JP6428812B2 - Tire deflector device - Google Patents

Description

  The present invention relates to a tire deflector device in which a deflector that is convex downward as viewed from the vehicle front-rear direction is disposed at the bottom of a vehicle in front of a front wheel.

Generally, it is known that the area around the front wheels (so-called front tires) is a factor that generates air resistance. Specifically, if the driving wind from the front of the vehicle enters the wheel house and then flows out from the wheel house to the side of the vehicle, the side flow of the vehicle is disturbed and adversely affects the air drag coefficient (so-called Cd value). How to reduce the traveling wind entering the house is important from the viewpoint of improving the Cd value.
Conventionally, a tire deflector structure disclosed in Patent Document 1 has already been invented for the purpose of improving the above-mentioned Cd value.

  That is, the one disclosed in Patent Document 1 is provided with a spat that protrudes downward in the vehicle at a position facing the front wheel in the tire deflector structure, and bulges upward in the vehicle width direction inside the spat. The bulging part which forms is formed, Comprising: The driving | running | working wind which flows through the said bulging part at the time of vehicle driving | running | working is led to a brake device, and a braking device is cooled with the said driving | running | working wind.

  In the conventional structure disclosed in Patent Document 1, since the traveling wind flowing through the bulging portion is actively taken into the wheel house, the traveling wind after cooling the brake device is transferred from the wheel house to the vehicle side surface. When the air flowed out, the vehicle side flow was disturbed by the air flow and the Cd value deteriorated, so there was room for improvement.

Japanese Patent No. 3543711

  In view of this, the present invention provides a tire deflector device capable of preventing the traveling wind from entering the wheel house by suppressing the traveling wind directly hitting the front wheels and improving the air drag coefficient (Cd value). Objective.

  The tire deflector device according to the present invention is a tire deflector device in which a deflector that is convex downward when viewed from the front-rear direction of the vehicle is disposed at the bottom of the vehicle in front of the front wheels, and the deflector is located on the inner side in the vehicle width direction. A wind portion and a second wind guide portion located on the outer side in the vehicle width direction, wherein the first wind guide portion has a gentle slope that slopes backward and downward so as not to overlap the front wheel in the vehicle width direction. And the second wind guide portion includes a guide surface that guides the traveling wind rearward, and a vertical wall portion that extends downward from the rear portion of the guide surface and extends in the vehicle width direction. It is in a position overlapping with the front wheel including the innermost side in the vehicle width direction of the front wheel, the guide surface is arranged so that the ground height is higher than the gentle slope, and the first air guide portion and the second air guide portion Are arranged adjacent to each other.

  According to the above configuration, the traveling wind that does not overlap the front wheels in the vehicle width direction (the traveling wind that passes through the first wind guide portion) flows from the front of the vehicle to the rear of the vehicle as it is, and is the most in the vehicle width direction of the front wheels in the vehicle width direction. After applying only the traveling wind (running wind passing through the second wind guide section) overlapping the front wheel including the inner side to the vertical wall so as not to hit the front wheel, the flow of the traveling wind is By changing to the lower side and the vehicle width direction outer side, it is possible to prevent the traveling wind after the front wheel direct hit from being caught in the wheel house and to improve the Cd value around the front wheel.

In one embodiment of the present invention, the front wheel suspension component or the front wheel steering component is configured not to overlap with the extended line of the gentle slope in the vehicle vertical direction.
The above-described front wheel suspension parts include suspension arms such as a lower arm and a stabilizer, and the above-described front wheel steering parts include a steering rod and the like.

  According to the above configuration, the traveling wind passing through the first air guide portion is gently inclined downward on a gentle slope and flows toward the rear of the vehicle. In this case, the suspension arm connected to the front wheels (particularly, the knuckle portion thereof) Since the gentle slope is set so that the traveling wind does not hit the front wheel suspension parts such as the front wheel and the front wheel steering parts such as the steering rod, the traveling wind can be rectified.

  In one embodiment of the present invention, a boundary portion between the first air guiding portion and the second air guiding portion is located on the inner side in the vehicle width direction than the innermost side of the front wheel.

  According to the above configuration, since the boundary line portion described above is positioned on the inner side in the vehicle width direction than the innermost side of the front wheel, the traveling wind passing through the second air guiding portion is prevented from being caught in the wheel house. Can do.

  In addition, it is preferable that the said boundary part is located in the inner side of a vehicle width direction 5-40 mm rather than the innermost side of a front wheel. In other words, when the travel wind flows in from diagonally forward when it is less than 5 mm and hits the front wheels, and the travel wind enters the wheel house, the Cd value deteriorates, whereas when it exceeds 40 mm, the wheel house Even the traveling wind which does not naturally enter the inside is controlled downward by the guide surface and the vertical wall portion of the second air guiding portion, and peeling occurs at the lower end of the vertical wall portion, thereby deteriorating the Cd value. Therefore, the above range is preferable.

  In one embodiment of the present invention, the height in the vehicle vertical direction between the lower end of the vertical wall portion and the rear end of the gentle slope is substantially equal.

  According to the above configuration, the heights of the lower end of the vertical wall at the rear end of the deflector and the rear end of the gentle slope located at the rear end of the deflector are aligned, so stress concentration applied to the boundary of the vertical wall is reduced. It is possible to effectively disperse and to improve the rigidity of the rear end portion of the deflector.

  According to this invention, by suppressing the traveling wind that hits the front wheels directly, the traveling wind can be prevented from entering the wheel house, and the air drag coefficient (Cd value) can be improved.

Front view of essential parts of vehicle equipped with tire deflector device of the present invention Left side view of FIG. Bottom view of FIG. The perspective view which shows the vehicle provided with the tire deflector apparatus of this invention in the state looked up from diagonally downward Perspective view of the deflector attached to the splash shield Enlarged bottom view showing deflector Enlarged perspective view showing the deflector as seen from diagonally below (A) is an enlarged front view of the deflector, (b) is an enlarged side view of the deflector. (A) is arrow sectional drawing of the principal part in alignment with the AA of FIG. 6, (b) is the elements on larger scale which show the other Example of a vertical wall part. (A) is a sectional view taken along line XX in FIG. 6, and (b) is a sectional view taken along line YY in FIG.

  The purpose of preventing the traveling wind from entering the wheel house and suppressing the traveling wind directly hitting the front wheels is to improve the air drag coefficient (Cd value). A tire deflector device in which a deflector is disposed at the bottom of a vehicle in front of a front wheel, and the deflector includes a first wind guide portion located on the inner side in the vehicle width direction and a second wind guide portion located on the outer side in the vehicle width direction. The first wind guide portion has a gentle slope that slopes rearwardly downward, is in a position that does not overlap the front wheel in the vehicle width direction, and the second wind guide portion has a guide surface that guides the traveling wind backward. And a vertical wall portion extending downward from the rear portion of the guide surface and extending in the vehicle width direction, and overlapping with the front wheel including the innermost side in the vehicle width direction of the front wheel in the vehicle width direction, The guide surface is higher above the gentle slope It is disposed, and the first air guide section and the second air guide section is realized in configurations that are arranged adjacent to each other.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawings show a tire deflector device, FIG. 1 is a front view of a main part of a vehicle equipped with the tire deflector device, FIG. 2 is a left side view of FIG. 1, FIG. 3 is a bottom view of FIG. It is a perspective view which shows the vehicle provided with in the state which looked up from diagonally downward.

  1 to 4, a front bumper face 10 located in front of the engine room is provided, and a front grille 11 is provided at the center of the front bumper face 10 in the vehicle width direction as shown in FIG. A traveling wind introduction section 12 (however, only the traveling wind introduction section 12 on the left side of the vehicle is shown) is provided at the lower part of the front bumper face 10 on both the left and right sides in the vehicle width direction.

  A front fender panel that covers the side part of the engine room is continuously attached to both rear portions of the front bumper face 10 in the vehicle width direction, while the upper majority of the front wheel 13 (so-called front tire) is separated and covered. A house portion 14 is formed.

  The wheel house portion 14 includes a wheel house inner and a wheel house outer, and the wheel arch portion formed by the wheel house inner and the wheel house outer has a front wheel 13 facing surface side as shown in FIG. Thus, a splash shield (so-called mudguard member) 15 is provided.

  As shown in FIG. 1, a deflector 20 that is convex downward as viewed from the front-rear direction of the vehicle is disposed at the bottom of the vehicle in front of the front wheels 13. Although only the deflector 20 in front of the front wheel 13 on the left side of the vehicle is shown in the drawing, the deflector 20 on the left side of the vehicle and a deflector having a left-right symmetric structure or a substantially left-right symmetric structure are also arranged in front of the front wheel on the right side of the vehicle.

  As shown in FIGS. 3 and 4, an under cover 16 (specifically, a center under cover) is provided at the bottom of the vehicle between the left and right deflectors 20 for rectifying traveling wind flowing through the bottom of the vehicle.

  5 is a perspective view of the deflector 20 attached to the splash shield 15. FIG. 6 is an enlarged bottom view of the deflector 20 as a single unit. FIG. 8 (a) is an enlarged front view of the deflector 20 alone, FIG. 8 (b) is an enlarged side view of the deflector 20 alone, and FIG. 9 (a) is a main portion taken along line AA in FIG. FIG. 9B is a partially enlarged sectional view showing another embodiment of the vertical wall structure. 10A is a cross-sectional view taken along line XX in FIG. 6, and FIG. 10B is a cross-sectional view taken along line YY in FIG.

  As shown in FIGS. 3 and 6, the deflector 20 includes a first air guide portion 21 located on the inner side in the vehicle width direction, a second air guide portion 22 located on the outer side in the vehicle width direction, and the first guide member. A side wall 26 as a connecting portion that connects the wind portion 21 and the second air guide portion 22 in the vehicle vertical direction and extends in the vehicle longitudinal direction is integrally formed of a material such as synthetic resin or fiber reinforced plastic, When the deflector 20 is attached to the bottom of the vehicle, as shown in FIG. 3, the first air guide portion 21 is in a position that does not overlap the front wheel 13 in the vehicle width direction, and the second air guide portion described above. Reference numeral 22 denotes a position overlapping the above-described front wheel 13 in the vehicle width direction.

  As shown in FIGS. 6, 7, and 8, the first air guide portion 21 described above has a gentle slope 23 that extends in the vehicle front-rear direction and slopes backward and downward. In this embodiment, the inclination angle of the gentle slope 23 with respect to the virtual horizontal line is set to about 10 degrees, but is not limited to this value.

  As shown in FIGS. 6, 7, and 8, the second air guide portion 22 described above includes a substantially horizontal flat surface 24 that extends in the vehicle front-rear direction as a guide surface that guides the traveling wind from the front of the vehicle to the rear, A vertical wall portion 25 extends obliquely downward from the rear portion of the flat surface 24 and extends in the vehicle width direction. The length of the vertical wall portion 25 extending in the vehicle width direction substantially corresponds to the length of the rear portion of the flat surface 24 in the vehicle width direction.

  And the flat surface 24 as the above-mentioned guide surface is arrange | positioned so that the ground height may become higher than the above-mentioned gentle slope 23. FIG. That is, the flat surface 24 is formed so as to be recessed upward with respect to the gentle slope 23.

  Thereby, the traveling wind that does not overlap the front wheels 13 in the vehicle width direction, that is, the traveling wind that passes through the first air guide portion 21 flows from the front of the vehicle to the rear of the vehicle as it is, and the traveling wind that overlaps with the front wheels 13 in the vehicle width direction, That is, after only hitting the front wall 13 with the traveling wind passing through the second air guide section 22, the flow of the traveling wind is lowered downward in the vertical wall section 25 and the vehicle width. By changing to the outside in the direction, it is configured to prevent the traveling wind after the direct hit of the front wheel 13 from being caught in the wheel house part 14 and to improve the Cd value around the front wheel 13.

  As shown in FIGS. 6 and 7, the outside in the vehicle width direction of the gentle slope 23 in the first air guide portion 21 and the inside in the vehicle width direction of the flat surface 24 in the second air guide portion 22 extend in the vertical direction. 26.

  As shown in FIGS. 3 and 6, the first air guide portion 21 and the second air guide portion 22 described above are disposed adjacent to each other, and the first air guide portion 21 and the second air guide portion 22. 22, in other words, the lower end of the side wall 26 is located further on the inner side in the vehicle width direction than the innermost side (the innermost side in the vehicle width direction) of the front wheel 13 as shown in FIG. 3. Is formed.

  In this way, by positioning the above-described boundary portion 27 on the inner side in the vehicle width direction than the innermost side of the front wheel 13, traveling wind passing through the second air guide portion 22 is prevented from being caught in the wheel house portion 14. It is comprised so that it may do.

  Here, it is preferable that the boundary portion 27 described above is located 5 to 40 mm inward in the vehicle width direction from the innermost side of the front wheel 13.

  That is, in the case of less than 5 mm, the traveling wind flowing in from diagonally forward hits the front wheel 13 and the traveling wind enters the wheel house part 14 to deteriorate the Cd value, while exceeding 40 mm. Even the traveling wind that does not naturally enter the wheel house portion 14 is controlled downward by the flat surface 24 and the vertical wall portion 25 of the second air guide portion 22, and peeling occurs at the lower end of the vertical wall portion 25. , Cd value deteriorates. For this reason, the above-mentioned range is preferable.

  As shown in FIGS. 5 and 6, a rising piece 28 having a relatively small vertical dimension is provided on the front portion of the above-described gentle slope 23 and the front portion of the above-described flat surface 24 or the outer end portion in the vehicle width direction. The flange portion 29 is integrally connected through the vias.

  As shown in FIGS. 5, 6, and 7, the flange portion 31 is integrally connected to the inner end portion of the gentle slope 23 in the vehicle width direction via a rising piece 30 having a relatively small vertical dimension. ing.

  Here, the rising piece 28 and the flange portion 29 are formed in a substantially arc shape in plan view, while the rising piece 30 and the flange portion 31 are formed in a linear shape extending in the vehicle front-rear direction in plan view. (See FIG. 6).

  Further, the rising piece 28 and the flange portion 29 are connected so as to have an L-shaped cross section (specifically, a lateral L-shape). Similarly, the rising piece 30 and the flange portion 31 are These are connected so as to be L-shaped in cross section (specifically, L-shaped in the horizontal direction), whereby the rigidity of the deflector 20 is improved (see FIG. 7).

  Further, a plurality of attachment portions 32... For the vehicle bottom portion are formed on the flange portions 29 and 30 described above.

  On the other hand, as shown in FIG. 5, the lower end of the front portion of the splash shield 15 is provided at the rear end of the deflector 20, specifically, the gentle slope 23, the flat surface 24, the side wall 26, and the rear ends of the flange portions 29 and 31. A mounting piece 33 extending in the vertical direction is integrally formed so as to conform to the curved shape in FIG. 5, and a plurality of mounting portions 34 are formed on the mounting piece 33, and the mounting piece 33 is attached using the mounting portion 34. The deflector 20 is configured to be supported by the splash shield 15 by being attached to the front lower front surface of the splash shield 15.

  As shown in FIG. 2, in the vertical direction of the vehicle, the above-mentioned gentle slope 23 is extended to the rear of the vehicle (EXT). Suspension arms such as a lower arm, front wheel suspension parts such as a stabilizer, and front wheel steering parts such as a steering rod Are configured not to overlap.

  The traveling wind passing through the first air guide portion 21 is gently inclined downward on the gentle slope 23 and flows backward in the vehicle. In this case, the suspension arm connected to the front wheel 13 (particularly, the knuckle portion thereof). The traveling wind is rectified by setting the inclination angle of the gentle slope 23 so that the traveling wind does not hit the front wheel suspension parts such as the steering wheel and the front wheel steering parts such as the steering rod.

  As shown in FIG. 7, the height in the vehicle vertical direction between the lower end of the vertical wall portion 25 and the rear end of the gentle slope 23 is substantially the same.

  Thus, by aligning the heights of the lower end of the vertical wall portion 25 and the rear end of the gentle slope 23 at the rear end portion of the deflector 20, the stress concentration applied to the boundary of the vertical wall portion 25 can be effectively dispersed. The rear end portion of the deflector 20 is improved in rigidity.

  By the way, as shown in FIG.6, FIG.7, FIG.10, the boundary part 27 of the above-mentioned 1st air guide part 21 and the side wall 26 as a connection part is formed in the curved-shaped curved part 40. FIG. That is, since the flat surface 24 of the second air guide portion 22 is formed to have a high ground height with respect to the gentle slope 23 of the first air guide portion 21, the flat surface 24 between the flat surface 24 and the gentle slope 23 described above is formed. As shown in FIGS. 4 and 7, a step in the vertical direction substantially corresponding to the height of the side wall 26 is formed. Therefore, a boundary portion 27 between the both 24 and 23 is continuously provided by a curved portion 40 having a curved shape.

Thereby, when the traveling wind that flows obliquely outward from the inner front in the vehicle width direction flows from the first air guide portion 21 to the second air guide portion 22, the first air guide portion 21 and the second air guide portion 21 It flows along the curved portion 40 existing between the steps with the air guide portion 22, and the traveling wind flows to the second air guide portion 22 without peeling off at the curved portion 40, and then the rear portion of the second air guide portion 22. By being controlled to hit the vertical wall portion 25, the traveling wind is prevented from entering the wheel house portion 14, and the Cd value around the front wheel 13 is improved.
Here, the bending portion 40 described above is formed in the range of the bending radius of the cross section from 5 mm to 40 mm.

  That is, when the cross-sectional bend radius of the curved portion 40 is less than 5 mm, the traveling wind is peeled off. On the other hand, when the cross-sectional bend radius of the curved portion 40 exceeds 40 mm, the deflector 20 itself is enlarged. Because the ground clearance is low, the above range is set.

  Thus, by setting the cross-sectional bending radius of the curved portion 40 within the range of 5 to 40 mm, the traveling wind flowing from the front in the vehicle width direction toward the diagonally outer side is reliably controlled, and the first wind guide When the traveling wind flows from the portion 21 to the second air guide portion 22, the separation is more reliably prevented.

  Further, the curved portion 40 described above is formed continuously in the vehicle front-rear direction from the front end portion to the rear end portion on the outer side in the vehicle width direction of the first air guide portion 21, thereby the first air guide portion 21 and the first air guide portion 21. The curved portion 40 is continuously formed in all the front-rear direction of the step existing between the two air guide portions 22, and the flow of the traveling wind from the front in the vehicle width direction is reliably controlled, It is configured to further prevent the separation of the traveling wind.

  Further, the cross-sectional bending radius of the curved portion 40 is larger than the cross-sectional bending radius of the front portion of the deflector 20, so that the cross-sectional bending radius of the rear portion of the deflector 20 is larger. Even if the step with the air guide portion 22 increases toward the rear of the vehicle, the deflector 20 is easily formed.

  Incidentally, as shown in FIG. 9A, the flat surface 24 described above is a substantially horizontal portion arranged substantially horizontally in the vehicle front-rear direction, and is at least the lower end portion of the vertical wall portion 25 (see FIG. 9). In the embodiment shown in (a), the angle θ (forward tilt angle) formed by the virtual wall VER orthogonal to the flat surface 24 that is the substantially horizontal portion is 20 (the whole including the lower end of the vertical wall portion 25). It is formed in the range of degrees to 45 degrees.

  That is, when the aforementioned forward tilt angle θ is less than 20 degrees, whirls are formed at the vehicle width direction end of the vertical wall portion 25, while when the forward tilt angle θ exceeds 45 degrees, Since the height of the collision wheel where the traveling wind hits the front wheel 13 becomes remarkably high, it is set within the above range.

  Thus, by providing the flat portion 24 that is a substantially horizontal portion in front of the vertical wall portion 25 in the vehicle, and by tilting the vertical wall portion 25 forward within the above range, the amount of traveling wind hitting the vertical wall portion 25 can be reduced. In this way, the wind that flows behind the side surface of the front wheel 13 is controlled so that the traveling wind is not caught in the wheel house portion 14, thereby improving the Cd value around the front wheel 13.

  In the embodiment shown in FIG. 9A, the entire vertical wall portion 25 is inclined to the front high rear low shape within the range of the forward inclination angle θ, but as shown in FIG. Only the lower end 25a of the vertical wall 25 may be tilted forward within the above range.

  As shown in FIG. 9B, the height H in the vertical direction for tilting the lower end 25a of the vertical wall 25 may be at least about 10 mm from the lower end 25b.

  In addition, the second wind guide portion 22 and the vertical wall portion 25 described above are provided at a position overlapping the front wheel 13 including the innermost side in the vehicle width direction of the front wheel 13 in the vehicle width direction. In this configuration, the flow of the traveling wind that strikes directly on the vertical wall 13 is reliably suppressed by the vertical wall portion 25.

  In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow OUT indicates the outer side in the vehicle width direction, arrow IN indicates the inner side in the vehicle width direction, and arrow UP indicates the upper side of the vehicle. .

  Thus, the tire deflector device of the above embodiment is a tire deflector device in which the deflector 20 that is convex downward as viewed from the front-rear direction of the vehicle is disposed at the bottom of the vehicle in front of the front wheels 13, and the deflector 20 has a vehicle width. A first air guide portion 21 located on the inner side in the direction and a second air guide portion 22 located on the outer side in the vehicle width direction, and the first air guide portion 21 has a gentle slope 23 that inclines backward. The second wind guide portion 22 is in a position not overlapping the front wheel 13 in the vehicle width direction, and the second wind guide portion 22 guides the traveling wind backward (see the flat surface 24) and the rear portion of the guide surface (flat surface 24). And has a vertical wall portion 25 extending in the vehicle width direction and overlapping with the front wheel 13 including the innermost side in the vehicle width direction of the front wheel 13 in the vehicle width direction. The surface (flat surface 24) is more ground than the gentle slope 23. High is arranged so that the higher, the above first airflow guidance section 21 and the second airflow guidance section 22 in which is disposed adjacent (FIG. 1, FIG. 3, see FIG. 4).

  According to this configuration, traveling wind that does not overlap the front wheels 13 in the vehicle width direction (traveling wind passing through the first air guide portion 21) flows from the front of the vehicle to the rear of the vehicle as it is, and the vehicle width of the front wheels 13 in the vehicle width direction. The vertical wall portion is temporarily applied to the vertical wall portion 25 so that only the traveling wind (traveling wind passing through the second air guide portion 22) overlapping the front wheel 13 including the innermost side of the direction does not hit the front wheel 13. In 25, the flow of the traveling wind is changed downward and to the outside in the vehicle width direction, so that the traveling wind after hitting the front wheel 13 is prevented from being caught in the wheel house part 14 and the Cd value around the front wheel 13 is improved. Can be planned.

  In one embodiment of the present invention, the front wheel suspension part or the front wheel steering part is configured not to overlap with the extension line (EXT) of the gentle slope 23 in the vehicle vertical direction (see FIG. 2).

  According to this configuration, the traveling wind passing through the first air guide portion 21 is gently inclined downward on the gentle slope 23 and flows toward the rear of the vehicle. In this case, the traveling wind is connected to the front wheel 13 (particularly, the knuckle portion thereof). Since the gentle slope 23 is set so that the running wind does not hit the front wheel suspension parts such as the suspension arm and the front wheel steering parts such as the steering rod, the running wind can be rectified.

  In one embodiment of the present invention, the boundary portion 27 between the first air guide portion 21 and the second air guide portion 22 is located on the inner side in the vehicle width direction than the innermost side of the front wheel 13 ( (See FIG. 3).

  According to this configuration, the boundary line portion 27 described above is positioned on the inner side in the vehicle width direction than the innermost side of the front wheel 13, so that the traveling wind passing through the second air guide portion 22 is wound into the wheel house portion 14. Can be prevented.

  The boundary 27 is preferably located 5 to 40 mm inward in the vehicle width direction from the innermost side of the front wheel 13. That is, in the case of less than 5 mm, the traveling wind flowing in from diagonally forward hits the front wheel 13 and the traveling wind enters the wheel house part 14 to deteriorate the Cd value, while exceeding 40 mm. Even the traveling wind that does not naturally enter the wheel house portion 14 is controlled downward by the guide surface (flat surface 24) of the second air guide portion 22 and the vertical wall portion 25, and is peeled off at the lower end of the vertical wall portion 25. As a result, the Cd value deteriorates. Therefore, the above range is preferable.

  In one embodiment of the present invention, the height in the vehicle vertical direction of the lower end of the vertical wall portion 25 and the rear end of the gentle slope 23 is substantially equal (see FIG. 7).

  According to this configuration, the lower end of the vertical wall portion 25 at the rear end portion of the deflector 20 and the rear end of the gentle slope 23 located at the rear end portion of the deflector 20 are aligned. The concentrated stress can be effectively dispersed, and the rigidity of the rear end portion of the deflector 20 can be improved.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The guide surface of the present invention corresponds to the substantially horizontal flat surface 24 extending in the vehicle longitudinal direction of the embodiment,
The present invention is not limited to the configuration of the above-described embodiment.

  As described above, the present invention is useful for a tire deflector device in which a deflector that is convex downward as viewed from the front-rear direction of the vehicle is disposed at the bottom of the vehicle in front of the front wheels.

DESCRIPTION OF SYMBOLS 13 ... Front wheel 20 ... Deflector 21 ... 1st wind guide part 22 ... 2nd wind guide part 23 ... Slow slope 24 ... Flat surface (guide surface)
25 ... Vertical wall portion 27 ... Boundary portion

Claims (4)

A tire deflector device in which a deflector that is convex downward when viewed from the vehicle front-rear direction is disposed at the bottom of the vehicle in front of the front wheels,
The deflector includes a first air guide portion located on the inner side in the vehicle width direction, and a second air guide portion located on the outer side in the vehicle width direction,
The first air guide part has a gentle slope that slopes backward and is in a position that does not overlap the front wheel in the vehicle width direction,
The second wind guide portion includes a guide surface that guides the traveling wind rearward, and a vertical wall portion that extends downward from the rear portion of the guide surface and extends in the vehicle width direction. It is in a position that overlaps the front wheel including the innermost part in the vehicle width direction,
The guide surface is arranged so that the ground height is higher than the gentle slope,
The tire deflector device, wherein the first air guide portion and the second air guide portion are disposed adjacent to each other. The tire deflector device according to claim 1, wherein a front-wheel suspension part or a front-wheel steering part is configured not to overlap with an extension line of the gentle slope in a vehicle vertical direction. 3. The tire deflector device according to claim 1, wherein a boundary portion between the first air guiding portion and the second air guiding portion is located on the inner side in the vehicle width direction than the innermost side of the front wheel. The tire deflector device according to any one of claims 1 to 3, wherein heights in a vehicle vertical direction between a lower end of the vertical wall portion and a rear end of the gentle slope are substantially equal.

Images