JP2010188890A - Tire warmer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire warmer surely improving fuel economy of an automobile with superior efficiency for maintaining elevated temperatures of tires, without imposing extra burden on an engine (motor) by increasing the temperatures of the tires. <P>SOLUTION: This tire warmer A1 guides engine exhaust heat (motor exhaust heat) collected by providing heat collecting covers 1 on the rear side of a radiator 10 to the inside of wheel wells H, H via ducts 2 connected to the heat-collecting covers 1 and retains the engine exhaust heat. Since the tire warmer A1, different from a conventional tire warmer, increases the temperatures of the tires T, T by the engine exhaust heat retained in the wheel wells H, H and maintains the elevated temperatures, the tire warmer A1 does not require a fan or a compressor for blowing warm air to surfaces of the tires T, T. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a tire temperature raising device for increasing the temperature of a tire of an automobile.

In recent years, there has been a demand for improved fuel efficiency of automobiles more than ever because of demands for energy saving and low environmental load. And in the technical field which concerns on a tire, the tire temperature rising apparatus aiming at the improvement of the fuel consumption of a motor vehicle is known (for example, refer patent document 1 and patent document 2).
This tire temperature raising device is configured to spray hot air on the surface of the tire, and reduces the rolling resistance of the tire by increasing the temperature of the tire.

Japanese Patent Laid-Open No. 7-290916 Japanese Utility Model Publication No. 4-31605

However, around the tire, there are traveling wind and surface airflow that is pulled by the tire rotating at high speed and flows in the rotation direction on the surface of the tire.
Therefore, in the conventional tire heating device, the hot air must be accelerated using a fan or a compression device so that the injected hot air reaches the tire against running wind around the tire and surface airflow. . As a result, an extra load is applied to the engine in order to supply electric power consumed to drive the fan and the compressor, and the fuel consumption may be worsened.
In addition, in the conventional tire temperature raising device, the temperature of the tire surface is increased by mainly blowing warm air on the surface of the tread portion of the tire, so the heat of the tire surface is the atmosphere around the road surface and around the tire. Easy to escape. In other words, the conventional tire temperature raising device has poor heating efficiency for increasing the temperature of the tire.

  Therefore, an object of the present invention is to increase the temperature of a tire and to be excellent in thermal efficiency for maintaining the increased temperature, and to reliably improve the fuel consumption of an automobile without placing an extra burden on a prime mover such as an engine. The object is to provide a tire heating device.

The tire temperature increasing apparatus of the present invention that has solved the above problems guides the motor exhaust heat collected by providing a heat collecting cover behind the radiator into the wheel house through a duct connected to the heat collecting cover. It is made to stay.
When an automobile equipped with the tire temperature increasing device of the present invention travels, a part of the traveling wind received on the front side of the automobile passes through the radiator. The traveling wind that has passed through the radiator is accompanied by motor exhaust heat and travels toward the heat collecting cover, and the traveling wind accompanied by motor exhaust heat is guided from the heat collecting cover through the duct into the wheel house and stays there. At this time, the traveling wind accompanied by the engine exhaust heat flowing in the duct has almost no disturbance to the flow, and therefore is accurately guided into the wheel house and stays there.
As a result, the tire temperature increasing device reduces the rolling resistance of the tire by exerting two functions of increasing the tire temperature by the engine exhaust heat accumulated in the wheel house and maintaining the increased tire temperature. .

  Further, the tire temperature increasing device of the present invention is different from the conventional tire temperature increasing device (for example, see Patent Document 1 and Patent Document 2) in which warm air is sprayed on the surface of the tire to increase the temperature of the tire. As a result, the temperature of the tire is increased and maintained by the exhaust heat of the prime mover staying in the wheel house, so that a fan or a compression device for spraying hot air on the tire surface is not required. Therefore, according to the tire temperature raising device of the present invention, an excessive load due to driving of the fan and the compression device is not applied to the prime mover.

  And since the conventional tire temperature rising apparatus (for example, refer patent document 1 and patent document 2) is raising the temperature of the surface of a tire by spraying warm air as mentioned above, Heat easily escapes to the atmosphere around the road and tires. On the other hand, according to the tire temperature increasing device of the present invention, the temperature of the tire is increased by the engine exhaust heat accumulated in the wheel house, and the increased temperature of the tire is maintained, so the total amount of heat contributing to the tire And heat can be continuously and stably supplied to the tire (without interruption).

In the tire heating device of the present invention, it is preferable that the heat collecting cover is formed in a hood shape that partially covers the back side of the radiator.
According to this tire temperature raising device, the hood-shaped heat collecting cover partially covers the back side of the radiator, so that the exhaust heat of the prime mover can be collected efficiently and the heat radiation by the radiator can be maintained well.

Moreover, in the tire temperature rising apparatus of such this invention, the said heat collection cover may have a heat radiating hole.
According to this tire temperature raising device, for example, when the running vehicle stops, it is possible to more reliably prevent the motor exhaust heat dissipated from the radiator from being generated in the heat collecting cover.

  Unlike the conventional tire temperature increasing device, the tire temperature increasing device of the present invention does not require acceleration of warm air and does not impose an extra load on the engine, so that the fuel efficiency of the vehicle can be improved with certainty. In addition, the tire temperature increasing device of the present invention has a large total heat amount contributing to the tire and can supply heat to the tire continuously (without interruption) stably. Excellent thermal efficiency for maintaining a high temperature.

It is the perspective view which shows the front side of the car which mounts the tire temperature rising device of this invention partially, it is the figure which looked down at the front side of the car from the diagonally right rear of the car. It is II-II sectional drawing in FIG. (A) is a perspective view of a tire temperature raising device, and is a view seen from the left diagonal front, (b) is a perspective view of the tire temperature raising device, a diagram seen from the left diagonal rear, (c) FIG. 2 is an exploded perspective view of the tire temperature raising device, as viewed from the left rear side. It is a top view which shows partially the front side of the motor vehicle carrying the tire temperature rising apparatus of this invention. (A) is a partial side view of the front side of the automobile schematically showing the airflow around the tire of the traveling automobile, and (b) is a front side portion of the automobile schematically showing the airflow in the wheel house of the traveling automobile. Side view (c) is a diagram schematically showing the distribution of airflow in the wheel house, and is a cross-sectional view corresponding to the VV cross section of FIG. 4. It is a top view which shows partially the front side of the motor vehicle carrying the tire temperature rising apparatus of other embodiment.

  Hereinafter, an embodiment of a tire temperature raising device of the present invention will be described in detail with reference to the drawings. The tire temperature increasing device of the present invention is different from conventional tire temperature increasing devices (see, for example, Patent Document 1 and Patent Document 2), such as a fan and a compression device for spraying hot air actively to a tire. The engine exhaust heat (motor exhaust heat) is guided into the wheel house without using the engine. More specifically, the tire temperature increasing device according to the present invention distributes engine exhaust heat collected at a position ahead of the wheel house to the left and right passively by the driving wind and guides it into the wheel house. It is comprised so that it may stay together.

  Here, FIG. 1 and FIG. 2 are mainly referred to. In FIG. 2, radiators, shrouds, strakes and the like are indicated by phantom lines. In the following description, the front-rear, up-down, left-right directions are based on the front-rear, up-down, left-right directions shown in FIG.

As shown in FIG. 1, the tire temperature increasing device A1 according to this embodiment includes a pair of heat collecting covers 1 and 1 and ducts 2 and 2 connected to the heat collecting covers 1 and 1.
The heat collecting covers 1, 1 are provided behind the radiator 10. Incidentally, the radiator 10 is disposed above the bulkhead lower cross member 12b disposed at the front ends of the front side frames 12a and 12a of the automobile M, and is disposed outside the front side frames 12a and 12a in the vehicle width direction. It will be located in front of the wheel house H, H. In FIG. 1, reference numeral 6 denotes an inner fender that partitions the wheel house H, and reference numeral T denotes a tire disposed in the wheel house H.

  As shown in FIG. 2, the heat collecting cover 1 is disposed so as to face the substantially upper half of the opening 11 a of the shroud 11 attached to the rear surface side of the radiator 10. Incidentally, since the area of the opening 11a of the shroud 11 in this embodiment is smaller than the area in which the shroud 11 surrounds the rear surface of the radiator 10, air flowing from the rear surface of the radiator 10 (travel wind W (described later) In FIG. 4), the flow velocity is increased by the so-called throttling effect of the opening 11a. In FIG. 2, reference numeral 12a indicates a front side frame, reference numeral 6 indicates an inner fender, reference numeral 13 indicates a splash shield, and reference numeral 14 indicates a strake.

Next, the pair of heat collecting covers 1 and 1 and the ducts 2 and 2 constituting the tire temperature increasing device A1 will be described in more detail with reference to FIGS. 3 (a) to 3 (c). Since the heat collecting covers 1 and 1 and the ducts 2 and 2 have the same structure except that they are bilaterally symmetric, only the structure of the right heat collecting cover 1 and the duct 2 will be described here. The description of those is omitted.
As shown in FIG. 3A, the heat collecting cover 1 includes a heat collecting plate 1a disposed so as to face the radiator 10 (see FIG. 2), and a front side (radiator 10 side) from the periphery of the heat collecting plate 1a. Wall portions 1b, 1c, and 1d that rise toward the front. That is, the heat collecting cover 1 is formed in a hood shape that covers the back side of the radiator 10 by the heat collecting plate 1a and the wall portions 1b, 1c, and 1d provided on the periphery of the heat collecting plate 1a. And, as will be described later, a tubular duct connecting portion 1e to which one end of the duct 2 is fitted and connected is formed in the wall portion 1c provided on the right edge of the heat collecting plate 1a.

As shown in FIG. 2, the hood-shaped heat collecting cover 1 in the present embodiment partially covers the back side of the radiator 10 (the opening 11a of the shroud 11), so that the engine exhaust heat can be collected efficiently. The heat radiation by the radiator 10 can be maintained satisfactorily. In the present invention, if the area of the heat collecting plate 1a and the distance between the radiator 10 and the heat collecting plate 1a are adjusted so that the heat radiation of the radiator 10 can be maintained, the necessary heat collecting amount can be secured. The shape of the heat collecting plate 1a may be arbitrarily determined.
Incidentally, in this embodiment, the several heat radiating hole 5 is formed in the wall part 1b provided in the upper edge of the heat collecting plate 1a. For example, when the traveling vehicle M (see FIG. 1) stops, the heat radiating hole 5 ensures that the engine exhaust heat dissipated from the radiator 10 (see FIG. 1) is generated in the heat collecting cover 1. It is something to prevent.
Moreover, in this embodiment, as shown to Fig.3 (a), the rising height of the wall part 1d provided in the lower edge of the heat collecting plate 1a is the wall provided in the upper edge of the heat collecting plate 1a. The height of the rising portion of the portion 1b and the wall portion 1c provided on the side edge is lower, and this also prevents the engine exhaust heat from being trapped in the heat collecting cover 1.

As shown in FIG. 1, the duct 2 extends from the heat collecting cover 1 toward the wheel house H. More specifically, as shown in FIGS. 3A and 3C, the duct 2 has one end of the duct 2 fitted into the duct connecting portion 1e as shown in FIGS. 3B and 3C. After extending from the wall portion 1c of the heat collecting cover 1 to the outside in the vehicle width direction (right side in FIG. 3 (a)), the arc extends gently toward the rear.
In addition, as shown in FIG.3 (c), the duct 2 in this embodiment has the notch parts 2a and 2a formed in the edge part of the heat collecting cover 1 by the side joined to the duct connection part 1e. . As shown in FIGS. 3 (a) and 3 (b), the notches 2a and 2a form a hole 3 that penetrates the duct 2 up and down when the duct 2 is fitted and connected to the duct connecting portion 1e. To do. In the present embodiment, the hole 3 is formed to be displaced rearward from the center of the duct 2.

  As shown in FIG. 1, the end portions of the ducts 2 and 2 extending toward the wheel houses H and H are mechanically connected to the opening edges of the openings 7 and 7 formed in the inner fenders 6 and 6 described below. They are connected by fitting or welding.

  Inner fenders 6 and 6 in the present embodiment mean inner fenders in a broad sense, and partition wheel houses H and H where tires T and T are arranged. The inner fenders 6 and 6 shown in FIG. 1 are drawn integrally for convenience of drawing, but if the wheel houses H and H are partitioned, they are formed by combining a plurality of members. May be. Further, a part of a frame (not shown) forming the skeleton of the vehicle body may also serve as a part of the inner fenders 6 and 6.

  In the inner fenders 6 and 6 in the present embodiment, openings 7 and 7 are formed on the front side of the inner fenders 6 and 6. And these openings 7 and 7 are formed so that the inside of the wheel house H and H and the engine room which is not illustrated may be connected. More specifically, the openings 7 and 7 are formed on the inner side in the vehicle width direction (left and right direction in FIG. 1), and the velocity of the airflow is extremely small in the wheel houses H and H as will be described later. It is formed so as to face the airflow region C3 (see FIG. 5C).

As described above, in the tire temperature increasing device A1 according to the present embodiment, as shown in FIG. The duct 2 is fixed by bolts or the like, and is attached by fixing the duct 2 to the vehicle body (vehicle body frame or the like) via the resin band 28 with bolts or the like.
Incidentally, in the tire temperature increasing device A1 in the present embodiment, the heat collecting cover 1 and the duct 2 are fixed to the vehicle body. The tire heating device A1 can be firmly attached to the automobile M.

  As shown in FIG. 2, the tire temperature increasing device A <b> 1 in the present embodiment further includes a strake 14. The strake 14 is an aerodynamic device disposed immediately before the tire T, and the strake 14 in the present embodiment is formed of a plate-like body that hangs immediately before the tire T. The strake 14 is originally known as reducing drag (Cd value) generated when the traveling wind directly hits the tread portion of the tire T. In addition, as will be described later, the strake 14 in the present embodiment has a traveling wind that does not involve engine exhaust heat in addition to this action, and the front side of the tire T and the inner side of the tire T (the tire T in the wheel house H exists). The amount of air flowing into the wheel house H from the zone that does not) is reduced. As a result, the stroking 14 can retain the engine exhaust heat in the wheel house H more stably.

Next, the effect of the tire temperature increasing device A1 according to this embodiment will be described.
As shown in FIG. 4, when the automobile M equipped with the tire temperature increasing device A <b> 1 travels, a part of the traveling wind W received on the front side of the automobile M passes through the radiator 10. The traveling wind W that has passed through the radiator 10 is accompanied by exhaust heat from the engine and is directed toward the heat collecting cover 1 through the openings 11a and 11a of the shroud 11 (see FIG. 2) at an increased flow velocity.

  And in this tire temperature rising apparatus A1, since each of the ducts 2 and 2 extended from the heat collecting cover 1 to the left and right after extending slowly in the circular arc, it was accompanied by engine exhaust heat. The traveling wind W is distributed left and right from the heat collecting cover 1 to each of the ducts 2 and 2. Thereafter, the traveling wind W accompanied with engine exhaust heat is guided in the extending direction of the ducts 2 and 2 and guided into the wheel houses H and H.

  On the other hand, as shown in FIG. 5A, traveling wind W flows around the tire T of the traveling automobile M. Further, around the tire T, there is a surface airflow S that is pulled by the tire T rotating at a high speed and flows in the rotation direction on the surface thereof.

On the other hand, as shown in FIG. 5 (b), in the wheel house H, the traveling wind W flows from the inside of the hub 20 in the vehicle width direction from the lower part of the bumper or under the floor (not shown).
However, even in the traveling vehicle M, the airflow F in the upper part of the wheel house H (the airflow region C3 (see FIG. 5C) described later) has a remarkably small velocity, and the flowing direction is also an irregular vortex. The inventors have confirmed that a similar flow is formed. Specifically, in the measurement by the simulation performed by the present inventors, the velocity of the airflow in the upper part in the wheel house H of the automobile traveling at 30 km / h is about 1.0 to 2.0 m / s, The speed of the airflow in the upper part in the wheel house H of the automobile traveling at 90 km / h was about 3.0 to 5.0 m / s.

That is, as shown in FIG. 5C, in the wheel house H, the airflow region C1 formed mainly around the tire T and the traveling wind W inside the hub 20 (see FIG. 5B). Is divided into an airflow region C2 into which the air flows and an airflow region C3 in which the velocity of the airflow is extremely small.
In FIG. 5C, reference numeral 21 indicates a wheel on which the tire T is mounted, reference numeral 22 indicates a drive shaft, reference numeral 23 indicates a knuckle, reference numeral 24 indicates a lower arm, reference numeral 25 indicates an upper arm, Reference numeral 26 denotes a damper.
As described above, the opening 7 is formed so as to face the airflow region C3 where the velocity of the airflow is extremely small.

As a result, as shown in FIG. 4, the traveling wind W accompanied by engine exhaust heat guided by the ducts 2 and 2 of the tire temperature increasing device A <b> 1 passes through the openings 7 and 7, and the airflow region shown in FIG. Flow into C3. The engine exhaust heat stays in the airflow region C3 where the speed of the airflow is extremely low.
That is, in the tire temperature increasing device A1 of the present embodiment, the engine exhaust heat accumulated in the airflow region C3 increases the temperature of the tire T as shown in FIG. In particular, the inner surface of the tire T (the sidewall portion on the inner side in the vehicle width direction) is efficiently heated. Incidentally, the sidewall portion having a smaller rubber thickness than the tread portion facilitates heat transfer to the tire air chamber that can ensure a large heat capacity. The engine exhaust heat accumulated in the airflow region C3 maintains the increased temperature of the tire T.

  According to the tire temperature increasing device A1 as described above, the temperature of the tire T is increased by the engine exhaust heat accumulated in the wheel house H, and the increased temperature is maintained, so that the rolling resistance of the tire T can be reduced. it can. As a result, the fuel efficiency of the automobile M is improved.

  Further, the tire temperature increasing device A1 is different from a conventional tire temperature increasing device (for example, see Patent Document 1 and Patent Document 2) in which warm air is sprayed on the surface of the tire to increase the temperature of the tire, The temperature of the tire T is increased by the engine exhaust heat accumulated in the wheel house H, and the increased temperature is maintained. Therefore, an accelerating fan and a compression device are not required to spray hot air on the surface of the tire. Therefore, according to the tire temperature increasing device A1, unlike the conventional tire temperature increasing device (see, for example, Patent Document 1 and Patent Document 2), the electric power consumed for driving the fan and the compression device for accelerating the hot air is supplied. Therefore, since no extra load is applied to the engine, the fuel efficiency of the automobile M can be improved with certainty.

  Further, unlike the conventional tire temperature increasing device (see, for example, Patent Document 1 and Patent Document 2), the tire temperature increasing device A1 does not require a fan or a compression device for accelerating hot air. There is no need for a control system for the compressor. As a result, the tire temperature increasing device A1 has a simpler configuration than the conventional tire temperature increasing device, so that the number of parts and the manufacturing cost can be reduced. And tire temperature raising apparatus A1 can contribute to the improvement of a fuel consumption also by reducing the number of parts and reducing the weight of the motor vehicle M.

  Moreover, in the conventional tire temperature raising apparatus (for example, refer to Patent Document 1 and Patent Document 2), the temperature of the tire surface is increased by spraying warm air. Easily escape to the surrounding atmosphere. On the other hand, the tire temperature increasing device A1 constantly increases the temperature of the tire T and maintains the increased temperature of the tire T by the engine exhaust heat accumulated in the wheel house H, and thus contributes to the tire T. The total amount of heat (total amount of heat in the airflow region C3) is large, and heat can be continuously and stably supplied to the tire T (without interruption). As a result, the tire temperature increasing device A1 is superior in thermal efficiency to increase the temperature of the tire T and maintain the increased temperature as compared with the conventional tire temperature increasing device.

  Further, according to the tire temperature increasing device A1, the ducts 2 and 2 extend leftward and rightward from the heat collecting cover 1 provided at the rear of the radiator 10, and then gently extend toward the rear in a circular arc. Even without using a fan or a compression device, the traveling wind W accompanied by engine exhaust heat can be smoothly guided into the wheel houses H and H. And according to this tire temperature rising apparatus A1, since the guide route of the driving | running | working wind W can be laid out along the inner wall of an engine room, for example, the space between a radiator and an engine, the inner wall of an engine room And the space between the battery, the modulator of the brake, the reserve tank of the radiator, and the auxiliary machines such as the intake resonator can be used effectively.

  Further, in the tire heating device A1, since the hole 3 (see FIGS. 3A and 3B) penetrating the duct 2 is formed, for example, as shown in FIG. 4, it is arranged in the engine room. Further, when the pipe 30 of the air conditioner compressor 29 extends upward from below the engine room, the pipe 30 can be passed through the hole 3. That is, in this tire temperature raising apparatus A1, it is possible to arrange the tire 2 without changing the route through which the existing pipe 30 extends and without bypassing the duct 30 and bypassing the duct 2.

  Further, according to the tire temperature increasing device A1, since one end of the duct 2 is fitted into the duct connecting portion 1e and the heat collecting cover 1 and the duct 2 are integrated, any of the heat collecting cover 1 and the duct 2 separated from each other. One of them can be attached to the vehicle body first, and then the other can be attached to the vehicle body. Incidentally, when the pipe 30 is passed through the hole 3, the pipe 30 is put in the notches 2a and 2a of the duct 2 in advance, and then one end of the duct 2 is fitted into the duct connection part 1e. Even after 30 is attached to the air conditioner compressor 29, the pipe 30 can be easily passed through the hole 3.

  Further, as shown in FIG. 2, the tire temperature increasing device A1 has the stroking 14 immediately before the tire T, so that the traveling wind without exhaust heat from the engine flows through the lower portion of the bumper, the floor, etc. To avoid hitting from the front. That is, the stroking 14 reduces the amount of air that travels without engine exhaust heat collides with the tire T and then flows into the wheel house H. More specifically, the strake 14 reduces the traveling wind W that does not involve engine exhaust heat flowing around the tire T shown in FIG. 5A, so that the surface airflow S and the traveling wind W collide with each other. The flow rate leaking out of the wheel house H is reduced. Moreover, the stroking 14 can suppress the flow rate of the traveling wind W that does not involve engine exhaust heat flows into the upper portion of the wheel house H even in the case shown in FIG. In other words, the airflow region C2 shown in FIG. 5C is reduced, and the airflow region C3 in which the velocity of the airflow is extremely small in the wheel house H is expanded. As a result, the tire temperature increasing device A1 makes the engine exhaust heat stay in the wheel house H in a larger area more stably. Therefore, according to the tire temperature increasing device A1, the thermal efficiency for increasing the temperature of the tire T and maintaining the increased temperature of the tire T is further improved.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can implement with a various form.
In the above embodiment, one end of the duct 2 is fitted into the duct connecting portion 1e of the heat collecting cover 1 so that the heat collecting cover 1 and the duct 2 are integrated. And the duct 2 may be molded in advance so as to be integrated.

  In the said embodiment, although the hole 3 is formed in the duct 2, this invention may have the duct 2 in which the hole 3 is not formed.

  In the above-described embodiment, the one having the heat collecting cover 1 and the duct 2 having the same structure except that the left and right are symmetrical has been described. However, the present invention may be asymmetric. FIG. 6 referred to here is a plan view partially showing the front side of the automobile on which the tire heating device of another embodiment is mounted. In addition, in another embodiment shown in FIG. 6, the same code | symbol is attached | subjected about the component same as the said embodiment, and the detailed description is abbreviate | omitted.

  As shown in FIG. 6, in the tire temperature increasing device A2 according to another embodiment herein, an intake resonator 31 is disposed on the back side of the radiator 10, and an electrical fuse box 32 is disposed in the left front corner of the engine room. It is mounted on the automobile M. More specifically, in the tire temperature increasing device A2, the length in the vehicle width direction (left and right direction in FIG. 6) is longer than that of the right heat collecting cover 1 so that the left heat collecting cover 1 avoids the intake resonator 31. Is also formed short.

  Further, in this tire temperature increasing device A2, the length of the duct 2 extending from the left heat collecting cover 1 to the outside in the vehicle width direction (left side in FIG. 6) so that the left duct 2 avoids the fuse box 32. It is shorter than the right duct 2. And while the right duct 2 extends substantially straight rearward to the opening 7 of the inner fender 6, the left duct 2 is inclined outward in the vehicle width direction (left side in FIG. 6). It extends to the opening 7 of the inner fender 6. Incidentally, a hole 3 is not formed in the left duct 2 unlike the right duct 2.

  Moreover, in the said embodiment, although the heat collecting cover 1 is being fixed with the volt | bolt etc. with respect to the vehicle body (vehicle body frame | skeleton etc.) via the stay 27, this invention collects the heat collecting cover 1 like the radiator 10 or the shroud 11a. It may be attached to a vibrating member. In this case, it is preferable that the duct 2 is provided with a buffer portion (not shown) formed of a bellows boot or the like in the middle of extending toward the wheel house H.

  Moreover, although the tire temperature increasing device applied to the engine vehicle has been described in the above embodiment, the present invention may be applied to an electric vehicle (including a hybrid vehicle and a fuel cell vehicle) whose motor is a motor. Good.

DESCRIPTION OF SYMBOLS 1 Heat collection cover 1e Duct connection part 2 Duct 3 Hole 5 Radiation hole 6 Inner fender 7 Opening 10 Radiator 14 Stroke A1 Tire temperature rising device A2 Tire temperature rising device H Wheelhouse M Automobile T Tire W Running wind

Claims (3)

  A tire temperature raising apparatus characterized in that a heat collector exhaust heat collected by providing a heat collection cover behind a radiator is guided and retained in a wheel house through a duct connected to the heat collection cover.   The tire heating device according to claim 1, wherein the heat collecting cover is formed in a hood shape that partially covers a back side of the radiator.   The tire heating device according to claim 1 or 2, wherein the heat collecting cover has a heat radiating hole.

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