Patent ID: 12187357

DESCRIPTION OF THE EMBODIMENTS

Reference will now be made in detail to the exemplary embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings.FIG.1is a schematic perspective view of a vehicle body lower structure applied to a vehicle body of a vehicle according to an embodiment of the present disclosure;FIG.2is a schematic perspective view of the vehicle body lower structure shown inFIG.1when viewed from the front to the back and from the bottom to the top;FIG.3is a schematic perspective view of the vehicle body lower structure shown inFIG.2when viewed from the back to the front and from the top to the bottom;FIG.4AandFIG.4Bare schematic side views of the airflow guiding plate shown inFIG.3when the airflow guiding plate is in the receiving position and the deploying position;FIG.5is a schematic top view of one side of the vehicle body lower structure shown inFIG.3;FIG.6AtoFIG.6Dare schematic side views of the belt member shown inFIG.5when the airflow guiding plate is in the receiving position, the deploying position, encountering an obstacle, and after passing through the obstacle;FIG.7AandFIG.7Bare schematic side views of the hook member shown inFIG.5when the airflow guiding plate is in the receiving position and the deploying position;FIG.8is a schematic plan view of the vehicle body lower structure shown inFIG.3at the rear end of the airflow guiding plate;FIG.9is a partially enlarged schematic view of the vehicle body lower structure shown inFIG.3at the rear end of the airflow guiding plate. The application and specific structure of the vehicle body lower structure100in this embodiment will be described below with reference toFIG.1toFIG.9. However, the vehicle body lower structure100in this embodiment is only one example of the present disclosure, and the present disclosure is not limited thereto.

Referring toFIG.1toFIG.3, in this embodiment, the vehicle body lower structure100is suitable for being disposed at the lower part of the vehicle50(shown inFIG.1), for example, at the lower part of the front of the vehicle50, and adjacent to a pair of left and right front wheels54at the front of the vehicle body52of the vehicle50. Specifically, the vehicle body lower structure100includes an airflow guiding plate110arranged on the vehicle body52of the vehicle50(as shown inFIG.1) and is movable between a receiving position that may cover the lower part of the vehicle body52(as shown inFIG.4A) and a deploying position that protrudes downward (as shown inFIG.4B). The airflow guiding plate110is set on the vehicle body52, for example, arranged on the vehicle body52in a rotatable manner. The description of covering the lower part of the vehicle body52means that the airflow guiding plate110covers at least a part of the lower part of the vehicle body52, but it is not limited that the airflow guiding plate110is parallel to the horizontal plane where the vehicle50is located or the flat surface formed by the vehicle body52. The airflow guiding plate110may also have an included angle when in the receiving position and therefore is inclined. The deploying position refers to a position lower than the receiving position. During the process of driving the vehicle50, the airflow guiding plate110moves from the receiving position (as shown inFIG.4A) to the deploying position (as shown inFIG.4B), so as to be able to guide the airflow that flows from the front to the back (for example, flowing from the vehicle front direction Fr to the vehicle rear direction Rr shown inFIG.1). As such, the aerodynamic performance may be effectively improved.

Hereinafter, the specific structure of the vehicle body lower structure100will be described in four parts. The first part of the present disclosure describes the front structure of the airflow guiding plate110used for the vehicle body lower structure100. The second part of the present disclosure describes the anti-collision structure of the airflow guiding plate110used for the vehicle body lower structure100. The third part of the present disclosure describes the anti-overexpansion structure of the airflow guiding plate110used for the vehicle body lower structure100. The fourth part of the present disclosure describes the rear structure of the airflow guiding plate110used for the vehicle body lower structure100. However, the present disclosure is not limited thereto, which may be adjusted according to requirements.

First, the front structure of the airflow guiding plate110used for the vehicle body lower structure100is described in the first part of the present disclosure. Please refer toFIG.1toFIG.3. In this embodiment, the airflow guiding plate110includes a first airflow guiding plate112and a second airflow guiding plate114. The first airflow guiding plate112is arranged in front of the left and right front wheels54of the vehicle50(as shown inFIG.1). For example, a pair of first airflow guiding plates112are arranged in front of the pair of front wheels54. Correspondingly, the second airflow guiding plate114is arranged under the center of the vehicle body52, for example, between a pair of the first airflow guiding plates112. Specifically, the second airflow guiding plate114may also be called the front airflow guiding plate. The rear structure of the airflow guiding plate110further includes a rear airflow guiding plate116(as described in the fourth part of the description), and the first airflow guiding plate112functions as a fairing at the left and right sides of the second airflow guiding plate114. Thus, the front structure of the airflow guiding plate110is divided into two parts (i.e., the first airflow guiding plate112and the second airflow guiding plate114), so different settings may be made. For example, the protruding amount of the first airflow guiding plate112is different from the protruding amount of the second airflow guiding plate114in the deploying position (shown inFIG.4B).

Specifically, in this embodiment, as shown inFIG.3,FIG.4AandFIG.4B, the vehicle body lower structure100further includes a shaft member120. The shaft member120extends in the left-right direction (for example, the vehicle left direction L and the vehicle right direction R shown inFIG.3) of the vehicle, thereby rotatably connecting the front end of the airflow guiding plate110(e.g., the end portion corresponding to the vehicle front direction Fr inFIG.3) to the vehicle body52. That is, each of the first airflow guiding plate112and the second airflow guiding plate114is rotatably connected to the vehicle body52at the front end thereof through the shaft member120extending in the left-right direction of the vehicle. For example, each of them is rotatably provided on the front frame52aof the vehicle body52. Specifically, although the drawings show that the first airflow guiding plate112and the second airflow guiding plate114are rotatably connected to the vehicle body52through the same shaft member120, in other embodiments that are not shown, the first airflow guiding plate112and the second airflow guiding plate114may also be provided on the front frame52aof the vehicle body52through different shaft members. The different shaft members may extend along the same rotation axis, or be parallel to each other but staggered in the back and forth direction, or the like. In addition, when the rotation axes of the first airflow guiding plate112and the second airflow guiding plate114are staggered in the back and forth direction, the first airflow guiding plate112may also be set as a single plate positioned in front of and on the left and right sides of the second airflow guiding plate114(i.e., surrounding three sides of the second airflow guiding plate114), the present disclosure is not limited thereto.

Furthermore, in this embodiment, as shown inFIG.1andFIG.2, the rear end of the first airflow guiding plate112is connected to the vehicle body52through a belt member used for the anti-collision structure to be described later (described in the second part of the present disclosure). Correspondingly, the rear end of the second airflow guiding plate114is connected to the rear airflow guiding plate116to be described later (described in the fourth section of the present disclosure), and may be further connected to the vehicle body52in the deploying position through the hook member used for the anti-overexpansion structure described later (described in the third part of the present disclosure). The specific structures of the anti-collision structure, the anti-over-expansion structure and the rear airflow guiding plate116will be explained in the second part to the fourth part below.

Therefore, in this embodiment, when the airflow guiding plate110is located at the receiving position (as shown inFIG.4A), the first airflow guiding plate112and the second airflow guiding plate114cover the lower part of the vehicle body52. Moreover, in the side view direction, the first airflow guiding plate112on the outside overlaps at least a part of the second airflow guiding plate114in the middle. Correspondingly, when the airflow guiding plate110is in the deploying position (as shown inFIG.4B), the first airflow guiding plate112and the second airflow guiding plate114each take the shaft member120as the rotation axis and rotate relative to the vehicle body52. Therefore, the rear end of the first airflow guiding plate112and the rear end of the second airflow guiding plate114each protrude downward (for example, the vehicle downward direction D shown inFIG.4B). Under the circumstances, since the front structure of the airflow guiding plate110is divided into two parts (i.e., the first airflow guiding plate112and the second airflow guiding plate114), the airflow guiding plate110is set as: the protruding amount of the first airflow guiding plate112is different from the protruding amount of the second airflow guiding plate114in the deploying position (as shown inFIG.4B). Under the circumstances, it is preferable that the protruding amount of the first airflow guiding plate112provided in front of the pair of front wheels54in the deploying position is greater than the protruding amount of the second airflow guiding plate114in the deploying position. That is to say, under the assumption that the front end of the first airflow guiding plate112and the front end of the second airflow guiding plate114are located at the same level, the rear end of the first airflow guiding plate112is located a position lower than the rear end of the second airflow guiding plate114(e.g., the vehicle downward direction D shown inFIG.4B).

It can be seen that, in this embodiment, the airflow guiding plate110used for the vehicle body lower structure100described in the first part of the present disclosure is divided into a first airflow guiding plate112in front of the left and right front wheels54and a second airflow guiding plate114in the center. Moreover, the protruding amount of the first airflow guiding plate112is different from the protruding amount of the second airflow guiding plate114at the deploying position. Therefore, when the airflow guiding plate110is at the deploying position, the flow rate of the airflow increases along with the curvature of the airflow guiding plate110, thereby increasing the negative pressure in the vicinity of the inner side of the front wheels54, thus increasing the negative pressure for attracting the vehicle50to the road surface. Accordingly, the vehicle body lower structure100described in the first part of the present disclosure may improve the aerodynamic performance and enhance the driving stability.

Next, the anti-collision structure of the airflow guiding plate110used for the vehicle body lower structure100is explained in the second part of the present disclosure. Referring toFIG.3andFIG.5, in this embodiment, the vehicle body lower structure100further includes a shaft member120, a belt member130, and an actuator140. For the description of the shaft member120, please refer to the aforementioned first part. The belt member130is connected between the airflow guiding plate110and the vehicle body52. The actuator140is used to wind the belt member130. Since the front structure of the airflow guiding plate110is divided into two parts (i.e., the first airflow guiding plate112and the second airflow guiding plate114), the following description uses the anti-collision structure consisting of the belt member130and the actuator140and provided on first airflow guiding plate112and the second airflow guiding plate114as an example (for example, the two belt members130shown inFIG.5are located on the first airflow guiding plate112and the second airflow guiding plate114, respectively). However, in other embodiments that are not shown, the above-mentioned anti-collision structure composed of the belt member130and the actuator140and the like may also be provided only on one of the first airflow guiding plate112and the second airflow guiding plate114. Alternatively, the front structure of the airflow guiding plate110may be provided with only a single plate (i.e., not divided into the first airflow guiding plate112and the second airflow guiding plate114), and only one set of the above-mentioned anti-collision structures may be provided. The present disclosure is not limited thereto.

In detail, in this embodiment, the vehicle body lower structure100further includes a driving shaft120a. The driving shaft120aextends in the left-right direction (for example, the vehicle left direction L and the vehicle right direction R shown inFIG.3andFIG.5) of the vehicle, and is rotatably provided on the vehicle body52. Preferably, the driving shaft120ais arranged parallel to the aforementioned shaft member120and staggered in the front and back direction. That is, the shaft member120is used for rotating the airflow guiding plate110, and the driving shaft120ais used for driving the belt member130(as described later). The belt member130is connected to the airflow guiding plate110at one end and the vehicle body52at the other end, for example, one end of the belt member130is connected to the corresponding first airflow guiding plate112or the second airflow guiding plate114, and the other end thereof is connected to the driving shaft120aprovided on the front frame52aof the vehicle body52. The belt member130is, for example, an elastic belt, but not limited thereto. Preferably, the belt member130is connected to the driving shaft120aby being wound around the driving shaft120a, thereby being indirectly connected to the front frame52aof the vehicle body52. Furthermore, the actuator140is provided on the driving shaft120a, and drives the driving shaft120ato rotate, so that the belt member130is wound around the driving shaft120a. However, the present disclosure does not limit the method by which the actuator140winds the belt member130. For example, in other embodiments that are not shown, the driving shaft120amay be omitted, and the belt member130may be wound by the shaft member120.

Furthermore, in this embodiment, as shown inFIG.5, the vehicle body lower structure100further includes a force applying member150. The force applying member150is arranged on the airflow guiding plate110and applies a downward force to the airflow guiding plate110. The force applying member150is, for example, a spring, but not limited thereto. The force applying member150is used to constitute a part of the aforementioned anti-collision structure, and the force applying member150is arranged in the vicinity of the belt member130, so the force applying member150is preferably arranged on the first airflow guiding plate112and the second airflow guiding plate114like the belt member130described above (for example, it is shown inFIG.5that the two force applying members150are located on the upper surfaces of the first airflow guiding plate112and the second airflow guiding plate114respectively). However, in other embodiments that are not shown, the force applying member150may also be provided only on one of the first airflow guiding plate112and the second airflow guiding plate114. Alternatively, the front structure of the airflow guiding plate110may only be provided with a single plate (i.e., not divided into the first airflow guiding plate112and the second airflow guiding plate114), and one or more force applying members150may be provided. Alternatively, the force applying member150may be omitted, and the present disclosure is not limited thereto.

Therefore, in this embodiment, the anti-collision structure set on the first airflow guiding plate112is used as an example for illustration. When the airflow guiding plate110(for example, the first airflow guiding plate112) is located at the receiving position (as shown inFIG.4A), the airflow guiding plate110covers the lower part of the vehicle body52, and the belt member130is wound around the driving shaft120a(as shown inFIG.6A). Correspondingly, when the airflow guiding plate110(e.g., the first airflow guiding plate112) is in the deploying position (as shown inFIG.4B), the airflow guiding plate110protrudes downward (e.g., the vehicle downward direction D as shown inFIG.6B), and the driving shaft120ais rotated by the driving of the actuator140(e.g., clockwise inFIG.6B), so that the belt member130wound on the driving shaft120ais released downward. In this manner, the belt member130extends downward along with the movement of the airflow guiding plate110(as shown inFIG.6B), and may support the airflow guiding plate110in the deploying position. That is to say, when the airflow guiding plate110is in the receiving position or the deploying position, the length by which the belt member130extends downward is adjusted according to the rotation of the driving shaft120a, so the belt member130supporting the airflow guiding plate110is in a straightened state when in the receiving position or the deploying position. In the meantime, the force applying member150exerts a downward force on the airflow guiding plate110, so that the airflow guiding plate110moves downward more smoothly after being subjected to the force.

Furthermore, in this embodiment, when the airflow guiding plate110is in the deploying position and encounters a collision with the obstacle60(as shown inFIG.6C), the airflow guiding plate110protruding downward (for example, the first airflow guiding plate112) is pushed by the obstacle60and moves upward (for example, in the vehicle upward direction U shown inFIG.6C). Under the circumstances, since the belt member130has been sufficiently released and extended downward from the driving shaft120a, the belt member130is bent when the airflow guiding plate110moves from the deploying position to the receiving position (as shown inFIG.6C) without interfering with the movement of the airflow guiding plate110towards the receiving position. In addition, since the force applying member150also has elasticity, the force applying member150may also be compressed when the airflow guiding plate110moves from the deploying position to the receiving position.

In addition, in this embodiment, when the airflow guiding plate110passes through the obstacle60(as shown inFIG.6D), the compressed force applying member150is released, thereby applying a downward force to the airflow guiding plate110(for example, the first airflow guiding plate112), so that the airflow guiding plate110moves downward (for example, the vehicle downward direction D shown inFIG.6B) and is restored, that is, moves to the deploying position. Under the circumstances, the deformed belt member130extends downward again along with the movement of the airflow guiding plate110, and further supports the airflow guiding plate110at the deploying position. That is to say, when the airflow guiding plate110is in the deploying position and encounters a collision with the obstacle60and moves unintentionally, the driving shaft120aneither rotates nor changes the length by which the belt member130extends downward. Meanwhile, the belt member130bends through its own elasticity without interfering with the movement of the airflow guiding plate110toward the receiving position, so the belt member130can not only be used as a supporting member to support the airflow guiding plate110, but also can prevent the airflow guiding plate110from being damaged due to collision through deformation.

It can be seen that, in this embodiment, the airflow guiding plate110used for the vehicle body lower structure100described in the second part of the present disclosure is provided with an anti-collision structure composed of the belt member130, the actuator140, etc. When the airflow guiding plate110is in the deploying position, the airflow guiding plate110may be supported through the connection of the belt member130. When the airflow guiding plate110encounters the obstacle60, the belt member130bends without interfering with the movement of the airflow guiding plate110toward the receiving position. Thus, it is possible to avoid damage to the airflow guiding plate110. Accordingly, the vehicle body lower structure100described in the second part of the present disclosure may improve the aerodynamic performance, and may suppress the impact on the airflow guiding plate110when the airflow guiding plate110encounters the obstacle60.

Next, the anti-overexpansion structure of the airflow guiding plate110used for the vehicle body lower structure100is explained in the third part of the present disclosure. Referring toFIG.3andFIG.5, in this embodiment, the vehicle body lower structure100further includes a hook member160. The hook member160is provided on the upper surface of the airflow guiding plate110, and is provided in the vicinity of the buckle part52bclosed to the vehicle body52. Therefore, depending on the state of the airflow guiding plate110(i.e., in the receiving position or the deploying position), the hook member160is separated from the buckle part52bor locked on the buckle part52balong with the movement of the airflow guiding plate110. Since the front structure of the airflow guiding plate110is divided into two parts (i.e., the first airflow guiding plate112and the second airflow guiding plate114), the following description uses the anti-overexpansion structure composed of the hook member160and the buckle part52band arranged on the second airflow guiding plate114as an example for illustration (for example, the hook member160shown inFIG.3andFIG.5is set on the second airflow guiding plate114). However, in other embodiments that are not shown, the anti-overexpansion structure formed by the hook member160and the buckle part52bmay also be provided only on the first airflow guiding plate112, or provided in multiple sets on the first airflow guiding plate112and the second airflow guiding plate114. Alternatively, the front structure of the airflow guiding plate110may only be provided with a single plate (i.e., not divided into the first airflow guiding plate112and the second airflow guiding plate114), and one or more hook members160may be provided. The present disclosure is not limited thereto.

In detail, in this embodiment, the buckle part52bis, for example, a connection structure formed by a part of the front frame52aof the vehicle body52, for example, a crossbar extending in the left-right direction of the vehicle (for example, the vehicle left direction L and vehicle right direction R shown inFIG.3andFIG.5), but not limited thereto. Correspondingly, the hook member160is provided on the upper surface of the airflow guiding plate110(e.g., the second airflow guiding plate114), and the hook member160has a claw part162protruding toward the rear of the vehicle (e.g., the vehicle rear direction Rr shown inFIG.3andFIG.5), and the hook member160is located in front of the buckle part52b(for example, in the vehicle front direction Fr shown inFIG.3andFIG.5). The claw part162is located at a position higher than the buckle part52b. Further, the front end of the airflow guiding plate110is rotatably connected to the vehicle body52through a shaft member120extending in the left-right direction of the vehicle (e.g., the vehicle left direction L and the vehicle right direction R shown inFIG.3andFIG.5). The hook member160is fixed to the buckle part52bat a position further rearward than the shaft member120(for example, toward the vehicle rearward direction Rr further shown inFIG.5). That is to say, the fixing portion (i.e., the claw part162) of the hook member160for fixing to the buckle part52bis located more rearward than the shaft member120, but the present disclosure is not limited thereto.

Thus, in the present embodiment, when the airflow guiding plate110(e.g., the second airflow guiding plate114) is located at the receiving position (as shown inFIG.4A), the hook member160is separated from the buckle part52bof the vehicle body52(as shown inFIG.7A), that is, the claw part162of the hook member160is located above the buckle part52band is separated by a distance. Correspondingly, when the airflow guiding plate110(e.g., the second airflow guiding plate114) is in the deploying position (as shown inFIG.4B), the hook member160is locked onto the buckle part52bof the vehicle body52(as shown inFIG.7B). That is, the claw part162of the hook member160moves downward from above and abuts against the upper surface of the buckle part52b, whereby the claw part162of the hook member160interferes with the buckle part52bin the up-down direction of the vehicle. Here, when the airflow guiding plate110(e.g., the second airflow guiding plate114) moves between the receiving position and the deploying position, the hook member160moves up and down along with the movement of the airflow guiding plate110. Under the circumstances, since the hook member160is positioned in front of the buckle part52b, the vertical movement of the hook member160does not interfere with the buckle part52b. In addition, since the claw part162of the hook member160protrudes rearward and is positioned above the buckle part52b, the up and down movement of the hook member160causes the claw part162to move away from or approach the buckle part52b, and thus the hook member160and the buckle part52bis separated from or locked onto the buckle part52b.

It can be seen that, in this embodiment, the airflow guiding plate110used for the vehicle body lower structure100described in the third part of the present disclosure is provided with an anti-overexpansion structure formed by the hook member160, the claw part162and the buckle part52b, etc. When the airflow guiding plate110is located in the deploying position, the airflow guiding plate110may be supported by the buckle part52bof the hook member160locked onto the vehicle body52, thereby inhibiting the airflow guiding plate110from being over-expanded or detached. When the airflow guiding plate110is in the receiving position, the hook member160is separated from the buckle part52b, so the setting of the hook member160does not affect the movement of the airflow guiding plate110between the receiving position and the deploying position. Accordingly, the vehicle body lower structure100described in the third part of the present disclosure may improve the aerodynamic performance, and inhibit the airflow guiding plate110from being over-expanded or detached.

Finally, the rear structure of the airflow guiding plate110used for the vehicle body lower structure100is described in the fourth part of the present disclosure. Please refer toFIG.1toFIG.3, in this embodiment, the airflow guiding plate110includes a front airflow guiding plate and a rear airflow guiding plate116. The front airflow guiding plate is, for example, the second airflow guiding plate114described in the first part of the present disclosure, and the rear airflow guiding plate116is connected behind the front airflow guiding plate (the second airflow guiding plate114) (for example, the vehicle rear direction Rr as shown inFIG.1toFIG.3). Thus, the airflow guiding plate110is divided into two parts (i.e., the front airflow guiding plate and the rear airflow guiding plate116) in the front-rear direction of the vehicle (for example, the vehicle front direction Fr and the vehicle rear direction Rr shown inFIG.1toFIG.3), so different settings may be made. For example, the orientation of the front airflow guiding plate (the second airflow guiding plate114) is different from the orientation of the rear airflow guiding plate116in the deploying position (as shown inFIG.4B).

Specifically, in this embodiment, as shown inFIG.3,FIG.4AandFIG.4B, the vehicle body lower structure100further includes a shaft member120. The front airflow guiding plate (the second airflow guiding plate114) is rotatably arranged on the vehicle body52with its front end (for example, corresponding to the end portion in the vehicle front direction Fr inFIG.1toFIG.3). For example, the front end of the front airflow guiding plate (the second airflow guiding plate114) is rotatably connected to the vehicle body52through the shaft member120. The rear end (for example, corresponding to the end portion in the vehicle rear direction Rr inFIG.1toFIG.3) of the front airflow guiding plate (second airflow guiding plate114) is connected to the rear airflow guiding plate116. Correspondingly, the rear airflow guiding plate116is rotatably arranged with its front end on the rear end of the front airflow guiding plate (second airflow guiding plate114), and its rear end is slidably arranged on the vehicle body52(as shown inFIG.3) in the front-rear direction of the vehicle (for example, the vehicle front direction Fr and the vehicle rear direction Rr as shown inFIG.1toFIG.3). For example, the front end of the rear airflow guiding plate116is rotatably arranged on the rear end of the front airflow guiding plate (the second airflow guiding plate114) through the rotating shaft114a, and then the rear end of the airflow guiding plate116is slidably set on the rear frame52cof the vehicle body52through the sliding pins116a. The rear end of the rear airflow guiding plate116refers to the part opposite to the front end, as long as the setting point is at the rear part of the front and rear parts of the rear airflow guiding plate116, and the present disclosure is not limited thereto.

More specifically, as shown inFIG.3andFIG.8, in this embodiment, the rear frame52cof the vehicle body52may be provided in a pair of left and right sliding grooves52dextending in the front-rear direction of the vehicle (for example, the vehicle front direction Fr and the vehicle rear direction Rr shown inFIG.1toFIG.3), and a pair of left and right sliding pins116amay be provided on the upper surface of the rear airflow guiding plate116. The sliding pins116aare, for example, pins provided on the base116bprotruding upward from the upper surface of the rear airflow guiding plate116. Further, the sliding groove52dis provided outside the sliding pin116ain the width direction of the vehicle (for example, the vehicle left direction L and the vehicle right direction R shown inFIG.3andFIG.8), and the sliding pin116aextends outward. Therefore, the sliding pin116amay be fitted in the sliding groove52d, and the sliding pin116amay slide in the sliding groove52dwith the movement of the rear airflow guiding plate116. However, in other embodiments that are not shown, the positions of the sliding groove52dand the sliding pin116amay also be exchanged. For example, the sliding groove52dis provided on the inner side of the sliding pin116aand the sliding pin116aextends inward, or the sliding groove52dis provided on the rear airflow guiding plate116and the sliding pin116ais arranged on the vehicle body52, or other structures that slide through fitting may be used as sliding members, which are not limited in the present disclosure.

Furthermore, please refer toFIG.3andFIG.9,FIG.9is a partial enlarged view of a part of the rear structure of the vehicle body lower structure100shown inFIG.3(for example, the range covered by the area A ofFIG.3), which clearly shows the guiding member170at the rear end of the airflow guiding plate116. In this embodiment, the vehicle body lower structure100further includes a guiding member170. The guiding member170is arranged between the vehicle body52and the rear airflow guiding plate116to guide the movement of the airflow guiding plate110to the deploying position. The guiding member170includes a recess172provided on the vehicle body52and a convex column174provided at the rear end of the rear airflow guiding plate116. The recess172is, for example, a C-shaped recess, and the convex column174is, for example, a pin disposed on the abutment176protruding upward from the upper surface of the rear airflow guiding plate116. Further, the recess172is provided on the outer side of the convex column174in the width direction of the vehicle (e.g., the vehicle left direction L and the vehicle right direction R shown inFIG.3andFIG.9), and the convex column174extends outward. Therefore, the convex column174may be fitted into the recess172, and the convex column174may slide in the recess172along with the movement of the rear airflow guiding plate116. However, in other embodiments that are not shown, the positions of the recess172and the convex column174may also be exchanged. For example, the recess172is provided on the inner side of the convex column174and the convex column174extends inward, or the recess172is provided on the rear airflow guiding plate116and the convex column174is disposed on the vehicle body52, or other structures that can slide through fitting may be used as the guiding members, which are not limited in the present disclosure.

Thus, in this example, when the airflow guiding plate110is in the receiving position (as shown inFIG.4A), the front airflow guiding plate (the second airflow guiding plate114) and the rear airflow guiding plate116cover the lower part of the vehicle body52. Correspondingly, when the airflow guiding plate110is in the deploying position (as shown inFIG.4B), the front airflow guiding plate (the second airflow guiding plate114) rotates relative to the vehicle body52with the shaft member120as the rotation axis, so the rear end of the front airflow guiding plate (the second airflow guiding plate114) moves downward. Under the circumstances, the front end of the rear airflow guiding plate116is connected to the rear end of the front airflow guiding plate (the second airflow guiding plate114), so the front end of the rear airflow guiding plate116rotates relative to the vehicle body52with the rotation axis114aas the rotation axis, and then the front end of the rear airflow guiding plate116moves downward. In addition, the rear end of the rear airflow guiding plate116slides forward through the cooperation of the sliding pin116aand the sliding groove52d, and the convex column174of the guiding member170moves along the recess172to guide the movement of the rear airflow guiding plate116.

Under the circumstances, since the airflow guiding plate110is divided into two parts (i.e., the front airflow guiding plate and the rear airflow guiding plate116) in the front-rear direction of the vehicle (for example, the vehicle front direction Fr and the vehicle rear direction Rr shown inFIG.1toFIG.3), so the airflow guiding plate110is set as follows: the orientation of the front airflow guiding plate (the second airflow guiding plate114) is different from the orientation of the rear airflow guiding plate116in the deploying position (as shown inFIG.4B). That is to say, the front end of the front airflow guiding plate (the second airflow guiding plate114) rotates with the shaft member120as the rotation axis, so that the rear end of the front airflow guiding plate (the second airflow guiding plate114) moves downward. Correspondingly, the front end of the rear airflow guiding plate116is driven by the rear end of the front airflow guiding plate (the second airflow guiding plate114) and moves downward, so the front end of the rear airflow guiding plate116takes the rotation axis114aas the rotation axis and rotates relative to the vehicle body52. The rear end of the rear airflow guiding plate116slides in the front-rear direction of the vehicle through the cooperation of the sliding pin116aand the sliding groove52das well as the guidance of the guiding member170. Therefore, the front airflow guiding plate (the second airflow guiding plate114) has the upper surface facing the back when in the deploying position, while the rear airflow guiding plate116has the upper surface facing the front when in the deploying position. Accordingly, the orientation of the front airflow guiding plate (the second airflow guiding plate114) is different from the orientation of the rear airflow guiding plate116in the deploying position (as shown inFIG.4B). For example, the airflow guiding plate110forms a V shape, but the present disclosure is not limited thereto.

It can be seen that, in the embodiment, the airflow guiding plate110used for the vehicle body lower structure100described in the fourth part of the present disclosure is divided into the front airflow guiding plate (the second airflow guiding plate114) and the rear airflow guiding plate116. Therefore, when the airflow guiding plate110is in the deploying position, the rear airflow guiding plate116slides forward, so that the front airflow guiding plate (the second airflow guiding plate114) and the rear airflow guiding plate116have different orientations in the deploying position, so the flow rate of airflow may be increased along with the airflow guiding plate110. Accordingly, the vehicle body lower structure100described in the fourth part of the present disclosure may guide the airflow on the airflow guiding plate110and may improve the aerodynamic performance.

To sum up, in the vehicle body lower structure of the present disclosure, the airflow guiding plate is set on the vehicle body of the vehicle, and is movable between the receiving position covering the lower part of the vehicle body and the deploying position protruding downward to improve the aerodynamic performance. In the vehicle body lower structure described in the first part of the present disclosure, the airflow guiding plate is divided into a first airflow guiding plate in front of a pair of left and right front wheels and a second airflow guiding plate in the center, so that the protruding amount of the first airflow guiding plate and the protruding amount of the second airflow guiding plate in the deploying position are set to be different, thereby improving the driving stability. Furthermore, in the vehicle body lower structure described in the second part of the present disclosure, when the airflow guiding plate is in the deploying position, the airflow guiding plate may be supported through the connection of the belt member. When the airflow guiding plate encounters obstacles, the belt member is bent without interfering with the movement of the airflow guiding plate toward the receiving position, thereby inhibiting the impact on the airflow guiding plate when the airflow guiding plate encounters an obstacle. Moreover, in the vehicle body lower structure described in the third part of the present disclosure, when the airflow guiding plate is located in the deploying position, the airflow guiding plate may be supported by the buckle part of the hook member locked onto the vehicle body, thereby inhibiting the airflow guiding plate from being over-expanded or detached. In addition, in the vehicle body lower structure described in the fourth part of the present disclosure, the airflow guiding plate is divided into a front airflow guiding plate and a rear airflow guiding plate. When the airflow guiding plate is in the deploying position, the rear airflow guiding plate slides forward, so that the orientation of the front airflow guiding plate is different from the orientation of the rear airflow guiding plate. In this manner, the flow rate of the airflow on the airflow guiding plate may be increased and the aerodynamic performance may be improved. The vehicle body lower structure of the present disclosure may be provided with the structures described in the first part to the fourth part simultaneously, or at least one of them may be provided according to requirements. The present disclosure is not limited thereto, and may be adjusted according to requirements.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present disclosure, but not to limit them; although the present disclosure has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand: modifications may still be made to the technical solutions described in the foregoing embodiments, or some or all of the technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present disclosure.