processed surface 20 is formed near the surface of the specially processed surface 20 . In particular, by forming the specially processed surface 20 on the entire surface of the upwardly curved surface 13 of the spoiler body 11, there is surface irregularity over the entire upper side of the spoiler body 11 near the surface of the upwardly curved surface 13 of the spoiler body 11. A flow boundary layer 31 is formed.

このように、スポイラ本体１１の上凸曲面１３の上に乱流境界層３１が形成されることにより、スポイラ本体１１の上凸曲面１３の上を通過する気流は、図５（Ｂ）の破線の矢印に示すように、乱流境界層３１の近くを通過するように流れる。スポイラ本体１１の上凸曲面１３の上を通過する気流は、スポイラ本体１１の上凸曲面１３に沿って、上凸曲面１３の近くを通過するようになる。これに対し、図５（Ｂ）の実線の矢印は、スポイラ本体１１の上凸曲面１３に特殊加工面２０が形成されていない場合での、スポイラ本体１１の上凸曲面１３の上を通過する気流の流れである。 In this way, by forming the turbulent boundary layer 31 on the upwardly convex curved surface 13 of the spoiler body 11, the airflow passing above the upwardly convex curved surface 13 of the spoiler body 11 is caused by the broken line in FIG. 5(B). As shown by the arrow, the flow passes close to the turbulent boundary layer 31. The airflow passing over the upward convex curved surface 13 of the spoiler body 11 comes to pass near the upward convex curved surface 13 along the upward convex curved surface 13 of the spoiler body 11. On the other hand, the solid line arrow in FIG. 5(B) passes over the upward convex curved surface 13 of the spoiler body 11 in the case where the specially processed surface 20 is not formed on the upward convex curved surface 13 of the spoiler body 11. It is the flow of air.

その結果、本実施形態では、図４に破線の矢印で示すように、スポイラ本体１１の上凸曲面１３の上を通過する気流は、スポイラ本体１１の上凸曲面１３の近くを流れ、上凸曲面１３の流れにそってスポイラ本体１１の後方へ流れるようになる。スポイラ本体１１の上凸曲面１３の上を通過する気流は、スポイラ本体１１の後側において、上凸曲面１３の曲面に沿って下向きに流れることが可能となる。スポイラ本体１１の上凸曲面１３の上を通過する気流は、スポイラ本体１１の直後となる位置において、スポイラ本体１１の下凸曲面１４の下を通過する気流と合流することができる。 As a result, in this embodiment, as shown by the broken line arrow in FIG. The water flows to the rear of the spoiler body 11 along the curved surface 13. Airflow passing above the upwardly convex curved surface 13 of the spoiler body 11 can flow downward along the curved surface of the upwardly convex curved surface 13 on the rear side of the spoiler body 11. The airflow passing above the upward convex curved surface 13 of the spoiler main body 11 can merge with the airflow passing below the downward convex curved surface 14 of the spoiler main body 11 at a position immediately behind the spoiler main body 11.

以上のように、本実施形態の自動車１では、ＣＬ値を改善するために、走行する車体２についての乗員室３より後側の後部上面の上に離間させて、後部空力調整部材としてのリアスポイラ１０が設けられる。
しかも、本実施形態では、リアスポイラ１０の上面には、複数の凹部２１を有する特殊加工面２０が全面的に形成され、下面には、平滑面が全面的に形成される。特殊加工面２０は、上凸曲面１３の全面に形成される。これにより、リアスポイラ１０の上を後ろへ向かって流れる気流の一部は、特殊加工面２０に形成されている複数の凹部２１により微小な渦流を生成する。複数の凹部２１が形成されている特殊加工面２０の近くには、乱流境界層３１が形成される。その結果、リアスポイラ１０の上面により上へ向かって流れようとする気流は、特殊加工面２０に近づいて、特殊加工面２０に沿ってリアスポイラ１０の後方へ流れるようになる。これに対し、リアスポイラ１０の下を後ろへ向かって流れる気流は、その気流の流れのままにリアスポイラ１０の後方へ流れるようになる。これらの気流は、リアスポイラ１０の直後となる空間において、合流できる。
これに対し、仮にたとえばリアスポイラ１０の上面が下面と同様に平滑面である場合、リアスポイラ１０の上面により上へ押し上げられた気流は、図４に実線の矢印で示すように、リアスポイラ１０の後上方へ流れようとする。この場合、リアスポイラ１０の上側から後方へ流れる気流と、リアスポイラ１０の下側から後方へ流れる気流とは、リアスポイラ１０から後へ離れた空間において、合流する。リアスポイラ１０の後端と合流位置との間には、図４に破線枠で示すように、死水域のような低圧領域３２が発生する。本実施形態では、リアスポイラ１０の後側に、このような低圧領域３２が発生しにくい。 As described above, in the automobile 1 of the present embodiment, in order to improve the CL value, the rear spoiler as a rear aerodynamic adjustment member is spaced above the rear upper surface of the traveling vehicle body 2 on the rear side of the passenger compartment 3. 10 are provided.
Moreover, in this embodiment, the specially processed surface 20 having a plurality of recesses 21 is formed entirely on the upper surface of the rear spoiler 10, and the smooth surface is formed entirely on the lower surface. The specially processed surface 20 is formed on the entire surface of the upwardly convex curved surface 13. As a result, a portion of the airflow flowing backward over the rear spoiler 10 generates minute vortices due to the plurality of recesses 21 formed in the specially processed surface 20. A turbulent boundary layer 31 is formed near the specially processed surface 20 where the plurality of recesses 21 are formed. As a result, the airflow that tends to flow upward through the upper surface of the rear spoiler 10 approaches the specially processed surface 20 and flows toward the rear of the rear spoiler 10 along the specially processed surface 20. On the other hand, the airflow flowing rearward under the rear spoiler 10 flows to the rear of the rear spoiler 10 as it is. These airflows can merge in the space immediately behind the rear spoiler 10.
On the other hand, if, for example, the upper surface of the rear spoiler 10 is a smooth surface like the lower surface, the airflow pushed upward by the upper surface of the rear spoiler 10 will flow upward and behind the rear spoiler 10, as shown by the solid arrow in FIG. trying to flow to In this case, the airflow flowing rearward from the upper side of the rear spoiler 10 and the airflow flowing rearward from the lower side of the rear spoiler 10 merge in a space rearwardly away from the rear spoiler 10. Between the rear end of the rear spoiler 10 and the merging position, a low-pressure region 32 like a dead area is generated, as shown by the broken line frame in FIG. In this embodiment, such a low pressure region 32 is less likely to occur on the rear side of the rear spoiler 10.

しかも、本実施形態では、リアスポイラ１０が、下側の下凸曲面１４と、上側の上凸曲面１３と、により閉じられる断面を有し、特殊加工面２０が、上凸曲面１３において全面的に形成され、平滑面が、下凸曲面１４において全面的に形成される。 Moreover, in the present embodiment, the rear spoiler 10 has a cross section closed by the downwardly convex curved surface 14 on the lower side and the upwardly convex curved surface 13 on the upper side. A smooth surface is formed entirely on the downwardly convex curved surface 14.

このように本実施形態では、リアスポイラ１０によりＣＬ値を改善しつつ、リアスポイラ１０の後側における低圧領域３２の発生を抑制して、自動車１のＣＤ値を改善できる。
しかも、本実施形態では、ＣＬ値とＣＤ値とのバランスを改善でき、自動車１の空力特性を総合的に改善することができる。 As described above, in this embodiment, the CD value of the automobile 1 can be improved by suppressing the occurrence of the low pressure region 32 on the rear side of the rear spoiler 10 while improving the CL value using the rear spoiler 10.
Moreover, in this embodiment, the balance between the CL value and the CD value can be improved, and the aerodynamic characteristics of the automobile 1 can be comprehensively improved.

なお、上述した実施形態では、特殊加工面２０には、複数の凹部２１を形成している。
これに対して、特殊加工面２０に複数の凸部を形成する場合、特殊加工面２０の表面近くに、乱流境界層３１が形成されない。この場合、リアスポイラ１０の上凸曲面１３の上を流れる気流は、上凸曲面１３の近くを、上凸曲面１３へ再付着するように流れない。リアスポイラ１０の上凸曲面１３の上を流れる気流は、図４に実線の矢印の例で示すように、リアスポイラ１０の後上方へ流れようとする。この場合、リアスポイラ１０の上側から後方へ流れる気流と、リアスポイラ１０の下側から後方へ流れる気流とは、リアスポイラ１０から後へ離れた空間において、合流する。リアスポイラ１０の後端と合流位置との間には、図４に破線枠で示すように、死水域のような低圧領域３２が発生する。本実施形態では、リアスポイラ１０の後側に、このような低圧領域３２が発生しにくい。 In addition, in the embodiment described above, a plurality of recesses 21 are formed in the specially processed surface 20.
On the other hand, when a plurality of convex portions are formed on the specially processed surface 20, the turbulent boundary layer 31 is not formed near the surface of the specially processed surface 20. In this case, the airflow flowing above the upward convex curved surface 13 of the rear spoiler 10 does not flow near the upward convex curved surface 13 so as to reattach to the upward convex curved surface 13. The airflow flowing above the upwardly convex curved surface 13 of the rear spoiler 10 tends to flow rearward and upwardly of the rear spoiler 10, as shown by the solid arrow in FIG. In this case, the airflow flowing rearward from the upper side of the rear spoiler 10 and the airflow flowing rearward from the lower side of the rear spoiler 10 merge in a space rearwardly away from the rear spoiler 10. Between the rear end of the rear spoiler 10 and the merging position, a low-pressure region 32 like a dead area is generated, as shown by the broken line frame in FIG. In this embodiment, such a low pressure region 32 is less likely to occur on the rear side of the rear spoiler 10.

以上の実施形態は、本発明の好適な実施形態の例であるが、本発明は、これに限定されるものではなく、発明の要旨を逸脱しない範囲において種々の変形または変更が可能である。 Although the above embodiments are examples of preferred embodiments of the present invention, the present invention is not limited thereto, and various modifications and changes can be made without departing from the gist of the invention.

図６は、図５の特殊加工面２０の変形例の説明図である。図６において、特殊加工面２０には、正六角形の開口を有する複数の凹部２１が、全面的に且つ密に並べて形成される。正六角形の凹部２１は、隣接する他の正六角形の凹部２１と接する。この場合、互いに隣接する複数の正六角形の凹部２１の間には、平面部分が残らない。 FIG. 6 is an explanatory diagram of a modification of the specially processed surface 20 of FIG. 5. In FIG. 6, a plurality of recesses 21 having regular hexagonal openings are formed on the specially processed surface 20 over the entire surface and closely arranged. The regular hexagonal recess 21 contacts another adjacent regular hexagonal recess 21 . In this case, no plane portion remains between the plurality of regular hexagonal recesses 21 adjacent to each other.

本変形例の場合、各凹部２１の上で回転する気流は、上述した実施形態において回転する気流と比べて小さくなる。乱流境界層３１の厚さは、上述した実施形態と比べて薄くなる。その結果、リアスポイラ１０の上凸曲面１３の上を流れる気流は、上述した実施形態と比べて、特殊加工面２０に対してより近い位置を通過するように流れる。また、複数の凹部２１の上で複数の気流が密に回転するようになるため、乱流境界層３１が薄くとも、十分に有効に発生し得る。 In the case of this modification, the airflow rotating above each recess 21 is smaller than the airflow rotating in the embodiment described above. The thickness of the turbulent boundary layer 31 is reduced compared to the embodiments described above. As a result, the airflow flowing above the upwardly convex curved surface 13 of the rear spoiler 10 flows closer to the specially processed surface 20 than in the above-described embodiment. Furthermore, since the plurality of airflows rotate densely over the plurality of recesses 21, even if the turbulent boundary layer 31 is thin, it can be generated sufficiently effectively.

上述した実施形態では、特殊加工面２０に形成される凹部２１は、正六角形の開口を有する。この他にもたとえば、特殊加工面２０に形成される凹部２１は、たとえば正八角形といった正多角形の開口、または正円の開口を形成してよい。このように凹部２１の開口を、正多角形の開口、または正円の開口とすることにより、凹部２１の開口の近くに形成される渦流を安定化できる。
ただし、互いに隣接する複数の凹部２１の間に、平面部分を残さないようにするためには、正六角形の開口、または正四角形の開口とするのがよい。平面部分を残さないようにすることで、乱流境界層３１の厚さを薄くできる。また、凹部２１の内部において気流がスムースに安定的に流れるようにするためには、凹部２１の内部を、凹湾曲面の形状、または図４（Ｂ）に示すように断面が台形となる形状に形成するとよい。 In the embodiment described above, the recess 21 formed in the specially processed surface 20 has a regular hexagonal opening. In addition, for example, the recess 21 formed in the specially processed surface 20 may have a regular polygonal opening such as a regular octagon, or a regular circular opening. By making the opening of the recess 21 a regular polygon or a perfect circle in this manner, the vortex formed near the opening of the recess 21 can be stabilized.
However, in order to avoid leaving a flat portion between the plurality of recesses 21 adjacent to each other, it is preferable to use a regular hexagonal opening or a regular square opening. By not leaving any flat portions, the thickness of the turbulent boundary layer 31 can be reduced. In order to allow airflow to flow smoothly and stably inside the recess 21, the inside of the recess 21 should be shaped into a concave curved surface or a trapezoidal cross section as shown in FIG. 4(B). It is recommended to form the

上述した実施形態では、特殊加工面２０は、スポイラ本体１１の上凸曲面１３について、その全面に形成される。
この他にもたとえば、特殊加工面２０は、スポイラ本体１１の上凸曲面１３についての一部、たとえば後側半分に形成されてよい。ただし、特殊加工面２０を形成する範囲を一部とした場合、特殊加工面２０を形成した範囲と、特殊加工面２０を形成していない範囲との境界部分において、気流の流れ方が変化し易くなる。気流の流れが変化すると、気流は、スポイラ本体１１の上凸曲面１３に沿って流れ難くなる。これに対し、特殊加工面２０を、スポイラ本体１１の上凸曲面１３についての全面に形成する場合、境界部分が無いため、気流は、スポイラ本体１１の上凸曲面１３に沿って、上凸曲面１３の近くをスムースに流れ易くなる。 In the embodiment described above, the specially processed surface 20 is formed on the entire surface of the upwardly convex curved surface 13 of the spoiler body 11.
In addition, for example, the specially processed surface 20 may be formed on a portion of the upwardly convex curved surface 13 of the spoiler body 11, for example, on the rear half. However, if the area where the specially processed surface 20 is formed is part of the area, the way the airflow flows will change at the boundary between the area where the specially processed surface 20 is formed and the area where the specially processed surface 20 is not formed. It becomes easier. When the flow of the airflow changes, the airflow becomes difficult to flow along the upwardly convex curved surface 13 of the spoiler body 11. On the other hand, when the specially processed surface 20 is formed on the entire surface of the upward convex curved surface 13 of the spoiler body 11, since there is no boundary part, the airflow flows along the upward convex curved surface 13 of the spoiler body 11. It becomes easier to flow smoothly near 13.

上述した実施形態では、特殊加工面２０は、後部空力調整部材としてのリアスポイラ１０が設けられる。
この他にもたとえば、特殊加工面２０は、車体２の乗員室３のルーフの後端部分において、ルーフの外表面から上へ離間して設けられるルーフクロスバーに設けられてもよい。特殊加工面２０が形成されるルーフクロスバーは、上述したリアスポイラ１０と同様に、ＣＬ値とＣＤ値とのバランスを改善することができる。 In the embodiment described above, the specially processed surface 20 is provided with the rear spoiler 10 as a rear aerodynamic adjustment member.
In addition, for example, the specially processed surface 20 may be provided on a roof cross bar that is spaced upward from the outer surface of the roof at the rear end portion of the roof of the passenger compartment 3 of the vehicle body 2. The roof crossbar on which the specially processed surface 20 is formed can improve the balance between the CL value and the CD value, similarly to the rear spoiler 10 described above.

１…自動車（車両）、２…車体、３…乗員室、４…前室、５…トランクカバー（後部上面）、１０…リアスポイラ（後部空力調整部材）、１１…スポイラ本体、１２…脚部、１３…上凸曲面、１４…下凸曲面（平滑面）、２０…特殊加工面、２１…凹部、３１…乱流境界層、３２…低圧領域

 DESCRIPTION OF SYMBOLS 1... Automobile (vehicle), 2... Vehicle body, 3... Passenger compartment, 4... Front chamber, 5... Trunk cover (rear upper surface), 10... Rear spoiler (rear aerodynamic adjustment member), 11... Spoiler body, 12... Legs, 13...Upward convex curved surface, 14...Downward convex curved surface (smooth surface), 20...Specially processed surface, 21...Concave portion, 31...Turbulent boundary layer, 32...Low pressure region

Claims (3)

走行可能な車体を有する車両であって、
走行する前記車体についての後部上面の上に離間して、前記車体の車幅方向へ延在するように設けられる後部空力調整部材と、
前記後部空力調整部材の上面に形成される、複数の凹部を有する特殊加工面と、
前記後部空力調整部材の下面に形成される平滑面と、
を有し、
前記後部空力調整部材は、下側の下凸曲面と、上側の上凸曲面と、により閉じられる断面を有し、
前記特殊加工面は、前記上凸曲面に全面的に形成され、
複数の前記凹部は、前記特殊加工面に全面的に形成され、
前記平滑面は、前記下凸曲面に全面的に形成される、
空力特性を改善する車両。
 A vehicle having a driveable body,
a rear aerodynamic adjustment member provided so as to be spaced apart above a rear upper surface of the running vehicle body and extending in the vehicle width direction of the vehicle body;
a specially processed surface having a plurality of recesses formed on the upper surface of the rear aerodynamic adjustment member;
a smooth surface formed on the lower surface of the rear aerodynamic adjustment member;
has
The rear aerodynamic adjustment member has a cross section closed by a downwardly convex curved surface on the lower side and an upwardly convex curved surface on the upper side,
The specially processed surface is formed entirely on the upwardly convex curved surface,
The plurality of recesses are formed entirely on the specially processed surface,
The smooth surface is formed entirely on the downwardly convex curved surface,
Vehicles that improve aerodynamics.
 各前記凹部は、前記特殊加工面に、正多角形の開口、または正円の開口を形成する、
請求項１記載の空力特性を改善する車両。
 Each of the recesses forms a regular polygonal opening or a regular circular opening on the specially processed surface;
A vehicle with improved aerodynamic characteristics according to claim 1.
 前記後部空力調整部材は、前記車両の車幅方向へ延在するスポイラ本体を有するリアスポイラであり、
前記スポイラ本体の後端は、前記スポイラ本体の前端より上側に位置し、
前記特殊加工面が全面的に形成される前記スポイラ本体の前記上凸曲面についての前部分は、前記車体の前後方向に対して前下がりであり、前記上凸曲面の後部分は、前記車体の前後方向に対して後下がりである、
請求項２記載の空力特性を改善する車両。
 The rear aerodynamic adjustment member is a rear spoiler having a spoiler body extending in the vehicle width direction of the vehicle,
The rear end of the spoiler body is located above the front end of the spoiler body,
The front portion of the upwardly convex curved surface of the spoiler body on which the specially processed surface is formed is slanted forward in the longitudinal direction of the vehicle body, and the rear portion of the upwardly convex curved surface of the spoiler body is formed on the entire surface of the spoiler body. It is backward down in the front and back direction,
A vehicle with improved aerodynamic characteristics according to claim 2.
JP2020051552A 2020-03-23 2020-03-23 Vehicles that improve aerodynamics Active JP7449740B2 (en)

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JP2001050215A (en) 1999-08-11 2001-02-23 浩伸 ▲黒▼川 Karman's vortex reducing body
JP2006088880A (en) 2004-09-24 2006-04-06 Corrmann Inc Air current separation reducing sheet
JP2009286158A (en) 2008-05-27 2009-12-10 Mazda Motor Corp Roof spoiler device
JP2015101105A (en) 2013-11-21 2015-06-04 トヨタ自動車株式会社 Vehicle rear spoiler structure
JP2016186187A (en) 2015-03-27 2016-10-27 株式会社オートネットワーク技術研究所 Door opening device and door opening system

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