JP2008179217A - Vehicular straightening device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular straightening device capable of suppressing air from being blown out to an outer side in a vehicle width direction of a tire and suppressing turbulence of an air stream at an outer side in the vehicle width direction of the tire. <P>SOLUTION: The tire front straightening device 10 is arranged at a front side of the vehicle of the front tire 40 under a vehicle floor. The tire front straightening device 10 is provided with a plurality of straightening fins 26, 28, 30 arranged along the vehicle width direction at the front side of the vehicle of the front tire 40. The straightening fins 26, 28, 30 are totally inclined to an inner side in the vehicle width direction over a vehicle front side, and rear parts are made approximately parallel to a vehicle longitudinal direction. Further, the rear ends 26B, 28B, 30B of the straightening fins 26, 28, 30 are opposed to a front surface 40A of the front tire 40 in the vehicle longitudinal direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle rectifier.

  It is known that by arranging spats in front of the tire under the vehicle floor, the amount of air hitting the front surface of the tire is reduced and the air resistance at the front surface of the tire is reduced (see, for example, Patent Document 1).

By the way, even if the spats are arranged in front of the tire under the vehicle floor, the amount of air hitting the tire cannot be completely eliminated. Here, the direction of the air flow from the front of the vehicle to the tire is inclined outward in the vehicle width direction due to the influence of the air flow discharged from the radiator or engine compartment to the bottom of the vehicle floor. For this reason, the air hitting the front surface of the tire is blown outward in the vehicle width direction of the tire, disturbs the air flow toward the rear of the vehicle on the outer side in the vehicle width direction of the tire, and increases air resistance (for example, Non-Patent Document 1). reference).
Japanese Utility Model Publication No. 61-183271 Jothen Wiedemann, "The Inflation of Ground Simulation and Wheel Rotation on Aerodynamic Drag Optimization"-Potential for Redoubling Coupling Combustion.

  In consideration of the above-described facts, the present invention provides a vehicular rectifying device that suppresses the blowing of air to the outside in the vehicle width direction of the tire and suppresses the turbulence of the air flow on the outside in the vehicle width direction of the tire. For the purpose.

  In the vehicle rectifier according to claim 1, the front part is inclined inward in the vehicle width direction with respect to the vehicle front-rear direction, and the rear part has a smaller inclination angle with respect to the vehicle front-rear direction than the front part. In addition, a plurality of rectifying members whose rear end portions are opposed to the front surface of the tire are disposed in the vehicle width direction on the vehicle front side of the tire.

  In the vehicular rectifying device according to claim 1, a plurality of rectifying members arranged in the vehicle width direction are provided on the front side of the tire, and the air flow toward the tire is rectified by the rectifying member. .

  Here, in the plurality of rectifying members arranged in the vehicle width direction, the front portion is inclined inward in the vehicle width direction with respect to the vehicle front-rear direction, and the rear portion has a smaller inclination angle with respect to the vehicle front-rear direction than the front side. And the rear end portion is opposed to the front surface of the tire. Therefore, it is possible to suppress the inclination of the airflow that advances while inclining from the front of the vehicle to the tire toward the outer side in the vehicle width direction.

  Therefore, it is possible to suppress the blowing of air to the outside in the vehicle width direction of the tire, and to suppress the turbulence of the air flow on the outside in the vehicle width direction of the tire.

  A vehicular rectifier according to a second aspect is the vehicular rectifier according to the first aspect, wherein a rear portion of the rectifying member extends along a vehicle front-rear direction.

  In the vehicular rectifying device according to claim 2, the rear portion of the rectifying member extends along the vehicle front-rear direction, so that the air flow from the front of the vehicle toward the front of the tire is inclined outward in the vehicle width direction. Further reduction is possible.

  Therefore, it is possible to further suppress the blowing of air to the outer side in the vehicle width direction of the tire, and to further suppress the disturbance of the air flow on the outer side in the vehicle width direction of the tire.

  The vehicular rectifier according to claim 3 is the vehicular rectifier according to claim 1 or 2, wherein a front portion of the rectifying member on the vehicle width direction outer side is the rectification on the vehicle width direction inner side. The inclination angle with respect to the vehicle longitudinal direction is made larger than that of the front part of the member.

  In the vehicular rectifying device according to the third aspect, the front portion of the rectifying member on the outer side in the vehicle width direction has a larger inclination angle with respect to the vehicle front-rear direction than the rear portion of the rectifying member on the inner side in the vehicle width direction. As a result, the rectifying effect of the rectifying member can be exerted on the air flow that increases the inclination toward the outer side in the vehicle width direction as it goes outward in the vehicle width direction.

  As described above, according to the present invention, the rectifier for a vehicle that suppresses the blowing of air to the outer side in the vehicle width direction of the tire and suppresses the turbulence of the air flow on the outer side in the vehicle width direction of the tire. Can provide.

  Hereinafter, an embodiment of a vehicle rectifier according to the present invention will be described with reference to FIGS. In the figure, the arrow FR indicates the vehicle front direction, the arrow UP indicates the vehicle upward direction, and the arrow IN indicates the vehicle width inside direction.

  FIG. 1 shows a front portion of a vehicle 12 to which a tire front rectifier 10 according to an embodiment of a vehicle rectifier of the present invention is applied. As shown in this figure, in the vehicle 12, a front wheel 16 equipped with a front tire 40 as a tire and a brake device (not shown) for the front wheel 16 are arranged in a wheel house 14. In front of the wheel house 14, the lower side of the front fender 18 is covered with a fender liner 20. The vehicle width direction end portion of the front bumper 22 wraps around the lower portion of the front fender 18, that is, the upper side of the outer edge of the fender liner 20.

  The tire front rectifier 10 is disposed under the floor of the vehicle 12 and in front of the front tire 40 in the vehicle. The tire front rectifying device 10 is provided in a pair of left and right corresponding to the left and right front wheels 16, but the structure is common to the left and right (symmetric), and one of them will be described.

  As shown in FIGS. 1 to 3, the tire front rectifying device 10 includes a rectifying unit 11 and a rectangular attachment plate 24 that fixes the rectifying unit 11 to the foundation liner 20 in front of the front wheel 16 in the vehicle. The mounting plate 24 has a longitudinal direction in the vehicle width direction, and both ends and a center portion in the vehicle width direction are fixed to the fender liner 20 by bolts 32.

  The rectifying unit 11 includes rectifying fins 26, 28, and 30 as three rectifying members that are erected on the mounting plate 24. The rectifying fins 26, 28, 30 are arranged in the vehicle width direction in order from the inner side to the outer side in the vehicle width direction, and extend in the vehicle front-rear direction. Further, the front end portions 26A, 28A, 30A of the rectifying fins 26, 28, 30 have a wing shape in a bottom view.

  The rear end portion 26B of the rectifying fin 26 faces the vehicle width direction inner side end portion of the front surface 40A of the front tire 40 in the vehicle front-rear direction, and the rear end portion 28B of the rectifying fin 28 is the vehicle width of the front surface 40A of the front tire 40. The rear end portion 30B of the rectifying fin 30 faces the vehicle width direction outer side end portion of the front surface 40A of the front tire 40 in the vehicle front-rear direction.

  Further, the rectifying fins 26, 28, 30 are curved inward in the vehicle width direction toward the front of the vehicle, and are generally inclined inward in the vehicle width direction toward the front of the vehicle. In addition, the rear portions of the rectifying fins 26, 28, and 30 have a smaller inclination angle with respect to the vehicle longitudinal direction than the front portions thereof.

  Here, as shown in FIG. 4, the inclination angle of the line L (hereinafter referred to as the blade thickness center line) L passing through the blade thickness center portion of the rectifying fins 26, 28, and 30 with respect to the vehicle longitudinal direction is from the vehicle front side to the rear side. The blade thickness center line L at the rear part of the rectifying fins 26, 28, 30 is along the vehicle longitudinal direction and is substantially parallel to the vehicle longitudinal direction.

  In addition, the inclination angles α1, α2, and α3 with respect to the vehicle front-rear direction of the front side portion L0 of the wing thickness center line L of the rectifying fins 26, 28, and 30 satisfy the following expression (1).

  α1 <α2 <α3 (1)

  In FIG. 4, the inclination angles α1, α2, and α3 are exaggerated and exaggerated. However, α1 is preferably 3 to 5 °, and α2 and α3 are preferably 6 to 10 °. What is necessary is just to optimize for every vehicle.

  Next, functions and effects in the present embodiment will be described.

  As shown in FIG. 5, when the vehicle 12 travels, the vehicle width direction outer side from the vehicle front to the rear in the vehicle front of the front tire 40 under the vehicle floor due to the influence of the airflow discharged from the radiator or engine compartment to the vehicle floor below. An air flow A flowing in an inclined manner is generated. The air flow A is rectified by the rectifying fins 26, 28, and 30 disposed in the vehicle width direction in front of the front tire 40 when traveling toward the front tire 40.

  Here, the rectifying fins 26, 28, and 30 generally incline in the vehicle width direction toward the front of the vehicle, and gradually reduce the inclination angle with respect to the vehicle front-rear direction from the front side to the rear side of the vehicle, Further, the rear portions 26B, 28B, and 30B are opposed to the front surface 40A of the front tire 40. For this reason, the air flow A hits the front surface 40 </ b> A of the front tire 40 with the inclination angle with respect to the vehicle front-rear direction reduced by the rectifying fins 26, 28, 30.

  Thereby, the blowing of the air to the vehicle width direction outer side of the front tire 40 can be suppressed, and the turbulence of the air flow on the vehicle width direction outer side of the front tire 40 (side of the vehicle 12) can be suppressed. Further, when the spats are disposed in front of the front tire 40 under the vehicle floor, since the spats are plate members disposed substantially perpendicular to the airflow A, positive pressure generated in the spats itself is generated. On the other hand, in the present embodiment, since the rectifying fins 26, 28, 30 are plate members extending along the air flow A, positive pressure generated in the rectifying fins 26, 28, 30 themselves is generated. Compared with the positive pressure generated in the spats itself, it is much smaller.

  Further, in the present embodiment, the inclination angle α3 of the rectifying fin 30 at the outermost side in the vehicle width direction is set to the inclination angle α2 of the rectifying fin 28 at the center in the vehicle width direction, and the above-described inclination angle α2 of the rectifying fin 28 at the innermost side in the vehicle width direction. With respect to the air flow A that increases the inclination toward the outer side in the vehicle width direction toward the outer side in the vehicle width direction by making the inclination angle α1 larger and the inclination angle α2 larger than the inclination angle α1, The rectifying effect by the rectifying fins 26, 28, 30 can be exhibited.

  In addition, as shown in FIG. 6, since the disturbance of the air flow B on the side of the vehicle 12 can be suppressed, the air flow B and the air flow C that flows from the upper side of the vehicle to the rear side of the vehicle at the rear side of the vehicle 12. It can be smoothly merged.

  Therefore, the air resistance (air drag coefficient Cd) during travel of the vehicle 12 can be reduced. In particular, the effect is increased in a vehicle such as an SUV vehicle having a high vehicle height, a large amount of exposed front tire, and a large amount of air discharged from the radiator or engine compartment to the vehicle floor.

  Further, since the rear portions of the rectifying fins 26, 28, 30 are substantially parallel to the vehicle longitudinal direction, the air flow A rectified by the rectifying fins 26, 28, 30 is substantially perpendicular to the front surface 40 A of the front tire 40. And flows to the rear of the vehicle along the side surface of the front tire 40.

  Thereby, the blowing of the air to the vehicle width direction outer side of the front tire 40 can be suppressed further, and the disturbance of the air flow on the vehicle width direction outer side of the front tire 40 can be further suppressed. Therefore, the air resistance (air drag coefficient Cd) when the vehicle 12 is traveling can be further reduced.

  Further, when spats are arranged in front of the front tire 40 under the vehicle floor, the air flow is blocked in front of the vehicle by a brake duct (not shown) that guides the air flow to the brake device for the front wheels 16. The cooling performance of the brake device is reduced. On the other hand, in this embodiment, since the rectifying fins 26 do not block the air flow, the cooling performance of the brake device is remarkably increased as compared with the case where spats are provided.

  Furthermore, since the amount of air hitting the front tire 40 in an inclined manner with respect to the front surface 40A can be reduced, an effect of improving steering stability can be obtained.

  By the way, the inclination angle (deflection) with respect to the vehicle front-rear direction of the air flow A in front of the vehicle of the front tire 40 without the tire front rectifier 10 of the present embodiment is 5 °, and the tire front rectifier 10 is installed. When the air flow A is rectified so that the deflection is 0 °, the ΔCd value (change amount of the air drag coefficient) for each front tire 40 is ΔCd = −0.03 (the above non-patent document). See FIG. 7 of Document 1.) That is, the tire front rectifier 10 has an effect of improving Cd by 0.03 for the tire alone.

Here, when the foreshadow projection area of a general vehicle is 2.5 m ² and the foreshadow projection area of a general tire (one) is 0.18 m ² , the vehicle has a ΔCd value of −0.03. The overall ΔCd value is ΔCd = −0.03 × (0.18 × 2) /2.5=−0.0043 in terms of area. Usually, since the ΔCd value of the entire vehicle is about ΔCd = 0.3, an effect of reducing the air resistance by about 1.0 to 1.5% can be obtained.

  The present invention has been described in detail with respect to specific embodiments. However, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It is clear to the contractor. For example, in the present embodiment, fins, which are plate members having a blade shape in cross section, are used as the rectifying member in the present invention, but plate members having a substantially constant thickness, blocks having a triangular cross section, and the like are also applicable. In this embodiment, three rectifying fins are provided, but two or more rectifying fins may be provided.

  Further, in the present embodiment, the lower side of the rectifying fin is substantially parallel to the ground, but as shown in FIG. 7, the lower side of the rectifying fin is tapered so as to incline toward the vehicle lower side toward the rear of the vehicle. It is also possible. In this case, the ground clearance on the front side of the rectifying fin is higher than that on the rear side of the vehicle, so that it is easy to secure the approach angle of the rectifying fin.

It is a perspective view which shows the front part of a vehicle provided with the tire front rectifier which concerns on one Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS (A) which shows the tire front rectifier which concerns on one Embodiment of this invention is a top view, (B) is a front view, (C) is a side view. (A) is 3 (A)-(A) sectional drawing of FIG. 2 (A), (B) is 3 (B) -3 (B) sectional drawing of FIG. 2 (A). 1 is a plan view showing a tire front rectifier according to an embodiment of the present invention. It is a top view which shows the effect | action in the tire front rectifier which concerns on one Embodiment of this invention. It is a side view which shows the effect | action in a vehicle provided with the tire front rectifier which concerns on one Embodiment of this invention. It is a side view which shows the modification of the tire front rectifier which concerns on one Embodiment of this invention.

Explanation of symbols

10 Tire straightening device (vehicle straightening device)
12 Vehicle 26 Rectifier fin (rectifier member)
28 Rectifier fin (rectifier member)
30 Rectifier fin (rectifier member)
40 Front tire (tire)
40A front (tire front)

Claims (3)

  The front portion is inclined inward in the vehicle width direction with respect to the vehicle front-rear direction, the rear portion has a smaller inclination angle with respect to the vehicle front-rear direction than the front portion, and the rear end portion is opposed to the front surface of the tire A rectifying device for a vehicle, wherein a plurality of rectifying members are arranged in a vehicle width direction on a vehicle front side of a tire.   The vehicular rectifier according to claim 1, wherein a rear portion of the rectifying member extends along a vehicle front-rear direction.   The front portion of the rectifying member on the outer side in the vehicle width direction has a larger inclination angle with respect to the vehicle front-rear direction than the front portion of the rectifying member on the inner side in the vehicle width direction. The vehicle rectifier according to 2.

Images