JP2009286267A - Vehicular aerodynamic device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular aerodynamic device capable of controlling air incoming and outgoing to/from a wheel house and simple in structure to reduce restriction on application to a vehicle. <P>SOLUTION: The vehicular aerodynamic device 10 is constituted by forming a communication hole 35 to make the inside and the outside of the wheel house H communicate with each other and an opening/closing vane 36 to change the opening of the communication hole 35 on a fender liner 34 as a body side interior wall member to constitute the wheel house H in which a front wheel Wf supported in an advancing/retracting manner to/from a vehicle body B in a vehicle vertical direction is arranged. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

The fender liner that covers the wheel from the upper side in the wheel house is a movable member for the vehicle body, and the fender liner is displaced with respect to the vehicle body according to the movement of the vehicle, thereby controlling the flow of air to the wheel house and disturbing the air flow. A technique for reducing or improving turning performance is known (for example, see Patent Document 1).
JP 2006-256517 A JP-A-6-227436

  However, in the conventional techniques as described above, it is necessary to bend and deform the fender liner or to secure a seal between the fender liner and the vehicle body, and there is a concern that it may be difficult to apply depending on the vehicle type, specifications, and the like.

  An object of the present invention is to obtain a vehicle aerodynamic device that can control the air flow in and out of a wheel house in consideration of the above-described fact, has a simple structure, and has few restrictions on application to a vehicle.

  According to a first aspect of the present invention, there is provided an aerodynamic device for a vehicle in which an inner wall member on a vehicle body side that constitutes a wheel house in which wheels supported so as to be able to contact and separate in a vehicle vertical direction with respect to a vehicle body are arranged on the inner and outer sides of the wheel house. And a degree-of-opening changing means capable of changing the degree of opening of the communicating portion.

  In the aerodynamic device for a vehicle according to claim 1, the air to the inside of the wheel house is changed by changing the opening degree (air flow resistance) of the communication portion provided in the inner wall member constituting the wheel house by the opening degree changing means. Can be controlled. Thereby, in this aerodynamic apparatus for vehicles, compared with the structure which controls the entrance / exit of the air with respect to the inside of a wheel house by deform | transforming inner wall member itself, for example, a structure is simple and there are few restrictions on application with respect to a vehicle.

  Thus, the vehicle aerodynamic device according to claim 1 can control the entry / exit of air to / from the wheel house, has a simple structure, and has few restrictions on application to the vehicle.

  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 opening degree changing means is configured such that the opening degree of the communicating portion is increased when the wheels are separated from the vehicle body. The opening of the communicating portion is increased when the wheel is close to the vehicle body.

  In the vehicle aerodynamic device according to claim 2, since the opening of the communication portion is reduced when the wheel is separated from the vehicle body, the movement of the vehicle body to leave the road surface is suppressed together with the inflow of air to the wheel house. . On the other hand, when the wheels are close to the vehicle body, the opening of the communication portion is increased, so that the operation of the vehicle body approaching the road surface is ensured while air discharge from the wheel house to the side of the wheel is suppressed (the vehicle body is The movement close to the road surface is promoted). As a result, the aerodynamic device for a vehicle contributes to a reduction in air resistance of the applied vehicle and an improvement in motion performance.

  A vehicle aerodynamic device according to a third aspect of the present invention is the vehicle aerodynamic device according to the second aspect, wherein the opening degree changing means is supported by the inner wall member and the pressure in the wheel house is low. It is configured to include an opening / closing member that is engaged with an edge portion of the communication portion on the outer surface of the inner wall member and is displaced in a direction in which the communication portion is opened by increasing the pressure in the wheel house.

  In the vehicle aerodynamic device according to claim 3, when the pressure in the wheel house is low, the opening / closing member is engaged with the edge of the communication portion in the inner wall member by a predetermined biasing force (gravity, spring force, etc.). And at least a part of the communication part is substantially closed (the opening degree of the communication part is reduced). On the other hand, for example, when the pressure in the wheel house increases due to the proximity of the wheel to the vehicle body, etc., the pressure causes the opening / closing member to be displaced to a position where the communication portion is opened (opening is increased). Thereby, in this aerodynamic device for vehicles, an opening-and-closing member is driven with the contact and separation of a wheel with respect to a body, and the opening of a communicating part is adjusted autonomously (passively).

  A vehicle aerodynamic device according to a fourth aspect of the present invention is the vehicle aerodynamic device according to the third aspect, wherein the inner wall member has a step portion facing in a vehicle front-rear direction or a circumferential direction of the wheel house, and the communication The part is provided in the stepped part.

  In the vehicle aerodynamic device according to claim 4, since the communicating portion is formed on the vertical wall facing the vehicle longitudinal direction or the circumferential direction of the wheel house (wheel), the pressure (variation) associated with the displacement of the wheel relative to the vehicle body is communicated. The opening / closing member that closes the portion is easily applied, and the opening degree of the communication portion is adjusted better.

  A vehicle aerodynamic device according to a fifth aspect of the present invention is the vehicle aerodynamic device according to the second aspect, wherein the opening degree changing means changes the opening degree of the communication portion according to the position or the posture with respect to the communication portion. An openable / closable member, an actuator for driving the openable / closable member between a closed position and an open position of the communicating portion, and the openable / closable member closes the communicating portion when the wheel is separated from the vehicle body. And a control device that controls the actuator so that the opening and closing member opens the communication portion when the wheel is close to the vehicle body.

  In the vehicle aerodynamic device according to the fifth aspect, the opening degree of the communicating portion is automatically (actively) adjusted by driving the opening / closing member by the actuator controlled by the control device. Specifically, when the wheel is separated from the vehicle body, the control device controls the actuator so that the opening degree of the communication portion by the opening / closing member is reduced. For this reason, the movement of the vehicle body to leave the road surface is suppressed together with the inflow of air into the wheel house. On the other hand, when the wheel is close to the vehicle body, the opening degree of the communicating portion by the opening / closing member is increased by the control device controlling the actuator. For this reason, the operation | movement which a vehicle body adjoins to a road surface is ensured, while the air discharge from the wheel house to the wheel side is suppressed (the operation | movement which a vehicle body adjoins to a road surface is accelerated | stimulated). As a result, the aerodynamic device for a vehicle contributes to a reduction in air resistance of the applied vehicle and an improvement in motion performance.

  A vehicle aerodynamic device according to a sixth aspect of the present invention is the vehicle aerodynamic device according to the fifth aspect, wherein the control device is configured to perform the operation with respect to the vehicle body in the case of steady running where the position of the wheel with respect to the vehicle body is constant. Compared with the case where the wheels are close to each other, the actuator is controlled so that the communication portion by the opening and closing member is opened with a small opening.

  In the aerodynamic device for a vehicle according to claim 6, in the case of steady running where the contact / separation (amount) of the wheel with respect to the vehicle body is small, the communication portion is separated from the opening when the wheel is close to the vehicle body by the opening / closing member. Since the opening is between the opening, a part of the air that has flowed into the wheel house during steady running is discharged outside the wheel house through the communicating portion. For this reason, it is suppressed that the air in a wheel house is discharged | emitted to the wheel side, and contributes more effectively to reduction of the air resistance of the applied vehicle.

  A vehicle aerodynamic device according to a seventh aspect of the present invention is the vehicle aerodynamic device according to the first aspect, wherein the communication portion and the opening changing means are provided for a plurality of wheels, respectively. The degree changing means is for opening and closing the opening / closing member capable of changing the opening degree of the communication part according to the position or posture with respect to the communication part, and for driving the opening / closing member between the closed position and the open position of the communication part. The actuator includes an actuator and a control device that controls the actuator based on a signal from a traveling state detection device that outputs a signal corresponding to the traveling state of the vehicle.

  In the vehicle aerodynamic device according to claim 7, communication portions and opening degree changing means are respectively provided for a plurality of wheels of the applied vehicle, and the opening amounts of the plurality of communication portions are determined from the traveling state detection device. Is controlled by the control means according to the signal. Thus, it is possible to change the control of air flow in and out of the wheel house that accommodates each wheel, and the ease of contact and separation of the wheel with respect to the vehicle body.

  The aerodynamic device for a vehicle according to an eighth aspect of the present invention is the aerodynamic device for a vehicle according to the seventh aspect, wherein the communicating portion and the opening changing means are provided for front and rear wheels of the vehicle, respectively, The state detection device is an acceleration detection device that detects acceleration in the front-rear direction of the vehicle, and when the vehicle is accelerated, the opening degree of the communication portion by the opening / closing member is small on the front wheel side when the vehicle is accelerated. In addition, when the vehicle is decelerated, the opening degree of the communication part by the opening / closing member becomes large on the front wheel side and opens and closes on the rear wheel side when the vehicle is decelerated. The actuator is controlled so that the opening degree of the communication portion by the member is small.

  In the vehicular aerodynamic device according to the eighth aspect, in the case of acceleration of the vehicle, separation of the front wheel from the vehicle body (lift of the front portion of the vehicle body with respect to the road surface) is suppressed, and the proximity of the rear wheel to the vehicle body is promoted. As a result, in the vehicle to which the aerodynamic device for a vehicle is applied, in the case of acceleration, the driving force can be transferred to the road surface where the driving force is easily transmitted to the road surface in a short time, and the vehicle is accelerated in a stable posture. be able to.

  A vehicle aerodynamic device according to a ninth aspect of the present invention is the vehicle aerodynamic device according to the seventh or eighth aspect, wherein the communicating portion and the opening changing means are provided for the front and rear wheels of the vehicle, respectively. The traveling state detection device is an acceleration detection device that detects acceleration in the longitudinal direction of the vehicle, and the control device is configured to open the opening of the communication portion by the opening / closing member on the front wheel side when the vehicle is decelerated. And the actuator is controlled so that the opening degree of the communicating portion by the opening and closing member becomes small on the rear wheel side.

  In the vehicle aerodynamic device according to the ninth aspect, in the case of vehicle deceleration, the proximity of the front wheel to the vehicle body (dive at the front of the vehicle body to the road surface) is promoted, and the proximity of the rear wheel to the vehicle body is promoted. As a result, in the vehicle to which the aerodynamic device for a vehicle is applied, it is possible to quickly shift to the posture of the vehicle body with respect to the road surface where the braking force is easily transmitted to the road surface, as opposed to the acceleration in the case of deceleration. Can decelerate in a stable posture.

  The aerodynamic device for a vehicle according to a tenth aspect of the present invention is the aerodynamic device for a vehicle according to the eighth or ninth aspect, wherein the control device is configured to perform the above operation in the case of steady traveling where the traveling speed of the vehicle is constant. Compared with the opening degree of the communicating part by the opening and closing member on the rear wheel side in the case of acceleration and the opening degree of the communicating part by the opening and closing member on the front wheel side in the case of deceleration, the opening and closing member by the opening and closing member in the front wheel and rear wheel The actuator is controlled so that the communication portion is opened with a small opening.

  In the aerodynamic device for a vehicle according to claim 10, in the case of steady running where the vehicle runs at a substantially constant speed (acceleration change is a district court), the communicating portion has an opening degree when the wheels are close to the vehicle body by the opening and closing member. Since the opening is between the opening and the opening when separating, a part of the air that has flowed into the wheel house during steady running is discharged out of the wheel house through the communicating part. For this reason, it is suppressed that the air in a wheel house is discharged | emitted to the wheel side, and contributes more effectively to reduction of the air resistance of the applied vehicle.

  An aerodynamic device for a vehicle according to an eleventh aspect of the present invention is the aerodynamic device for a vehicle according to any one of the first to tenth aspects, wherein the inside of the wheel house is connected to the outside of the wheel house through the communication portion. An exhaust section for guiding the outflowed air to the outside of the vehicle body was further provided.

  In the vehicle aerodynamic device according to claim 11, air (at least a part) flowing into the wheel house and flowing out from the communication portion is discharged from the exhaust portion to the outside of the vehicle body, so that the air flow around the vehicle body is disturbed. Is effectively suppressed. Thereby, in this aerodynamic apparatus for vehicles, it contributes to the reduction of the air resistance of the applied vehicle.

  As described above, the aerodynamic device for a vehicle according to the present invention has an excellent effect that it can control the entry / exit of air to / from the wheel house, has a simple structure, and has few restrictions on application to the vehicle.

  A vehicle aerodynamic device 10 according to a first embodiment of the present invention will be described with reference to FIGS. It should be noted that arrow FR, arrow RE, arrow UP, arrow LO, arrow IN, and arrow OUT, which are appropriately shown in each figure, are respectively the forward direction (traveling direction), the backward direction of the automobile 11 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.

  1A is a side view of the vehicle aerodynamic device 10, FIG. 1B is a front view of the vehicle aerodynamic device 10, and FIG. 1C is a plan view of the vehicle aerodynamic device 10. Each figure is shown schematically. FIG. 2A shows a part of the automobile 11 to which the vehicle aerodynamic device 10 is applied in a cross-sectional view along the vehicle width direction and the vertical direction, and FIG. The principal part of the aerodynamic device 10 is shown in a side sectional view. In this embodiment, the vehicular aerodynamic device 10 is applied to each of the left and right front wheels Wf, 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 11 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 Wf 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 in which the front wheel Wf is disposed on the outer side in the vehicle width direction. The front wheel Wf is supported by the 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, the front suspension 20 has a shock in which the upper end of a vertically extending rod 22A is fixed to the top 18A of the suspension tower 18 and the lower end of the cylinder 22B is connected to the front wheel Wf via the upper arm 24. The absorber 22 has a compression coil spring 30 disposed in a compressed state between an upper spring receiver 26 fixed to the upper end of the rod 22A and a lower spring receiver 28 fixed to the upper end of the cylinder 22B. It is configured as a strut suspension.

  The upper arm 24 connects the cylinder 22B and the front wheel Wf so as to allow the front wheel Wf to be steered. Further, a tie rod 32 constituting a steering device is connected to the front wheel Wf, 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 Wf is steered outward. When the tie rod 32 moves in the direction of the arrow IN, the front wheel Wf is steered inward. Further, as shown in FIG. 1B, the front wheel Wf is supported by the vehicle body B (suspension member or the like) via the lower arm 33 so as to be vertically movable.

  The vehicle aerodynamic device 10 includes a fender liner 34 as an inner wall member. The fender liner 34 is formed of a thin resin material in a substantially arc shape that opens downward in a side view (see FIG. 1A), and is located at the top of the wheel house H to cover the front wheel Wf from above. It is configured (see FIG. 1C). The fender liner 34 is fixedly attached to the wheel apron 14. Thereby, in the vehicle body B, mud, pebbles and the like are prevented from hitting the wheel apron 14 and the like.

  As shown in FIG. 1 (C) and FIG. 2 (A), the fender liner 34 is formed by passing the front suspension 20 through a notch 34A formed in an inner portion of a substantially central portion in the front-rear direction. Interference with the movable part (the part on the front wheel Wf side) of the fender liner 34 is prevented. In this embodiment, the notch 34A (the gap between the front suspension 20) is set as small as possible.

  In this embodiment, the fender liner 34 described above is regarded as defining the upper edge of the wheel house H. In other words, the fender liner 34 is grasped as a partition member that partitions (partitions) the wheel house H formed on the lower side of the fender liner 34 and the external space S above it.

  In the vehicle aerodynamic device 10, as shown in FIGS. 1C and 2A, a communication hole 35 is formed in the fender liner 34 as a communication portion that communicates the inside and outside of the wheel house H. In this embodiment, a plurality of communication holes 35 are formed in parallel in the circumferential direction of the fender liner 34 on both the front and rear sides with respect to the front suspension 20 (the rotation shaft of the front wheel Wf).

  In addition, the vehicle aerodynamic device 10 includes an opening / closing vane 36 as an opening / closing member for changing the opening degree of each communication hole 35 (easy passage of air from the wheel house H to the external space S). . The open / close vane 36 is configured to change the opening degree of the communication hole 35 by opening / closing the communication hole 35. In this embodiment, a plurality of open / close vanes 36 are provided to open / close each communication hole 35 individually. Is provided.

  Specifically, as shown in FIG. 2 (B), each open / close vane 36 has one end in the circumferential direction of the fender liner 34 provided in the vicinity of one end in the circumferential direction in the communication hole 35 along the vehicle width direction. Further, the fender liner 34 is rotatably supported via the support shaft 38. By this rotation around the support shaft 38, the open / close vane 36 engages the free end 36 </ b> A opposite to the support shaft 38 side in the vicinity of the edge of the communication hole 35 on the outer surface 34 </ b> B of the fender liner 34. A closed posture (see an imaginary line in FIG. 2B) and an open posture in which the free end 36A is spaced upward from the outer surface 34B of the fender liner 34 to open the communication hole 35 (see the solid line in FIG. 2B). ).

  In other words, in the vehicle aerodynamic device 10, the edge of the communication hole 35 with which the free end 36A of the fender liner 34 engages functions as a stopper, and the open / close vane 36 opens in the wheel house H ( The communication hole 35 is open and positioned only on the external space S side. In this embodiment, each open / close vane 36 is biased to the closed posture by gravity or a biasing member (not shown) (for example, a torsion coil spring), and is moved from the closed posture by the pressure (flow) of the air flowing into the wheel house H. It is designed to be displaced to the open posture. Therefore, the opening posture of the open / close vane 36 (the opening degree of the communication hole 35) is adjusted (changes) according to the air pressure in the wheel house H.

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

  In the automobile 11 to which the vehicle aerodynamic device 10 having the above-described configuration is applied, when air flows into the wheel house H in the steady running (running state in which the front wheel Wf hardly moves up and down with respect to the vehicle body B), the open / close vane 36 is displaced to an open posture according to the air pressure in the wheel house H, and opens the communication hole 35 with a relatively small opening. As a result, as shown in FIG. 5A, a part of the air that has flowed into the wheel house H flows out to the external space S through the communication hole 35 (see arrow A in FIG. 5A). As shown by the arrow B, the flow discharged to the outside of the vehicle via the wheel arch 12 </ b> A is suppressed from flowing out to the side of the vehicle body.

  In the vehicle aerodynamic device 10, as shown in FIG. 3A, when the front wheel Wf moves to move away from the vehicle body B in the vertical direction of the vehicle, as shown in FIG. Each open / close vane 36 closes the communication hole 35 in the closed posture. For this reason, the front wheel Wf is displaced with respect to the vehicle body B while spreading the air in the wheel house H, so that relative displacement between the vehicle body B and the front wheel Wf is suppressed (resistance to relative displacement occurs). That is, in the vehicle aerodynamic device 10, the vehicle body B is prevented from rising relative to the road surface R (the vehicle body B is unlikely to rise relative to the road surface R). Further, as the wheel house H expands, air flows into the wheel house H via the downward opening of the wheel house H and the wheel arch 12A as shown in FIG. Almost no air blowout occurs.

  On the other hand, in the vehicle aerodynamic device 10, as shown in FIG. 4A, when the front wheel Wf moves toward the vehicle body B in the vertical direction of the vehicle, the air in the wheel house H enters the front wheel Wf. Therefore, as shown in FIG. 4B, each open / close vane 36 is displaced to the open posture. Then, each communication hole 35 is opened, and the air in the wheel house H flows out to the external space S through the communication hole 35 as indicated by an arrow C in FIG. For this reason, in the vehicle aerodynamic device 10, since the front wheels Wf are suppressed from compressing air in the wheel house H, it is effective that the air in the wheel house H inhibits the proximity of the front wheels Wf to the vehicle body B. Is suppressed. That is, in the vehicle aerodynamic device 10, the vehicle body B tends to descend with respect to the road surface R. Further, as shown in FIG. 5B, since the air in the wheel house H flows out of the vehicle via the external space S, there is little flow that blows out to the side of the vehicle body via the wheel arch 12A.

  As described above, in the automobile 11 to which the vehicle aerodynamic device 10 is applied, air blowing to the side of the vehicle body via the wheel arch 12A is suppressed as the front wheel Wf moves up and down with respect to the vehicle body B. , CD value) is reduced. Further, in the automobile 11 to which the vehicle aerodynamic device 10 is applied, the vehicle body B is difficult to be separated from the road surface R and easily close to the road surface R. Therefore, the vehicle body B is easily maintained low with respect to the road surface R (the vehicle height is suppressed low). ), Improve athletic performance. Furthermore, the fact that the vehicle height is kept low contributes to further reduction of air resistance.

  Moreover, in the automobile 11 to which the vehicle aerodynamic device 10 is applied, the air in the wheel house H flows out to the external space S through the communication holes 35 as described above even during steady running, so the wheel arch 12A is Since air blowing to the side of the vehicle body is suppressed, air resistance (drag coefficient, CD value) is reduced.

  Thus, in the aerodynamic device 10 for a vehicle according to the first embodiment, it is possible to control the entry / exit of air to / from the wheel house H. As a result, it is possible to reduce the air resistance of the applied automobile and improve the exercise performance. I was able to plan. Further, in the vehicle aerodynamic device 10, for example, the fender liner 34 is deformed in order to control the flow of air into and out of the wheel house H by the communication hole 35 provided in the fender liner 34 and the open / close vane 36 that opens and closes the communication hole 35. Compared with the configuration in which the entry / exit of air to / from the wheel house H is controlled, there are few restrictions on the application to the automobile 11.

  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. 6A is a schematic side view showing a vehicle aerodynamic device 40 according to the second embodiment of the present invention. As shown in this figure, the vehicle aerodynamic device 40 is different from 10 according to the first embodiment in that it includes a fender liner 42 as an inner wall member instead of the fender liner 34. The fender liner 42 is formed in a stepped shape having a stepped portion 44 formed so as to face the circumferential direction (of the front wheel Wf) in a side view. In this embodiment, the fender liner 42 is configured by forming a plurality of step portions 44 on both front and rear sides with respect to the front suspension 20 (the rotation axis of the front wheel Wf).

  In the vehicle aerodynamic device 40, the communication holes 35 as shown in FIG. 6B are formed in the respective step portions 44 of the fender liner 42. The communication hole 35 is opened and closed by an open / close vane 36 rotatably supported via a support shaft 38 in the vicinity of the upper edge of the communication hole 35 in the vehicle vertical direction. That is, the open / close vane 36 is configured to be able to take a closed position indicated by an imaginary line in FIG. 6B and an open position indicated by a solid line in FIG. ing.

  In this embodiment, an urging member (not shown) (not shown) that normally positions the open / close vane 36 at the closed position is provided, and the open / close vane 36 is energized by the force received from the air in the wheel house H. When the urging force of the member is exceeded, it is displaced to the open position. Other configurations of the vehicle aerodynamic device 40 are the same as the corresponding configurations of the vehicle aerodynamic device 10.

  Therefore, also by the vehicle aerodynamic device 40 according to the second embodiment, the same effect can be obtained basically by the same operation as the vehicle aerodynamic device 10 according to the first embodiment. Further, in the vehicle aerodynamic device 40, since the communication hole 35 is formed in the step portion 44 facing the circumferential direction of the fender liner 42, the front wheel Wf with respect to the vehicle body B as shown by the arrow D in FIG. The pressure of the air flowing back and forth from the center in the wheel house H along with the proximity tends to act on the open / close vane 36 that closes the communication hole 35. When the open / close vane 36 is displaced to the open posture by the air pressure, the air flowing in the circumferential direction along the fender liner 42 smoothly passes through the communication hole 35. As described above, the vehicle aerodynamic device 40 is more likely to approach the road surface R than the vehicle aerodynamic device 10 and contributes to an improvement in motion performance.

(Third embodiment)
FIG. 7A shows a vehicle aerodynamic device 50 according to the third embodiment of the present invention in a schematic side view, and FIG. 7B shows the vehicle aerodynamic device 50. It is shown in a schematic plan view. As shown in these drawings, the vehicle aerodynamic device 50 is provided with an air discharge port 52 as a wind exhaust portion that communicates the external space S with the outside of the vehicle body, and thus the vehicle aerodynamic device according to the first embodiment. Different from 10.

  The air discharge port 52 is disposed on the rear side of the front fender panel 12 with respect to the wheel house H (the rear lower edge portion of the wheel arch 12A), and is open to the side of the vehicle body. As a result, the air that flows into the external space S from the wheel house H passes through the external space S and flows out of the vehicle body from the air discharge port 52. Other configurations of the vehicle aerodynamic device 50 are the same as the corresponding configurations of the vehicle aerodynamic device 10.

  Therefore, the vehicle aerodynamic device 50 according to the second embodiment can basically obtain the same effect by the same operation as the vehicle aerodynamic device 10 according to the first embodiment. Further, in the vehicle aerodynamic device 50, the air flowing into the external space S from the wheel house H is smoothly discharged out of the vehicle from the air discharge port 52 as indicated by an arrow A in FIG. As a result, the resistance of the air flow from the wheel house H to the outside of the vehicle body is further reduced compared with the vehicle aerodynamic device 10 that discharges air from the front and rear of the fender liner 34 through the inside of the vehicle body. The proximity of the vehicle body B to the road surface R is further facilitated. In particular, since the air discharge port 52 is disposed behind the wheel arch 12A where the air flow at the outer side of the vehicle body is fast and negative pressure is generated, the air in the external space S (wheel house H) is more effectively discharged. The

(Fourth embodiment)
FIG. 8 (A) shows a vehicle aerodynamic device 55 according to the fourth embodiment of the present invention in a schematic side view, and FIG. 8 (B) shows the vehicle aerodynamic device 55. It is shown in a schematic plan view. As shown in these drawings, the aerodynamic device 55 for a vehicle has a vertical wall 56 as an inner wall member erected along an outer surface side of the wheel house inner 16 in the vehicle width direction, and a communication hole is formed in the vertical wall 56. It differs from the vehicle aerodynamic device 10 according to the first embodiment in which the communication hole 35 is formed in the fender liner 34 in that 35 is formed.

  The vertical wall 56 constitutes a part of an engine under cover (not shown) and functions as a partition wall that separates an engine compartment (not shown) from the wheel house H. That is, the vertical wall 56 is disposed so as to define the inner edge in the vehicle width direction of the wheel house H between the wheel house inner 16 and the front wheel Wf. Therefore, in this embodiment, the inner side in the vehicle width direction with respect to the vertical wall 56 is an external space S separated from the wheel house H.

  A plurality of communication holes 35 are formed in parallel in the vehicle front-rear direction on both front and rear sides with respect to the front suspension 20 (the rotation axis of the front wheel Wf). As shown in FIG. 8C, each communication hole 35 is rotatably supported by a support shaft 38 disposed along the vehicle vertical direction in the vicinity of the front or rear edge of the communication hole 35 in the vertical wall 56. The open / close vane 36 is opened and closed.

  In this embodiment, an urging member (not shown) (not shown) that normally positions the open / close vane 36 at the closed position is provided, and the open / close vane 36 is energized by the force received from the air in the wheel house H. When the urging force of the member is exceeded, it is displaced to the open position. Other configurations of the vehicle aerodynamic device 55 are the same as the corresponding configurations of the vehicle aerodynamic device 10.

  Therefore, the vehicular aerodynamic device 55 according to the second embodiment can basically obtain the same effect by the same operation as that of the vehicular aerodynamic device 10 according to the first embodiment.

(Fifth embodiment)
FIG. 9 (A) shows a vehicle aerodynamic device 60 according to the fifth embodiment of the present invention in a schematic side view. As shown in this figure, the vehicle aerodynamic device 60 is different from 55 according to the fourth embodiment in that it is provided with a vertical wall 62 as an inner wall member instead of the vertical wall 56. The vertical wall 62 is formed in a stepped shape having a stepped portion 64 formed to face in the front-rear direction in plan view. In this embodiment, the stepped portion 64 is formed with a plurality of stepped portions 64 on both front and rear sides with respect to the front suspension 20 (the rotation shaft of the front wheel Wf).

  In the vehicle aerodynamic device 60, the communication holes 35 as shown in FIG. 9B are formed in the respective step portions 64 of the vertical wall 62. The communication hole 35 is opened and closed by an open / close vane 36 rotatably supported via a support shaft 38 in the vicinity of the inner edge of the communication hole 35 in the vehicle width direction. That is, the open / close vane 36 is configured to be able to take a closed position indicated by an imaginary line in FIG. 9B and an open position indicated by a solid line in FIG. ing. Other configurations of the vehicle aerodynamic device 60 are the same as the corresponding configurations of the vehicle aerodynamic device 55.

  Therefore, the vehicular aerodynamic device 60 according to the fifth embodiment basically has the same effect as the vehicular aerodynamic device 55 according to the fourth embodiment (10 according to the first embodiment). Can be obtained. Further, in the vehicle aerodynamic device 60, since the communication hole 35 is formed in the step portion 64 facing the vehicle front-rear direction, the pressure of air flowing back and forth from the center in the wheel house H as the front wheel Wf approaches the vehicle body B is increased. It is easy to act on the open / close vane 36 that closes the communication hole 35. When the open / close vane 36 is displaced to the open posture by the air pressure, the air flowing in the circumferential direction along the vertical wall 62 smoothly passes through the communication hole 35. As described above, in the vehicle aerodynamic device 60, the vehicle body B is likely to be close to the road surface R compared to the vehicle aerodynamic device 10, which contributes to the improvement of the motion performance.

(Sixth embodiment)
A vehicle aerodynamic device 70 according to a sixth embodiment of the present invention will be described with reference to FIGS. 10A is a schematic side view of the vehicle aerodynamic device 70, FIG. 10B is a schematic front view of the vehicle aerodynamic device 70, and FIG. The aerodynamic device for a vehicle 70 is shown in a schematic plan view, respectively. As shown in these drawings, the vehicle aerodynamic device 70 differs from the vehicle aerodynamic device 10 according to the first embodiment in that it includes an actuator 72 that drives the open / close vane 36.

  In this embodiment, one open / close vane 36 is provided before and after the front suspension 20 (notch 34A) in the fender liner 34 and is driven by an actuator 72 independently. The communication holes 35 for opening and closing each open / close vane 36 may be a plurality of parallel holes arranged in the circumferential direction of the fender liner 34 as in the case of the aerodynamic device 10 for vehicles. A pair of front and rear communication holes 35 that can be opened and closed (communication holes 35 larger in the circumferential direction than the communication holes 35 in the vehicle aerodynamic device 10) are formed.

  Each actuator 72 has a rod 72B that expands and contracts (advances and retreats) in the vertical direction with respect to the main body 72A fixed to the vehicle body B, and the lower end of the rod 72B is separated from the support shaft 38 in the open / close vane 36 ( It is fixed to the free end 36A side). Each actuator 72 reduces (shortens) the protruding amount of the rod 72B from the main body 72A, thereby closing the opening / closing vane 36 shown in FIG. 13A and the opening / closing vane shown in FIG. 13B. 36 is configured to switch between a fully open posture of 36 and a small open posture of the open / close vane 36 shown in FIG.

  Further, as shown in FIG. 11, the vehicle aerodynamic device 70 includes an aerodynamic ECU 74 as a control device. Each actuator 72 is electrically connected to the aerodynamic ECU 74, and the actuator 72 is configured to open and close (including small opening) the communication hole 35 by driving the open / close vane 36 under the control of the aerodynamic ECU 74. Has been. Further, the aerodynamic ECU 74 is electrically connected to various sensors as a traveling state detection device, and controls each actuator 72 based on output information of these sensors.

  Specifically, the output signal of the vehicle height sensor 76 is input to the aerodynamic ECU 74. The vehicle height sensor 76 is provided between the vehicle body B and each front wheel Wf, and is a signal corresponding to the relative displacement (contact / separation amount) between the vehicle body B and each front wheel Wf in the vertical direction (stroke direction of the front suspension 20). Is output to the aerodynamic ECU 74. In the vehicle aerodynamic device 70, the aerodynamic ECU 74 controls the actuator 72 as described later together with the operation of the present embodiment, based on the signal from the vehicle height sensor 76.

  Furthermore, in this embodiment, the aerodynamic ECU 74 outputs an accelerator sensor 78 that outputs a signal corresponding to the operation amount (fuel injection amount) of the accelerator pedal, and a brake sensor 80 that outputs a signal corresponding to the operation amount (depression force) of the brake pedal. A steering sensor 84 that outputs a signal corresponding to the steering amount or steering force of the steering wheel 86, a yaw rate sensor 88 that outputs a signal corresponding to the turning acceleration around the vertical axis of the vehicle body B, and an acceleration acting in the longitudinal direction of the vehicle body B. A front / rear G sensor 90 that outputs a signal according to the vehicle width, a lateral G sensor 92 that outputs a signal according to the acceleration acting in the vehicle width direction of the vehicle body B, and the like are electrically connected. It is input as information.

  Next, the operation of the sixth 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 vehicle 11 to which the vehicle aerodynamic device 70 having the above-described configuration is applied, the aerodynamic ECU 74 determines whether or not the vehicle height of the vehicle 11 has changed based on the output signal of the vehicle height sensor 76 in step S10. This determination is made based on whether or not the absolute value (| ΔH |) of the difference ΔH between the vehicle height h (t1) at the time t1 and the vehicle height h (t1 + Δt) at the time t1 + Δt falls below a predetermined threshold value t.

  When it is determined in step S10 that | ΔH | <T, that is, there is no change in the vehicle height, the aerodynamic ECU 74 proceeds to step S12, and the actuator is set so that the open / close vane 36 is in the small opening posture as shown in FIG. 72 is controlled. Then, in the automobile 11 to which the vehicle aerodynamic device 70 is applied, when the air flows into the wheel house H in the steady traveling (the traveling state in which the vertical movement of the front wheel Wf with respect to the vehicle body B hardly occurs), A part flows out to the external space S through the communication hole 35 and is discharged outside the vehicle via the external space S. Thereby, in the automobile 11 to which the vehicle aerodynamic device 70 is applied, the flow that blows out to the side of the vehicle body via the wheel arch 12A is suppressed.

  On the other hand, if it is determined in step S10 that | ΔH | <T, that is, the vehicle height has changed, the aerodynamic ECU 74 proceeds to step S14 and determines whether or not the vehicle height has decreased. This determination is made based on whether or not the difference ΔH between the vehicle height h (t1) at time t1 and the vehicle height h (t1 + Δt) at time t1 + Δt is less than zero.

  If it is determined in step S10 that ΔH <0, that is, the vehicle height has decreased (the vehicle body B has approached the road surface R), the aerodynamic ECU 74 proceeds to step S16, and the open / close vane 36 is opened as shown in FIG. The actuator 72 is controlled so as to be in the fully open posture. As a result, the air pushed as the front wheel Wf approaches the vehicle body B flows out to the external space S through the communication hole 35, so that the displacement of the front wheel Wf is not suppressed by the air in the wheel house H.

  If it is determined in step S10 that ΔH> 0, that is, the vehicle height has increased, the aerodynamic ECU 74 proceeds to step S18, and the actuator 72 is set so that the open / close vane 36 is in the closed posture as shown in FIG. To control. Then, the air in the wheel house H is spread with the separation of the front wheel Wf from the vehicle body B, thereby preventing the separation of the front wheel Wf from the vehicle body B.

  As described above, in the vehicular aerodynamic device 70, the communication hole 35 is opened and closed by the open / close vane 36 in the same manner as the vehicular aerodynamic device 10 according to the first embodiment. Can be obtained. That is, in the vehicle aerodynamic device 70, when the vehicle body B approaches the road surface R, the communication hole 35 is opened so that this movement is not hindered, and air is blown out to the vehicle body side via the wheel arch 12A. When the vehicle body B moves away from the road surface R, this movement is prevented by closing the communication hole 35, so that air resistance can be reduced by suppressing blowout, and athletic performance can be improved by reducing vehicle height. it can.

  This point will be supplemented with reference to the diagrams shown in FIGS. 14 (A) to 14 (C). The solid lines shown in FIGS. 14 (A) to 14 (C) indicate the vehicle height change of the vehicle aerodynamic device 70, the posture of the open / close vane 36, and the air blowing to the side of the vehicle body via the wheel arch 12A. Broken lines indicate corresponding diagrams of the comparative example 200 as necessary. 14A and 14B, it can be seen that the vehicle body B descends in a short time by fully opening the communication hole 35 when the vehicle body B approaches the road surface R. As a result, the vehicle 11 can keep the time average vehicle height low.

  Also, from FIGS. 14B and 14C, in the comparative example 200, when the vehicle body B approaches the road surface R where a large amount of blowout flow to the side of the vehicle body via the wheel arch 12A occurs, the vehicle aerodynamics In the device 70, it can be seen that the air in the wheel house H is escaped from the communication hole 35 to the external space S, so that the blowout flow toward the side of the vehicle body via the wheel arch 12A is remarkably suppressed. Furthermore, it can be seen that, even during steady running when the communication hole 35 is slightly opened by the opening / closing vane 36, the vehicular aerodynamic device 70 significantly suppresses the blowout flow toward the side of the vehicle body via the wheel arch 12A. From FIG. 14 (C), it can be seen that in the vehicle aerodynamic device 70, there is almost no blowout flow to the side of the vehicle body via the wheel arch 12A regardless of the presence or absence of the posture of the vehicle body B with respect to the road surface R and the direction.

(Seventh embodiment)
FIG. 15 is a schematic plan view showing an automobile 11 to which a vehicle aerodynamic device 100 according to a seventh embodiment of the present invention is applied. The vehicular aerodynamic device 100 can take a fully open posture, a small open posture, and a closed posture of the open / close vane 36, and is mechanically configured similarly to the vehicular aerodynamic device 70. In this vehicle aerodynamic device 100, the aerodynamic ECU 102 provided in place of the aerodynamic ECU 74 is replaced with or in addition to the control shown in the flowchart of FIG. This is different from the vehicle aerodynamic device 70 in that control for changing the opening degree of the vehicle is performed.

  The aerodynamic ECU 102 detects the turning direction of the front wheels Wf based on the output signal of the steering sensor 84. In this embodiment, the steering sensor 84 is a steering angle sensor that outputs a signal corresponding to the steering angle of the steering wheel 86, or a torque sensor that outputs a signal corresponding to the steering torque (and the direction in which the torque acts). . Instead of the steering sensor 84, a steering (moving) direction may be detected using a yaw sensor. For example, when the steering sensor 84 is a steering angle sensor, the aerodynamic ECU 102 shifts the output signal of the steering sensor 84 from the neutral position (steering angle 0) of the steering wheel 86 beyond the predetermined angle (play range) to the one side. When the vehicle is engaged (for example, a positive signal is output), it can be detected that the front wheel Wf is steered to one side.

  When the aerodynamic ECU 102 detects the steering direction with respect to the neutral position, that is, the turning direction of the automobile 11, the open / close vane 36 of the vehicular aerodynamic device 100 on the front wheel Wfi (see FIG. 15) side, which is the inner ring, is set in the closed posture and becomes the outer ring. Configuration for controlling the operation and stop of the actuators 72 of the left and right vehicle aerodynamic devices 100 such that the open / close vanes 36 of the fender liner 34 of the vehicle aerodynamic device 100 on the front wheel Wfo (see FIG. 15) side are in a fully open position. Has been. In this embodiment, the steering angle exceeding the play range of the neutral position of the steering wheel 86 is detected (until the return to the neutral position), and the open / close vane 36 is in the closed posture on the front wheel Wfi side. At the same time, the open / close vane 36 is fully open on the front wheel Wfo side.

  Further, the aerodynamic ECU 102 controls the operation and stop of the actuator 72 so that the open / close vane 36 is in the small open position (maintains) when the steering wheel 86 is positioned at the neutral position (including the play range). It has become.

  In this embodiment, the left and right vehicle aerodynamic devices 100 controlled by the common aerodynamic ECU 102 grasp that the vehicle aerodynamic device according to the present invention is configured.

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

  In the automobile 11 in which the vehicle aerodynamic device 100 having the above-described configuration is applied to the left and right front wheels Wf, the aerodynamic ECU 102 determines the presence or absence of steering based on the output signal of the steering sensor 84 in step S20. When determining that the front wheels Wf are not steered, that is, the front wheels Wf are not steered, the aerodynamic ECU 102 proceeds to step S22 and moves the actuators so that the open / close vanes 36 corresponding to the left and right front wheels Wf take a small opening posture. The operation and stop of 72 are controlled.

  Then, as shown in FIGS. 17B and 17E, the communication holes 35 of the left and right fender liners 34 corresponding to the left and right front wheels Wf are opened with a small opening. As a result, part of the air that has flowed into the wheel house H flows into the external space S through the communication hole 35, and air blowing out to the side of the vehicle body via the wheel arch 12A is suppressed. Therefore, in the automobile 11 to which the vehicle aerodynamic device 100 is applied, the air resistance during steady running can be reduced.

  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 Wf is steered, the aerodynamic ECU 102 proceeds to step S24, and the front wheel Wf 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 turning direction is right, the aerodynamic ECU 102 proceeds to step S26, and the open / close vane 36 for the right front wheel Wfi serving as the inner wheel takes a closed posture and the open / close for the left front wheel Wfo serving as the outer wheel. Each actuator 72 is operated and stopped so that the vane 36 takes the fully open posture.

  Then, as shown in FIGS. 17A and 17D, the right front wheel Wfi is prevented from being separated from the vehicle body B (separation of the vehicle body B from the road surface R) by closing the communication hole 35. In the left front wheel Wfo, the opening of the communication hole 35 is maximized, so that the proximity to the vehicle body B (proximity of the vehicle body B to the road surface R) is prevented from being obstructed by the air in the wheel house H.

  When it is determined in step S24 that the turning direction is not right, that is, left, the aerodynamic ECU 102 proceeds to step S28. In this step S28, the aerodynamic ECU 102 controls each actuator 72 so that the open / close vane 36 for the left front wheel Wfi serving as the inner ring takes a closed posture and the open / close vane 36 for the right front wheel Wfo serving as the outer ring takes a fully open posture. Activate / deactivate. Then, as shown in FIGS. 17C and 17F, the left front wheel Wfi is prevented from being separated from the vehicle body B (the separation of the vehicle body B from the road surface R) by closing the communication hole 35. Since the opening degree of the right communication hole 35 is maximized, the proximity to the vehicle body B (proximity of the vehicle body B to the road surface R) is prevented from being obstructed by the air in the wheel house H.

  As described above, in the automobile 11 to which the vehicle aerodynamic device 100 is applied, the separation of the inner ring from the vehicle body B is suppressed by the air in the wheel house H, while the outer ring approaches the vehicle body B, even when turning left or right. Is not obstructed by the air in the wheel house H, so that the roll of the vehicle body B easily occurs during turning. That is, in the present automobile 11, the roll displacement is almost completed in a short time from the start of steering, and the turning ability is improved.

  Specifically, when steering (steering) as shown in FIG. 18 (A), there is no control by the aerodynamic ECU 102 by adjusting the opening degree of the left and right communication holes 35 as shown in FIG. 18 (B). Compared to the case of (the communication hole 35 is normally closed), as shown in FIG. 18C, it is confirmed that the generation timing of both the lateral acceleration (lateral G) and the roll of the automobile 11 is accelerated. For this reason, in the automobile 11 to which the vehicle aerodynamic device 100 is applied, the response to the steering is good, and the roll response to the steering angle and the gain of the lateral motion (lateral G) are also improved, so that smooth driving is possible. .

  Thus, in the aerodynamic device 100 for a vehicle 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 11 can be improved.

  In the seventh embodiment, the example in which the posture of the open / close vane 36 is switched depending on whether the front wheel Wf is steered to the left or right with respect to the neutral position is shown, but the present invention is not limited to this. Further, control for switching the posture of the open / close vane 36 in accordance with the direction of operation of the steering torque, the steering speed, or the like may be performed.

(Eighth embodiment)
FIG. 19 is a schematic plan view showing an automobile 11 to which a vehicle aerodynamic device 110 according to an eighth embodiment of the present invention is applied. As shown in the figure, the vehicle aerodynamic device 110 is applied to four wheels of the automobile 11, that is, the left and right front wheels Wf and the rear wheels Wr. The configuration of the vehicle aerodynamic device 110 for each individual wheel is mechanically the same as the corresponding configuration of the vehicle aerodynamic devices 70 and 100. That is, each open / close vane 36 constituting the vehicle aerodynamic device 110 is configured to be able to take at least three postures of the closed posture, the small open posture, and the fully open posture by the actuator 72. The rear wheel Wr is supported so as to be relatively displaceable in the vehicle vertical direction with respect to the vehicle body B via a rear suspension 114 as a suspension device.

  The actuators 72 corresponding to the left and right front wheels Wf and the rear wheel Wr are controlled by a common aerodynamic ECU 112. The aerodynamic ECU 112 of the vehicle aerodynamic device 110 is configured to open the communication hole 35 by the open / close vane 36 in response to acceleration / deceleration of the automobile 11 instead of or in addition to the control shown in the flowcharts of FIGS. It differs from the vehicle aerodynamic devices 70 and 102 in that control is performed to change the degree.

  The aerodynamic ECU 112 controls the postures of the open / close vanes 36 of the front wheels Wf and the rear wheels Wr (operation and stop of the actuator 72) based on signals from the front and rear G sensors 90. Specifically, when the aerodynamic ECU 112 detects acceleration of the automobile 11, the open / close vanes 36 of the vehicle aerodynamic devices 110 on the front wheels Wf (see FIG. 19) are set to the closed posture, and the rear wheels Wr (see FIG. 19). The open / close vanes 36 of the fender liner 34 of the vehicular aerodynamic device 110 are controlled so that the actuator 72 of the front and rear vehicular aerodynamic devices 110 is operated and stopped. In this embodiment, the open / close vane 36 is in the closed posture on the front wheel Wf side and the open / close vane 36 is in the fully open posture on the rear wheel Wr side over the entire period in which acceleration is detected.

  On the other hand, when the aerodynamic ECU 112 detects the deceleration of the automobile 11, the open / close vanes 36 of the vehicle aerodynamic devices 110 on the front wheels Wf side are fully opened, and the fender liners 34 of the vehicle aerodynamic devices 110 on the rear wheels Wr side are opened. The operation and stop of the actuator 72 of the front and rear vehicle aerodynamic devices 110 are controlled so that the open / close vane 36 is in the closed posture. In this embodiment, the open / close vane 36 is in the fully open position on the front wheel Wf side and the open / close vane 36 is in the closed position on the rear wheel Wr side over the entire period in which deceleration is detected.

  In addition, the aerodynamic ECU 112 controls the actuator 72 so that the open / close vane 36 is in a small open position (maintains) during steady running when the automobile 11 is running at a substantially constant vehicle speed (acceleration / deceleration exceeding a threshold value is not detected). Operation and stop are controlled.

  In this embodiment, it will be understood that the vehicle aerodynamic device 110 according to the present invention is configured by the front and rear vehicle aerodynamic devices 110 controlled by the common aerodynamic ECU 112.

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

  In the vehicle 11 in which the vehicle aerodynamic device 110 having the above configuration is applied to the left and right front wheels Wf, the aerodynamic ECU 112 determines whether the vehicle 11 is accelerating or decelerating based on the output signal of the front / rear G sensor 90 in step S30. To do. When it is determined that the vehicle 11 is not accelerating / decelerating, that is, the vehicle 11 is traveling at a constant speed, the aerodynamic ECU 112 proceeds to step S32 and makes each open / close vane 36 corresponding to the left and right front wheels Wf take a small opening posture. The operation and stop of the actuator 72 are controlled.

  Then, as shown in FIGS. 21B and 21E, the communication holes 35 of the fender liners 34 corresponding to the front wheels Wf and the rear wheels Wr are opened with a small opening. As a result, part of the air that has flowed into the wheel house H flows into the external space S through the communication hole 35, and air blowing out to the side of the vehicle body via the wheel arch 12A is suppressed. Therefore, in the automobile 11 to which the vehicle aerodynamic device 110 is applied, air resistance during steady running can be reduced.

  If it is determined in step S30 that acceleration / deceleration has been performed, that is, the vehicle speed of the automobile 11 has changed, the aerodynamic ECU 112 proceeds to step S34, and determines whether acceleration / deceleration of the automobile 11 is acceleration. If it is determined that the vehicle is accelerating, the aerodynamic ECU 112 proceeds to step S36, and each open / close vane 36 for each front wheel Wf takes a closed posture, and each open / close vane 36 for each rear wheel Wr takes a fully open posture. Actuator 72 is operated and stopped.

  Then, as shown in FIGS. 21 (A) and 21 (D), each front wheel Wf has its communication hole 35 closed so that the separation of the front wheel Wf from the vehicle body B (the vehicle body B with respect to the road surface R) is suppressed. In each rear wheel Wr, the opening of the communication hole 35 is maximized, so that the proximity of the front wheel Wf to the vehicle body B (the vehicle body B to the road surface R) is prevented from being hindered by the air in the wheel house H.

  As a result, in the automobile 11, the separation of the front part of the vehicle body B from the road surface R is suppressed, and the rear part of the vehicle body B is easily approached to the road surface R, so that the posture change of the vehicle body B accompanying the acceleration (on the drive wheels) The transition to a posture in which driving force can easily be applied converges in a short time. Specifically, when the automobile 11 is accelerated as shown in FIG. 21A, the open / close vanes 36 of the front wheels Wf are closed as shown in FIG. 21B and the open / close vanes of the rear wheels Wr are set. By setting 36 to a fully open posture, as shown in FIG. 21C, a change in the posture (pitch angle) of the vehicle body B during acceleration is shorter than in the case of no control (the communication hole 35 is normally closed). It has been confirmed that it converges in time. In the automobile 11, the driver can step on the accelerator strongly and safely when the posture change accompanying acceleration converges as described above, which contributes to improved maneuverability.

  On the other hand, when it is determined in step S34 that the vehicle is not accelerated, that is, the vehicle 11 is decelerated, the aerodynamic ECU 112 proceeds to step S38. In step S38, the aerodynamic ECU 112 operates and stops the actuators 72 so that the opening / closing vanes 36 for the front wheels Wf take the fully open posture and the opening / closing vanes 36 for the rear wheels Wr take the closing posture. Then, as shown in FIGS. 21 (C) and 21 (F), each front wheel Wf is prevented from being separated from the vehicle body B (separation of the vehicle body B from the road surface R) by closing the communication hole 35. Each rear wheel Wr has a maximum opening of the communication hole 35, so that the proximity to the vehicle body B (proximity of the vehicle body B to the road surface R) is prevented from being obstructed by the air in the wheel house H.

  Thereby, in the automobile 11, the front part of the vehicle body B is likely to be close to the road surface R, while the rear part of the vehicle body B is suppressed from being separated from the road surface R, and the posture change of the vehicle body B accompanying the deceleration (stable braking) Transition to posture) converges in a short time. Specifically, when the automobile 11 decelerates as shown in FIG. 21A, the open / close vanes 36 of the front wheels Wf are fully opened and the open / close vanes of the rear wheels Wr are shown as shown in FIG. By setting 36 to a closed posture, as shown in FIG. 21C, the posture (pitch angle) change of the vehicle body B during acceleration is shorter than in the case of no control (the communication hole 35 is always closed). It has been confirmed that it converges in time. In the automobile 11, the driver can step on the brake strongly and safely when the posture change accompanying the deceleration converges as described above, which contributes to improving the braking performance.

  Thus, in the vehicle aerodynamic device 110 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, the maneuverability and braking performance of the automobile 11 can be improved.

  In the eighth embodiment, an example in which the aerodynamic ECU 112 controls the operation and stop of each actuator 72 based on a signal from the front / rear G sensor 90 has been described. However, the present invention is not limited to this, and for example, front / rear Instead of the G sensor 90 or together with the front / rear G sensor 90, the aerodynamic ECU 112 may control the operation and stop of each actuator 72 based on signals from the accelerator sensor 78 and the brake sensor 80.

  In the seventh and eighth embodiments described above, the posture change of the automobile 11 (vehicle body B) is changed by setting one of the left and right or front and rear opening / closing vanes 36 to the closed posture and the other to the fully open posture. Although an example of prompting or converging in a short time has been shown, the present invention is not limited to this. For example, by changing the opening of the communication hole 35 by the left and right opening / closing vanes 36, It is also possible to vary the amount of air blown out (turbulence of the air flow) to the vehicle, and as a result, a lateral aerodynamic force is applied to the automobile 11 (vehicle body B). With this control concept, it becomes possible to assist turning (steering) of the automobile 11 by, for example, lateral aerodynamic force, or to stabilize the posture of the vehicle body B with respect to, for example, lateral wind.

  Furthermore, in each of the above-described embodiments, an example in which the open / close vane 36 rotates around the support shaft 38 to open / close the communication hole 35 has been described. However, the present invention is not limited to this, and for example, the fender liners 34, 42. Alternatively, an opening / closing member that opens and closes the communication hole 35 by sliding along the vertical walls 56 and 62 may be provided.

  Furthermore, in each of the above-described embodiments, the example in which the communication hole 35 as the communication portion is formed in the fender liners 34 and 42 and the vertical walls 56 and 62 is shown, but the present invention is not limited to this. A notch or the like opened at one end in the width direction of the fender liner 34 may be used as a communication portion, and a gap such as the fender liner 34 formed of a plurality of members may be used as a communication portion.

  Furthermore, it goes without saying that the characteristic configurations of the respective embodiments described above can be implemented in appropriate combination. Therefore, the fender liner 42 in the vehicle aerodynamic device 40 according to the second embodiment may be applied to the sixth to eighth embodiments, and the air discharge port in the vehicle aerodynamic device 50 according to the third embodiment. 52 may be applied to other embodiments, and the vertical walls 56 and 62 of the vehicle aerodynamic devices 55 and 60 according to the fourth and fifth embodiments are applied to the sixth to eighth embodiments. May be. Further, 10, 40, 50, 55, 60, 70 according to the first to sixth embodiments may be applied to the rear wheel Wr instead of the front wheel Wf or together with the front wheel Wf.

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 side view, (B) is a front view, (C) is a top view. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the structure of the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, Comprising: (A) is front sectional drawing, (B) is side sectional drawing which expands and shows a principal part. It is a figure which shows operation | movement when a wheel leaves | separates from a vehicle body in the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, Comprising: (A) is a typical side view which shows whole operation | movement, (B). FIG. 4 is a side sectional view showing a closed state of the open / close vane. It is a figure which shows operation | movement when a wheel adjoins to a vehicle body in the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, Comprising: (A) is a typical side view which shows whole operation | movement, (B). FIG. 3 is a side sectional view showing an open state of the opening / closing vanes. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows typically operation | movement and air flow 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 surface of a vehicle height fall state. FIG. 4C is a side view of the vehicle height rising state. It is a figure which shows the structure of the aerodynamic device for vehicles which concerns on the 2nd Embodiment of this invention, Comprising: (A) is typical side view, (B) is a sectional side view which expands and shows the principal part. It is a figure which shows the structure of the aerodynamic device for vehicles which concerns on the 3rd Embodiment of this invention, Comprising: (A) is a typical side view, (B) is a typical top view. It is a figure which shows the structure of the vehicle aerodynamic apparatus which concerns on the 4th Embodiment of this invention, Comprising: (A) is a typical side view, (B) is a typical top view, (C) is a principal part. It is a sectional side view which expands and shows. It is a figure which shows the structure of the vehicle aerodynamic apparatus which concerns on the 5th Embodiment of this invention, Comprising: (A) is a typical top view, (B) is a plane sectional view which expands and shows a principal part. It is a figure which shows typically the aerodynamic device for vehicles which concerns on the 6th Embodiment of this invention, (A) is a side view, (B) is a front view, (C) is a top view. It is a top view which shows typically the front part of the motor vehicle to which the aerodynamic device for vehicles which concerns on the 6th Embodiment of this invention was applied. 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 figure which shows typically operation | movement of the aerodynamic device for vehicles which concerns on the 6th Embodiment of this invention, (A) is a side view which shows the closing attitude | position of an opening-and-closing vane, (B) is a fully-opening attitude | position of an opening / closing vane. The side view to show, (C) is a side view which shows the small opening attitude | position of an opening-and-closing vane. 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 6th Embodiment of this invention, Comprising: (A) is the displacement with respect to the vehicle body of a wheel, (B) is the communication hole by an open / close vane. The opening degree and (C) indicate the amount of air blown from the wheel house, respectively. It is a top view showing typically the automobile to which the aerodynamic device for vehicles concerning a 7th embodiment of the present invention was applied. 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 figure which shows typically operation | movement of the opening / closing vane which comprises the vehicle aerodynamic apparatus which concerns on the 7th Embodiment of this invention, Comprising: (A) is a side surface which shows the closing attitude | position by the side of the right wheel at the time of right turn (B) is a side view showing a small opening posture on the right wheel side when traveling straight, (C) is a side view closing the full opening posture on the right wheel side when turning left, and (D) is turning right. (E) is a side view showing a small open position on the left wheel side when traveling straight, and (F) is a side view closing the closing posture on the left wheel side when turning left. FIG. 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, (B) is the attitude | position of a right-and-left opening and closing vane, (C ) Indicates the width G or roll size, respectively. It is a top view showing typically an automobile to which an aerodynamic device for vehicles concerning an 8th embodiment of the present invention was applied. 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. (A) is a side view showing the closing posture on the front wheel side at the time of acceleration, (a) is a figure showing typically operation of an opening-and-closing vane which constitutes an aerodynamic device for vehicles concerning an 8th embodiment of the present invention. B) is a side view showing a small opening posture on the front wheel side during steady running, (C) is a side view closing the full opening posture on the front wheel side during deceleration, and (D) is a rear wheel side during deceleration. (E) is a side view showing a small opening posture on the rear wheel side during steady running, and (F) is a side view closing the closing posture on the left wheel side during deceleration. 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 the longitudinal acceleration, (B) is the attitude | position of the opening-and-closing vane, (C ) Indicates the size of the pitch angle (posture).

Explanation of symbols

10 Aerodynamic devices for vehicles 34 Fender liner (inner wall member)
35 Communication hole (communication part)
36 Opening and closing vanes (opening and closing members, opening changing means)
40, 50, 55, 60, 70, 100, 110 Aerodynamic equipment for vehicles 42 Fender liner (inner wall member)
44/64 Step 52 Air outlet 56/62 Vertical wall (inner wall member)
72 Actuator 74/102/112 Aerodynamic ECU (Control Device)
90 Front / rear G sensor (acceleration detector)
B Body H Wheelhouse Wf Front wheel
Wr Rear wheel (wheel)

Claims (11)

  A vehicle body side inner wall member that constitutes a wheel house in which wheels supported so as to be able to come into contact with and away from the vehicle body in the vertical direction of the vehicle are connected to a communication part that communicates the inside and outside of the wheel house, An aerodynamic device for a vehicle provided with an opening changing means that can be changed.   The opening degree changing means is configured such that the opening degree of the communication portion is small when the wheel is separated from the vehicle body, and the opening degree of the communication portion is large when the wheel is close to the vehicle body. The vehicular aerodynamic device according to claim 1, configured as described above.   The opening changing means is supported by the inner wall member, and when the pressure in the wheel house is low, is engaged with an edge of the communication portion on the outer surface of the inner wall member, and the pressure in the wheel house is increased. The aerodynamic device for a vehicle according to claim 2, further comprising an opening / closing member that is displaced in a direction in which the communication portion is opened. The inner wall member has a stepped portion that faces the vehicle front-rear direction or the circumferential direction of the wheel house,
The aerodynamic device for a vehicle according to claim 3, wherein the communication portion is provided in the stepped portion.   The opening degree changing means drives the opening / closing member that can change the opening degree of the communication part according to the position or orientation with respect to the communication part, and the opening / closing member between the closed position and the open position of the communication part. And the opening / closing member closes the communicating portion when the wheel is separated from the vehicle body, and the opening / closing member opens the communicating portion when the wheel is close to the vehicle body. The aerodynamic device for a vehicle according to claim 2, comprising a control device that controls the actuator.   In the steady running where the position of the wheel with respect to the vehicle body is constant, the control device opens the communication portion by the opening / closing member with a small opening compared to the case where the wheel is close to the vehicle body. The aerodynamic device for a vehicle according to claim 5, wherein the actuator is configured to control the actuator. The communication portion and the opening changing means are provided for a plurality of wheels, respectively.
The plurality of opening degree changing means includes an opening / closing member capable of changing an opening degree of the communication portion according to a position or an attitude with respect to the communication portion, and the opening / closing member between the closed position and the open position of the communication portion. 2. The vehicle according to claim 1, further comprising an actuator for driving and a control device for controlling the actuator based on a signal from a traveling state detection device that outputs a signal corresponding to the traveling state of the vehicle. Aerodynamic equipment. The communication part and the opening changing means are provided for the front and rear wheels of the vehicle,
The traveling state detection device is an acceleration detection device that detects acceleration in the front-rear direction of the vehicle,
When the vehicle is accelerated, the control device is configured such that the opening degree of the communicating part by the opening / closing member is small on the front wheel side and the opening degree of the communicating part by the opening / closing member is large on the rear wheel side. The aerodynamic device for a vehicle according to claim 7, wherein the aerodynamic device is configured to control the actuator. The communication part and the opening changing means are provided for the front and rear wheels of the vehicle,
The traveling state detection device is an acceleration detection device that detects acceleration in the front-rear direction of the vehicle,
When the vehicle is decelerated, the control device increases the opening degree of the communication part by the opening / closing member on the front wheel side and decreases the opening degree of the communication part by the opening / closing member on the rear wheel side. The vehicle aerodynamic device according to claim 7 or 8, wherein the aerodynamic device is configured to control the actuator.   In the case of steady running in which the running speed of the vehicle is constant, the control device includes an opening degree of the communication portion by the opening and closing member on the rear wheel side in the acceleration and the opening and closing member on the front wheel side in the deceleration. 9. The actuator according to claim 8, wherein the actuator is controlled such that the communication portion by the opening / closing member in the front wheel and the rear wheel is opened with a small opening as compared to the opening of the communication portion. Item 10. The vehicle aerodynamic device according to Item 9.   The vehicle aerodynamic device according to any one of claims 1 to 10, further comprising an air exhaust unit that guides air that has flowed from the inside of the wheel house to the outside of the wheel house to the outside of the vehicle body through the communication unit. .

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