JP2010159009A - Structure around vehicle wheel housing - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a structure around a vehicle wheel housing that can appropriately rectify an air stream around the wheel housing. <P>SOLUTION: A structure 10 around the vehicle wheel housing includes a fender liner 20 located at an upper part in the vehicle vertical direction and for covering a front wheel Wf from rear, above, and front side so that an interval D1 forward of the front wheel Wf in the vehicle longitudinal direction is greater than an interval D2 rearward of the front wheel, and a fairing 24 of which a gap G1 of a wheel arch 12A forward of the front wheel Wf in the vehicle longitudinal direction in a side view with respect to the front wheel Wf is smaller than a gap G2 rearward of the front wheel. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a structure around a vehicle wheel house for controlling air flow in the wheel house.

  The front part of the fender liner that covers the wheel from the upper side in the wheel house is configured to be able to contact and separate from the wheel, and when the vehicle speed increases, the front part of the fender liner approaches the wheel and the inflow of air to the wheel house is suppressed. The technique made to do is known (for example, refer patent document 1).

JP 2007-186166 A

  However, the wheel house has an inflow path through which air flows in from the rear side of the vehicle as the wheel rotates. If the gap between the fender liner and the wheel is reduced at the front part of the wheel house as in the prior art, the wheel house The air flowing in from the rear part is easily discharged from the side (wheel arch) of the wheel house.

  An object of the present invention is to obtain a structure around a vehicle wheel house that can satisfactorily rectify an air flow around the wheel house.

  The structure around the vehicle wheel house according to the first aspect of the present invention is such that the upper part in the vehicle vertical direction is rearward of the wheel so that the distance to the wheel is larger on the front side in the vehicle front-rear direction than the rear side. An inner wall portion that covers from above and from the front side, and a side wall portion that makes a gap in a side view of the wheel arch with respect to the wheel smaller than the rear side on the front side in the vehicle front-rear direction.

  In the structure around the vehicle wheel house according to claim 1, the distance between the inner wall portion and the wheel is relatively small at the rear portion in the vehicle front-rear direction, and therefore, between the rear portion of the inner wall portion and the wheel as the wheel rotates. Inflow of air is suppressed. On the other hand, the air that flows between the rear part of the inner wall part and the wheel with the rotation of the wheel flows toward a relatively wide space between the front part of the inner wall part and the wheel, and the lower part of the vehicle (under the floor) It is leaked smoothly. That is, the outflow of air from between the inner wall portion and the wheels to the side of the vehicle is suppressed. In particular, since the gap in the side view between the front part of the wheel arch and the wheel is made relatively small by the side wall part, the air in the wheel house flows out from the gap between the front part of the wheel arch and the wheel to the side of the vehicle. Is suppressed more effectively.

  Thus, in the structure around the vehicle wheel house according to the first aspect, the air flow around the wheel house can be rectified well. In addition, a side wall part may fill the space | interval between a wheel arch and a wheel by a side view, and may form a wheel arch by itself.

  The structure around the vehicle wheel house according to the invention of claim 2 is such that the upper part in the vehicle vertical direction is rearward of the wheel so that the distance to the wheel is larger at the front side in the vehicle front-rear direction than the rear side. An inner wall portion that covers from above and from the front side, a front portion of the wheel arch in the vehicle front-rear direction with respect to the wheel, and a side wall portion provided so as to fill a gap in a side view of the wheel.

  In the structure around the vehicle wheel house according to claim 2, the distance between the inner wall portion and the wheel is relatively small at the rear portion in the vehicle front-rear direction, and therefore, between the rear portion of the inner wall portion and the wheel as the wheel rotates. Inflow of air is suppressed. On the other hand, the air that flows between the rear part of the inner wall part and the wheel with the rotation of the wheel flows toward a relatively wide space between the front part of the inner wall part and the wheel, and the lower part of the vehicle (under the floor) It is leaked smoothly. That is, the outflow of air from between the inner wall portion and the wheels to the side of the vehicle is suppressed. In particular, since the side wall portion fills a gap in the side view between the wheel arch front and the wheel and is small (compared to a configuration in which the side wall portion is not provided), the air in the wheel house is reduced to the front of the wheel arch. Outflow from the gap between the vehicle and the wheel to the side of the vehicle is more effectively suppressed.

  Thus, in the structure around the vehicle wheel house according to claim 2, the air flow around the wheel house can be well rectified.

  The structure around the vehicle wheel house according to the invention described in claim 3 is the structure around the vehicle wheel house according to claim 1 or 2, wherein the vehicle is a rear portion of the inner wall portion in the vehicle front-rear direction with respect to the wheel and the vehicle. An inclined wall portion that is inclined or curved so as to be positioned on the rear side in the vehicle up-down direction toward the outer side in the vehicle width direction is formed in the outer portion in the width direction.

  In the structure around the vehicle wheel house according to claim 3, a part of the air flowing between the rear part of the inner wall part and the wheel with the rotation of the wheel passes through the rear part of the wheel arch while being guided by the inclined wall part. To the side of the vehicle. Since the inclined wall portion is inclined or curved so as to be located at the rear side in the vehicle vertical direction as it goes outward in the vehicle width direction, the air flow discharged to the vehicle side via the rear portion of the wheel arch as described above is Then, the air flows smoothly to the side of the wheel house as the vehicle travels. Therefore, separation of the air flow discharged to the side of the vehicle is suppressed, contributing to a reduction in air resistance. In particular, it is desirable that the inclined wall portion has a configuration in which the rear end (outer end in the vehicle width direction) extends toward the wheel arch.

  The structure around the vehicle wheel house according to the invention of claim 4 is the structure around the vehicle wheel house according to any one of claims 1 to 3, wherein the inner wall portion is arranged in the vehicle front-rear direction with respect to the wheels. A range in which the front wall portion located in the front and the vehicle front-rear direction with respect to the wheels are located rearward, and the vehicle front-rear direction distance with respect to the wheels is smaller than the vehicle front-rear direction interval between the wheels and the front wall portion. And a rear wall portion that can be contacted and separated in the vehicle front-rear direction with respect to the wheel, and the side wall portion relatively defines a gap in a side view with the front side portion of the wheel in the vehicle front-rear direction. The first position to be reduced and the second position to relatively increase the gap in a side view of the front side portion of the vehicle in the front-rear direction of the vehicle, and the rear wall portion within the range In front of the vehicle against the wheel A rear wall section drive means for contacting and separating the, the side wall portion further includes a side wall portion drive means for driving between said first and second positions.

  In the structure around the vehicle wheel house according to claim 4, the rear wall portion constituting the inner wall portion is brought into contact with and separated from the wheel in the vehicle front-rear direction by the operation of the rear wall portion driving means, and the side wall portion is the side wall portion driving means. Since the gap between the wheel and the side view is enlarged or reduced by the operation, the aerodynamic characteristics can be changed according to the traveling state of the vehicle.

  The structure around the vehicle wheel house according to the invention described in claim 5 constitutes a portion of the inner wall portion covering the wheel from the rear, the upper, and the front in the vertical direction of the vehicle, and located in front of the wheel in the vehicle front-rear direction. A front wall portion and a portion of the inner wall portion that is located rearward in the vehicle front-rear direction with respect to the wheel are configured, and a vehicle front-rear direction interval with respect to the wheel is greater than a vehicle front-rear direction interval between the wheel and the front wall portion. A rear wall portion that can be contacted and separated in the vehicle longitudinal direction with respect to the wheel within a range including a small range, and a first gap that relatively reduces a gap in a side view between the front portion of the wheel in the vehicle longitudinal direction and the wheel arch. A side wall part that can take a position and a second position that relatively increases a gap in a side view of the front part of the wheel in the vehicle front-rear direction and the wheel arch, and the rear wall part within the range. A rear wall section drive means for contacting and separating the vehicle longitudinal direction with respect to wheels, the side wall portion, and a, and a side wall part driving means for driving between said first and second positions.

  In the structure around the vehicle wheel house according to claim 5, when the rear wall portion is closest to the wheel, the distance in the vehicle front-rear direction between the rear wall portion and the wheel is the vehicle front-rear direction between the front wall portion and the wheel. It is smaller than the interval. Further, when the side wall portion is located at the first position, a gap in a side view between the front portion of the wheel arch and the wheel is smaller than that when the side wall portion is located at the second position.

  Accordingly, in the structure around the vehicle wheel house, the inflow of air between the rear portion of the inner wall portion and the wheel is suppressed with the rotation of the wheel, and the rear portion of the inner wall portion and the wheel with the rotation of the wheel. The air that flows into the vehicle flows toward a relatively large space between the front portion of the inner wall portion and the wheels, and flows out smoothly to the lower portion (under the floor) of the vehicle. That is, the outflow of air from between the inner wall portion and the wheels to the side of the vehicle is suppressed. In particular, since the gap in the side view between the front part of the wheel arch and the wheel is made relatively small by the side wall part, the air in the wheel house flows out from the gap between the front part of the wheel arch and the wheel to the side of the vehicle. Is suppressed more effectively.

  Further, in the structure around the vehicle wheel house, the rear wall portion is brought into contact with and separated from the wheel in the vehicle front-rear direction by the operation of the rear wall driving means, and the side wall portion is viewed from the side of the wheel by the operation of the side wall driving means. Since the gap is expanded and contracted, the aerodynamic characteristics can be changed according to the traveling state of the vehicle. further,

  Thus, in the structure around the vehicle wheel house according to the fifth aspect, the air flow around the wheel house can be rectified well.

  The structure around the vehicle wheel house according to the invention described in claim 6 is the structure around the vehicle wheel house according to claim 4 or claim 5, wherein the wheel is a steering wheel, and steering or rotation of the wheel is performed on the wheel. Steering detection means for detecting a rudder, and based on a signal from the steering detection means, the rear wall portion driving means and the rear wall portion driving means so as to avoid interference between the wheel, the rear wall portion, and the side wall portion, and And a control device for controlling the side wall drive means.

  In the structure around the vehicle wheel house according to claim 6, for example, when the wheel is not steered, the rear wall portion is brought close to the wheel, and the gap between the wheel and the wheel arch front portion is made small by the side wall portion. The air flow around the house can be rectified well. On the other hand, when the wheel is steered, for example, the control device is arranged so that the wheel and the rear wall portion are separated from the wheel rearward of the vehicle and the side wall portion widens the gap between the wheel and the wheel arch front portion. The rear wall driving means and the side wall driving means are controlled (at least one is operated). As a result, the distance between the rear wall portion and the wheel during straight traveling and the gap between the wheel and the front portion of the wheel arch can be further reduced to obtain a better rectification effect.

  The structure around the vehicle wheel house according to claim 7 is the structure around the vehicle wheel house according to claim 4 or claim 5, wherein the deceleration detection means detects a brake operation or a deceleration command, and the deceleration detection means. And a control device for controlling the rear wall driving means and the side wall driving means so as to increase the running resistance aerodynamically based on the signal from.

  In the structure around the vehicle wheel house according to claim 7, for example, when the brake operation is not performed and the deceleration command is not issued (the driver or the vehicle's intention to decelerate is not estimated), the rear wall portion is close to the wheel. In addition, the gap between the wheel and the front portion of the wheel arch can be reduced by the side wall portion, and the air flow around the wheel house can be rectified well. On the other hand, when a brake operation is performed or a deceleration command is issued, for example, the rear wall portion is separated from the wheel toward the rear of the vehicle and / or the side wall portion is spaced from the wheel and the front portion of the wheel arch. The control device controls the rear wall drive means and the side wall drive means (activates at least one) so as to widen the width. Thereby, a braking force acts aerodynamically, and deceleration of the vehicle is promoted (assist).

  The structure around the vehicle wheel house according to the invention described in claim 8 is the structure around the vehicle wheel house according to claim 4 or claim 5, wherein the roll detection means detects or predicts the roll of the vehicle body, and the roll detection means. And a control device for controlling the rear wall driving means and the side wall driving means so as to suppress the roll of the vehicle body based on a signal from the vehicle.

  In the structure around the vehicle wheel house according to claim 8, for example, when the roll of the vehicle is not generated, the rear wall portion is brought close to the wheel and the gap between the wheel and the wheel arch front portion is reduced by the side wall portion, The air flow around the wheel house can be rectified well. On the other hand, when the roll of the vehicle is detected or predicted, for example, control is performed so that the air inflow amount to the wheel house on the roll (sink) side is larger than the air inflow amount to the wheel house on the opposite side. The apparatus controls the rear wall drive means and the side wall drive means (activates at least one). Thereby, the balance of lift is changed in the left and right wheel houses, which contributes to the suppression of the roll. Therefore, it is desirable to provide a structure around the vehicle wheel house in both the left and right wheel houses and operate them in the opposite directions.

  As described above, the structure around the vehicle wheel house according to the present invention has an excellent effect of being able to satisfactorily rectify the air flow around the wheel house.

It is a figure which shows typically the structure around the vehicle wheel house which concerns on the 1st Embodiment of this invention, Comprising: (A) is a side view, (B) is a top view. 1 is a side view showing a front portion of an automobile to which a structure around a vehicle wheel house according to a first embodiment of the present invention is applied. (A) is a side view schematically showing a rectification state in the structure around the vehicle wheel house according to the first embodiment of the present invention, (B) is a plan view thereof, and (C) is a vehicle wheel according to a comparative example. The side view which shows typically the rectification | straightening state in the structure around a house, (D) is the same top view. It is a top view which shows the structure around the vehicle wheel house which concerns on the modification of the 1st Embodiment of this invention. It is a top view which shows the structure around the vehicle wheel house which concerns on the 2nd Embodiment of this invention. It is a top view which shows the structure around the vehicle wheel house which concerns on the modification of the 2nd Embodiment of this invention. It is a top view which shows the structure around the vehicle wheel house which concerns on the 3rd Embodiment of this invention. It is a flowchart which shows the control flow of ECU which comprises the structure around the vehicle wheel house which concerns on the 3rd Embodiment of this invention. It is a figure which shows the structure around the vehicle wheel house which concerns on the 3rd Embodiment of this invention, Comprising: (A) is a top view which shows the state at the time of going straight, (B) is a top view which shows the state at the time of turning . It is a top view which shows the structure around the vehicle wheel house which concerns on the 4th Embodiment of this invention. It is a flowchart which shows the control flow of ECU which comprises the structure around the vehicle wheel house which concerns on the 4th Embodiment of this invention. In addition, (A) is a schematic plan view, and (B) is a plan sectional view showing an enlarged main part. It is a figure which shows the structure around the vehicle wheel house which concerns on the 4th Embodiment of this invention, Comprising: (A) is a top view which shows the state at the time of normal driving, (B) is a top view which shows the state at the time of braking is there. It is a top view which shows the structure around the vehicle wheel house which concerns on the 5th Embodiment of this invention. It is a flowchart which shows the control flow of ECU which comprises the structure around the vehicle wheel house which concerns on the 5th Embodiment of this invention. In addition, (A) is a schematic plan view, and (B) is a plan sectional view showing an enlarged main part. It is a figure which shows the state at the time of the non-roll of the structure around the vehicle wheel house which concerns on the 5th Embodiment of this invention, Comprising: (A) is a top view, (B) is a front view. It is a figure which shows the state at the time of the right roll of the structure around the vehicle wheel house which concerns on the 5th Embodiment of this invention, Comprising: (A) is a top view, (B) is a front view. It is a figure which shows the state at the time of the left roll of the structure around the vehicle wheel house which concerns on the 5th Embodiment of this invention, Comprising: (A) is a top view, (B) is a front view.

  A structure 10 around a vehicle wheel house according to a first embodiment of the present invention will be described with reference to FIGS. In addition, arrow FR, arrow RE, arrow UP, arrow LO, arrow IN, and arrow OUT that are appropriately described in each figure are the forward direction (traveling direction) and rear direction of the vehicle A to which the structure 10 around the vehicle wheel house is applied, respectively. The direction, 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. Further, the structure 10 around the vehicle wheel house is applied to each of the left and right front wheels Wf. However, since the structure 10 is basically symmetrical, the structure 10 around the vehicle wheel house in the vehicle width direction is also described below. Will be described.

  FIG. 2 is a side view of the front portion of the automobile A to which the structure 10 around the vehicle wheel house is applied. As shown in this figure, the automobile A is provided with a front fender panel 12 constituting a vehicle body B. The front fender panel 12 has a wheel arch 12A having a circular arc when viewed from the side in order to allow the front wheel Wf to be steered. Is formed.

  As schematically shown in FIG. 1B, a wheel apron 14 is coupled to the inner side of the front fender panel 12, and the wheel apron 14 has a front wheel Wf (the upper portion in the vehicle vertical direction) on the inner side. Forms a wheel house H that is housed so as to be steerable. A wall portion of the wheel apron 14 located on the inner side in the vehicle width direction with respect to the front wheel Wf is a wheel house inner 16, and the wheel house inner 16 supports the front wheel Wf with respect to the vehicle body B so as to be movable up and down. It is continued to a suspension tower (not shown) where a suspension is provided.

  Although not shown, the front wheel Wf is connected to a tie rod that constitutes a steering device. When the tie rod moves outward in the vehicle width direction by steering wheel operation (steering), the front wheel Wf rolls outward. When the steering wheel is steered and the tie rod moves inward in the vehicle width direction, the front wheel Wf is steered inward. That is, the front wheel Wf is a steering wheel of the automobile A.

  And the structure 10 around a vehicle wheel house is provided with the fender liner 20 as an inner wall part. The fender liner 20 is formed of a thin resin material in a substantially arc shape that opens downward in a side view (see FIGS. 1A and 2), and is located at the upper part in the wheel house H and is positioned at the front wheel Wf. Is configured to cover from above. More specifically, the fender liner 20 covers an upper portion (including a portion) of the front wheel Wf in the vertical direction of the vehicle from the front of the vehicle, the rear of the vehicle, and the upper side of the vehicle.

  The fender liner 20 is fixedly attached to the wheel apron 14. Thus, in the vehicle body B, the fender liner 20 prevents mud, pebbles, and the like from hitting the wheel apron 14 and the like.

  In the structure 10 around the vehicle wheel house, as shown in FIG. 1A, a front surface Wfa (grounding surface) of the front wheel Wf on the front side of the vehicle and a front wall portion of the front wheel Wf of the fender liner 20 positioned in front of the vehicle. When the distance between the front wheel Wf and the rear wall portion 20B of the front wheel Wf located at the front of the front wheel Wf in the fender liner 20 is D2, the distance between the front wheel Wf and the rear wall portion 20B of the front wheel Wf is D2. Thus, the dimension shape and arrangement of the fender liner 20 are determined.

  Further, supplementing the comparison with the structure 200 around the vehicle wheel house according to the comparative example shown in FIGS. 3C and 3D, the front wall portion 202A of the fender liner 202 and the front wheel Wf in the front of the vehicle in the comparative example will be described. When the distance between the front surface Wfa and the surface Wfb of the fender liner 202 is D4, D3≈D4, and D1> D3, D2 <D4.

  As shown in FIG. 1B, the rear wall portion 20B of the fender liner 20 is arranged so that the vehicle body B can be displaced from the position where the distance from the surface Wfb of the front wheel Wf is D2 to the rear of the vehicle. Or it is elastically supported by the spring 22 etc. with respect to the other part in the fender liner 20. This prevents or effectively suppresses foreign matter between the rear wall portion 20B of the fender liner 20 and the front wheel Wf, and even if the front wheel Wf interferes with the rear wall portion 20B of the fender liner 20, The operation of the front wheel Wf is ensured. Note that the rear wall portion 20B of the fender liner 20 may be configured to have flexibility as shown in FIG.

  Further, as shown in FIGS. 1 and 2A, the structure 10 around the vehicle wheel house has a side wall portion projecting from the portion located in front of the front wheel Wf in a side view of the wheel arch 12A to the vehicle rear side. The fairing 24 is provided. That is, as shown in FIG. 2B, the fairing 24 is attached to a portion of the front fender panel 12 that forms the wheel arch 12A located in front of the vehicle with respect to the front wheel Wf. Projected to the front.

  In the structure 10 around the vehicle wheel house, a part of the gap G1 in the side view between the vehicle front portion 12Af of the wheel arch 12A and the front surface Wfa of the front wheel Wf is closed by the fairing 24 in a side view. Therefore, in the structure 10 around the vehicle wheel house, the exposed portion of the gap G1 in the side view is made smaller than the gap G2 in the side view of the vehicle rear portion 12Ar of the wheel arch 12A and the front surface Wfb of the front wheel Wf. The fairing 24 is made of a relatively soft material and has flexibility (see FIG. 4 for the deformed state). Therefore, even if it interferes with the front wheel Wf, the rotation of the front wheel Wf is not hindered.

  In the structure 200 around the vehicle wheel house according to the comparative example that does not include the fairing 24, the gap G3 in a side view between the vehicle front portion 12Af of the wheel arch 12A and the front surface Wfa of the front wheel Wf, and the vehicle rear portion of the wheel arch 12A. The gap G4 in a side view between 12Ar and the front surface Wfb of the front wheel Wf is G3≈G4. For this reason, the fairing 24 can be understood as a gap G1 smaller than the gap G3 when the fairing 24 is not provided.

  Further, in this embodiment, as shown in FIGS. 1A and 2, the rear wall portion 20B of the fender liner 20 that is disposed in the vicinity of the front wheel Wf as described above is the front of the vehicle with respect to the vehicle rear portion 12Ar of the wheel arch 12A. The fender liner 20 has a side wall 20C that fills a gap (a part of the gap G2) between the rear wall portion 20B of the fender liner 20 and the vehicle rear portion 12Ar of the wheel arch 12A in a side view. The gap G1 partially closed by the fairing 24 in the side view is made smaller than the gap G2 partially closed by the side wall 20C in the side view.

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

  In the automobile A to which the structure 10 around the vehicle wheel house having the above-described configuration is applied, when the front wheel Wf rotates in the direction of the arrow R accompanying traveling, the front wheel Wf is dragged by the rotation of the front wheel Wf. An air flow F is generated that flows substantially upward into the wheel house H from the rear of the vehicle (see FIG. 3A).

  Here, in the structure 10 around the vehicle wheel house, since the distance D2 between the surface Wfb of the front wheel Wf on the vehicle rear side and the rear wall portion 20B of the fender liner 20 is relatively small, the air flow F into the wheel house H Inflow is suppressed. Further, in the structure 10 around the vehicle wheel house, the air flowing into the wheel house H as the front wheel Wf rotates in the direction of the arrow R is directed to the space between the front wheel Wf and the front wall portion 20A of the fender liner 20. Flowing. Then, the air directed between the front wheel Wf and the front wall portion 20A of the fender liner 20 is prevented from being blown out to the side of the vehicle by the fairing 24, and the air between the front wheel Wf and the front wall portion 20A of the fender liner 20 is reduced. It flows out (discharges) from below to the floor.

  For example, in the structure 200 around the vehicle wheel house according to the comparative example, as shown in FIG. 3C, the distance D4 between the rear wall 202B of the fender liner 202 and the front wheel Wf is relatively large (D4> D2). As the front wheel Wf rotates in the direction of the arrow R, most of the air flow F flows into the wheel house H. Further, in the structure 200 around the vehicle wheel house, a large amount of air flows into the wheel house H as the front wheel Wf rotates, so that the pressure in the wheel house H increases, and the air flowing into the wheel house H increases. Many are ejected to the side of the vehicle via the wheel arch 12A (see arrow Fi). As shown in FIG. 3 (D), the jet flow Fi causes the side flow Fs of the wheel house H that faces the vehicle side to the rear side to be separated from the front fender panel 12 and increases air resistance.

  On the other hand, in the structure 10 around the vehicle wheel house, the distance D2 between the front wheel Wf and the rear wall portion 20B of the fender liner 20 is relatively small as described above. Therefore, as shown in FIG. Inflow of the air flow F into H is suppressed. In addition, since the distance D1 between the front wheel Wf and the front wall portion 20A is relatively large, the air flowing into the wheel house H is prevented from being blown out sideways via the wheel arch 12A, while the front wheel Wf and the front wall. Heading between the front portion WA and the front wall portion 20A rather than spraying to the side 20A. Further, in the structure 10 around the vehicle wheel house, the air that has reached between the front wheel Wf and the front wall portion 20A is smoothly discharged under the floor while being prevented from being ejected sideward by the fairing 24 (arrow Ff). reference).

  As described above, in the structure 10 around the vehicle wheel house, as compared with the structure 200 around the vehicle wheel house according to the comparative example, the wheel house H of the wheel house H can be understood by comparing FIG. 3B and FIG. The separation of the side flow Fs is suppressed, and the air resistance is greatly reduced. Further, in the structure 10 around the vehicle wheel house, since the inflow of air into the wheel house H is suppressed, an increase in pressure in the wheel house H is suppressed, and the vehicle body B is compared with the structure 200 around the vehicle wheel house. The lift force acting on is reduced.

  Thus, in the structure 10 around the vehicle wheel house according to the first embodiment, the air flow around the wheel house H can be rectified well. As a result, the air resistance of the automobile A can be reduced (improvement of fuel consumption) and the exercise performance can be improved.

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

(Second Embodiment)
FIG. 5 is a schematic side view showing a structure 30 around a vehicle wheel house according to the second embodiment of the present invention. As shown in this figure, the structure 30 around the vehicle wheel house is that the inclined wall portion 32 is formed in the vehicle width direction outer side portion of the rear wall portion 20B of the fender liner 20 instead of the side wall 20C. Different from 10 according to one embodiment.

  The inclined wall portion 32 has a round shape that is curved in plan view so as to be located on the rear side in the vehicle front-rear direction as it goes outward in the vehicle width direction. That is, the inclined wall portion 32 is formed so as to face both the vehicle front side and the vehicle width direction outer side. In this embodiment, the inclined wall portion 32 is configured such that the vehicle rear end (the vehicle width direction outer end) reaches the vehicle rear portion 12Ar in the wheel arch 12A.

  Further, the round shape of the inclined wall portion 32 in this embodiment is a round shape that protrudes forward in the vehicle and outward in the vehicle width direction so as to be smoothly connected to the front fender panel 12. Other configurations of the structure 30 around the vehicle wheel house are the same as the corresponding configurations of the structure 10 around the vehicle wheel house, including a portion not shown.

  Therefore, also by the structure 30 around the vehicle wheel house according to the second embodiment, a similar effect can be obtained basically by the same action as the structure 10 around the vehicle wheel house according to the first embodiment.

  Also, the structures 10 and 30 around the vehicle wheel house slightly cause a flow to be ejected laterally from the vehicle rear side of the front wheel Wf (a portion where the distance between the front wheel Wf and the rear wall portion 20B is narrow) via the wheel arch 12A. In the structure 30 around the vehicle wheel house, the flow Fir ejected from the vehicle rear side of the front wheel Wf is guided by the inclined wall portion 32 and smoothly merges with the side flow Fs. Therefore, in the structure 30 around the vehicle wheel house according to the second embodiment, the side surface flow Fs of the wheel house H can be rectified better.

  In the second embodiment, an example in which the inclined wall portion 32 has a round shape in a plan view is shown. However, the present invention is not limited to this. For example, as shown in FIG. It is good also as a structure which replaced with the inclined wall part 32 and provided the inclined wall part 34 which comprised the substantially linear shape inclined with respect to the direction. The structure 30 around the vehicle wheel house according to the modified example including the substantially chamfered inclined wall portion 34 has the same effect as the structure 30 around the vehicle wheel house including the inclined wall portion 32. Can be obtained.

(Third embodiment)
The front part of the motor vehicle A to which the structure 40 around the vehicle wheel house according to the third embodiment of the present invention is applied is shown in FIG. As shown in this figure, the structure 40 around the vehicle wheel house includes a rear wall actuator 42 as a rear wall driving means for driving the rear wall 20B of the fender liner 20 in the vehicle longitudinal direction, and a fairing 24. It differs from the structure 10 around the vehicle wheel house in that it includes a fairing actuator 44 as a driving means for driving the side wall.

  The rear wall portion 20B of the fender liner 20 that constitutes the structure 40 around the vehicle wheel house is from the closest approach position (see the solid line in FIG. 7) where the distance from the front wheel Wf to the surface Wfb on the vehicle rear side is D2. The front wheel Wf can be contacted and separated in the vehicle front-rear direction within a range up to the most distant position (see the imaginary line in FIG. 7) where the distance to the surface Wfb is D5 (> D2). In this embodiment, the distance D5 is smaller than the distance D1 between the front surface Wfa of the front wheel Wf and the front wall portion 20A of the fender liner 20 (D5 <D1). The vehicle front-rear position of the rear wall portion 20B of the fender liner 20 located at the farthest position is substantially coincident with the vehicle front-rear position of the vehicle rear portion 12Ar of the wheel arch 12A.

  The rear wall actuator 42 is, for example, a motor actuator using a linear motion mechanism such as a feed screw mechanism or a rack and pinion mechanism, a linear motor, a piston cylinder type fluid actuator, and the like, and the rear wall of the fender liner 20 The portion 20B is configured to reciprocate by power between the closest approach position and the most separated position.

  Further, the fairing 24 constituting the structure 40 around the vehicle wheel house is supported at the vehicle front end 24A so as to be rotatable around an axis along the vehicle vertical direction. By this rotation, the fairing 24 protrudes into the wheel house H along the front fender panel 12 to thereby close the gap G1 with respect to the gap G2 (gap G3) as a rectifying position (solid line in FIG. 7). Reference) and a deployment position (see an imaginary line in FIG. 7) that deploys outward in the vehicle width direction with respect to the closed position.

  The fairing actuator 44 is, for example, a motor actuator, and is configured to reciprocally rotate the fairing 24 between a closed position and a deployed position by power. In this embodiment, the fairing actuator 44 is configured to also serve as a support shaft that supports the fairing 24 with respect to the vehicle body B (front fender panel 12).

  Further, the structure 40 around the left and right vehicle wheel houses includes a common ECU 45 as a control device that controls the operation of the rear wall actuator 42 and the fairing actuator 44. The ECU 45 is electrically connected to each of the rear wall actuator 42 and the fairing actuator 44 and outputs a signal corresponding to the steering angle of the steering wheel 46 to a steering angle sensor 48 as a steering detection unit. Electrically connected.

  Based on the signal from the steering angle sensor 48, the ECU 45 prevents the rear wall portion 20 </ b> B and the fairing 24 from interfering (contacting) with the front wheel Wf steered by the steering wheel 46. The part actuator 42 and the fairing actuator 44 are operated. The other structure of the structure 40 around the vehicle wheel house is the same as the corresponding structure of the structure 10 around the vehicle wheel house or the structure 30 around the vehicle wheel house, including a portion not shown.

  Next, the operation of the third embodiment will be described with reference to the flowchart of FIG. 8 showing the control flow of the ECU 45.

  In the automobile A to which the structure 40 around the vehicle wheel house having the above-described configuration is applied, when traveling straight, the ECU 45 positions the rear wall portions 20B of the left and right fender liners 20 at the closest position as shown in FIG. And the left and right fairings 24 are positioned in the closed position. Therefore, in this case, in the structure 40 around the vehicle wheel house, the same effect can be obtained by the same action as the structure 10 around the vehicle wheel house or the structure 30 around the vehicle wheel house.

  The ECU 45 of the structure 40 around the vehicle wheel house determines whether or not the steering wheel 46 is steered based on a signal from the steering angle sensor 48 in step S10. Step S10 is repeated until it is determined that steering is present. During this time, the structure 40 around the left and right vehicle wheel houses is maintained in the above-described state in which the rear wall portion 20B of the left and right fender liners 20 is positioned at the closest position and the left and right fairings 24 are positioned at the closed position. . The ECU 45 that has determined that steering is present in step S10 determines whether or not the steering angle (absolute value of the steering amount with respect to neutral) has increased in step S12.

  If it is determined in step S12 that the steering angle has increased, the ECU 45 proceeds to step S14, and the rear wall portion 20B of the fender liner 20 is retracted in the structure 40 around the vehicle wheel house for the front wheel Wf on the turning inner wheel side. The rear wall actuator 42 and the fairing actuator 44 are operated so that the fairing 24 is moved to the deployment side. Then, in the structure 40 around the vehicle wheel house for the front wheel Wf on the turning inner wheel side, as shown in FIG. 9 (B), the rear wall portion 20B of the fender liner 20 is shown as a solid line from the closest approach position shown by an imaginary line. As shown in the figure, it is retracted to the farthest position side, and the fairing 24 is rotated from the closed position shown by the imaginary line to the development position side as shown by the solid line.

  On the other hand, although not shown, the ECU 45 operates the rear wall actuator 42 so that the rear wall portion 20B of the fender liner 20 is retracted in the structure 40 around the vehicle wheel house for the front wheel Wf on the turning outer wheel side. Let In this case, the fairing 24 is maintained in the closed position.

  If it is determined in step S12 that the steering angle has not been increased, that is, the turning amount has been decreased, the ECU 45 proceeds to step S16, and the fender in the structure 40 around the vehicle wheel house for the front wheel Wf on the turning inner wheel side. The rear wall actuator 42 and the fairing actuator 44 are operated so that the rear wall portion 20B of the liner 20 is advanced and the fairing 24 is moved to the closing side. Similarly, the ECU 45 operates the rear wall actuator 42 so that the rear wall portion 20B of the fender liner 20 is advanced in the structure 40 around the vehicle wheel house for the front wheel Wf on the turning outer wheel side.

  After executing step S14 or step S16, the ECU 45 returns to step S10 and repeats the above control.

  As described above, in the structure 40 around the vehicle wheel house, when the steering wheel 46 is steered, the ECU 45 controls the fender liner 20 based on the signal from the steering angle sensor 48, that is, the turning amount of the front wheel Wf. The rear wall portion actuator 42 and the fairing actuator 44 are operated so that the rear wall portion 20B and the fairing 24 do not interfere with the front wheel Wf. Thus, in the automobile A to which the structure 40 around the vehicle wheel house is applied, the rear wall portion 20B and the fairing 24 of the fender liner 20 are prevented from interfering with the front wheel Wf when turning.

  For this reason, the distance D2 and the gap G1 in the structure 40 around the vehicle wheel house can be set smaller than the distance D2 and the gap G1 in the structures 10 and 30 around the vehicle wheel house. A rectifying effect is achieved. That is, in the structure 40 around the vehicle wheelhouse, the air performance can be further reduced (improvement of fuel consumption) and the performance of the vehicle can be improved by reducing the lift when traveling straight.

  In the third embodiment described above, an example in which the steering amount of the front wheel Wf is detected by the steering angle sensor 48 has been described. However, the present invention is not limited to this, and for example, the front wheel Wf is detected by the steering angle sensor. The steering amount may be detected directly, or a steering torque sensor may be used instead of the steering angle sensor. Further, the present invention is not limited to the control for adjusting the movement amount of the rear wall portion 20B of the fender liner 20 and the fairing 24 according to the turning amount. For example, when the presence of turning (steering) is detected. The rear wall portion 20B of the fender liner 20 may be moved to the farthest position, and the fairing 24 may be moved to the deployed position (side movement limit).

  Further, in the third embodiment described above, an example in which the fairing 24 on the turning outer ring side is maintained in the closed position is shown, but the present invention is not limited to this, and the fairing 24 on the turning outer ring side is in the deployed position. It is good also as a structure moved to.

(Fourth embodiment)
FIG. 10 is a schematic plan cross-sectional view of a front portion of an automobile A to which a structure 50 around a vehicle wheel house according to a fourth embodiment of the present invention is applied. As shown in this figure, the structure 50 around the vehicle wheel house is mechanically configured similarly to the structure 40 around the vehicle wheel house, and the operation control of the rear wall actuator 42 and the fairing actuator 44 is performed. Is different from the structure 40 around the vehicle wheel house.

  Specifically, the structure 50 around the left and right vehicle wheel houses includes a common ECU 52 as a control device instead of the ECU 45. The ECU 52 is electrically connected to a brake sensor 54 as deceleration detection means instead of the steering angle sensor 48. Based on the signal from the brake sensor 54, the ECU 52 controls the operation of the rear wall actuator 42 and the fairing actuator 44 so that the braking force acts aerodynamically when the intention to decelerate is estimated. It is like that. This control will be described later together with the operation of this embodiment. Other configurations of the structure 50 around the vehicle wheel house are the same as the corresponding configurations of the structure 40 around the vehicle wheel house, including portions not shown.

  Next, the effect | action of 4th Embodiment is demonstrated, referring the flowchart of FIG. 11 which shows the control flow of ECU52.

  In the automobile A to which the structure 50 around the vehicle wheel house having the above configuration is applied, when the vehicle is not decelerated, the ECU 52 brings the rear wall portions 20B of the left and right fender liners 20 to the closest position as shown in FIG. And the left and right fairings 24 are positioned in the closed position. Therefore, in this case, in the structure 50 around the vehicle wheel house, the same effect can be obtained by the same action as the structures 10 to 40 around the vehicle wheel house.

  In step S20, the ECU 52 of the structure 50 around the vehicle wheel house determines the presence or absence of a brake operation based on a signal from the brake sensor 54. If it is determined that there is no brake operation, the ECU 52 proceeds to step S22, and the rear wall portion 20B is so positioned that the rear wall portion 20B of the fender liner 20 is positioned at the closest position and the fairing 24 is positioned at the closed position. The operations of the actuator 42 and the fairing actuator 44 are controlled (including the case where the actuator 42 and the fairing actuator 44 are kept inactive). That is, the ECU 52 maintains the above-described non-decelerating state or shifts from a brake operation state described later to a non-decelerating state.

  On the other hand, if it is determined in step S20 that there is a brake operation, the ECU 52 proceeds to step S24, and as shown in FIG. 12B, the rear wall portion 20B of the fender liner 20 is positioned at the most spaced position and fairing is performed. The operation of the rear wall actuator 42 and the fairing actuator 44 is controlled so that 24 is positioned at the deployed position.

  Then, in the left and right wheel houses H, the inflow amount of the air flow F accompanying the rotation of the front wheels Wf in the direction of the arrow R increases, and the ejection amount of the ejection flow Fi via the wheel arch 12A increases. That is, separation of the side surface flow Fs due to the jet flow Fi occurs around the left and right wheel houses H, driving resistance increases, and an aerodynamic braking force (aero brake) acts on the automobile A. Thereby, in the automobile A to which the structure 50 around the vehicle wheel house is applied, the braking performance is improved.

  In particular, in the structure 50 around the vehicle wheel house, the fairing 24 that is rotated around the vehicle front end portion 24A and located at the unfolded position itself has a peeling effect on the side flow Fs as shown in FIG. Therefore, a larger aerodynamic braking force acts on the automobile A. That is, the braking performance of the automobile A is further improved.

  After executing step S22 or step S24, the ECU 52 returns to step S20 and repeats the above control.

  In the above-described embodiment, an example in which the structure 40 around the vehicle wheel house generates an aerodynamic braking force at the time of a brake operation by the driver is shown. However, the present invention is not limited to this, for example, the vehicle It is good also as a structure which produces aerodynamic braking force based on the braking command etc. by the controller which controls driving | operation (movement) of this, or the controller of an autopilot system.

(Fifth embodiment)
The front part of the motor vehicle A to which the structure 60 around the vehicle wheel house according to the fourth embodiment of the present invention is applied is shown in FIG. 13 in a schematic plan view. As shown in this figure, the structure 60 around the vehicle wheel house is mechanically configured in the same manner as the structures 40 and 50 around the vehicle wheel house, and the rear wall actuator 42 and the fairing actuator 44 are The operation control is different from the structures 40 and 50 around the vehicle wheel house.

  Specifically, the structure 60 around the left and right vehicle wheel houses includes a common ECU 62 as a control device instead of the ECUs 45 and 62. Instead of the steering angle sensor 48, the ECU 62 is electrically connected to each of a longitudinal acceleration sensor (hereinafter referred to as “front / rear G sensor”) 64, a lateral acceleration sensor (hereinafter referred to as “lateral G sensor”) 66, and a yaw rate sensor 68. Based on signals from the front / rear G sensor 64, the lateral G sensor 66, and the yaw rate sensor 68, the presence / absence and direction of the roll of the vehicle body B are determined. Therefore, in this embodiment, the front / rear G sensor 64, the lateral G sensor 66, and the yaw rate sensor 68 constitute the roll detection means in the present invention.

  The ECU 62 operates the rear wall actuator 42 and the fairing actuator 44 so that the roll of the vehicle body B is suppressed based on signals from the front / rear G sensor 64, the lateral G sensor 66, and the yaw rate sensor 68. It comes to control. This control will be described later together with the operation of this embodiment. Other configurations of the structure 60 around the vehicle wheel house are the same as the corresponding configurations of the structures 40 and 50 around the vehicle wheel house, including portions not shown.

  Next, the operation of the fifth embodiment will be described with reference to the flowchart of FIG. 14 showing the control flow of the ECU 62.

  In the automobile A to which the structure 60 around the vehicle wheel house having the above configuration is applied, when no roll is generated, the ECU 62 causes the rear wall portions 20B of the left and right fender liners 20 as shown in FIG. Is positioned at the closest position, and the left and right fairings 24 are positioned at the closed position. Therefore, in this case, in the structure 60 around the vehicle wheel house, the same effect can be obtained by the same action as the structures 10 to 50 around the vehicle wheel house.

  Note that FIG. 15B schematically shows the automobile A viewed from the front of the vehicle, and the white arrows indicate the lift reduction effect. That is, at the time of non-rolling, both the lift forces at the left and right wheel houses H are kept low, and the left and right lift balance is achieved.

  In step S30, the ECU 62 of the structure 60 around the vehicle wheel house determines whether the vehicle body B is rolled based on signals from the front / rear G sensor 64, the lateral G sensor 66, and the yaw rate sensor 68. Step S30 is repeated until it is determined that there is a roll. During this time, the structure 60 around the left and right vehicle wheel houses is maintained in the above-described state in which the rear wall portion 20B of the left and right fender liners 20 is positioned at the closest position and the left and right fairings 24 are positioned at the closed position. . The ECU 62 that has determined that there is a roll in step S30 determines whether or not the roll of the vehicle body B is a right roll in step S32.

  If it is determined in step S32 that the roll is the right roll, the ECU 62 proceeds to step S34, where the rear wall portion 20B of the fender liner 20 is retracted and the fairing 24 is moved in the structure 60 around the vehicle wheel house for the right front wheel Wf. The rear wall actuator 42 and the fairing actuator 44 are operated so as to be moved to the deployment side. Then, in the structure 60 around the vehicle wheel house for the right front wheel Wf, as shown in FIG. 16A, the rear wall portion 20B of the fender liner 20 is indicated by a solid line from the closest approach position indicated by an imaginary line. While being retracted to the farthest position side, the fairing 24 is rotated from the closed position indicated by the imaginary line to the development position side as indicated by the solid line.

  In step S34, the ECU 62 positions the rear wall portions 20B of the left and right fender liners 20 at the closest position in the structure 60 around the vehicle wheel house for the left front wheel Wf, as shown in FIG. The left and right fairings 24 are maintained in the above-described state in which they are positioned at the closed positions.

  Thereby, in the automobile A to which the structure 60 around the vehicle wheel house is applied, the lift force acting on the right wheel house H is larger than the lift force acting on the left wheel house H. For this reason, as shown in FIG. 16B, the right and left lift balance of the vehicle body B is changed in a direction in which the right portion is lifted and the left portion is pushed down to cancel the right roll, and the right roll is suppressed. .

  On the other hand, when it is determined in step S32 that the roll is not the right roll, that is, the left roll, the ECU 62 proceeds to step S36 and, contrary to the right roll, the structure 60 around the vehicle wheel house for the left front wheel Wf. As shown in FIG. 17 (A), the rear wall portion 20B of the fender liner 20 is retracted to the most separated position side indicated by the solid line, and the fairing 24 is rotated to the unfolded position side indicated by the solid line. In step S36, the ECU 62 positions the rear wall portions 20B of the left and right fender liners 20 at the closest position in the structure 60 around the vehicle wheel house for the right front wheel Wf as shown in FIG. The left and right fairings 24 are maintained in the above-described state in which they are positioned at the closed positions.

  Thereby, in the automobile A to which the structure 60 around the vehicle wheel house is applied, the lift acting on the left wheel house H is larger than the lift acting on the right wheel house H. For this reason, as shown in FIG. 17 (B), the left and right lift balance of the vehicle body B is changed in a direction to lift the right side portion and push down the left side portion to cancel the right roll, thereby suppressing the left roll. .

  After executing step S34 or step S36, the ECU 62 returns to step S30 and repeats the above control.

  As described above, in the structure 60 around the vehicle wheel house, when the roll of the vehicle body B is detected based on the signals from the front / rear G sensor 64, the lateral G sensor 66, and the yaw rate sensor 68, the roll is canceled. Since the lift balance due to the aerodynamic effect is changed in the direction, the roll of the vehicle body B is suppressed, which contributes to the improvement of the stability of the vehicle and the improvement of the exercise performance.

  In the fifth embodiment, an example in which the lift balance is changed according to the direction of the roll with respect to the neutral position is shown, but the present invention is not limited to this, and the movement direction of the vehicle body B and the change in the roll angle by the roll are shown. You may comprise so that a lift balance may be changed according to a rate. Further, when the roll of the vehicle is predicted, the lift balance may be changed.

  In the above third to fifth embodiments, the ECUs 45, 52, and 62 perform separate controls. However, the present invention is not limited to this. For example, two of the above three controls. One or three may be configured to be performed by a common ECU.

  Furthermore, in the above-described third to fifth embodiments, the example in which the movable range of the rear wall portion 20B of the fender liner 20 is within the range satisfying D2 <D1 is shown, but the present invention is not limited to this, The rear wall portion 20B of the fender liner 20 can take various movable ranges such that D2 <D1 when positioned at least at the closest position.

  Furthermore, in each of the above-described embodiments, an example in which the fairing 24 rotates around the vehicle front end portion 24A is shown. However, the present invention is not limited to this, and for example, the fairing 24 slides in the vehicle front-rear direction. By doing so, it is good also as a structure moved between a closed position and the open position which open | releases the clearance gap between the surface Wfa of the vehicle front side of the front wheel Wf, and the wheel arch 12A by side view.

  Further, in each of the above-described embodiments, the example in which the fender liner 20 is the inner wall portion in the present invention has been shown. Further, for example, a configuration in which the distance D2 is made smaller than the distance D1 by attaching a rear wall portion of a member different from the fender liner 20 (fender liner 202) to the fender liner 20 or the wheel apron 14. It is also good.

  Furthermore, in the above-described embodiment, an example in which the fairing 24 attached to the front fender panel 12 is a side wall portion in the present invention has been described. However, the present invention is not limited to this, and for example, is integrated with the front fender panel 12. The side wall portion in the present invention may be configured by a portion formed (extended) to cover the wheel house H from the outside in the vehicle width direction. That is, the side wall portion in the present invention may itself form a wheel arch (the front portion thereof).

  Furthermore, in each of the above-described embodiments, the example in which the structure 10, 30, 40, 50, 60 around the vehicle wheel house is applied to the front wheel Wf is shown, but the present invention is not limited to this, and together with the front wheel Wf Alternatively, the structures 10, 30, 40, 50, 60 around the vehicle wheel house may be applied to the rear wheels instead of the front wheels Wf. In this case, for example, any one of the structures 40, 50, 60 around the vehicle wheel house is applied to the front wheel Wf, and any one of the structures 10, 30 around the vehicle wheel house is applied to the rear wheel, etc. The structure around the vehicle wheel house applied by the front and rear wheels may be different.

10 Structure around the vehicle wheel house 12A Wheel arch 20 Fender liner (inner wall)
20A front wall part 20B rear wall part 24 fairing (side wall part)
30, 40, 50, 60 Structure around vehicle wheel house 32, 34 Slope wall 42 Actuator for rear wall (rear wall drive means)
44 Fairing actuator (side wall drive means)
48 Steering angle sensor (steering detection means)
54 Brake sensor (deceleration detection means)
64 Front / rear G sensor (roll detection means)
66 Lateral G sensor (roll detection means)
68 Yaw rate sensor (roll detection means)

Claims (8)

An inner wall portion that covers the upper portion of the vehicle in the vertical direction of the vehicle from the rear, the upper side, and the front side so that the distance to the wheel is larger at the front side of the vehicle in the longitudinal direction of the vehicle than at the rear side;
A side wall that makes the gap in the side view of the wheel arch with respect to the wheel smaller than the rear side on the front side in the vehicle front-rear direction;
Structure around the vehicle wheel house with An inner wall portion that covers the upper portion of the vehicle in the vertical direction of the vehicle from the rear, the upper side, and the front side so that the distance to the wheel is larger at the front side of the vehicle in the longitudinal direction of the vehicle than at the rear side;
A side wall portion provided to fill a gap in a side view of the vehicle anteroposterior direction with respect to the wheel in the wheel arch and the wheel,
Structure around the vehicle wheel house with   A slant wall portion that is inclined or curved so as to be located on the rear side in the vehicle up-down direction toward the outside in the vehicle width direction on the rear side portion in the vehicle front-rear direction with respect to the wheels in the inner wall portion and toward the outer side in the vehicle width direction. The structure around the vehicle wheel house according to claim 1 or 2, wherein the structure is formed. The inner wall is
A front wall portion located in front of the vehicle in the longitudinal direction of the vehicle;
Positioned behind the vehicle in the front-rear direction with respect to the wheel, the vehicle front-rear direction with respect to the wheel within a range in which the distance in the vehicle front-rear direction with respect to the wheel is smaller than the distance in the vehicle front-rear direction between the wheel and the front wall portion A rear wall that can come into contact with and away from,
It is composed including
The side wall portion has a first position for relatively reducing a gap in a side view with respect to a front side portion of the wheel in the vehicle front-rear direction and a gap in a side view with respect to a front side portion of the wheel in the vehicle front-rear direction. It is configured to be able to take the second position to be enlarged,
Rear wall drive means for moving the rear wall in the vehicle front-rear direction with respect to the wheels within the range; and
Side wall driving means for driving the side wall between the first position and the second position;
The structure around the vehicle wheel house according to any one of claims 1 to 3, further comprising: A front wall portion that constitutes a portion of the inner wall portion that covers the upper portion of the vehicle in the vehicle vertical direction from the rear, the upper, and the front and that is positioned forward of the wheel in the vehicle longitudinal direction;
A portion of the inner wall portion that is located rearward in the vehicle front-rear direction with respect to the wheel is configured such that a distance in the vehicle front-rear direction with respect to the wheel is smaller than a distance in the vehicle front-rear direction between the wheel and the front wall portion. A rear wall portion that can be contacted and separated in the vehicle front-rear direction with respect to the wheel in a range including
A first position for relatively reducing a gap in a side view between the front side portion of the wheel in the vehicle front-rear direction and the wheel arch, and a gap in a side view between the front side portion of the wheel in the vehicle front-rear direction and the wheel arch. A side wall portion capable of taking a second position to be greatly increased,
Rear wall drive means for moving the rear wall in the vehicle front-rear direction with respect to the wheels within the range; and
Side wall driving means for driving the side wall between the first position and the second position;
Structure around the vehicle wheel house with The wheels are steering wheels;
Steering detection means for detecting steering or turning of the wheel;
A control device that controls the rear wall portion driving means and the side wall portion driving means so as to avoid interference between the wheel, the rear wall portion, and the side wall portion based on a signal from the steering detection means. When,
The structure around the vehicle wheel house according to claim 4 or 5, further comprising: Deceleration detection means for detecting a brake operation or a deceleration command;
A control device for controlling at least one of the rear wall driving means and the side wall driving means so as to increase the running resistance aerodynamically based on a signal from the deceleration detection means;
The structure around the vehicle wheel house according to claim 4 or 5, further comprising: Roll detection means for detecting or predicting the roll of the vehicle body;
A control device for controlling the rear wall driving means and the side wall driving means so that the roll of the vehicle body is suppressed based on a signal from the roll detection means;
The structure around the vehicle wheel house according to claim 4 or 5, further comprising:

Images