Note: Descriptions are shown in the official language in which they were submitted.
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"AERODYNAMIC AUTOMOBILE"
Technical Field
The present invention relates to automobiles, and more particu-
larly, to a lightweight, passenger, self-propelled vehicle, with improved
structural and body characteristics.
This application is a divisional application of application Serial
No. 2,233,001 filed September 24, 1996.
Background Art ,
The conventional automobile often carrying a single driver-
io passenger, weighs on the average between 1000 and 1200 kg. and transports
an average person of 70 kg. It is well settled that the conventional auto-
mobile is highly inefficient, particularly in a city environment in view of
the
amount of energy in the form of fuel required to move such a vehicle and
the resultant pollution. No matter how much research is done on engine
efficiency, inefficiencies will remain as long as the automobile has the mass
referred to above.
In addition, conventional automobiles have a drag coefficient of
Cd = 0.38 or more. For highway driving, the drag coefficient increases the
power requirements of the vehicle. Thus relatively powerful engines are
required to overcome the mass and drag coefficient. Such engines add to the
overall mass of the vehicle. Fuel consumption is rarely below 7 liters per
100 kilometers.
One of the problems with lightweight vehicles is the lack of
stability at higher speed. In order to attain a mass of less than 500 kg. the
resulting vehicle would be fragile and somewhat unstable at speed of
100 km. or more, due to aerodynamic lift associated with most conventional
body shapes.
U.S. Patent No. 3,951,222, Fletcher, issued Apr. 20, 1976, shows
a lightweight car in the form of a reverse airfoil. Although the aerodynamic
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lift associated with the automobile shown in this patent is reversed, the
automobile in this patent would be subject to lateral instability.
Summary of the Invention
It is an aim of the present invention to provide an improved
automobile.
Therefore, in accordance with the present invention, there is
provided an automobile having a chassis with a front portion and a rear
portion; wherein the chassis includes a pair of laterally extending bulkheads
midships of the automobile, the bulkheads having an inverted V-shaped
io structure in a side elevation and forming a backrest for respective seats
in
the automobile.
Also in accordance with the present invention, there is provided
an automobile having a chassis with a front portion and a rear portion,
wherein the chassis includes a pair of laterally extending bulkheads
centrally of the automobile, the bulkheads forming an inverted V-shaped
structure in a side elevation, and a drive train suspended from the apex of
the triangle formed by the V-shaped structure of the bulkheads within the
space between the bulkheads centrally of the automobile.
Also in accordance with the present invention there is provided
an automobile having a chassis comprising a frame structure with at least a
pair of elongated longitudinally extending parallel beams which are channel
shaped and which include flanges at the longitudinal edges of the channel;
lateral beams extend between the channels and are spaced apart, and further
beams extend as extensions of the lateral beams, outboard of the
longitudinal beams, and the lateral beams and extensions thereof are also
channel shaped with flanges along the longitudinal edges thereof.
Further in accordance with the present invention, there is
provided an automobile having a chassis and an outer cladding in the form
of an airfoil with a top wall forming the pressure surface, the bottom wall
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forming the suction surface, the front of the automobile forms the leading
edge and the rear forms the trailing edge. At least a spoiler is provided at
one of the front and rear portions of the automobile, the spoiler being
located at the bottom wall near one of the leading edge and the trailing edge
s respectively. The spoiler extends transversely of the automobile and is
spaced from the bottom wall to provide an air flow passage therebetween
and forms a downward force on the automobile.
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In a more specific embodiment there is a front spoiler and a rear
spoiler such that the spoilers provide a downward force on the automobile
sufficient to provide stability thereto at high speeds. The spoilers also form
the front and rear bumpers of the automobile.
In another aspect of the present invention the automobile is
provided with an engine located centrally of the chassis and at the proximity
of the center of gravity.
In a more specific embodiment of the present invention a pair of
vertical stabilizer fins are provided at the trailing edge of the automobile
i o and project rearwardly in order to provide lateral stability to the
automobile
and with an additional purpose of locating the pressure center of the auto-
mobile aft of the center of gravity of the automobile.
More specifically the present invention provides an automobile
body with a drag coefficient of Cd = 0.20 or lower. The total vehicle curb
mass would be less than 450 kg.
Still more specifically the automobile is provided with a pair of
bulkheads front and rear of the engine and defining an inverted V, the bulk-
heads forming back rests for oppositely disposed front and rear seats of the
automobile.
Thus the structure of the automobile includes back-to-back four
passenger seats with the back rests of the seats being integrated to the trian-
gular configuration of structural bulkheads. The drive train is suspended
from the apex of the structural bulkheads, including the engine which is
located at the level of the floor. The floor is double clad including the
bottom wall and includes storage for the gas tank, and in the event of
conversion to an electrical motor, storage of the batteries.
Brief description of the Drawings
Having thus generally described the nature of the invention,
reference will now be made to the accompanying drawings, showing by
way of illustration a preferred embodiment thereof, and in which:
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Fig. 1 is a vertical side elevation, partly in cross-section, show-
ing the air flow around the body of a vehicle according to a particular
embodiment of the present invention;
Fig. 2 is a side elevation, partly schematic and partly in cross-
section, of the vehicle in accordance with the embodiment shown in Fig. I
showing some elements in dotted lines;
Fig. 2a is a perspective view of a detail of the embodiment
shown in Fig. 2;
Fig. 3 is a schematic top plan view of the vehicle shown in
io Figs. 1 and 2;
Fig. 4 is a fragmentary rear end elevation of the embodiment
shown in Figs. 1 and 2;
Fig. 5 is a fragmentary perspective view of a detail of the
vehicle;
Fig. 6 is a fragmentary enlarged perspective view of a further
detail of the vehicle;
Fig. 7 is a fragmentary enlarged vertical cross-section of a
further detail of the vehicle taken along lines 7-7 of Fig. 3;
Fig. 8 is a schematic diagram in perspective showing a further
characteristic of the vehicle;
Fig. 9 is a fragmentary enlarged perspective view of a further
detail of the vehicle; and
Fig. 10 is a fragmentary vertical cross-section taken along
lines 10-10 of Fig. 3.
Modes For Carrying Out The Invention
Referring to Figs. 1, 2 and 3, an automobile A is illustrated
having a chassis C, a bottom clad wall 10 and a roof 12. The overall shape
of the automobile A is that of an inverted airfoil having a leading edge 14
and a trailing edge 16.
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As shown in Fig. 1, the configuration of the suction surface or
clad bottom wall 10 and the pressure surface or roof 12 provides a negative
aerodynamic lift at high speeds pressing the automobile towards the ground.
This is enhanced by the spoilers 18 and 20 fore and aft of the automobile
body A.
Spoiler 18 is illustrated in FIG. 9. Spoiler 20, shown in FIG. 1, is
of similar construction. The spoiler 18 also serves as a bumper and extends
transversely of the chassis and is connected at its ends to fender 22 and to
fender 24 respectively. The spoiler 18 is spaced from bottom clad wall 10
io and helps provide additional negative lift at the front of the vehicle. The
spoiler 20 provides a similar negative lift at the aft portion of the automo-
bile A. A central connecting member 26 mounted to the chassis C provides
support for the spoiler 18, and, along with the laterally spaced fenders 22
and 24, guide the airflow underneath the automobile A.
The spoilers 18 and 20 each have a horizontal component Ph at
the front and rear of the automobile acting in opposite direction. When the
airflow passes by the spoilers the Ph component of each spoiler 18 and 20
cancels the other. In fact the forces are acting on the automobile structure
to
stretch it out. Vertical components P,, press the car downwardly towards the
ground, increasing the stability. The downward forces on the automobile
increase the rolling resistance but this is by far compensated by the gains in
stability.
As shown in FIG. 2, the engine 28 is placed centrally of the auto-
mobile A, in the lower part thereof. The engine 28 may be of the type
described in U.S. Pat. No. 4,727,794, issued March 1, 1988 to Marek
Kmicikiewicz. Torque reaction pads 29 are provided to resist the torque
developed by the engine 28. The drive train also includes a clutch housing
which can be a standard single disc dry clutch. An inter-axle differential
32 is superimposed with a split power CVT transmission 34 of the type
3o described in U.S. Pat. No. 5,121,936 issued June 16, 1992 to Ben Cowan.
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The drive train unit, including the above mentioned engine 28,
clutch housing 30, differential 32 and transmission 34 is suspended from the
apex of two bulkheads 36 and 38 which form a structural triangle as shown
in Figs. 2 and 5.
The bulkheads 36 and 38 also form the back rests of the seat sets
60 and 62. Panels 37 are removable, for access to the space between the
bulkheads 36 and 38 where the engine transmission and other equipment
are situated. It is noted that the engine and transmission could be removed
in less than 30 minutes. Head rests 25 are illustrated at the top of the seats
io 60a, 60b, 62a, and 62b, as shown in Figs. 2 and 3. A suspension system 40
suspends the drive train from the apex of the bulkheads 36 and 38. The
suspension of the drive train allows for better distribution of the loading
forces on the chassis C.
Referring to Figs. 2, 3, 5, 6, and 7, there is shown the chassis C
which includes a double clad floor with spaced-apart panels 10 and 11.
There are two longitudinal beams 42 and 44 which extend from the front
cross beam 46 to the rear cross beam 48. The beams 46 and 48 are U-
shaped stampings of aluminum and have outwardly extending flanges 55
for the purposes of bonding, and spot welding or riveting. The cross-section
of a typical longitudinal beam 42 is shown in Fig. 6, cross or lateral beams
46, 48, 50 and 52 extend between beams 42 and 44. Beam extensions 46L,
46R, 48L, 48R, 50L and 50R, 52L and 52R, are provided outboard of
beams 42 and 44 corresponding to the beams 46, 48, 50 and 52. All of the
flanges 55 of the beams are bonded, riveted or spot-welded to the cladding
as represented, for instance, by panels 10 and 11.
A tunnel having a front segment 56 and a rear section 58 extends
longitudinally and centrally of the chassis C and within the passenger cabin
dividing the two sets of seats 60 and 62, into seats 60a, 60b, 62a and 62b
respectively, as shown in Figs. 3 and 5. These tunnel sections 56 and 58, in
3o addition to providing space for the power transmission elements, provide
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structural strength to the automobile for support of the front and rear bulk-
heads during crashes. The housings of tunnel sections 56 and 58 also
provide additional stiffness to the overall structure of the chassis C.
The power transmission is provided to rear and front axles by
cogged belts 64 and 66 extending in tunnel sections 56 and 58 respectively.
These cogged belts 64 and 66 may be of the type referred to as Uniroyal
HTD-II synchronous belt drive system, as described in a Uniroyal publica-
tion entitled "PowerTrain", October 1985, or the PowerGrip TM HTD belt
system produced by The Gates Rubber Company and described in Gates
io Industrial Belt Products/List Prices, January 2, 1990, No. 19996-000. The
inter-axle differential 32 provides a torque split at the drive belts 64 and
66.
The rate of torque split depends on the load distribution between front and
rear axles, the height of the center of gravity of the automobile and the
mode of driving, that is mainly city or highway. The cogged belt 66, as
shown schematically in FIG. 2a, is in a mobius curve mode and twisted to
transmit torque from the vertical axis sprockets 33 of the inter-axle differ-
ential 32 to the horizontal axis of the final drive differential. Belt 64 has
a
similar configuration. This arrangement is an efficient cost-effective noise
and vibration reducing drive system for lightweight vehicles.
The gas tank 68 is located under the right rear passenger seat 62b
and inboard of the right longitudinal beam member 44. The tank 68 is of 15
to 21 liter capacity and is thus protected from both side and rear impacts
and provides the automobile with 500 to 700 kilometer range.
It is noted that the clad floor 10 may be provided with an opening
below the drive train for access thereto.
The upper floor panel 11 may be provided with stiffening beads
and openings to give access to some systems located in the double floor
space. As indicated previously, the double floor concept allows for storage
of batteries in the event of conversion to an electric drive.
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The steering column and instrument cluster 70 is adjustable in
height and distance since the seats 60 are fixed. Similarly, the pedal cluster
(not shown) is adjustable horizontally to compensate for different leg
lengths. Since these two clusters, that is, the steering column and instrument
cluster 70 and the pedal cluster, are independently adjustable relative to the
fixed seat 60a, it is possible to obtain a beter driving position for
different
persons, including those having shorter arms and longer legs, and vice
versa.
An air intake 72 is provided at the front of the automobile C, as
io shown in Figs. 2 and 3. The air follows a ventilation duct to the engine 28
in
order to provide cooling air for the engine. The air intake 72 is located at
the stagnation point at the leading edge 14, aerodynamically, on the auto-
mobile A where there is the highest possible static pressure developed. The
air outlet 74 is in the form of tangentially oriented slots at the aft portion
of
the automobile A where the velocity of air is high and thus the negative
pressure drawing the air from the exit is high. It is noted that a fan will be
provided in the air outlet 74 to increase the negative pressure within the
ventilation system for the engine.
As shown in Figs. 7 and 10, an air passage 76 associated with the
air duct 74 provides a passage for the air through the transverse beam 50 to
the engine 28.
Vertical fender stabilizers 78, which serve to provide lateral
stability, are located on either side of the automobile A, and also help to
offset the pressure center toward the rear (Fig. 4). This provides
correctional
moment at high speeds during the loss of traction at all four wheels. A roll-
over bar 82, as shown in Figs. 3 and 4, is provided centrally of the automo-
bile A and is supported by posts 84 to link the roll-over bar 82 with the
longitudinal members 42 and 44 respectively. It is noted that the roll-over
bar 82, as shown in Fig. 4, has a greater dimension at the belt height of the
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automobile than in the roof portion in order to protect against sideways
impact.
Fig. 8 represents the roof structure support construction which
includes pillars 86 and 88 which cross each other and are supported at the
belt line. Braces 90a and 90b represent the windshield and door braces.
These are bulkheads 92 at the front and rear of the automobile A
over the lateral beams 46 and 48 as shown in Figs. 3 and 5. These
bulkheads represent the construction split lines of the automobile and are
designed to contain the crash energy without serious deformation of the
io passenger cabin.
The portions fore of bulkhead 92 and aft of bulkhead 94 are
crumble zones. Transversal leaf spring 96 is provided in bulkhead 92 to
supplement the suspension system. As shown in Fig. 10 suspension link
rods 98 and 100 are connected to the leaf spring 96 within the housing of
bulkhead 92.
