JP6485472B2 - 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, a second wind guide portion located on the outer side in the vehicle width direction, a connecting portion that connects the first wind guide portion and the second wind guide portion in the vehicle vertical direction and extends in the vehicle longitudinal direction, The second wind guide portion includes a vertical wall portion that extends downward from the rear portion of the second wind guide portion and extends in the vehicle width direction, and is inclined so that the upper end is positioned forward of the lower end . The second wind guide portion is the first wind guide portion. And a curved portion is formed between the first air guiding portion and the connecting portion, and a plurality of the second air guiding portions at the outer end in the vehicle width direction are arranged with respect to the vehicle bottom portion. A flange portion having a deflector fastening portion. Fastening portion of the rear end of the motor fastening portion and is provided in the vehicle width direction outer side portion of the vertical wall portion of the flange portion.

  According to the above configuration, when the traveling wind that flows from the inner front side or the lateral direction in the vehicle width direction flows from the first air guiding unit to the second air guiding unit, the first air guiding unit and the second air guiding unit. It flows along the curved portion existing between the steps with the wind portion, and the traveling wind flows to the second wind guide portion without peeling off at the curved portion, and then hits the vertical wall portion at the rear of the second wind guide portion. Since the flow of the traveling wind that hits the vertical wall is changed downward so that it does not hit the front wheels directly, the traveling wind can be prevented from entering the wheel house, The Cd value can be improved.

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 vehicle front-rear direction 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 guide portion; a second wind guide portion located outside in the vehicle width direction; and a connecting portion that connects the first wind guide portion and the second wind guide portion in the vehicle vertical direction and extends in the vehicle longitudinal direction. The second wind guide portion has a vertical wall portion extending downward from the rear portion of the second wind guide portion and extending in the vehicle width direction, and the second wind guide portion is formed to have a higher ground height than the first wind guide portion. A curved portion is formed between the first wind guide portion and the connecting portion, and a flange portion having a deflector fastening portion with respect to a vehicle bottom portion is provided at a front end of the second wind guide portion, and the flange portion and the second Between the wind guide section and the second wind guide section, In which the rising portion standing amounting to substantially arc shape toward the di portion is provided.

  In one embodiment of the present invention, the curved portion is formed with a cross-sectional bend radius within a range of 5 mm to 40 mm.

The above configuration has the following effects.
That is, when the cross-sectional bend radius of the curved portion 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 exceeds 40 mm, the deflector itself increases in size to increase the ground height. Becomes lower.

  Therefore, by setting the cross-sectional bending radius of the curved portion within a range of 5 mm to 40 mm, the flow of the traveling wind from the front in the vehicle width direction to the lateral direction can be reliably controlled. 2 It is possible to more reliably prevent the traveling wind from being peeled off from the wind guide section.

  In one embodiment of the present invention, the curved portion is formed continuously 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.

  According to the above configuration, since the curved portion is continuously formed in all the front-rear direction of the step existing between the first air guide portion and the second air guide portion, from the vehicle width direction inner front side to the lateral direction. It is possible to reliably control the flow of the traveling wind and further prevent the traveling wind from being separated.

  In one embodiment of the present invention, the cross-sectional bending radius of the curved portion is formed such that the cross-sectional bending radius of the rear portion of the deflector is larger than that of the front portion of the deflector.

  According to the above configuration, even if the step between the first wind guide portion and the second wind guide portion increases toward the rear of the vehicle, the deflector can be easily configured by setting the cross-sectional bending radius. it can.

  According to the present invention, by suppressing the traveling wind that hits the front wheels directly, there is an effect that the traveling wind does not enter 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). In the tire deflector device in which the deflector is disposed at the bottom of the vehicle in front of the front wheels, the deflector includes a first wind guide portion located on the inner side in the vehicle width direction, a second wind guide portion located on the outer side in the vehicle width direction, and the first A connecting portion that connects the wind guide portion and the second wind guide portion in the vehicle vertical direction and extends in the vehicle front-rear direction, extends downward from the rear portion of the second wind guide portion, extends in the vehicle width direction, and has an upper end at the lower end. It has an inclined vertical wall portion so as to be positioned forwardly relative to, together with the second airflow guidance section ground clearance is formed higher than the first baffle portion, the first baffle portion and the connecting portion the curved portion is formed between the said second airflow guidance sections A flange portion having a plurality of deflector fastening portions with respect to the vehicle bottom portion is provided at an outer end portion in the vehicle width direction, and a fastening portion at a rear end of the deflector fastening portion is provided on an outer portion in the vehicle width direction of the vertical wall portion of the flange portion. It was realized by the configuration that is Ru.

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 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 (air guide member) that protrudes 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. Further, the amount of downward protrusion of the deflector 20 is set so that the lowermost end of the deflector 20 protrudes from the ground to a position 20 to 25% of the diameter of the front wheel 13 in this embodiment. It is not limited to this value.

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

  5 is a perspective view of a state in which the deflector 20 is attached to the splash shield 15. FIG. 6 is an enlarged bottom view of the deflector 20 as a single unit. FIG. 7 is an enlarged perspective view of the deflector 20 as viewed from an obliquely lower side of the vehicle. 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 (offset position) that does not overlap with the front wheel 13 in the vehicle width direction. The two air guide portions 22 are in a position (overlap 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. (Since the side wall 26 exists on the inner side in the vehicle width direction of the flat surface 24 and the vertical wall portion 25, the flow of the traveling wind to the inner side in the vehicle width direction is suppressed, and the traveling wind changes to the outer side in the vehicle width direction. 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.

  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 arranged 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 each of the flange portions 29 and 30, and the deflector 20 is attached and fixed to the vehicle bottom portion using the attachment portions 32.

  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 FIGS. 6, 7, and 10, the boundary portion 27 between the first air guide portion 21 and the side wall 26 as the connecting portion is a curved portion 40 (in other words, an arc shape). The curved portion 40) is formed. 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.

As a result, the traveling wind flowing from the inner front in the vehicle width direction obliquely outward and the traveling wind flowing from the inner to the outer side in the vehicle width direction (that is, the cross wind) are transmitted from the first air guide portion 21 to the second. When flowing to the wind guide portion 22, it flows along the curved portion 40 existing between the steps of the first wind guide portion 21 and the second wind guide portion 22, and the traveling wind does not peel off at the curved portion 40. The airflow is controlled so as to flow to the second wind guide portion 22 and then hit the vertical wall portion 25 at the rear of the second wind guide portion 22, and the traveling wind hitting the vertical wall portion 25 is lower and the vehicle width so as not to hit the front wheel 13 directly. By changing the flow toward the outside in the direction, the traveling wind is prevented from entering the wheel house part 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. For example, the cross-sectional bend radius at the position shown in FIG. 10A is set to 10 mm, and the cross-sectional bend radius at the position shown in FIG. 10B is set to 35 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 a range of 5 to 40 mm, the traveling wind that flows from the front side in the vehicle width direction to the diagonally outward direction or the lateral direction in the vehicle width direction is reliably ensured. When the traveling wind flows from the first air guide portion 21 to the second air guide portion 22 by controlling, the separation is more surely 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 and rear directions 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 to the lateral direction is reliably controlled. In addition, separation of the traveling wind (underfloor wind flowing from the first wind guide portion 21 toward the second wind guide portion 22) is further prevented.

  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 whole of the vertical wall portion 25 including the lower end portion thereof is 20 degrees to a position perpendicular to the flat surface 24 that is the substantially horizontal portion (see the virtual vertical line VER extending in the vehicle vertical direction). It is tilted forward in the range of 45 degrees (forward tilt angle θ).

  That is, when the above-described forward tilt angle θ is less than 20 degrees, the vertical wall portion 25 approaches the vertical direction and a vortex is formed at the vehicle width direction end portion of the vertical wall portion 25, while the forward tilt angle is When θ exceeds 45 degrees (when the vertical wall portion 25 tilts excessively forward), the height of the collision wheel where the traveling wind hits the front wheels 13 becomes remarkably high, and therefore, it is set within the above range.

  As described above, the flat wind portion 24 that is a substantially horizontal portion is provided in front of the vertical wall portion 25 in the vehicle, and the vertical wind portion 25 is tilted forward within the range of the angle θ so that the traveling wind hits the vertical wall portion 25. The airflow is increased so that the traveling wind is not caught in the wheel house part 14 and the wind flowing behind the side surface of the front wheel 13 is controlled, thereby improving the Cd value around the front wheel 13. is there.

  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 in the vehicle width direction (overlap position) as shown in FIG. The flow of traveling wind that strikes the front wheel 13 is surely 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. The first wind guide portion 21 located on the inner side in the direction, the second wind guide portion 22 located on the outer side in the vehicle width direction, and the first wind guide portion 21 and the second wind guide portion 22 are connected in the vehicle vertical direction. And a connecting portion (refer to the side wall 26) extending in the vehicle front-rear direction, having a vertical wall portion 25 extending downward from the rear portion of the second air guiding portion 22 and extending in the vehicle width direction, and the second air guiding portion. Reference numeral 22 denotes a ground height higher than that of the first air guide portion 21, and a curved portion 40 is formed between the first air guide portion 21 and the side wall 26. (See FIGS. 3, 4, and 7).

  According to this configuration, when the traveling wind that flows from the inner front side or the lateral direction in the vehicle width direction flows from the first air guide portion 21 to the second air guide portion 22 described above, It flows along the curved portion 40 existing between the steps with the second air guide portion 22, and the traveling wind flows to the second air guide portion 22 without being separated at the curved portion 40, and then the second air guide portion. The traveling wind that hits the vertical wall 25 is controlled so that it does not hit the front wheel 13 downward, so that the traveling wind is changed to the wheel house portion. It is possible to prevent intrusion into the vehicle 14, and to improve the Cd value around the front wheel 13.

  In one embodiment of the present invention, the bending portion 40 is formed with a cross-sectional bending radius within a range of 5 mm to 40 mm (see FIG. 7).

This configuration has the following effects.
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. , Ground clearance will be low.

  Therefore, by setting the cross-sectional bending radius of the curved portion 40 in the range of 5 mm to 40 mm, the flow of the traveling wind from the front in the vehicle width direction to the lateral direction can be reliably controlled. The traveling air can be more reliably prevented from being peeled from the second air guide portion 22 to the second air guiding portion 22.

  In one embodiment of the present invention, the curved portion 40 is formed continuously 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 (FIGS. 3 and 4). (See FIG. 7).

  According to this configuration, the curved portion 40 continues in all the front-rear direction of the step existing between the first air guide portion 21 and the second air guide portion 22 (see the height dimension of the side wall 26 in the vertical direction). Therefore, the flow of traveling wind from the front in the vehicle width direction to the lateral direction can be reliably controlled, and separation of the traveling wind can be further prevented.

  In one embodiment of the present invention, the bending radius of the bending portion 40 is such that the bending radius of the rear portion of the deflector 20 is larger than that of the front portion of the deflector 20 (FIGS. 3 and 4). FIG. 7).

  According to this structure, even if the level | step difference between the 1st wind guide part 21 and the 2nd wind guide part 22 becomes so large that it goes to a vehicle rear, the deflector 20 is easily comprised by the setting of the said radius. Can do.

  In the above embodiment, the deflector 20 is formed as a separate member from the splash shield 15, but the deflector 20 may be formed integrally with the splash shield 15.

  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 25 ... Vertical wall part 26 ... Side wall (connection part)
28 ... Rising piece (rising part)
29 ... Flange
32 ... Mounting part (deflector fastening part)
40: curved portion

Claims (5)

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 wind guide portion located on the inner side in the vehicle width direction, a second wind guide portion located on the outer side in the vehicle width direction, the first wind guide portion and the second wind guide portion in the vehicle vertical direction. A connecting part that extends in the vehicle longitudinal direction as well as connecting,
The vertical wall portion that extends downward from the rear portion of the second air guide portion and extends in the vehicle width direction and is inclined so that the upper end is positioned forward with respect to the lower end ,
The second air guide part is formed to have a higher ground height than the first air guide part,
A curved portion is formed between the first air guide portion and the connecting portion ,
A flange portion having a plurality of deflector fastening portions with respect to the vehicle bottom portion is provided at the vehicle width direction outer side end portion of the second air guide portion,
The tire deflector device, wherein a fastening portion at a rear end of the deflector fastening portion is provided on an outer side in a vehicle width direction of the vertical wall portion of the flange portion . 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 wind guide portion located on the inner side in the vehicle width direction, a second wind guide portion located on the outer side in the vehicle width direction, the first wind guide portion and the second wind guide portion in the vehicle vertical direction. A connecting part that extends in the vehicle longitudinal direction as well as connecting,
A vertical wall portion extending downward from the rear portion of the second air guide portion and extending in the vehicle width direction;
The second air guide part is formed to have a higher ground height than the first air guide part,
A curved portion is formed between the first air guide portion and the connecting portion,
A flange portion having a deflector fastening portion with respect to the vehicle bottom is provided at the front end of the second air guide portion,
Between the flange portion and the second air guide portion, a rising portion that rises in a substantially arc shape from the second air guide portion toward the flange portion is provided.
Tire deflector device. The tire deflector device according to claim 1 or 2 , wherein the curved portion is formed with a cross-sectional bending radius within a range of 5 mm to 40 mm. The tire deflector device according to any one of claims 1 to 3, wherein the curved portion is formed continuously from a front end portion to a rear end portion on the outer side in the vehicle width direction of the first air guide portion. The tire deflector device according to any one of claims 1 to 4 , wherein a cross-sectional bend radius of the curved portion is formed such that a cross-section bend radius of a rear portion of the deflector is larger than a cross-sectional bend radius of the front portion of the deflector.

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