JP2006256517A - Vehicular aerodynamic device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular aerodynamic device capable of controlling the supply/discharge of air to/from a wheel house. <P>SOLUTION: The vehicular aerodynamic device 10 is applied to an automobile S, in which a wheel W arranged in a wheel house H is supported by a front suspension 20 in an advancing/retracting manner to/from a vehicle body B. A fender liner 34 as a cover member to constitute the vehicular aerodynamic device 10 is mounted on the wheel W side in the front suspension 20 to cover the wheel W from an upper side in the wheel house H, and is advanced/retracted to/from the vehicle body B along the advancing/retracting direction of the wheel W to/from the vehicle body B. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle aerodynamic device for controlling an air flow in a wheel house.

A movable wheel arch fairing that can move forward and backward is provided between the wheel and the wheel arch. A technique for allowing a large stroke of the wheel is known as a retracted state in which the wheel arch fairing is stored in the wheel arch during off-road driving (see, for example, Patent Document 1).
JP-A-8-318876 Japanese Patent Laid-Open No. 3-67909 Japanese Utility Model Publication No. 64-34384

  However, in the conventional technology as described above, since the wheel arch fairing simply has a structure that opens and closes the air inlet / outlet on the side of the wheel house, the wheel arch fairing is not limited to the wheel arch fairing regardless of the position of the wheel arch fairing. Since the volume change of the space in the house occurs, it is difficult to suppress (change) the air flow entering and exiting the wheel house. For this reason, for example, turbulence occurs in the air flow accompanying the traveling of the vehicle, causing air resistance to increase.

  In view of the above fact, an object of the present invention is to provide a vehicle aerodynamic device that can control the entry and exit of air to and from the wheel house.

  In order to achieve the above object, a vehicle aerodynamic device according to a first aspect of the present invention is applied to a vehicle in which wheels arranged in a wheel house are supported by a suspension device so as to be capable of coming into contact with and separated from the vehicle body. The aerodynamic device includes a cover member that is supported so as to be able to come in contact with and separate from the vehicle body along a direction in which the wheel is in contact with and separated from the vehicle body, and covers the wheel from above in the wheel house.

  In the vehicle aerodynamic device according to the first aspect, in the wheel house, the wheel supported by the suspension device so as to be able to contact and separate (displace in the vertical direction) with respect to the vehicle body is covered from above by the cover member. Since the cover member can be moved toward and away from the vehicle body (displaced in the vertical direction), the cover member is moved toward and away from the vehicle body according to the distance between the wheel and the vehicle body. It is possible to adjust (control) airflow appropriately.

  Thus, in the vehicle aerodynamic device according to the first aspect, it is possible to control the entry / exit of air to / from the wheel house.

  A vehicle aerodynamic device according to a second aspect of the present invention is the vehicle aerodynamic device according to the first aspect, wherein the cover member includes a fender liner for suppressing entry of foreign matter into the vehicle body via the wheel house. I also serve.

  In the vehicle aerodynamic device according to claim 2, since the cover member also serves as a fender liner, an increase in the number of parts and mass is prevented or suppressed.

  A vehicle aerodynamic device according to a third aspect of the present invention is the vehicle aerodynamic device according to the first or second aspect, wherein the cover member is brought into contact with or separated from the vehicle body together with the wheels in the suspension device. It is fixed.

  In the vehicle aerodynamic device according to the third aspect, the cover member fixed to the wheel mounting side of the suspension device contacts (separates) the vehicle body together with the wheel. For this reason, the upper part of the wheel and the cover member are always maintained at a substantially constant interval, and the change in the air flow entering and exiting the wheel house can be suppressed. Thereby, air resistance can be reduced.

  A vehicle aerodynamic device according to a fourth aspect of the present invention is the vehicle aerodynamic device according to the first or second aspect, wherein the drive member is configured to drive the cover member in a direction in which the cover member is in contact with or separated from the vehicle body. A traveling state detection device that outputs a signal corresponding to the traveling state of the vehicle, and a control device that drives the drive device based on an output signal of the traveling state detection device and causes the cover member to contact and separate from the vehicle body; , Is further provided.

  In the vehicle aerodynamic device according to the fourth aspect, the control device drives the drive device based on the detection result of the traveling state detection device, thereby bringing the cover member into contact with and away from the vehicle body. For this reason, it becomes possible to position a cover member in the suitable position according to the driving state of the vehicle.

  A vehicle aerodynamic device according to a fifth aspect of the present invention is the vehicle aerodynamic device according to the fourth aspect, wherein the running state detecting device outputs a signal corresponding to the contact / separation amount of the wheel with respect to the vehicle body. The control device drives the drive device based on an output signal of the vehicle height sensor so that the cover member keeps the distance from the wheel within a predetermined range.

  In the vehicle aerodynamic device according to claim 5, in the drive device controlled by the control device based on the output signal of the vehicle height sensor, the distance between the wheel upper portion and the cover member is always within a predetermined range (for example, a substantially constant interval). In other words, the cover member is driven so that the cover member follows the wheel. For this reason, the inflow of air to the wheel house and the outflow of air from the wheel house are suppressed as the wheels come into contact with and away from the vehicle body. Thereby, air resistance can be reduced.

  A vehicle aerodynamic device according to a sixth aspect of the present invention is the vehicle aerodynamic device according to the fourth or fifth aspect, wherein the traveling state detecting device outputs a signal corresponding to the steering state of the vehicle. And the controller controls the drive so that the cover members covering the left and right wheels steered by steering are in contact with and separated from the vehicle body independently based on an output signal of the steering state detection device. Control the device.

  In the vehicle aerodynamic device according to claim 6, the control device independently determines the position (drive device) of the cover member covering the left and right wheels steered by the steering with respect to the vehicle body based on the output signal of the steering state detection device. Control. That is, the inner and outer wheel cover members are independently controlled during steering. For this reason, it becomes possible to generate the aerodynamic force according to the vehicle state (the posture of the vehicle body, etc.) at the time of steering.

  A vehicle aerodynamic device according to a seventh aspect of the present invention is the vehicle aerodynamic device according to the sixth aspect, wherein when the control device detects steering based on an output signal of the steering state detection device, the inner ring The drive device is controlled so that an aerodynamic force in a direction that causes rolling in a direction away from the vehicle body rather than the outer ring acts on the vehicle body.

  In the vehicle aerodynamic device according to the seventh aspect, the control device controls the drive device when detecting the steering, and actively causes rolling by the aerodynamic force generated by changing the position of the cover member. As a result, a sufficient load is applied to the outer wheel in a short time after steering, and the turning response to steering is improved.

  An aerodynamic device for a vehicle according to an eighth aspect of the invention is the aerodynamic device for a vehicle according to the sixth or seventh aspect, wherein the control device detects steering based on an output signal of the steering state detection device. In addition, the driving device is controlled so that a situation occurs in which the cover member on the inner ring side is separated from the inner ring rather than a state where the cover member is located at the reference position.

  In the vehicle aerodynamic device according to the eighth aspect, the control device controls the driving device when the steering is detected, and separates the cover member of the inner ring from the inner ring. Then, the air flowing into and out of the space between the inner ring and the cover member (wheel house) is increased, and a force for lifting the inner ring side, that is, a force for rolling the vehicle body corresponding to the turning direction acts on the vehicle body. Further, the air flow flowing out between the inner ring and the cover member generates a negative pressure on the inner ring side of the vehicle body, and a force that is pulled toward the inner ring side acts on the vehicle body. As a result, the turning performance of the vehicle body is improved.

  A vehicle aerodynamic device according to a ninth aspect of the present invention is the vehicle aerodynamic device according to any one of the sixth to eighth aspects, wherein the control device is based on an output signal of the steering state detection device. When the steering is detected, the driving device is controlled so that a situation in which the cover member on the outer wheel side is closer to the outer wheel than a state where the cover member is located at the reference position is generated.

  In the vehicle aerodynamic device according to the ninth aspect, when the control device detects the steering, the control device controls the drive device to bring the cover member of the outer wheel close to the outer wheel. Then, air flowing into and out of the space between the outer ring and the cover member (wheel house) is reduced, and the force for lifting the outer ring acting on the vehicle body, that is, the force for rolling the vehicle body corresponding to the turning direction is relatively reduced. To do. Further, since the negative pressure on the outer ring side of the vehicle body generated by the air flow entering and leaving between the outer ring and the cover member is reduced, the force pulled on the outer ring side acting on the vehicle body is relatively reduced. As a result, the turning performance of the vehicle body is improved. In particular, in the configuration dependent on claim 8, the turning performance is further improved.

  A vehicle aerodynamic device according to a tenth aspect of the present invention is the vehicle aerodynamic device according to any one of the sixth to ninth aspects, wherein the steering state detecting device outputs a signal corresponding to a steering angle. This is a steering angle sensor.

  In the vehicle aerodynamic device according to the tenth aspect, the control device controls the drive device based on the output signal of the steering angle sensor. For this reason, a cover member can be appropriately approached / separated with respect to a vehicle body.

  The vehicle aerodynamic device according to an eleventh aspect of the present invention is the vehicle aerodynamic device according to the tenth aspect, wherein the control device steers the wheel to one side with respect to a neutral position based on an output signal of the steering angle sensor. When the detected state is detected, the driving device is controlled so that the cover member on the inner ring side is separated from the inner ring.

  In the vehicle aerodynamic device according to claim 11, when the state in which the wheel is steered to one side with respect to the neutral position is detected (period) based on the output signal of the steering angle sensor, that is, with respect to the neutral position. During the period in which the state steered to one side is maintained, the control device controls the drive device to maintain the inner ring side cover member away from the inner ring. Thereby, the air flowing in and out between the inner ring and the cover member during the turning to one side with respect to the neutral position increases, and the turning performance is improved.

  A vehicle aerodynamic device according to a twelfth aspect of the present invention is the vehicle aerodynamic device according to the tenth or eleventh aspect of the present invention, wherein the control device is configured such that the wheel is at a neutral position based on an output signal of the steering angle sensor. When the state of being steered to the side is detected, the drive device is controlled so that the cover member on the outer wheel side is close to the outer wheel.

  In the vehicle aerodynamic device according to claim 12, when the state in which the wheel is steered to one side with respect to the neutral position is detected based on the output signal of the steering angle sensor, that is, to one side with respect to the neutral position. During the period in which the steered state is maintained, the control device controls the drive device to maintain the cover member on the outer wheel side in a state close to the outer wheel. As a result, the air flowing in and out between the outer ring and the cover member during the turning to one side with respect to the neutral position is reduced, and the turning performance is improved. In particular, in the configuration dependent on claim 11, the turning performance is further improved.

  A vehicle aerodynamic device according to a thirteenth aspect of the present invention is the vehicle aerodynamic device according to any one of the sixth to ninth aspects, wherein the steering state detection device outputs a signal corresponding to the steering torque. It is a torque sensor.

  In the vehicle aerodynamic device according to claim 13, since the steering state detection device is a torque sensor that detects the steering torque, the rise of the signal accompanying the steering is quick, and the response of the steering detection is improved as compared with the configuration using the steering angle sensor. To do. For this reason, responsiveness including control after steering detection is also improved.

  A vehicle aerodynamic device according to a fourteenth aspect of the present invention is the vehicle aerodynamic device according to the thirteenth aspect, wherein the control device sets the steering torque acting direction to a steering direction with respect to a neutral position based on an output signal of the torque sensor. When the coincidence is detected, the driving device is controlled so that the cover member on the inner ring side is separated from the inner ring.

  In the vehicle aerodynamic device according to claim 14, when the direction of operation of the steering torque coincides with the steered direction (period), the control device controls the drive device so that the cover member on the inner ring side is moved to the inner ring. Keep it away from Thereby, the air flowing in and out between the inner ring and the cover member during the turning to one side with respect to the neutral position increases, and the turning performance is improved.

  A vehicle aerodynamic device according to a fifteenth aspect of the present invention is the vehicle aerodynamic device according to the fourteenth aspect of the present invention, wherein the control device is configured such that a steering torque acting direction is a steering direction with respect to a neutral position based on an output signal of the torque sensor. When the opposite is detected, the driving device is controlled so that the cover member on the inner ring side is close to the inner ring.

  In the vehicular aerodynamic device according to the fifteenth aspect, for example, when returning from the one-side steering state with respect to the neutral position to the neutral position, the steering direction is on one side with respect to the neutral position, but the steering torque is reversed. When this reverse torque is acting (period), the control device brings the cover member on the inner ring side closer to the inner ring. As a result, rolling (overshoot) after returning to the neutral position is suppressed, and smooth operation becomes possible.

  A vehicle aerodynamic device according to a sixteenth aspect of the present invention is the vehicle aerodynamic device according to any one of the thirteenth to fifteenth aspects, wherein the control device is configured to control a steering torque based on an output signal of the torque sensor. When it is detected that the direction of action coincides with the steering direction with respect to the neutral position, the driving device is controlled so that the cover member on the outer wheel side is close to the outer wheel.

  In the vehicle aerodynamic device according to claim 16, when the direction of operation of the steering torque coincides with the steering direction (period), the control device controls the drive device so that the cover member on the outer wheel side is attached to the outer wheel. Keep in close proximity. As a result, the air flowing in and out between the outer ring and the cover member is reduced during the turning period to the one side with respect to the neutral position, and the turning performance is improved. In particular, in the configuration dependent on claims 14 and 15, the turning performance is further improved.

  The vehicle aerodynamic device according to claim 17 is the vehicle aerodynamic device according to claim 16, wherein the control device is configured such that a steering torque acting direction is a steering direction with respect to a neutral position based on an output signal of the torque sensor. When the opposite is detected, the driving device is controlled so that the cover member on the outer ring side is separated from the outer ring.

  In the vehicular aerodynamic device according to the seventeenth aspect, for example, when returning from the one-side steering state with respect to the neutral position to the neutral position, the steering direction is on one side with respect to the neutral position, but the steering torque is reversed. When this reverse torque is acting (period), the control device separates the cover member on the outer ring side from the outer ring. As a result, rolling (overshoot) after returning to the neutral position is suppressed, and smooth operation becomes possible.

  The vehicle aerodynamic device according to claim 18 is the vehicle aerodynamic device according to claim 13, wherein the control device increases the absolute value of the steering torque based on the rate of time change of the output signal of the torque sensor. When it is detected that the drive is being performed, the drive device is controlled so that the cover member on the inner ring side is separated from the inner ring.

  In the vehicle aerodynamic device according to claim 18, when it is detected that the absolute value of the steering torque is increasing based on the time change rate of the output signal of the torque sensor (period), in other words, the steering During the period when the (steering) angle is increasing, the control device controls the driving device to maintain the inner ring side cover member away from the inner ring. Thereby, the air flowing in and out between the inner ring and the cover member during the turning to one side with respect to the neutral position increases, and the turning performance is improved.

  The vehicle aerodynamic device according to claim 19 is the vehicle aerodynamic device according to claim 18, wherein the control device reduces the absolute value of the steering torque based on the rate of time change of the output signal of the torque sensor. When it is detected that the drive is being performed, the drive device is controlled so that the cover member on the inner ring side is close to the inner ring.

  In the vehicle aerodynamic device according to claim 19, when it is detected (period) that the absolute value of the steering torque is decreasing based on the time change rate of the output signal of the torque sensor, that is, the steering angle is decreased. During the period (the steering direction is the neutral position side), the control device controls the driving device to maintain the inner ring side cover member in a state close to the inner ring. As a result, rolling (overshoot) after reaching the maximum steering angle or after returning to the neutral position is suppressed, and smooth operation becomes possible.

  A vehicle aerodynamic device according to a twentieth aspect of the invention is the vehicle aerodynamic device according to the thirteenth, eighteenth, or nineteenth aspect of the invention, wherein the control device adjusts a time change rate of an output signal of the torque sensor. On the basis of this, when it is detected that the absolute value of the steering torque is increasing, the driving device is controlled so that the cover member on the outer wheel side is close to the outer wheel.

  In the vehicle aerodynamic device according to claim 20, when it is detected that the absolute value of the steering torque is increasing based on the time change rate of the output signal of the torque sensor (in other words, in other words, steering) During the period during which the (steering) angle is increasing, the control device controls the drive device to maintain the cover member on the outer wheel side in a state close to the outer wheel. As a result, the air flowing in and out between the outer ring and the cover member during the turning to one side with respect to the neutral position is reduced, and the turning performance is improved. In particular, in the configuration dependent on claims 18 and 19, the turning performance is further improved.

  An aerodynamic device for a vehicle according to a twenty-first aspect is the aerodynamic device for a vehicle according to the twentieth aspect, wherein the control device decreases the absolute value of the steering torque based on a rate of time change of an output signal of the torque sensor. When it is detected that the drive is being performed, the drive device is controlled so that the cover member on the outer ring side is separated from the outer ring.

  In the vehicle aerodynamic device according to claim 21, when it is detected (period) that the absolute value of the steering torque is decreasing based on the time change rate of the output signal of the torque sensor, that is, the steering angle is decreased. During the period (the steering direction is on the neutral position side), the control device controls the driving device to separate the cover member on the outer wheel side from the outer wheel. As a result, rolling (overshoot) after reaching the maximum steering angle or after returning to the neutral position is suppressed, and smooth operation becomes possible.

  A vehicle aerodynamic device according to a twenty-second aspect of the invention is the vehicle aerodynamic device according to any one of the sixth to twenty-first aspects, wherein the running state detecting device is a signal corresponding to a yaw motion of a vehicle body or Including a yaw motion detection device that outputs a signal corresponding to a time change of the yaw motion, the control device based on the output signal of the yaw motion detection device, when the rate of change of the yaw motion is greater than a predetermined value, The driving device is controlled so that an aerodynamic force in a direction that suppresses rolling in a direction in which the inner ring is separated from the vehicle body rather than the outer ring acts on the vehicle body.

  23. The vehicle aerodynamic device according to claim 22, wherein when the change rate (yaw rate) of the vehicle body yaw motion detected based on the output signal of the yaw motion detection device is larger than a predetermined value, the control device controls the drive device. Thus, an air flow is generated that suppresses rolling that occurs with turning (rolling in a direction in which the inner ring is separated from the vehicle body rather than the outer ring). As a result, the posture of the vehicle body is stabilized and the vehicle body yaw movement is suppressed.

  A vehicle aerodynamic device according to a twenty-third aspect of the present invention is the vehicle aerodynamic device according to the twenty-second aspect, wherein the control device has a yaw motion change rate that is greater than a predetermined value based on an output signal of the yaw motion detection device. In the case of a large size, in preference to the control according to any one of claims 7 to 21, the cover member on the inner ring side is closer to the inner ring than the state where the cover member is located at the reference position, or The drive device is controlled so that the cover member on the outer ring side is farther from the outer ring than in the state where the cover member is located at the reference position.

In the vehicle aerodynamic device according to the twenty-third aspect, when the yaw rate is larger than a predetermined value, the control for stabilizing the vehicle body is given priority over the control for improving the turning performance by the steering.
That is, when the yaw rate is larger than the predetermined value, the control device controls the driving device to move the inner ring side cover member away from the vehicle body, bring the outer ring side cover member closer to the vehicle body, The cover member on the side is separated from the vehicle body, and the cover member on the outer ring side is brought close to the vehicle body. Thereby, for example, a change in the posture of the vehicle body exceeding the ground contact performance of the wheel is suppressed.

  A vehicle aerodynamic device according to a twenty-fourth aspect of the present invention is the vehicle aerodynamic device according to any one of the fourth to twenty-third aspects, wherein the running state detecting device is responsive to a direction of a cross wind acting on the vehicle. And the control device is arranged so that, based on the output signal of the cross wind detection device, the control device is further away from the wheel than the state in which the cover member is positioned at the reference position on the windward side of the cross wind. In addition, the driving device is controlled so that the cover member is closer to the wheel than the state where the cover member is located at the reference position on the leeward side of the cross wind.

  In the aerodynamic device for a vehicle according to claim 24, for example, when a crosswind is detected based on an output signal of the crosswind detection device in a straight traveling state, the control device controls the driving device to move the cover member on the windward side of the crosswind to the wheel. Or the leeward side cover member of the cross wind is moved closer to the wheel, or the windward side cover member is moved away from the wheel and the leeward side cover member is moved closer to the wheel. As a result, a force against the lateral force caused by the cross wind acts on the vehicle body as the vehicle travels. Further, a force that resists rolling of the vehicle body due to the lateral force, that is, a force that suppresses upwinding on the windward side or presses down on the leeward side acts. The above control may be performed only when the cross wind is stronger than a predetermined threshold. In the configuration dependent on any one of claims 7 to 23, when turning the vehicle, the control of the turning performance or the vehicle stability of the claim is given priority over the control for resisting cross wind. Is preferred.

  An aerodynamic device for a vehicle according to a twenty-fifth aspect of the invention is the aerodynamic device for a vehicle according to the twenty-fourth aspect, wherein the cross wind detecting device is disposed on the opposite side of the front portion of the vehicle body with the central portion in the vehicle width direction therebetween The control device includes a pair of pressure sensors, and detects the direction of the cross wind based on the difference between the output signals of the pair of pressure sensors.

  In the vehicle aerodynamic device according to the twenty-fifth aspect, it is possible to detect the presence / absence and strength of cross wind from the difference between the output signals of the pair of pressure sensors.

  As described above, the aerodynamic device for a vehicle according to the present invention has an excellent effect of being able to control the entry / exit of air to / from the wheel house.

  A vehicle aerodynamic device 10 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 5. In addition, arrow FR, arrow RE, arrow UP, arrow LO, arrow IN, and arrow OUT that are appropriately described in each figure are respectively a forward direction (traveling direction), a backward direction of the automobile S to which the vehicle aerodynamic device 10 is applied, The upper direction, the lower direction, the inner side in the vehicle width direction, and the outer side in the vehicle width direction are shown. In the following, when the vertical direction is simply indicated and the inner and outer sides in the vehicle width direction are indicated, they correspond to the arrow directions.

  FIG. 1 shows a part of an automobile S to which the vehicle aerodynamic device 10 is applied in a sectional view along the vehicle width direction and the vertical direction. 2A is a front view of the vehicle aerodynamic device 10, FIG. 2B is a side view of the vehicle aerodynamic device 10, and FIG. 2C is a plan view of the vehicle aerodynamic device 10. Each figure is shown schematically. In this embodiment, the vehicular aerodynamic device 10 is applied to each of the left and right front wheels W, but the left and right vehicular aerodynamic devices 10 are basically configured symmetrically. 2, only the vehicle aerodynamic device 10 on one side in the vehicle width direction is illustrated, and in the following description, one vehicle aerodynamic device 10 will be described.

  As shown in FIGS. 1 and 2, the automobile S includes a front fender panel 12 that constitutes a vehicle body B. The front fender panel 12 has a circular arc wheel in a side view in order to allow the front wheel W to be steered. An arch 12A is formed. A wheel apron 14 is coupled (not shown) inside the front fender panel 12, and a wheel house inner 16 and a suspension tower 18 are formed on the wheel apron 14. The wheel house inner 16 forms a wheel house H on the outer side of which the front wheel W is disposed. The front wheel W is supported by a front suspension 20 as a suspension device supported by the suspension tower 18 so as to be capable of relative displacement (contact and separation) in the vertical direction with respect to the vehicle body B.

  Specifically, in the front suspension 20, the upper end of a rod 22 </ b> A that is elongated in the vertical direction is fixed to the top 18 </ b> A of the suspension tower 18, and the lower end of the cylinder 22 </ b> B is connected to the front wheel W via the arm member 24. A shock absorber 22 and a compression coil spring 30 disposed in a compressed state between an upper spring receiver 26 fixed to the upper end portion of the rod 22A and a lower spring receiver 28 fixed to the upper end portion of the cylinder 22B are provided. In addition, it is configured as a strut suspension.

  The arm member 24 connects the cylinder 22B and the front wheel W so as to allow the front wheel W to be steered. Further, a tie rod 32 constituting a steering device is connected to the front wheel W, and when the tie rod 32 moves in the direction of the arrow OUT by an operation (steering) of a steering wheel (not shown), the front wheel W is steered outward, When the tie rod 32 moves in the direction of the arrow IN, the front wheel W is steered inward.

  The vehicle aerodynamic device 10 includes a fender liner 34 as a cover member. The fender liner 34 is formed of a thin resin material in a substantially U-shape that opens downward in a side view (see FIG. 2B), and is located at the upper part of the wheel house H so that the front wheel W extends from the upper side. It is set as the structure covered (refer FIG.2 (C)). Thereby, in the vehicle body B, mud, pebbles and the like are prevented from hitting the wheel apron 14 and the like.

  The fender liner 34 is fixed to the lower spring receiver 28 in a state where the front suspension 20 is penetrated at an inner portion of a substantially central portion in the front-rear direction. Therefore, the fender liner 34 is fixed to the cylinder 22B (so-called unsprung portion) in the front suspension 20, and as shown in FIGS. You can come and go. 2A and 2B, the reference positions (positions in the steady running state) of the front wheels W and the fender liner 34 are indicated by solid lines, and the front wheels W and the fender liner 34 are moved from the reference position to the vehicle body B. The state moved to the side is indicated by an imaginary line.

  In this embodiment, as shown in FIG. 2B, the front and rear ends of the fender liner 34 are coupled to the lower portions of the standing wall portions 16 </ b> A and 16 </ b> B positioned on the front and rear of the front wheel W in the wheel house inner 16. For this reason, when the front wheel W is close to the vehicle body B, the fender liner 34 is deformed into a substantially arc shape in a side view so that the center part in the front-rear direction is close to the vehicle body B as shown by an imaginary line in FIG. It is supposed to be configured. On the other hand, when the front wheel W is separated from the vehicle body B, the fender liner 34 is deformed so as to be crushed as a whole and separated from the vehicle body B (see FIG. 3C).

  As described above, since the fender liner 34 moves up and down following the front wheel W, in the vehicle aerodynamic device 10 (automobile S), the front wheel W and the fender liner 34 (front and rear) at the reference position shown in FIG. The distance d along the vertical direction with respect to the center of the direction) is set to be smaller than the distance between the fender liner and the front wheel W in an automobile equipped with a fixed fender liner.

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

  In the automobile S to which the vehicle aerodynamic device 10 having the above-described configuration is applied, when the front wheel W comes in contact with and separates from the vehicle body B as the vehicle travels, the fender liner 34 follows the movement of the front wheel W and contacts and separates from the vehicle body B. . Therefore, in the wheel house H, the space volume (height of the gap) between the front wheel W and the fender liner 34 is substantially constant regardless of the position of the front wheel W with respect to the vehicle body B (the posture of the vehicle body B with respect to the road surface R). Thus, an increase or decrease in the amount of air that enters and exits the wheel house H as the vehicle travels is suppressed.

  Hereinafter, it will be described more specifically while comparing with the first comparative example shown in FIG. 27 and the second comparative example shown in FIG. In addition, the same code | symbol is attached | subjected to the component similar to the said embodiment in each comparative example, and description is abbreviate | omitted. As shown in FIG. 27, the first comparative example includes a fixed fender liner 200, and the distance d1 between the fender liner 200 and the front wheel W at the reference position (steady running state) shown in FIG. The distance d at the reference position between the fender liner 34 and the front wheel W is larger. As shown in FIG. 28, the second comparative example includes a wheel arch fairing 202 that moves along the front fender panel 12 in addition to the configuration of the first comparative example. The wheel arch fairing 202 is controlled so that the gap with the outer edge of the front wheel W is substantially constant in a side view (FIG. 28B is stored in the front fender panel 12).

  As shown in FIG. 27A, in the steady running state of the first comparative example, the distance d1 between the fender liner 200 and the front wheels W, that is, the space of the wheel house H is relatively large. The air blowing amount from the wheel house H is large. The air in the wheel house H is blown out to the side of the vehicle body mainly via the wheel arch 12A (see arrow B). In the first comparative example, turbulence occurs in the air flow around the vehicle body traveling by these air flows, and the air resistance is large.

  In the first comparative example, as shown in FIG. 27B, when the front wheel W approaches the vehicle body B, the space of the wheel house H is reduced, and the amount of air blown from the wheel house H is increased. As indicated by an arrow C, the air that has flowed into the wheel house H in the steady running state passes through the side of the front wheel W. On the other hand, as shown in FIG. 27B, when the front wheel W is separated from the vehicle body B, the space of the wheel house H is expanded, and the air inflow amount of the wheel house H is increased. As indicated by an arrow D, air also flows into the wheel house H from the gap between the wheel arch 12A and the front wheel W. As described above, in the first comparative example, the airflow entering and exiting the wheel house H changes with the posture change of the vehicle body B with respect to the road surface R. Therefore, in the posture change state of the vehicle body B with respect to the road surface R, in accordance with the steady running. The set aerodynamic performance cannot be demonstrated.

  As shown in FIG. 28A, in the steady running state of the second comparative example, the wheel arch fairing 202 prevents air from entering and exiting the wheel house H via the space between the wheel arch 12A and the front wheel W. (See arrow E). For this reason, the air blowing to the vehicle body side shown by the arrow B is suppressed. In the second comparative example, when the front wheel W is close to the vehicle body B as shown in FIG. 28 (B), the wheel arch fairing 202 is stored along the wheel arch 12A and passes through the wheel arch 12A. Suppresses air blowing. On the other hand, when the front wheel W is separated from the vehicle body B as shown in FIG. 28 (C), the wheel arch fairing 202 causes air to flow into the wheel house H from the gap between the wheel arch 12A and the front wheel W indicated by the arrow D. Suppress. For this reason, the amount of air flowing into the wheel house H slightly decreases as a whole. As described above, in the second comparative example, the air resistance accompanying the traveling of the automobile S can be reduced in comparison with the first comparative example, but the volume of the wheel house H increases or decreases due to the posture change of the vehicle body B with respect to the road surface R. Therefore, in the posture change state with respect to the road surface R of the vehicle body B as in the first comparative example, the aerodynamic performance set in accordance with the steady running cannot be exhibited.

  As shown in FIG. 3A, in the automobile S to which the vehicle aerodynamic device 10 is applied, the distance d along the vertical direction between the front wheel W and the fender liner 34, that is, the space of the wheel house H is relatively small. Both the air inflow amount to the house H and the air blowing amount from the wheel house H are small. Thereby, the air resistance at the time of steady driving | running | working is small. Further, as shown in FIG. 3B, when the front wheel W is separated from the vehicle body B, the fender liner 34 is deformed so as to be crushed and the space in the wheel house H is prevented from being enlarged. That is, the space in the wheel house H is maintained substantially equal to the steady running state. For this reason, an increase in the amount of air flowing into the wheel house H is suppressed. On the other hand, when the front wheel W comes close to the vehicle body B as shown in FIG. 3C, the fender liner 34 is prevented from being deformed into an arc shape when viewed from the side and the space in the wheel house H being reduced. That is, the space in the wheel house H is maintained substantially equal to the steady running state.

  More specifically, when one front wheel W is displaced from the reference position with respect to the vehicle body B as shown in FIG. 4A (when passing a convex road surface from left to right), first the front wheel W W approaches the vehicle body B and then moves away from the vehicle body B. In this case, in Comparative Example 1, the air blowing amount from the wheel house H is greatly disturbed as shown by the broken line in FIG. 4B. However, in the automobile S provided with the aerodynamic device 10 for a vehicle, FIG. As shown by the solid line, it has been confirmed that the disturbance of the air blowing amount from the wheel house H can be suppressed.

  As described above, in the automobile S to which the vehicle aerodynamic device 10 is applied, the change in the air flow entering and exiting the wheel house H with the change in the attitude of the vehicle body B with respect to the road surface R is suppressed. It is realized that the aerodynamic performance set in conformity with the steady running is exhibited in the posture change state with respect to. That is, the air resistance can be reduced even when the front wheel W is displaced with respect to the vehicle body B during steering, low speed driving, high speed driving (when receiving lift, etc.), rough road driving, and the like. .

  In addition, since the air flow entering and exiting the wheel house H is kept almost constant regardless of the posture of the vehicle body B, in other words, the turbulence of the air flow around the vehicle body can always be suppressed, so that the motion performance of the automobile S ( (Steering stability, straightness) can also be improved.

  Thus, in the vehicle aerodynamic device 10 according to the first embodiment, it is possible to control the entry / exit of air to / from the wheel house H, and as a result, the air flow entering / exiting the wheel house H of the applied automobile is suppressed. Air resistance can be reduced.

  Further, since the fender liner 34 is simply fixed to the lower spring receiver 28 of the front suspension 20 so that the fender liner 34 comes into contact with and separates from the vehicle body B, a simple structure that does not require a drive device or a control device. Thus, the effect of reducing the air resistance can be obtained by causing the fender liner 34 to follow the movement of the front wheel W. Furthermore, since the fender liner 34 as a mudguard member functions as a cover member as an aerodynamic member, the aerodynamic performance as described above can be improved without increasing the number of parts and mass.

  Next, another embodiment of the present invention will be described. Parts and portions that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and the description (illustrated) is omitted. To do.

(Second Embodiment)
FIG. 5 is a schematic side view showing a vehicle aerodynamic device 40 according to a second embodiment of the present invention. As shown in this figure, the vehicle aerodynamic device 40 includes a fender liner 42 instead of the fender liner 34. In the fender liner 42, a telescopic spring portion 42B formed in a corrugated plate shape is suspended from the front and rear ends of a substantially flat liner body 42A that covers the front wheel W, and the lower end of each telescopic spring portion 42B is a wheel house inner 16 respectively. Is connected to the upper end of the standing wall portion 16A. Accordingly, the fender liner 42 is configured such that the liner main body 42A follows the front wheel W and contacts and separates from the vehicle body B while expanding and contracting the front and rear expansion spring portions 42B. Other configurations of the vehicle aerodynamic device 40 are the same as the corresponding configurations of the vehicle aerodynamic device 10.

  Therefore, in the vehicle aerodynamic device 40 described above, the same effect as that of the vehicle aerodynamic device 10 can be obtained.

(Third embodiment)
FIG. 6 is a schematic side view showing a vehicle aerodynamic device 45 according to a third embodiment of the present invention. As shown in this figure, the vehicle aerodynamic device 45 includes a fender liner 46 instead of the fender liner 34. The fender liner 46 is formed in a substantially flat plate shape like the liner main body 42A of the fender liner 42, and the front and rear ends hanging slightly downward are free ends. The front and rear ends of the fender liner 46 are in contact with the standing wall portion 16A of the wheel house inner 16 so as to be slidable (slidable). Therefore, the fender liner 42 is configured to contact and separate from the vehicle body B following the front wheel W while sliding the front and rear ends thereof to the standing wall portion 16A while maintaining the shape (posture) thereof. Other configurations of the vehicle aerodynamic device 40 are the same as the corresponding configurations of the vehicle aerodynamic device 10.

  Therefore, the vehicular aerodynamic device 45 described above can achieve the same effect as the vehicular aerodynamic device 10.

  In each of the above embodiments, the example in which the portions covering the front wheels W of the fender liners 34, 42, 46 are formed in a substantially flat plate shape (at the reference position) is shown. You may form in circular arc shape larger diameter than W.

(Fourth embodiment)
FIG. 7 shows a part of an automobile S to which a vehicle aerodynamic device 50 according to a fourth embodiment of the present invention is applied in a sectional view along the vehicle width direction and the vertical direction. FIG. 2 is a schematic plan view showing a part of an automobile S to which the vehicle aerodynamic device 50 is applied. 9A is a front view of the vehicle aerodynamic device 50, FIG. 9B is a side view of the vehicle aerodynamic device 50, and FIG. 9C is a plan view of the vehicle aerodynamic device 50. Each figure is shown schematically.

  As shown in these drawings, the vehicle aerodynamic device 45 can contact and separate from the vehicle body B independently of the front suspension 20, that is, the front wheel W, instead of the fender liner 34 fixed to the cylinder 22 </ b> B of the front suspension 20. A fender liner 52 is provided. The overall shape of the fender liner 52 is the same as that of the fender liner 34, but is different from the fender liner 34 in that it has a through hole 52 </ b> A that allows the lower spring receiver 28 to pass therethrough. Further, a guide cylinder 54 in which the lower spring receiver 28 is slidably fitted is fixed to the fender liner 52. As a result, the fender liner 52 has the through hole 52A closed by the lower spring receiver 28 when viewed from the wheel house H side, and can be relatively displaced from the lower spring receiver 28, that is, the front wheel W.

  In addition, the vehicle aerodynamic device 50 includes an actuator 56 for moving (contacting / separating) the fender liner 52 in the vertical direction with respect to the vehicle body B. The actuator 56 has a rod 56B that expands and contracts (advances and retreats) in the vertical direction with respect to the main body 56A fixed to the vehicle body B, and the lower end of the rod 56B is fixed to the fender liner 52. In this embodiment, the vehicle aerodynamic device 50 includes a pair of front and rear actuators 56. The actuator 56 reduces (shortens) the amount of protrusion of the rod 56B from the main body 56A, thereby bringing the fender liner 52 close to the vehicle body B as indicated by the imaginary line in FIGS. 9 (A) and 9 (B). The fender liner 52 is separated from the vehicle body B by increasing (extending) the protruding amount of the rod 56B from the main body 56A (see FIG. 10C).

  The front and rear ends of the fender liner 52 are coupled to the standing wall portion 16A, and the fender liner 52 is appropriately deformed in the same manner as the fender liner 34 so as to contact and separate from the vehicle body B. Instead of this configuration, as in the second or third embodiment, a fender liner that is connected to the standing wall portion 16A via the extension spring portion 42B or that slidably contacts the standing wall portion 16A may be employed.

  As shown in FIG. 8, each actuator 56 is electrically connected to an aerodynamic ECU 58 serving as a control device, and is controlled by the aerodynamic ECU 58 so that the fender liner 52 is brought into contact with and separated from the vehicle body B. . In this embodiment, the aerodynamic ECU is shared by the left and right vehicle aerodynamic devices 50. The aerodynamic ECU 58 is electrically connected to various sensors as a traveling state detection device, and controls each actuator 56 based on output information from these sensors.

  Specifically, the output signal of the vehicle height sensor 60 is input to the aerodynamic ECU 58. The vehicle height sensor 60 is provided between the vehicle body B and each front wheel W, and is a signal corresponding to the relative displacement (contact / separation amount) between the vehicle body B and each front wheel W in the vertical direction (stroke direction of the front suspension 20). Is output to the aerodynamic ECU 58. The actuator 56 outputs a signal corresponding to the vertical position information of the fender liner 52, that is, a signal corresponding to the protrusion amount of the rod 56 </ b> B with respect to the main body 56 </ b> A to the aerodynamic ECU 58.

  The aerodynamic ECU 58 operates the actuator 56 so that the distance d between the fender liner 52 and the front wheel W is maintained within a certain range regardless of the position of the front wheel W with respect to the vehicle body B. It comes in contact with B. Specifically, the aerodynamic ECU 58 determines the interval based on the output signal of the vehicle height sensor 60, that is, the vertical distance of the front wheel W with respect to the vehicle body B and the output signal of the actuator 56, that is, the vertical distance of the fender liner 52 with respect to the vehicle body B. d is calculated, and when the distance d is less than the set lower limit value dl, the actuator 56 is operated so that the fender liner 52 is close to the vehicle body B. When the distance d exceeds the set upper limit value du, the fender liner is calculated. The actuator 56 is operated so as to separate the 52 from the vehicle body B.

  Further, the aerodynamic ECU 58 outputs an accelerator sensor 62 that outputs a signal corresponding to the operation amount (fuel injection amount) of the accelerator pedal, a brake sensor 64 that outputs a signal corresponding to the operation amount (stepping force) of the brake pedal, and the steering wheel 65. A steering sensor 66 for outputting a signal corresponding to the steering amount or steering force of the vehicle, a yaw rate sensor 68 for outputting a signal corresponding to the turning acceleration around the vertical axis of the vehicle body B, and a vehicle body front portion being spaced apart from each other left and right. A pair of pressure sensors 92, a longitudinal G sensor (not shown) that outputs a signal corresponding to the acceleration acting in the longitudinal direction of the vehicle body B, and a lateral G sensor that outputs a signal corresponding to the acceleration acting in the vehicle width direction of the vehicle body B (Not shown) and the like are electrically connected, and signals from various sensors are input as vehicle travel information.

  Next, the operation of the fourth embodiment will be described with reference to the flowchart shown in FIG. In the following description, the operation of either the left or right vehicle aerodynamic device 10 will be described.

  In the automobile S to which the vehicle aerodynamic device 50 having the above configuration is applied, the aerodynamic ECU 58 increases the distance d between the front wheel W and the fender liner 52 based on the output signals of the vehicle height sensor 60 and the actuator 56 in step S10. It is determined whether or not the lower limit is within the range of du and dl. If the interval d is within the upper and lower limits du and dl, the process returns to step S10. If the interval d is outside the upper and lower limits du and dl, the process proceeds to step S12. In step S12, the aerodynamic ECU 58 determines whether or not the interval d is less than the lower limit value dl.

  If it is determined that the distance d is less than the lower limit value dl, the aerodynamic ECU 58 proceeds to step S14 and operates the actuator 56 so that the fender liner 52 is close to the vehicle body B by a predetermined amount. For example, when one front wheel W is displaced from the reference position with respect to the vehicle body B as shown in FIG. 12A (when passing a convex road surface from the left to the right), first the proximity to the vehicle body B Accordingly, when the distance d between the front wheel W and the fender liner 52 falls below the lower limit value dl, the aerodynamic ECU 58 causes the actuator 56, that is, the fender liner 52 to be displaced as shown in the period P1 of FIG. As shown in C), the actuator 56 is shortened in the period P1. Then, as shown in FIG. 10B, the fender liner 52 comes close to the vehicle body B, and the distance d returns to the set range.

  On the other hand, if the aerodynamic ECU 58 determines that the distance d is not less than the lower limit value dl, that is, the distance d exceeds the upper limit value du, the aerodynamic ECU 58 proceeds to step S16 and moves the actuator so that the fender liner 52 is separated from the vehicle body B by a predetermined amount. 56 is activated. For example, the front wheel W is separated from the vehicle body B when getting on and off the convex portion shown in FIG. When the distance d between the front wheel W and the fender liner 52 exceeds the upper limit du due to the separation, the aerodynamic ECU 58 causes the actuator 56, that is, the fender liner 52 to be displaced as shown in the period P2 of FIG. As shown in FIG. 12C, the actuator 56 is extended in the period P2. Then, as shown in FIG. 10C, the fender liner 52 is separated from the vehicle body B, and the interval d returns to the set range.

  As described above, in the vehicle aerodynamic device 50, as in the vehicle aerodynamic device 10 according to the first embodiment, the distance between the fender liner 52 and the front wheel W (the wheel house H) is made to follow the front wheel W. Can be kept substantially constant. That is, the vehicular aerodynamic device 50 can obtain the same effects as those of the first embodiment except for the effects of not including the actuator 56 and the aerodynamic ECU 58. For example, when passing the road surface shown in FIG. 12 (A), it has been confirmed that the turbulence of the air flow blown out from the wheel house H can be kept small as shown in FIG. 12 (D).

(Fifth embodiment)
FIG. 13 is a schematic plan view showing an automobile S to which a vehicle aerodynamic device 70 according to a fifth embodiment of the present invention is applied. 14A is a front view of the vehicle aerodynamic device 70, FIG. 14B is a side view of the vehicle aerodynamic device 70, and FIG. 14C is a plan view of the vehicle aerodynamic device 70. Each figure is shown schematically. As shown in these drawings, the vehicle aerodynamic device 70 is mechanically configured in the same manner as the vehicle aerodynamic device 50 except that a fender liner 72 is provided instead of the fender liner 52. In this vehicle aerodynamic device 70, the aerodynamic ECU 74 performs control to change the position of the fender liner 72 relative to the vehicle body B corresponding to the steering state instead of or in addition to the control shown in the flowchart of FIG. Thus, the vehicle aerodynamic device 70 is different.

  The fender liner 72 is formed in the same manner as the fender liner 46 according to the third embodiment as a whole, and is supported so as to be able to contact and separate from the vehicle body B independently of the front wheel W, like the fender liner 52. A guide cylinder 54 is slidably fitted into the lower spring receiver 28 of the front suspension 20 that has been penetrated. The fender liner 72 contacts and separates from the vehicle body B while maintaining the shape while sliding the front and rear ends with the standing wall portion 16A.

  The aerodynamic ECU 74 detects the turning direction of the front wheels W based on the output signal of the steering sensor 66. In this embodiment, the steering sensor 66 is a steering angle sensor that outputs a signal corresponding to the steering angle of the steering wheel 65. Accordingly, the aerodynamic ECU 74 has an output signal of the steering sensor 66 that is angularly displaced to one side beyond a predetermined angle (play range) from the neutral position (steering angle 0) of the steering wheel 65 (for example, a positive signal is output) In other words, it can be detected that the front wheel W is steered to one side.

  When the aerodynamic ECU 74 detects the steering direction with respect to the neutral position, that is, the turning direction of the automobile S, the fender liner 72 of the vehicle aerodynamic device 70 on the side of the front wheel Wi (see FIG. 13) serving as the inner wheel is brought close to the vehicle body B. The operation of the actuator 56 is controlled so that the fender liner 72 of the vehicle aerodynamic device 70 on the side of the front wheel Wo (see FIG. 13), which is the outer wheel, is separated from the vehicle body B and close to the front wheel Wo. Yes. In this embodiment, the fender liner 72 is separated from the front wheel Wi and brought close to the front wheel Wo over the entire period in which the steering angle is detected exceeding the play range of the neutral position of the steering wheel 65.

  In this embodiment, the vehicle aerodynamic device 70 of each front wheel W can also be grasped as the vehicle aerodynamic device in the present invention, and the left and right vehicle aerodynamic devices 70 constitute one vehicle aerodynamic device. It is also possible to grasp that it is.

  Next, the operation of the fifth embodiment will be described with reference to the flowchart shown in FIG.

  In the automobile S to which the vehicle aerodynamic device 70 having the above-described configuration is applied to the left and right front wheels W, the aerodynamic ECU 74 determines the presence or absence of steering based on the output signal of the steering sensor 66 in step S20. If it is determined that the front wheels W are not steered, the aerodynamic ECU 74 proceeds to step S22 and positions the left and right fender liners 72 at the neutral position (reference position). This state corresponds to the state in the period P3 in the timing chart shown in FIG. 16, and the steering angle shown in FIG. 16 (A) and the left and right fender liners 72 shown in FIG. 16 (B) and FIG. Is also in a neutral position. In this state, the control shown in the flowchart of FIG. 11 may be performed.

  If it is determined in step S20 that the steering wheel has been steered (a steering angle exceeding the play range has been detected), that is, each front wheel W is steered, the aerodynamic ECU 74 proceeds to step S24, and the front wheel W is turned by steering. It is determined whether or not the steering direction is right (for example, whether or not the steering angle is positive with respect to the neutral steering angle 0). If it is determined that the steered direction is right, the aerodynamic ECU 74 proceeds to step S26 to bring the fender liner 72 for the right front wheel Wi serving as the inner wheel close to (raise) the vehicle body B and to the left wheel serving as the outer wheel. The fender liner 72 for the front wheel Wo is separated (lowered) from the vehicle body B.

  This state corresponds to the state in the period P4 in the timing chart shown in FIG. 16, and when the steering angle exceeding a predetermined angle is detected, the operation of the actuator 56 is controlled to move the left and right fender liners 72 in the opposite directions. Yes. In this state, as shown in FIG. 13, the amount of air blown from the right wheel house H (see arrow F) where the distance d between the fender liner 72 and the front wheel Wi has increased, and the airflow is generated on the right side of the vehicle body B. The force Fr that pulls the vehicle body B to the right side increases due to the turbulence (see arrow G) and the negative pressure that accompanies the turbulence of the air flow. On the other hand, on the left side of the vehicle body B, since the distance d is decreased, the amount of air blown from the wheel house H is reduced, and as shown by the arrow H, the turbulence of the air flow on the side of the vehicle body is small. The pulling force Fl is reduced. Therefore, the aerodynamic force (Fr-Fl) to the right, which is the turning direction, acts on the vehicle body B as a whole.

  Further, in this state, the air flow passing through the wheel house H increases on the right side where the distance d increases, and the lift (lift force) increases, and the air flow passing through the wheel house H increases on the left side where the distance d increases. Since the lifting force decreases and the vehicle body B as a whole, the right side which is the inner ring side rises and the left side falls. In other words, rolling occurs by aerodynamic force. By this rolling, a pressing load on the road surface R acts on the front wheel Wo, which is the outer wheel, at the beginning of turning, and the vehicle body B starts turning quickly. That is, the turn responsiveness to steering is improved. By performing aerodynamic control according to the steering state as shown by a solid line in FIG. 16D, compared to a configuration in which the control is not performed (a configuration having a fixed fender liner), a roll response to the steering angle, It can be seen that the gain of the lateral acceleration (lateral motion) of the vehicle body is improved. As a result, in the automobile S in which the vehicle aerodynamic device 70 is applied to the left and right front wheels W, smooth driving (turning) is possible.

  When it is determined in step S24 that the steered direction is not right, that is, left, the aerodynamic ECU 74 proceeds to step S28 to bring the fender liner 72 for the left front wheel Wi serving as the inner wheel close to the vehicle body B and the outer wheel. The fender liner 72 for the right front wheel Wo is separated from the vehicle body B. Although detailed description is omitted, the turning response of the automobile S is improved as in the case of steering to the right.

  The aerodynamic ECU 74 returns to step S20 after steps S22, S26, and S28. When the aerodynamic ECU 74 returns from steps S26 and S28 to step S20 and determines that there is no steering, the left and right fender liners 72 are returned to the neutral position. This state corresponds to the period P5 in FIG.

  As described above, in the vehicle aerodynamic device 70 according to the fifth embodiment, the entry / exit of air to / from the wheel house H can be controlled, and as a result, the motion performance of the automobile S can be improved.

(Sixth embodiment)
The vehicle aerodynamic device 75 (shown in parentheses in FIG. 13) according to the sixth embodiment is mechanically replaced with a steering torque sensor instead of the steering angle sensor as a steering sensor 66. It is comprised similarly to the aerodynamic apparatus 70 for vehicles which concerns on 5th Embodiment. The steering sensor 66, which is a steering torque sensor, is configured to output a signal corresponding to a steering torque (torque for turning the front wheels W or maintaining the steered state) that balances the turning reaction force. The aerodynamic ECU 74 of the vehicle aerodynamic device 75 uses the steering torque instead of the steering angle as a control parameter, and performs the control shown in the flowchart of FIG. 17 instead of the control shown in the flowchart of FIG. Yes.

  The aerodynamic ECU 74 basically switches the moving direction of each fender liner 72 according to the direction of operation of the steering torque. In this embodiment, the aerodynamic ECU 74 determines that the inner wheel is in the state where the direction of steering torque action (rightward or leftward) and the steering direction (rightward or leftward) with respect to the neutral position of the front wheel W coincide. When the fender liner 72 on the side is separated from the front wheel Wi and the fender liner 72 on the outer wheel side is brought close to the front wheel Wo, the direction in which the steering torque acts and the steering direction with respect to the neutral position of the front wheel W are opposite (for example, the neutral position) In the latter stage of the return operation to the inner wheel, the inner ring side fender liner 72 is brought close to the front wheel Wi, and the outer ring side fender liner 72 is separated from the front wheel Wo.

  The operation of the sixth embodiment will be described below with reference to the flowchart shown in FIG.

  In the automobile S in which the vehicle aerodynamic device 75 having the above configuration is applied to the left and right front wheels W, the aerodynamic ECU 74 determines whether or not steering is started based on the output signal of the steering sensor 66 in step S30. . When it is determined that the steering is not started, that is, each front wheel W is not steered, the aerodynamic ECU 74 proceeds to step S32 and positions the left and right fender liners 72 at the neutral position (reference position). This state corresponds to the state in the period P6 in the timing chart shown in FIG. 18, and the steering angle shown in FIG. 18 (A) and the left and right fender liners 72 shown in FIG. 18 (B) and FIG. Is also in a neutral position. In this state, the control shown in the flowchart of FIG. 11 may be performed.

  If the steering is started in step S30 (a steering torque greater than or equal to a predetermined value is detected), that is, if it is determined that each front wheel W is steered, the aerodynamic ECU 74 proceeds to step S34, and the acting direction of the steering torque is the right direction. It is determined whether or not. When the aerodynamic ECU 74 determines that the direction of operation of the steering torque is right, the aerodynamic ECU 74 proceeds to step S36 to bring the fender liner 72 for the right front wheel Wi serving as the inner wheel close to the vehicle body B and to the left front wheel Wo serving as the outer wheel. The fender liner 72 for use is separated from the vehicle body B.

  This state corresponds to the state in the period P7 in the timing chart shown in FIG. 18, and when the steering torque exceeding the predetermined torque is detected, the operation of the actuator 56 is controlled so as to move the left and right fender liners 72 in opposite directions. Yes. In this state, as in the fifth embodiment, the amount of air blown from the right wheelhouse H where the distance d between the fender liner 72 and the front wheel Wi has increased, and the airflow is disturbed on the right side of the vehicle body B. The force that pulls the vehicle body B to the right side increases Fr due to the negative pressure generated along with the disturbance of the air flow. On the other hand, on the left side of the vehicle body B, since the distance d decreases, the amount of air blown from the wheel house H decreases, and the disturbance of the air flow on the side of the vehicle body is small, so the force Fl that pulls the vehicle body B to the left side decreases. . Therefore, the aerodynamic force (Fr-Fl) to the right, which is the turning direction, acts on the vehicle body B as a whole.

  Further, in this state, the air flow passing through the wheel house H increases on the right side where the distance d increases, and the lift (lift force) increases, and the air flow passing through the wheel house H increases on the left side where the distance d increases. Since the lifting force decreases and the vehicle body B as a whole, the right side which is the inner ring side rises and the left side falls. In other words, rolling occurs by aerodynamic force. By this rolling, a pressing load on the road surface R acts on the front wheel Wo, which is the outer wheel, at the beginning of turning, and the vehicle body B starts turning quickly. That is, the turn responsiveness to steering is improved. By performing aerodynamic control according to the steering state as shown by a solid line in FIG. 18D, compared to a configuration in which the control is not performed (a configuration having a fixed fender liner), a roll response to the steering angle, It can be seen that the gain of the lateral acceleration (lateral motion) of the vehicle body is improved. Thereby, in the automobile S in which the vehicle aerodynamic device 75 is applied to the left and right front wheels W, smooth driving (turning) is possible.

  The change in the steering angle (not detected) shown in FIG. 18 is the same as the change in the steering angle shown in FIG. 16, and the change in the steering torque corresponds to the change in the steering angle.

  If it is determined in step S34 that the direction of the steering torque is not on the right side, that is, on the left side, the aerodynamic ECU 74 proceeds to step S38 and brings the fender liner 72 for the left front wheel Wi serving as the inner wheel close to the vehicle body B. Then, the fender liner 72 for the right front wheel Wo that is the outer ring is separated from the vehicle body B. Although detailed description is omitted, the turning response of the automobile S is improved as in the case of steering to the right.

  The aerodynamic ECU 74 returns to step S30 after steps S32, S36, and S38. For example, when returning from the steering state to the right side to the neutral position as in the period P8 of the timing chart shown in FIG. 18, the steering torque is reversed in the process of returning the steering angle to 0 and acts in the return direction to the neutral position. To do. Then, the aerodynamic ECU 74 determines in step S34 that the direction of operation of the steering torque is on the left side, and proceeds to step S38 in the same way as when steering from the neutral position to the left side to bring the right fender liner 72 closer to the front wheel Wi. And the left fender liner 72 is separated from the front wheel Wo. As a result, a roll force opposite to the roll force in the steering start and turning angle maintaining state described above acts on the vehicle body B.

  For example, when the aerodynamic ECU 74 returns to step S30 from steps S36 and S38 and determines that there is no steering, the left and right fender liners 72 are returned to the neutral position. This state corresponds to the period P9 in FIG.

  Here, since the vehicle aerodynamic device 75 uses a steering torque that rises earlier in time than the steering angle as a parameter for detecting steering, the fender liner 72 on the inner ring side is moved at a timing earlier than that of the vehicle aerodynamic device 70. The fender liner 72 on the outer ring side can be brought close to the front wheel Wo while being separated from the front wheel Wi. Therefore, the vehicle aerodynamic device 75 can generate aerodynamic force (Fr-Fl) acting in the turning direction as a whole, and rolling that applies a load to the outer ring, at an earlier timing than the vehicle aerodynamic device 70. The turning response (roll response, lateral acceleration gain) is further improved. In FIG. 18B, FIG. 18C, and FIG. 18D, the response curve of the vehicle aerodynamic device 70 is shown by a one-dot chain line for comparison.

  Further, in the vehicle aerodynamic device 75, when the front wheels W are returned from the steered state to the neutral position, that is, when the steered direction with respect to the neutral position is opposite to the direction in which the steering torque is applied, the direction is opposite to that during steered. In order to generate the roll force, the change in the vehicle body posture accompanying the return to the neutral position (periods P8 and P9) quickly converges.

  As described above, in the vehicle aerodynamic device 70 according to the sixth embodiment, it is possible to control the entry / exit of air to / from the wheel house H, and as a result, the motion performance of the automobile S can be improved.

(Seventh embodiment)
The aerodynamic device 80 for a vehicle according to the seventh embodiment (shown in parentheses in FIG. 13) is mechanically configured similarly to the aerodynamic device 75 for a vehicle according to the sixth embodiment. The aerodynamic ECU 74 of the vehicle aerodynamic device 80 uses a steering speed (vector) that is a change rate of the steering torque, that is, a time differential value of the steering torque, instead of the steering torque as a control parameter, and replaces the control shown in the flowchart of FIG. Thus, the control shown in the flowchart of FIG. 19 is performed.

  The aerodynamic ECU 74 basically switches the moving direction of the fender liner 72 in accordance with the direction of change of the steering torque. In this embodiment, when the absolute value of the steering torque increases, the aerodynamic ECU 74 moves the inner wheel side fender liner 72 away from the front wheel Wi and brings the outer wheel side fender liner 72 close to the front wheel Wo so as to reduce the steering torque. When the absolute value decreases, the inner ring side fender liner 72 is brought close to the front wheel Wi and the outer ring side fender liner 72 is separated from the front wheel Wo.

  Hereinafter, the operation of the seventh embodiment will be described with reference to the flowchart shown in FIG.

  In the automobile S in which the vehicle aerodynamic device 80 having the above configuration is applied to the left and right front wheels W, the aerodynamic ECU 74 determines whether or not a change in steering torque has occurred in step S40 based on the output signal of the steering sensor 66. to decide. If it is determined that there is no change in the steering torque, that is, there is no change in the position of each front wheel W (maintained at the neutral position or a predetermined turning angle), the aerodynamic ECU 74 proceeds to step S42 and the left and right fender liners 72 Is positioned at the neutral position (reference position).

  If it is determined in step S40 that the steering torque has changed by a predetermined value or more, that is, it is determined that a change in the steered position of the front wheel W will occur, the aerodynamic ECU 74 proceeds to step S44 and the front wheel W moves to the right with respect to the immediately preceding position. Whether or not the steering torque in the direction of turning the front wheel W to the right has increased more than before (if the steering torque has been turned to the right, whether or not the absolute value of the rightward steering torque has increased) Or if the left steering wheel is steered, it is determined whether or not the absolute value of the leftward steering torque has decreased). If it is determined that the front wheels are steered to the right with respect to the immediately preceding position, the aerodynamic ECU 74 proceeds to step S46 and brings the fender liner 72 for the right front wheel W close to the vehicle body B regardless of whether it is an inner wheel or an outer wheel. In both cases, the fender liner 72 for the left front wheel W is separated from the vehicle body B.

  If it is determined in step S44 that the front wheel W is not steered to the right with respect to the immediately preceding position, that is, it is steered to the left with respect to the immediately preceding position, the aerodynamic ECU 74 proceeds to step S48, regardless of whether it is an inner wheel or an outer wheel. The fender liner 72 for the left front wheel W is brought close to the vehicle body B, and the fender liner 72 for the right front wheel W is separated from the vehicle body B. And aerodynamic ECU74 returns to step S40 after step S42, S46, S48.

  The above control will be further described by taking the timing chart of FIG. 20 as an example. In the period P10, the process proceeds to step S42, and each fender liner 72 is held at the neutral position. In the period P11 after the steering is started, it is determined that the steering speed is positive and the steering torque continues to increase. Then, the right fender liner 72 is separated from the front wheel Wi and the left fender liner 72 is close to the front wheel Wo, and the turning response is improved as in the fifth and sixth embodiments. At this time, since the steering speed, that is, the differential value of the steering torque, rises in a shorter time than the steering torque itself, the rolling generation timing in the direction of increasing the ground contact force of the outer wheel by the aerodynamic force becomes earlier and the turning response is further improved.

  Next, in the period P12, it is determined that the steering angle continues to increase moderately but the steering speed becomes negative and the absolute value of the steering torque has decreased (in this example, the actual steering angle is reduced while the steering torque is decreasing). Is increasing). Then, the right fender liner 72 approaches the front wheel Wi and the left fender liner 72 moves away from the front wheel Wo. As a result, the lateral acceleration or the roll peak is suppressed as shown by the solid line in FIG. In the subsequent period P13, the steering torque is constant and the turning angle is maintained, the steering speed is determined to be 0, and the left and right fender liners 72 return to the neutral position. For this reason, in comparison with the sixth embodiment (period P7), the gain of the lateral acceleration decreases.

  It is determined that the steering speed is negative and the steering torque continues to decrease in the period P14 that is the previous period in which the front wheels W that have been steered to the right are returned to the neutral position. Then, the right fender liner 72 approaches the front wheel Wi and the left fender liner 72 moves away from the front wheel Wo. In the subsequent period P15, the steering speed becomes positive and the right fender liner 72 moves away from the front wheel Wi and the left fender liner 72 approaches the front wheel Wo. As a result, a roll force in a direction to cancel rolling due to the turning of the vehicle body B can be applied in the first half of the return to the neutral position, and a roll force in a direction to serve as a brake for canceling the rolling can be applied in the second half. The change in body posture (returning) accompanying the return to the position is small and converges quickly. In this embodiment, as shown in FIG. 20 (E), it was confirmed that almost no rocking occurred.

  As described above, in the vehicular aerodynamic device 80 according to the seventh embodiment, it is possible to control the entry / exit of air with respect to the wheel house H, and as a result, the motion performance of the automobile S can be improved.

(Eighth embodiment)
The vehicle aerodynamic device 85 (shown in parentheses in FIG. 13) according to the eighth embodiment is mechanically configured similarly to the vehicle aerodynamic devices 75 and 80 according to the sixth or seventh embodiment. Has been. The aerodynamic ECU 74 of the vehicle aerodynamic device 85 uses the output signal of the yaw rate sensor 68 as a control parameter in addition to the rate of change of the steering torque, and performs the control shown in the flowchart of FIG. 21 instead of the control shown in the flowchart of FIG. It is configured to do.

  The aerodynamic ECU 74 basically performs the control shown in the flowchart of FIG. 19. However, when the output signal of the yaw rate sensor 68 exceeds a predetermined threshold, the control for improving the turning response is prioritized. The control for improving the stability of the vehicle body (for example, prevention of spin), that is, the control for applying the aerodynamic force in the direction for eliminating the rolling accompanying the turning is performed.

  Hereinafter, the operation of the eighth embodiment will be described with reference to the flowchart shown in FIG. Of the steps shown in FIG. 21, the same steps as those in FIG. 19 are denoted by the same reference numerals as those in FIG.

  In the automobile S in which the vehicle aerodynamic device 85 having the above-described configuration is applied to the left and right front wheels W, the aerodynamic ECU 74 determines whether or not the yaw rate exceeds a predetermined threshold in step S50 based on the output signal of the yaw rate sensor 68. to decide. If it is determined that the yaw rate is less than or equal to the threshold value, the process proceeds to step S40, and the same control as the flowchart shown in FIG. 19 is performed until the process returns to step S50.

  On the other hand, if it is determined in step S50 that the yaw rate exceeds the predetermined threshold, the aerodynamic ECU 74 proceeds to step S52 and determines whether or not the turning direction is right. If it is determined that the turning direction is right, the aerodynamic ECU 74 proceeds to step S48, contrary to the case after the determination in step S44, and the fender liner 72 for the right front wheel Wi serving as the inner wheel is moved to the vehicle body B. At the same time, the fender liner 72 for the left front wheel Wo serving as the outer wheel is separated from the vehicle body B. If it is determined in step S52 that the turning direction is left, the aerodynamic ECU 74 proceeds to step S46, contrary to the case after the determination in step S44, and moves the fender liner 72 for the left front wheel Wi serving as the inner wheel. The fender liner 72 for the right front wheel Wo that is the outer wheel is moved away from the vehicle body B while being brought close to the vehicle body B.

  As described above, in the automobile S in which the vehicle aerodynamic device 85 is applied to each of the left and right front wheels W, the lift acting on the vehicle body B is larger on the outer wheel side than on the inner wheel side, and the direction of eliminating rolling associated with turning as a whole. The aerodynamic force (roll force) acts on the vehicle body B. This stabilizes the vehicle body posture and eliminates an excessive yaw rate.

  The above control will be further described with reference to the timing chart of FIG. For example, when steering to the right as shown by the steering angle and steering torque in FIG. 22A, the steering speed (the differential value of the steering torque) and the yaw rate are shown in FIGS. 22B and 22C, respectively. ) As shown. In periods P20 and P21 in which the yaw rate exceeds the threshold value, step S48 after step S52 is executed to bring the fender liner 72 for the right front wheel Wi serving as the inner wheel close to the vehicle body B and to the left side serving as the outer wheel. The fender liner 72 for the front wheel Wo is separated from the vehicle body B. As a result, the aerodynamic force (roll force) in a direction that eliminates the rolling associated with the right turn acts on the vehicle body B, and the posture of the vehicle body B is stabilized by suppressing the roll angle.

  For example, when the control of the seventh embodiment is performed with respect to the steering speed shown in FIG. 22B, as shown by imaginary lines in FIGS. 22D and 22E, the vehicle turns right during the periods P20 and P21. The situation where the aerodynamic force of the direction which assists the rolling accompanying this occurs acts. In this case, as indicated by an imaginary line in FIG. 22 (F), since the roll response and the lateral acceleration gain are excessive, the tire is required to have high grounding performance. In this embodiment, the periods P20 and P21 are used. By performing the above control, the roll is suppressed and the stability is improved. In addition, in the range where the yaw rate does not exceed the threshold value, the same control as in the seventh embodiment is performed, so that it is possible to achieve both improvement of turning response and ensuring stability during sudden steering.

  Thus, in the aerodynamic device 85 for a vehicle according to the eighth embodiment, it is possible to control the entry / exit of air with respect to the wheel house H, and as a result, it is possible to improve the motion performance and turning stability of the automobile S. It was.

  In the eighth embodiment, the example in which the yaw rate is added to the control parameter based on the control of the seventh embodiment is shown. However, for example, the control (configuration) of the fifth or sixth embodiment is used as the base. Alternatively, the yaw rate may be added to the control parameter. Further, during steady running or the like, control for keeping the distance d between the front wheel W and the fender liner 72 according to the fourth embodiment constant may be performed.

(Ninth embodiment)
The vehicle aerodynamic device 90 (shown in parentheses in FIG. 13) according to the ninth embodiment is mechanically similar to the vehicle aerodynamic devices 75, 80, 85 according to the sixth to eighth embodiments. It is configured. The aerodynamic ECU 74 of the vehicle aerodynamic device 90 uses the output signals of the pair of pressure sensors 92 in addition to the change rate of the steering torque and the output signals of the yaw rate sensor 68 as control parameters, and replaces the control shown in the flowchart of FIG. Thus, the control shown in the flowchart of FIG. 21 is performed.

  The aerodynamic ECU 74 basically performs the control shown in the flowchart of FIG. 21. When the output difference between the pair of pressure sensors exceeds a predetermined threshold during straight traveling, that is, when there is a cross wind, the aerodynamic ECU 74 performs the control according to the direction of the cross wind. It is configured to perform control for canceling a lateral force caused by a cross wind. The aerodynamic ECU 74 determines that a cross wind is blowing from the side of the pressure sensor 92 having a large output signal among the pair of pressure sensors 92 (whether the difference value between the signals of the pair of pressure sensors is positive or negative). The direction of the cross wind is judged based on the above).

  Hereinafter, the operation of the ninth embodiment will be described with reference to the flowchart shown in FIG. 23, with the difference from the eighth embodiment. Of the steps shown in FIG. 23, the same steps as the control in FIG. 21 are denoted by the same reference numerals as those in FIG.

  In the automobile S in which the vehicle aerodynamic device 90 having the above-described configuration is applied to the left and right front wheels W, the aerodynamic ECU 74 determines that the yaw rate is less than or equal to a threshold value in step S50, and changes the steering torque to a predetermined value or more in step S40. If it is determined that there is no air flow, that is, if it is determined that the vehicle S is in a straight traveling (steady travel) state, the process proceeds to step S60, and it is determined whether there is a cross wind based on the output difference between the pair of pressure sensors 92. . When there is no cross wind, the process proceeds to step S42, and the left and right fender liners 72 are positioned at the neutral position. The aerodynamic ECU 74, which has determined that there is a cross wind in step S60, that is, the output difference between the pair of pressure sensors 92 exceeds the threshold, proceeds to step S62, and determines the direction of the cross wind.

  When it is determined that the cross wind is blowing from the right, the aerodynamic ECU 74 proceeds to step S46, and at the same time as turning to the right side, brings the fender liner 72 for the right front wheel W close to the vehicle body B and The fender liner 72 for the front wheel W is separated from the vehicle body B. A period P24 in the timing chart shown in FIG. 24 corresponds to this state. If it is determined in step S62 that the cross wind is blowing from the left, the aerodynamic ECU 74 proceeds to step S48 to bring the left front wheel W fender liner 72 close to the vehicle body B and to the right front wheel W fender liner 72. Is separated from the vehicle body B. A period P25 in the timing chart shown in FIG. 24 corresponds to this state.

  For example, as shown in FIG. 25A, when a lateral force Fw based on a lateral wind from the right acts on the vehicle body B, the right fender liner 72 is separated from the front wheel W and the left fender liner 72 is moved to the front wheel W. By bringing them close to each other, the right side aerodynamic force (Fr-Fl) acts by the negative pressure based on the turbulence of the airflow on the right side of the vehicle body and passes through the left and right wheel houses H as in the case of the rightward steering. Due to the difference in the amount of air, lift acts to lift the right side more than the left side.

  The former lateral force resists the force that the lateral wind directly pushes the vehicle body B to the left side, and the latter lift causes a roll moment that resists the roll moment based on the lateral force. Thereby, in the automobile S in which the vehicle aerodynamic device 90 is applied to the left and right front wheels W, stability against cross wind is improved. In such a configuration that does not generate a lateral force and a lift force against the lateral wind, as shown in FIG. 25B, the aerodynamic force (Fr-Fl) is almost zero, so the leftward lateral force Fw caused by the lateral wind cancels out. Acts without being.

  Therefore, in the present embodiment in which the control for the cross wind is performed, as shown in FIG. 24D, the roll amount and the lateral acceleration when the cross wind is received are reduced as compared with the eighth embodiment in which this control is not performed. It was confirmed.

  Thus, in the vehicle aerodynamic device 90 according to the ninth embodiment, it is possible to control the entry / exit of air to / from the wheel house H. As a result, the motion performance, turning stability, and stability against crosswind of the automobile S are achieved. Was able to improve.

  In the ninth embodiment, an example in which the yaw rate is added to the control parameter based on the control of the eighth embodiment has been described. For example, the control (configuration) of the fourth to seventh embodiments is used as a base. In addition, cross wind (output signals of a pair of pressure sensors) may be added to the control parameters.

  Further, in the fifth to ninth embodiments, the example in which the left and right fender covers 72 are moved in the opposite directions in the vertical direction is shown, but the present invention is not limited to this, for example, the inner ring side with respect to steering. Alternatively, the fender cover 72 on the outer ring side may be moved, or the fender cover 72 on the windward or leeward side may be moved with respect to the crosswind, and the other fender cover 72 may be held in the neutral position.

  Further, in the fifth to ninth embodiments, the example in which the aerodynamic ECU 74 is configured to obtain output signals of various sensors has been described. However, the present invention is not limited to this, and for example, in each embodiment, the control parameter Needless to say, a signal not used as an output sensor may be omitted from installation or connection with an aerodynamic ECU.

(Tenth embodiment)
In the tenth embodiment, as shown in FIG. 26, the automobile S includes the vehicle aerodynamic devices 10, 40, 45, 50, 70, 75, 80, 85, 90 corresponding to all four wheels. . As a result, it is possible to control the flow of air into and from the front, rear, left and right wheel houses H, and it is possible to further improve aerodynamic performance, turning response, vehicle stability, and the like. In this case, it is also possible to employ a vehicle aerodynamic device having a configuration different from that of the rear wheels of the front wheels. For example, the vehicle aerodynamic devices 70, 75, 80, and 8590 are applied to the front wheels W, and any one of the vehicle aerodynamic devices 10, 40, 45, and 50 is applied to the rear wheels W that are not steered. it can.

  In the above embodiment, the fender liners 34, 42, 46, 52, and 72 are examples of cover members according to the present invention. However, the present invention is not limited to this example. A cover member may be provided independently of the fender liner.

It is sectional drawing which looked at the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention from the front. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows typically the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, Comprising: (A) is a front view, (B) is a side view, (C) is a top view. It is a figure which shows typically operation | movement of the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, Comprising: (A) is a side view of a steady state, (B) is a side view of a vehicle height fall state, (C ) Is a side view of the vehicle height rising state. (A) is a diagram which shows the displacement with respect to the vehicle body of the wheel to which the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention was applied, (B) is the amount of air blowing from a wheel house when passing the said road surface FIG. It is a side view which shows typically the aerodynamic apparatus for vehicles which concerns on the 2nd Embodiment of this invention. It is a side view which shows typically the aerodynamic device for vehicles which concerns on the 3rd Embodiment of this invention. It is sectional drawing which looked at the aerodynamic device for vehicles which concerns on the 4th Embodiment of this invention from the front. FIG. 6 is a schematic plan view of an automobile in which a vehicle aerodynamic device according to a fourth embodiment of the present invention is applied to left and right front wheels. It is a figure which shows typically the vehicle aerodynamic apparatus which concerns on the 4th Embodiment of this invention, Comprising: (A) is a front view, (B) is a side view, (C) is a top view. It is a figure which shows typically operation | movement of the vehicle aerodynamic apparatus which concerns on the 4th Embodiment of this invention, Comprising: (A) is a side view of a steady state, (B) is a side view of a vehicle height fall state, (C ) Is a side view of the vehicle height rising state. It is a flowchart which shows the control flow of aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 4th Embodiment of this invention. It is a timing chart which shows the example of control of the aerodynamic ECU which comprises the aerodynamic device for vehicles concerning a 4th embodiment of the present invention, and (A) is displacement with respect to the body of a wheel, (B) is a target position of a fender liner, (C) shows the operation timing of the actuator, and (D) shows the amount of air blown from the wheel house. FIG. 9 is a schematic plan view of an automobile in which a vehicle aerodynamic device according to a fifth embodiment of the present invention is applied to left and right front wheels. It is a figure which shows typically operation | movement of the vehicle aerodynamic apparatus which concerns on the 5th Embodiment of this invention, Comprising: (A) is a side view of a steady state, (B) is a side view of a vehicle height fall state, (C ) Is a side view of the vehicle height rising state. It is a flowchart which shows the control flow of the aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 5th Embodiment of this invention. It is a timing chart which shows the example of control of the aerodynamic ECU which comprises the aerodynamic apparatus for vehicles which concerns on the 5th Embodiment of this invention, Comprising: (A) is a steering angle, (B) is the displacement of a right fender liner, (C). Is the displacement of the left fender liner, and (D) is the lateral G or roll size. It is a flowchart which shows the control flow of aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 6th Embodiment of this invention. It is a timing chart which shows the example of control of the aerodynamic ECU which constitutes the aerodynamic device for vehicles concerning a 6th embodiment of the present invention, and (A) is a steering angle and steering torque, (B) is displacement of a right fender liner, (C) shows the displacement of the left fender liner, and (D) shows the lateral G or roll size. It is a flowchart which shows the control flow of aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 7th Embodiment of this invention. It is a timing chart which shows the example of control of the aerodynamic ECU which comprises the aerodynamic apparatus for vehicles which concerns on the 7th Embodiment of this invention, Comprising: (A) is a steering angle and steering torque, (B) is the time differential value of steering torque. , (C) shows the displacement of the right fender liner, (D) shows the displacement of the left fender liner, and (E) shows the lateral G or roll size. It is a flowchart which shows the control flow of the aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 8th Embodiment of this invention. It is a timing chart which shows the example of control of the aerodynamic ECU which comprises the aerodynamic device for vehicles which concerns on the 8th Embodiment of this invention, Comprising: (A) is a steering angle and steering torque, (B) is a time differential value of steering torque. , (C) is the yaw rate, (D) is the displacement of the right fender liner, (E) is the displacement of the left fender liner, and (F) is the lateral G or roll size. It is a flowchart which shows the control flow of the aerodynamic ECU which comprises the vehicle aerodynamic apparatus which concerns on the 9th Embodiment of this invention. It is a timing chart which shows the control example of the aerodynamic ECU which comprises the aerodynamic device for vehicles which concerns on the 9th Embodiment of this invention, (A) is a steering angle, (B) is the displacement of a right fender liner, (C). Is the displacement of the left fender liner, and (D) is the lateral G or roll size. (A) is a typical top view for demonstrating the state in which the aerodynamic force resisting the crosswind of the motor vehicle with which the vehicle aerodynamic apparatus which concerns on the 9th Embodiment of this invention was applied, ( B) is a comparative example showing the case where the control of the ninth embodiment is not performed. It is a typical top view of the motor vehicle to which the aerodynamic device for vehicles concerning the 10th Embodiment of this invention was applied. It is a figure which shows typically the 1st comparative example with respect to the 1st Embodiment of this invention, Comprising: (A) is a side view of a steady state, (B) is a side view of a vehicle height fall state, (C) is a vehicle. It is a side view of a high rise state. It is a figure which shows typically the 2nd comparative example with respect to the 1st Embodiment of this invention, Comprising: (A) is a side view of a steady state, (B) is a side view of a vehicle height fall state, (C) is a vehicle. It is a side view of a high rise state.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle aerodynamic apparatus 20 Front suspension 28 Lower spring holder (The side in contact with a vehicle body with a wheel in a suspension system)
34 Fender liner (cover member)
40, 45, 50, 70, 75, 80, 85, 90 Aerodynamic devices for vehicles 42, 46, 52, 72 Fender liners 56 Actuators (drive devices)
58/74 Aerodynamic ECU (control device)
60 Vehicle height sensor (running state detection device)
66 Steering sensor (running state detection device, steering state detection device, steering angle sensor, torque sensor)
68 Yaw rate sensor (running state detection device, yaw motion detection device)
92 Pressure sensor (running state detection device, crosswind detection device)
B Body H Wheelhouse W Front wheel

Claims (25)

A vehicle aerodynamic device applied to a vehicle in which a wheel disposed in a wheel house is supported by a suspension device so as to be capable of coming into contact with and separated from the vehicle body,
An aerodynamic device for a vehicle, comprising: a cover member that is supported so as to be able to come in contact with and separate from the vehicle body along a direction in which the wheel is in contact with and separated from the vehicle body, and covers the wheel from above in the wheel house.   The aerodynamic device for a vehicle according to claim 1, wherein the cover member also serves as a fender liner for suppressing entry of foreign matter into the vehicle body via the wheel house.   The vehicular aerodynamic device according to claim 1, wherein the cover member is fixed to a side of the suspension device that contacts and separates from the vehicle body together with the wheels. A driving device for driving the cover member in a direction of contacting and separating from the vehicle body;
A traveling state detection device that outputs a signal according to the traveling state of the vehicle;
A control device that drives the drive device based on an output signal of the running state detection device to bring the cover member into and out of contact with the vehicle body;
The aerodynamic device for a vehicle according to claim 1 or 2, further comprising: The traveling state detection device includes a vehicle height sensor that outputs a signal corresponding to the contact / separation amount of the wheel with respect to the vehicle body,
The vehicular aerodynamic device according to claim 4, wherein the control device drives the drive device based on an output signal of the vehicle height sensor so that the distance between the cover member and the wheel is within a predetermined range. The traveling state detection device includes a steering state detection device that outputs a signal corresponding to the steering state of the vehicle,
The control device controls the drive device based on an output signal of the steering state detection device so that the cover members covering the left and right wheels steered by steering are independently brought into and out of contact with the vehicle body. The vehicle aerodynamic device according to claim 4 or 5. When the control device detects steering based on an output signal of the steering state detection device,
The aerodynamic device for a vehicle according to claim 6, wherein the driving device is controlled so that an aerodynamic force in a direction that causes rolling in a direction in which the inner ring is separated from the vehicle body relative to the outer wheel acts on the vehicle body.   When the control device detects steering based on an output signal of the steering state detection device, the driving device is configured such that a situation occurs in which the cover member on the inner ring side is separated from the inner ring rather than a state where the cover member is positioned at a reference position. The vehicle aerodynamic device according to claim 6 or 7, wherein the device is controlled.   When the control device detects steering based on an output signal of the steering state detection device, the driving device is configured so that a situation occurs in which the cover member on the outer wheel side is closer to the outer wheel than in a state where the cover member is positioned at a reference position. The aerodynamic device for a vehicle according to any one of claims 6 to 8, wherein the device is controlled.   The vehicular aerodynamic device according to any one of claims 6 to 9, wherein the steering state detection device is a steering angle sensor that outputs a signal corresponding to a steering angle.   When the control device detects a state in which the wheel is steered to one side with respect to the neutral position based on an output signal of the steering angle sensor, the cover member on the inner ring side is separated from the inner ring. The aerodynamic device for a vehicle according to claim 10, wherein the drive device is controlled by the vehicle.   When the control device detects a state in which the wheel is steered to one side with respect to the neutral position based on an output signal of the steering angle sensor, the cover member on the outer wheel side approaches the outer wheel. The vehicle aerodynamic device according to claim 10, wherein the drive device is controlled by the vehicle.   The vehicle aerodynamic device according to any one of claims 6 to 9, wherein the steering state detection device is a torque sensor that outputs a signal corresponding to a steering torque.   When the control device detects that the steering torque acting direction matches the steering direction with respect to the neutral position based on the output signal of the torque sensor, the cover member on the inner ring side is separated from the inner ring. The aerodynamic device for a vehicle according to claim 13, wherein the drive device is controlled to do so.   When the control device detects that the steering torque acting direction is opposite to the steering direction with respect to the neutral position based on the output signal of the torque sensor, the cover member on the inner ring side approaches the inner ring. The aerodynamic device for a vehicle according to claim 14, wherein the drive device is controlled to do so.   When the control device detects that the steering torque acting direction coincides with the steering direction with respect to the neutral position based on the output signal of the torque sensor, the cover member on the outer wheel side approaches the outer wheel. The vehicular aerodynamic device according to any one of claims 13 to 15, wherein the driving device is controlled so as to.   When the control device detects that the steering torque acting direction is opposite to the steering direction with respect to the neutral position based on the output signal of the torque sensor, the cover member on the outer wheel side is separated from the outer wheel. The aerodynamic device for a vehicle according to claim 16, wherein the driving device is controlled to do so.   When the control device detects that the absolute value of the steering torque is increasing based on the time change rate of the output signal of the torque sensor, the cover member on the inner ring side is separated from the inner ring. The aerodynamic device for a vehicle according to claim 13, wherein the driving device is controlled by the vehicle.   When the control device detects that the absolute value of the steering torque is decreasing based on the time change rate of the output signal of the torque sensor, the cover member on the inner ring side approaches the inner ring. The vehicular aerodynamic device according to claim 18, wherein the drive device is controlled by the vehicle.   When the control device detects that the absolute value of the steering torque is increasing based on the rate of time change of the output signal of the torque sensor, the cover member on the outer wheel side approaches the outer wheel. The aerodynamic device for a vehicle according to claim 13, wherein the driving device is controlled at the same time.   When the control device detects that the absolute value of the steering torque is decreasing based on the time change rate of the output signal of the torque sensor, the cover member on the outer wheel side is separated from the outer wheel. The vehicular aerodynamic device according to claim 20, wherein the drive device is controlled by the vehicle. The running state detection device includes a yaw motion detection device that outputs a signal according to a yaw motion of a vehicle body or a signal according to a time change of the yaw motion,
When the rate of change of the yaw motion is greater than a predetermined value based on the output signal of the yaw motion detection device, the control device suppresses the rolling in the direction in which the inner ring is separated from the vehicle body rather than the outer wheel. The aerodynamic device for a vehicle according to any one of claims 6 to 21, wherein the driving device is controlled so that a force acts on a vehicle body.   The control device has priority over the control according to any one of claims 7 to 21 when the rate of change of the yaw motion is greater than a predetermined value based on an output signal of the yaw motion detection device. The drive so that the cover member on the inner ring side is closer to the inner ring than the state where the cover member is located at the reference position, or so that the cover member on the outer ring side is separated from the outer ring than when the cover member is located at the reference position. 24. The vehicle aerodynamic device according to claim 22, which controls the device. The traveling state detection device includes a cross wind detection device that outputs a signal corresponding to the direction of the cross wind acting on the vehicle,
Based on the output signal of the crosswind detection device, the control device is arranged such that the cover member is further away from the wheel than the state where the cover member is positioned at the reference position on the windward side of the crosswind, or on the leeward side of the crosswind. The aerodynamic device for a vehicle according to any one of claims 4 to 23, wherein the drive device is controlled so as to be closer to the wheel than a state where the vehicle is located at a reference position. The cross wind detection device includes a pair of pressure sensors arranged on opposite sides of the vehicle width direction center portion at the front of the vehicle body,
25. The vehicle aerodynamic device according to claim 24, wherein the control device detects an action direction of cross wind based on a difference between output signals of the pair of pressure sensors.

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