JP2009149130A - Aerodynamic structure for vehicles - Google Patents

Abstract

An air flow in a wheel house is rectified according to a traveling state of a vehicle.
In a vehicle wheel house structure, when a vehicle speed is high, a predetermined number of stepped portions are disposed at a vehicle front side position. For this reason, the air flow from the vehicle rear side of the wheel 20 to the wheel house 18 collides with the collision surfaces 32 and 40B, and the inflow of air to the wheel house 18 is suppressed. The air resistance of the vehicle can be reduced. On the other hand, when the speed of the vehicle is low, when the running surface of the vehicle is a bad road, and when the friction coefficient of the running surface of the vehicle is small, a predetermined number of stepped portions 40 are arranged at the vehicle rear side position. . For this reason, the grounding state of the wheel 20 can be improved, and the steering stability of the vehicle can be ensured.
[Selection] Figure 1

Description

  The present invention relates to an aerodynamic structure for a vehicle that rectifies an air flow in a wheel house of the vehicle.

  As an aerodynamic structure for a vehicle, there is one in which a clearance between a wheel house and a wheel is closed by a shutter when the vehicle travels at a high speed, and air resistance acting on the vehicle is reduced (see, for example, Patent Document 1). ).

Thus, in the vehicle aerodynamic structure, it is preferable that the air flow in the wheel house can be rectified according to the traveling state of the vehicle.
JP 2006-327548 A

  An object of the present invention is to obtain an aerodynamic structure for a vehicle that can rectify an air flow in a wheel house in accordance with a traveling state of the vehicle in consideration of the above facts.

  The aerodynamic structure for a vehicle according to claim 1 is provided in a wheel house of the vehicle, is disposed on the vehicle rear side with respect to a rotation axis of a wheel in the wheel house, and collides by protruding toward the wheel side. A step portion in which a surface protrudes toward the wheel side and an air flow toward the wheel house collides with the collision surface as the wheel rotates, detection means for detecting a traveling state of the vehicle, and detection by the detection means Adjusting means for adjusting the amount of protrusion of the stepped portion toward the wheel based on the result.

  The aerodynamic structure for a vehicle according to claim 2 is the aerodynamic structure for a vehicle according to claim 1, wherein the stepped portion can be folded to adjust a protruding amount of the stepped portion to the wheel side. It is characterized by.

  The aerodynamic structure for a vehicle according to claim 3 is the aerodynamic structure for a vehicle according to claim 1 or 2, wherein the detection means detects a traveling speed of the vehicle and the vehicle detected by the detection means. When the traveling speed of the vehicle is reduced, the adjusting means reduces the protruding amount of the stepped portion toward the wheel.

  The aerodynamic structure for a vehicle according to claim 4 is the aerodynamic structure for a vehicle according to any one of claims 1 to 3, wherein the detection means detects a traveling surface of the vehicle, and the detection is performed. When the vibration frequency of the vehicle due to the vehicle running surface detected by the means decreases, the adjusting means reduces the protrusion amount of the stepped portion to the wheel side, and the resistance of the vehicle running surface detected by the detecting means decreases. In this case, the adjusting means reduces the protruding amount of the stepped portion toward the wheel.

  In the vehicle aerodynamic structure according to claim 1, the step portion provided in the wheel house of the vehicle is disposed on the vehicle rear side with respect to the rotational axis of the wheel in the wheel house, and the step portion moves toward the wheel side. By projecting, the collision surface is projected to the wheel side, and the air flow toward the wheel house collides with the collision surface as the wheel rotates. For this reason, inflow of the air flow into the wheel house accompanying the rotation of the wheel is suppressed, and the air flow in the wheel house can be rectified.

  Here, the detection means detects the traveling state of the vehicle, and the adjustment means adjusts the amount of protrusion of the step portion toward the wheel based on the detection result of the detection means. For this reason, the air flow in the wheel house can be rectified according to the traveling state of the vehicle.

  In the aerodynamic structure for a vehicle according to the second aspect, the stepped portion is made foldable so that the amount of protrusion of the stepped portion toward the wheel can be adjusted. For this reason, it is possible to adjust the protruding amount of the stepped portion toward the wheel with a simple configuration.

  In the vehicle aerodynamic structure according to claim 3, the detecting means detects the traveling speed of the vehicle.

  Here, when the traveling speed of the vehicle detected by the detection unit decreases, the adjustment unit decreases the protrusion amount of the stepped portion toward the wheel. For this reason, the steering stability of the vehicle can be ensured.

  In the vehicle aerodynamic structure according to the fourth aspect, the detecting means detects the traveling surface of the vehicle.

  Here, when the vibration frequency of the vehicle due to the vehicle running surface detected by the detecting unit decreases, the adjusting unit reduces the protruding amount of the stepped portion toward the wheel, and the vehicle running surface detected by the detecting unit is also reduced. When the resistance is reduced, the adjusting means reduces the protruding amount of the stepped portion toward the wheel. For this reason, the steering stability of the vehicle can be ensured.

[First Embodiment]
FIG. 1 is a sectional view of a vehicle wheel house structure 10 as a vehicle aerodynamic structure according to the first embodiment of the present invention viewed from the left side of the vehicle, and FIG. A front portion of a vehicle 12 (automobile) configured by applying the wheel house structure 10 is shown in a side view as seen from the left side of the vehicle. In the drawings, the front side of the vehicle is indicated by an arrow FR, the inner side in the vehicle width direction (right side of the vehicle) is indicated by an arrow IN, and the upper side is indicated by an arrow UP.

  Plate-shaped fender panels 14 are provided at both ends in the vehicle width direction at the front and rear portions of the vehicle 12 in the present embodiment. A wheel arch 16 having a substantially semicircular arc shape is formed on the fender panel 14, and the inside of the wheel arch 16 opens downward.

  A substantially semi-cylindrical wheel house 18 is formed at the front and rear portions of the vehicle 12 on the inner side in the vehicle width direction of the wheel arch 16, and the inner peripheral surface of the wheel house 18 is on the outer peripheral side of the wheel arch 16. Has been placed. In the wheel house 18, wheels 20 (front wheels and rear wheels) are rotatably provided around the wheel shaft 20 </ b> A. In particular, when the wheels 20 are front wheels, the wheels 20 are arranged on the outer periphery of the wheel arch 16. Arranged inside, the wheel arch 16 can be steered outward (tilted in the vehicle width direction).

  The wheel shaft 20A is supported by the lower end of the suspension 22, and the suspension 22 has an upper end fixed to the vehicle body side and applies a downward biasing force to the wheel 20 via the wheel shaft 20A.

  A brake device (not shown) is provided inside the wheel 20 in the vehicle width direction, and the brake device brakes the rotation of the wheel 20 so that the vehicle 12 can be braked.

  In the wheel house 18, a resin-made plate-like fender liner 24 is provided on the outer peripheral side of the wheel arch 16, and the fender liner 24 is formed in a substantially arc shape in a vehicle side view along the wheel arch 16. It is curved and covers the upper part of the outer peripheral surface of the wheel 20. The inner end in the vehicle width direction of the fender liner 24 is fixed to the inner wall in the vehicle width direction of the wheel house 18, and the outer end in the vehicle width direction of the fender liner 24 is fixed to the fender panel 14.

  A curved rectangular parallelepiped concave portion 26 is formed in the rear side portion and the lower side portion of the fender liner 24, and the concave portion 26 corresponds to the wheel 20 on the vehicle rear side of the rotation center axis O (rotation axis) of the wheel 20. Are arranged in the same range. The outer surface and the lower surface in the vehicle width direction of the recess 26 are opened, and the outer surface in the vehicle width direction of the recess 26 is closed by the fender panel 14. A rectangular opening 28 is formed through the bottom wall (outer peripheral wall and vehicle rear side wall) of the recess 26, and the upper end of the opening 28 is in contact with the upper wall of the recess 26.

  An aerodynamic stabilizer 30 shown in detail in FIG. 4 is provided in the concave portion 26, and the upper surface of the concave portion 26 is a flat collision surface 32 directed downward. The angle θ formed by the upper side of the vehicle front side of the collision surface 32 around the rotation center axis O of the wheel 20 with respect to the horizontal plane H is preferably 50 ° or less, and more preferably 40 ° or less. , About 30 °. A step member 34 having a substantially triangular prism shape is provided in the opening 28 of the recess 26, and the vehicle rear side surface of the step member 34 is opened. The upper end of the step member 34 is rotatably supported by the rotation shaft 36 at the upper end portion of the opening 28 of the recess 26, and the step member 34 is rotatable about the rotation shaft 36 in the vehicle longitudinal direction. .

  Both side walls (both side walls in the vehicle width direction) and the lower wall of the step member 34 are formed into folding parts 38 as expansion / contraction means (folding means) in the rear part of the vehicle, and the folding part 38 has a bellows shape. It is made into (cross-sectional wave shape), and can be folded and expanded (expandable). The folding portions 38 on both side walls of the step member 34 are each formed in a substantially J-shaped cross section (may be a substantially U-shaped cross section), and the vehicle front side end of the vehicle width direction outer portion is the opening 28 of the recess 26. While being fixed to both ends in the vehicle width direction, the folding portion 38 on the lower wall of the step member 34 has a substantially J-shaped cross section (may be a substantially U-shaped cross section), and the vehicle front side end of the lower portion is recessed. 26 is fixed to the lower end of the opening 28. As a result, the step members 34 can be rotated in the vehicle front-rear direction by folding and unfolding the folding portions 38 on both side walls and the lower wall of the step member 34.

  A predetermined number (three in this embodiment) of stepped portions 40 having a triangular prism shape are formed on the vehicle front side portion of the stepped member 34, and the predetermined number of stepped portions 40 each have a vehicle rear side surface opened. And arranged continuously in the vertical direction. The upper surface of the stepped portion 40 is a planar guide surface 40A directed to the front side of the vehicle, and the lower surface of the stepped portion 40 is a planar collision surface 40B directed downward. The length of the vehicle side view of 40A is made longer than the length of the vehicle side view of the collision surface 40B. The top portion 40C between the guide surface 40A and the collision surface 40B of the step portion 40 protrudes to the wheel 20 side most of the step portion 40, and the top portion 40C of the step portion 40 is the inner peripheral surface of the fender liner 24. It is arranged at the same position. Further, the collision surface 40B of the lowermost step portion 40 is arranged on the lower side as compared to the horizontal plane H passing through the rotation center axis O of the wheel 20, and the collision surface 40B of the lowermost step portion 40 is lower It is so preferable that it is arranged on the side.

  Between the collision surface 32 on the upper surface of the recess 26 and the guide surface 40A of the uppermost step portion 40 and between the collision surface 40B of the upper step portion 40 and the guide surface 40A of the lower step portion 40, a triangular prism shape is formed. A stopper groove 42 is formed. The stopper groove 42 is opened to the wheel 20 side, the inner side in the vehicle width direction is opposed to the inner side surface in the vehicle width direction of the recess 26, and the outer side in the vehicle width direction is the fender panel 14. It is opposed to. When the vehicle 12 travels forward, the air flow to the upper side (especially obliquely upward in the rear of the vehicle) of the wheel 20 accompanying the rotation of the wheel 20 (rotation in the direction of arrow A in FIG. It flows in, is guided by the guide surface 40A, and collides with the collision surface 40B.

  An actuator 44 serving as a driving unit that constitutes an adjusting unit is provided on the vehicle body side of the step member 34 on the vehicle rear side. The actuator 44 is provided with a main body 46 and an extending shaft 48. The main body 46 is fixed to the vehicle body side, and the extension shaft 48 extends from the main body 46 to the vehicle front side. The vehicle front side end of the extension shaft 48 is rotatably connected to the vehicle front side wall of the lower portion (lowermost step portion 40) of the step member 34, and the actuator 44 is driven to drive the main body of the extension shaft 48. By adjusting the amount of extension with respect to the portion 46, the step member 34 is rotated in the vehicle front-rear direction, and the amount of protrusion of the step member 34 from the bottom wall of the recess 26 toward the wheel 20 can be adjusted. .

  The wheel shaft 20 </ b> A is provided with a vehicle speed sensor 50 as detection means, and the vehicle speed sensor 50 can detect the speed of the vehicle 12. The vehicle 12 is provided with a navigation system 52 as detection means. The navigation system 52 can detect the speed of the vehicle 12 and the friction coefficient of the running surface 54 (road surface) of the vehicle 12.

  An upper load sensor 56 as a detecting means is provided on the vehicle body side to which the upper end of the suspension 22 is fixed. The upper load sensor 56 is input from the wheel 20 to the vehicle body side via the urging force of the suspension 22. The load to be detected can be detected. A lower load sensor 58 as a detecting means is provided at the lower part of the suspension 22, and the lower load sensor 58 can detect a load input from the wheel 20 to the vehicle body without passing through the urging force of the suspension 22. Has been. As a result, the upper load sensor 56 and the lower load sensor 58 can detect the frequency of vibration input to the vehicle 12 from the traveling surface 54 and the amplitude of the vehicle 12, and the frequency of vibration input to the vehicle 12 can be detected. When it is small, it is determined that the running surface 54 of the vehicle 12 is a rough road with large unevenness. On the other hand, when the frequency of vibration input to the vehicle 12 is large, the running surface 54 of the vehicle 12 is flat ( It is judged as a good road with small irregularities.

  A CCD (Charge Coupled Device) sensor 60 as a detecting means is provided at the front end portion of the vehicle 12, and the CCD sensor 60 detects an image of the traveling surface 54 of the vehicle 12 to detect the traveling surface of the vehicle 12. A coefficient of friction of 54 can be detected. The vehicle 12 is provided with an outside air temperature sensor 62 as detection means, and the outside air temperature sensor 62 can detect the air temperature outside the vehicle 12. Thus, the outside air temperature sensor 62 can detect that the running surface 54 of the vehicle 12 is snowed, frozen, etc. and the friction coefficient of the running surface 54 is small.

  On the vehicle body side where the upper end of the suspension 22 is fixed, a VSC (Vehicle Stability Control) sensor 64 as a detecting means is provided. The VSC sensor 64 detects a slip (particularly a side slip) of the vehicle 12, It is possible to detect that the friction coefficient of the running surface 54 of the vehicle 12 is small.

  The actuator 44, the vehicle speed sensor 50, the navigation system 52, the upper load sensor 56, the lower load sensor 58, the CCD sensor 60, the outside air temperature sensor 62, and the VSC sensor 64 are added to the ECU 66 as the control means that constitutes the adjustment means of the vehicle 12. It is connected.

  Next, the operation of the present embodiment will be described.

  In the vehicle 12 having the above configuration, the step member 34 (a predetermined number of step portions 40) is disposed at the vehicle front side limit position, and the top portion 40C of the step portion 40 is disposed at a position flush with the inner peripheral surface of the fender liner 24. Has been.

  When the wheel 20 rotates as the vehicle 12 moves forward, an upward air flow that flows into the wheel house 18 from the rear side of the wheel 20 is generated by being dragged by the rotation of the wheel 20. This air flow collides with the lowermost collision surface 40B. Further, this air flow flows into the stopper groove 42, is guided by the guide surface 40A, and collides with the collision surfaces 32 and 40B. For this reason, the air flow is blocked and the pressure in the stopper groove 42 increases, and this pressure increase range extends to the space between the stopper groove 42 and the wheel 20, so that the wheel 20 from the vehicle rear side of the wheel 20 The inflow resistance of air into the house 18 increases. As a result, the inflow of air into the wheel house 18 is suppressed, and the air flow that is about to enter the wheel house 18 from the lower side of the lower surface of the vehicle 12 is weak, and the periphery of the wheel house 18 (including the inside of the wheel house 18). By suppressing (rectifying) the turbulence of the air flow, the air flow flowing from the lower surface of the vehicle 12 toward the rear side of the vehicle is suppressed from being disturbed. It can flow smoothly toward the rear side of the vehicle.

  Furthermore, as the amount of air flowing into the wheel house 18 decreases as described above, the amount of air discharged to the outside in the vehicle width direction of the wheel house 18 also decreases. In particular, since the collision surface 40B is disposed on the vehicle rear side and the lower side of the wheel house 18, which is the most upstream part where the airflow flows into the wheel house 18, it is discharged to the outside in the vehicle width direction of the wheel house 18. The amount of air that is generated can be effectively reduced. For this reason, it is suppressed that the airflow which flows toward the vehicle rear side along the side surface of the vehicle 12 is suppressed, and the airflow can smoothly flow toward the vehicle rear side on the side surface of the vehicle 12.

  As described above, in the vehicle 12, due to the action of the collision surfaces 32 and 40B, the fuel efficiency is improved by reducing the air resistance (CD value), the steering stability is improved by securing the ground load of the wheel 20, the wind noise is reduced, and the splash (wheel 20 The water flow from the running surface 54 due to the above can be reduced, and the air flow toward the brake device on the inner side in the vehicle width direction of the wheel 20 can be secured.

  Further, since the stepped portion 40 of the stepped member 34 does not protrude from the inner peripheral surface of the fender liner 24, the interference between the stepped portion 40 and the wheel 20 does not become a problem. Therefore, there is no restriction for preventing the interference between the stepped portion 40 and the wheel 20, and the stepped portion 40 can be designed based on the aerodynamic required performance.

  Here, as shown in FIGS. 1 to 3, when the actuator 44 is driven, the step member 34 (a predetermined number of step portions 40) is moved to the vehicle front limit position (the top portion 40 </ b> C of the step portion 40 is the position of the fender liner 24. Between the inner peripheral surface) and the vehicle rear limit position (for example, the position where the top portion 40C of the stepped portion 40 is flush with the bottom surface of the recess 26) The amount of protrusion of the stepped portion 40 (the guide surface 40A and the collision surface 40B) toward the wheel 20 is adjustable.

  Further, at least one of the vehicle speed sensor 50 and the navigation system 52 detects the speed of the vehicle 12. In addition, at least one of the upper load sensor 56 and the lower load sensor 58 detects the frequency of vibration input to the vehicle 12 from the traveling surface 54 and the amplitude of the vehicle 12, and vibration input to the vehicle 12 from the traveling surface 54. When the frequency of the vehicle 12 is small, it is determined that the traveling surface 54 of the vehicle 12 is a rough road. On the other hand, when the frequency of vibration input to the vehicle 12 from the traveling surface 54 is large, the traveling surface 54 of the vehicle 12 is Is judged to be a good road. Further, at least one of the navigation system 52, the CCD sensor 60, the outside air temperature sensor 62, and the VSC sensor 64 detects the friction coefficient of the traveling surface 54 of the vehicle 12.

  Further, when the speed of the vehicle 12 is low or when the traveling surface 54 of the vehicle 12 is a rough road, the frequency of vibration input to the vehicle 12 is reduced. On the other hand, when the traveling surface 54 of the vehicle 12 is a good road and the speed of the vehicle 12 is high (when the vehicle 12 travels on a good road at high speed), the frequency of vibration input to the vehicle 12 increases.

  FIG. 6 shows the relationship between the frequency of vibration input to the vehicle 12 from the traveling surface 54 and the amplitude of the vehicle 12, as detected by the lower load sensor 58. When the frequency of vibration input to the vehicle 12 from the running surface 54 is large, the step member 34 is located on the vehicle rear side when the step member 34 is disposed at the vehicle front limit position (solid line A in FIG. 6). Compared to the case where the vehicle is disposed at the limit position (broken line B in FIG. 6), the amplitude of the vehicle 12 is reduced, and the ground contact state of the wheel 20 is improved. On the other hand, when the frequency of the vibration input to the vehicle 12 from the running surface 54 is small, the step member 34 is disposed in the vehicle when the step member 34 is disposed at the vehicle front limit position (solid line A in FIG. 6). Compared with the case where the vehicle is disposed at the rear limit position (broken line B in FIG. 6), the amplitude of the vehicle 12 is increased, and the ground contact state of the wheels 20 is deteriorated (apparently the urging force of the suspension 22 is weakened). To feel).

  Further, when the running surface 54 of the vehicle 12 is not covered with snow or frozen and the friction coefficient of the running surface 54 is large, the stepped member 34 is more easily disposed when the stepped member 34 is disposed at the vehicle front limit position. Compared with the case where the vehicle is placed at the rear limit position, the amplitude of the vehicle 12 is reduced, and the ground contact state of the wheels 20 is improved. On the other hand, when the running surface 54 of the vehicle 12 is covered with snow, freezes, etc., and the friction coefficient of the running surface 54 is small, the stepped member 34 is placed in the vehicle front limit position when the stepped member 34 is disposed at the vehicle front limit position. Compared with the case where the vehicle 12 is disposed at the rear limit position, the amplitude of the vehicle 12 is increased, and the ground contact state of the wheel 20 is deteriorated (apparently, the urging force of the suspension 22 seems to be weakened).

  Based on the above, based on the detected frequency of vibration input to the vehicle 12 from the running surface 54 and the friction coefficient of the running surface 54 of the vehicle 12, the actuator 44 is driven under the control of the ECU, whereby the step member 34 ( A predetermined number of stepped portions 40) are rotated in the vehicle front-rear direction, and the amount of protrusion of the stepped portion 40 (the guide surface 40A and the collision surface 40B) toward the wheel 20 is adjusted.

  Specifically, when the friction coefficient of the traveling surface 54 is large (when the traveling surface 54 of the vehicle 12 is not covered with snow or frozen), the frequency of vibration input to the vehicle 12 from the traveling surface 54 is large ( When the vehicle 12 is traveling on a good road at a high speed, the step member 34 is disposed at the vehicle front side position (particularly the vehicle front side limit position). Thereby, the ground contact state of the wheel 20 can be improved, and the effect of the collision surfaces 32 and 40B of the step member 34 can be obtained.

  On the other hand, when the friction coefficient of the running surface 54 is large (when the running surface 54 of the vehicle 12 is not covered with snow, freezing, etc.), when the frequency of vibration input to the vehicle 12 from the running surface 54 is small (the speed of the vehicle 12 Is low, or when the running surface 54 of the vehicle 12 is a rough road) and when the friction coefficient of the running surface 54 is small (when the running surface 54 of the vehicle 12 is snowed, frozen, etc.), the step member 34 Is arranged at the vehicle rear side position (in particular, the vehicle rear side limit position). Thereby, the grounding state of the wheel 20 can be improved, and the steering stability of the vehicle 12 can be ensured.

  In addition, when the ECU determines that the stepped member 34 (a predetermined number of stepped portions 40) has snowed or iced on the basis of the detected traveling surface 54 of the vehicle 12, it is periodically or not controlled under the control of the ECU. When the actuator 44 is driven at regular intervals (particularly when the vehicle 12 is stopped), the step member 34 (a predetermined number of step portions 40) is reciprocally rotated in the vehicle front-rear direction. As a result, snow and ice can be dropped from the step member 34, and the snow and ice firmly attached to the step member 34 grow and interfere with the wheels 20, thereby impeding the running of the vehicle 12 and abnormal noise. Can be suppressed. In addition, it is possible to suppress the traveling performance of the vehicle 12 from being affected by the step member 34 reciprocatingly rotated in the vehicle front-rear direction while the vehicle 12 is stopped.

  Further, the vehicle rear side portions of both side walls and the lower wall of the step member 34 are formed into the folding portions 38, and the respective folding portions 38 are folded and unfolded, whereby the step members 34 (a predetermined number of the step portions 40). Is rotatable in the longitudinal direction of the vehicle. For this reason, the step member 34 can be rotated in the vehicle front-rear direction with a simple configuration.

  In the present embodiment, the plurality of step portions 40 are rotated in the vehicle front-rear direction by one actuator 44. For this reason, a structure can be simplified.

[Second Embodiment]
FIG. 7 is a perspective view of a main part of a vehicle wheel house structure 80 as an aerodynamic structure for a vehicle according to a second embodiment of the present invention as seen obliquely from the left front of the vehicle.

  The vehicle wheel house structure 80 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  In the vehicle wheel house structure 80 according to the present embodiment, a plurality of (three in the present embodiment) stepped portions 40 of the stepped member 34 can be pivoted in the vehicle longitudinal direction on the pivot shaft 36 at the upper end. The side wall (both side walls in the vehicle width direction) and the lower wall of the stepped portion 40 are supported by the folded portion 38 as a whole, and both ends in the vehicle width direction of the openings 28 of the recesses 26 at the vehicle rear side ends, respectively. It is fixed at the lower end.

  An actuator 44 is provided on the vehicle body side of each stepped portion 40 on the vehicle rear side, and the vehicle front side end of the extension shaft 48 of each actuator 44 is rotatably connected to the vehicle front side wall of each stepped portion 40. Has been. Thereby, by driving each actuator 44, each step 40 is independently rotated in the vehicle front-rear direction, and the amount of protrusion of each step 40 from the bottom wall of the recess 26 toward the wheel 20 is independent. And has been made adjustable.

  Here, also in this embodiment, the same operations and effects as those in the first embodiment can be obtained.

  Furthermore, by driving the plurality of actuators 44, the plurality of step portions 40 are independently rotated in the vehicle front-rear direction. For this reason, the amount of protrusion of each stepped portion 40 (the guide surface 40A and the collision surface 40B) toward the wheel 20 can be finely adjusted based on the traveling state of the vehicle 12, and the traveling performance of the vehicle 12 can be further refined. Can be controlled.

  Further, when the ECU determines that the stepped member 34 (a predetermined number of stepped portions 40) has snowed or iced on the basis of the detected traveling surface 54 of the vehicle 12, a plurality of actuators 44 are controlled by the ECU. Is driven, the stepped portions 40 adjacent in the up-down direction can be reciprocated in the reverse direction of the vehicle front-rear direction. Thereby, snow and ice can be effectively dropped from the step member 34.

  In the first embodiment and the second embodiment, the collision surface 32 is provided on the upper surface of the concave portion 26. However, the collision surface 32 on the upper surface of the concave portion 26 is the collision surface 40B of the stepped portion 40. Compared to the above, it is arranged on the upper side, and the effect of suppressing air inflow to the wheel house 18 is low. Therefore, in the first embodiment or the second embodiment, for example, the vehicle side view length of the collision surface 32 on the upper surface of the recess 26 is shortened as in the first modification shown in FIG. A configuration or a configuration in which the upper surface (collision surface 32) is not provided in the recess 26 as in the second modification shown in FIG.

  In the first embodiment and the second embodiment, the actuator 44 rotates the step member 34 (step 40) in the vehicle front-rear direction. However, the step member 34 (step 40) An output shaft of a motor as drive means is connected to a rotation shaft 36 that supports the rotation of the rotation shaft 36, and the motor rotates the rotation shaft 36, thereby moving the step member 34 (step portion 40) in the vehicle front-rear direction. It is good also as a structure to rotate.

It is sectional drawing seen from the vehicle left side which shows the state by which the level | step difference member has been arrange | positioned in the vehicle front side limit position in the vehicle wheel house structure which concerns on the 1st Embodiment of this invention. FIG. 3 is a cross-sectional view seen from the left side of the vehicle showing a state in which the step member is arranged at an intermediate position between the vehicle front limit position and the vehicle rear limit position in the vehicle wheel house structure according to the first embodiment of the present invention. is there. It is sectional drawing seen from the vehicle left side which shows the state by which the level | step difference member is arrange | positioned in the vehicle rear side limit position in the vehicle wheel house structure which concerns on the 1st Embodiment of this invention. It is the perspective view seen from the vehicle front diagonal left which shows the principal part of the wheel house structure for vehicles which concerns on the 1st Embodiment of this invention. It is the side view seen from the vehicle left side which shows the front part of the vehicle comprised by applying the wheel house structure for vehicles concerning a 1st embodiment of the present invention. In the vehicle wheel house structure according to the first embodiment of the present invention, the relationship between the vibration frequency (horizontal axis) input from the running surface to the vehicle and the vehicle amplitude (vertical axis) detected by the lower load sensor is shown. It is a graph to show. It is the perspective view seen from the vehicle front diagonal left which shows the principal part of the wheel house structure for vehicles which concerns on the 2nd Embodiment of this invention. (A) And (B) is the state by which the level | step difference member is arrange | positioned in the vehicle front side limit position in the 1st modification of the vehicle wheel house structure which concerns on the 1st Embodiment of this invention, and a 2nd modification, respectively. It is sectional drawing seen from the vehicle left side shown.

Explanation of symbols

10 Vehicle wheelhouse structure (vehicle aerodynamic structure)
12 Vehicle 18 Wheelhouse 20 Wheel 40 Stepped portion 40B Colliding surface 44 Actuator (Adjustment means)
50 Vehicle speed sensor (detection means)
52 Navigation system (detection means)
54 Running surface 56 Upper load sensor (detection means)
58 Under load sensor (detection means)
60 CCD sensor (detection means)
62 Outside air temperature sensor (detection means)
64 VSC sensor (detection means)
66 ECU (adjustment means)
80 Vehicle wheelhouse structure (vehicle aerodynamic structure)

Claims (4)

The collision surface is provided on the wheel house of the vehicle and is disposed on the vehicle rear side with respect to the rotation axis of the wheel in the wheel house, and the collision surface protrudes toward the wheel side by projecting toward the wheel side. A step portion where an air flow toward the wheel house collides with the rotation of the wheel,
Detecting means for detecting a running state of the vehicle;
Adjusting means for adjusting the amount of protrusion of the stepped portion toward the wheel based on the detection result of the detecting means;
Aerodynamic structure for vehicles.   The aerodynamic structure for a vehicle according to claim 1, wherein the stepped portion can be folded to adjust a protruding amount of the stepped portion toward the wheel.   The detecting means detects a traveling speed of the vehicle, and the adjusting means reduces a protruding amount of the stepped portion to the wheel side when the traveling speed of the vehicle detected by the detecting means decreases. The aerodynamic structure for a vehicle according to claim 1 or 2.   The detecting means detects a running surface of the vehicle, and when the vibration frequency of the vehicle due to the running surface of the vehicle detected by the detecting means is reduced, the adjusting means reduces the protruding amount of the stepped portion to the wheel side. In addition, when the resistance of the running surface of the vehicle detected by the detecting means is reduced, the adjusting means reduces the protruding amount of the stepped portion toward the wheel side. The aerodynamic structure for a vehicle according to any one of the preceding claims.

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