JP6561701B2 - Vehicle rectifier - Google Patents

Description

  The present disclosure relates to a rectifier for a vehicle that can reduce air resistance and cool a brake part.

In recent years, demands for reducing fuel consumption of automobiles have increased, and as one factor that makes this possible, measures for reducing fuel consumption by reducing air resistance have attracted attention. It is known that an air dam provided in front of the front wheels is effective as a means for reducing air resistance. However, the provision of the air dam makes it difficult to reduce the air flow to the brakes provided on the front wheels and to reduce the cooling performance of the brakes.
When the brake temperature rises, there is a risk of fading or vapor lock phenomenon.

In Patent Document 1, as a means for reducing air resistance, a movable rectifying member capable of moving back and forth between a retracted position in the vehicle body and a rectified position exposed from the retracted position below the vehicle body is provided in front of the front wheels. Is disclosed.
Patent Document 2 discloses a configuration in which an air balance member for rectifying a flow of air hitting a vehicle when the vehicle travels can be moved between an air rectification operation position and an air rectification non-operation position.
Patent Document 3 discloses a configuration including movable spats that are movable in front of the front wheels between a position where the rectifying function is exhibited and a position where the non-rectifying function is exhibited. Patent Document 3 discloses that by providing the movable spats, it is possible to eliminate an airflow hitting the front wheels when the vehicle is traveling at a high speed, suppress an increase in pressure in front of the front wheels, and reduce air resistance and lift to the vehicle.

Japanese Patent Laid-Open No. 08-216937 JP 2007-022149 A JP 2009-143396 A

  The air resistance reducing means disclosed in Patent Documents 1 to 3 are considered to be unlikely to cause an increase in the temperature of the brake when the rectifying member is in the non-operating position. However, when the rectifying member is in the operating position, the air flow to the brake provided on the front wheels may be deteriorated and the temperature of the brake may increase. Not listed.

  Therefore, in view of these technical problems, at least one embodiment of the present invention reduces the air resistance of the vehicle and suppresses the temperature rise of the brake portion provided on the front wheels, thereby preventing the occurrence of fade and vapor lock phenomenon. The purpose is to prevent.

(1) A vehicle rectifier according to at least one embodiment of the present invention is disposed in front of a front wheel and is pivotally supported on a vehicle body so as to be pivoted on a vehicle body. A rectifying member that is rotatable between a position and a cross-sectional area formed on the rectifying member and gradually decreasing from the inlet toward the outlet, and when the front wheel rectifying member is rotated to the storage position, the inlet is A speed increasing path directed to the front, a drive unit that rotates the rectifying member between the hanging position and the storage position, a temperature sensor that detects a temperature of a brake unit of the front wheel, and a downstream of the rectifying member A guide member provided on an upper surface of a front suspension arm and configured to deflect an airflow guided by the rectifying member toward the rear of the vehicle body toward a brake portion of the front wheel, and according to a detection value of the temperature sensor The By rotating the serial rectifying member to the rear of the vehicle body, so as to deflect toward the air stream accelerated through the acceleration passage to the brake portion of the front wheel at the guide member.
According to the configuration (1), the air resistance to the front wheel can be reduced by the rectifying member, and when the brake part of the front wheel is heated, the accelerated air flow is blown to the brake part, thereby increasing the temperature of the brake part. It is possible to suppress fade and vapor lock phenomenon.

(2) In some embodiments, in the configuration (1), when the detection value of the temperature sensor rises to a threshold value or more, the drive unit rotates the rectifying member from the hanging position to the rear of the vehicle body, When the airflow increased through the speed increasing path is deflected by the guide member toward the brake portion of the front wheel, and the detection value of the temperature sensor falls below a threshold value, the drive unit causes the rectifying member to A control unit is further provided for rotating the suspension to the hanging position again.
According to the configuration (2), it is possible to automatically cool the brake unit by the control unit when the temperature of the brake unit reaches a threshold without requiring monitoring or operation by the driver.

(3) In some embodiments, in the configuration (2) or (3), the rectifying member is
In the vehicle width direction, the front wheel is disposed at a position that overlaps at least the vehicle width direction inner portion and the front suspension arm at least the vehicle width direction outer portion.
According to the configuration (3), the air flow resistance of the front wheels can be reliably reduced and the generation of lift on the vehicle body can be suppressed by disposing the rectifying member at a position overlapping at least the vehicle width direction inner side portion of the front wheels.
Further, by arranging the rectifying member at a position overlapping at least the vehicle width direction outer side portion of the front suspension arm, the accelerating airflow emitted from the accelerating path formed in the rectifying member is transferred to the guide member on the front suspension arm. Thus, the deflection flow can be reliably applied to the brake portion.

(4) In some embodiments, in any one of the configurations (1) to (3), the temperature sensor is a non-contact temperature sensor attached to the inside of a wheel house.
According to the said structure (4), it can install in the arbitrary positions of a wheel house by setting it as a non-contact-type temperature sensor as a temperature sensor which detects the temperature of a brake part, and can expand the freedom degree of an installation place.

(5) In some embodiments, in any one of the configurations (1) to (4), the front suspension arm is a lower arm,
The guide member is provided on the upper surface of the lower arm.
According to the configuration (5), by providing the guide member on the upper surface of the lower arm, the guide member can be arranged at a position suitable for applying the accelerated airflow generated in the acceleration path to the center of the brake portion.

(6) In some embodiments, in any one of the configurations (1) to (5), the guide member causes the accelerated airflow passing through the acceleration path to be directed toward the knuckle provided on the front wheel. Try to deflect.
According to the configuration (6), since the knuckle is located at the center of the front wheel, the accelerated airflow can be applied to the center of the brake portion by deflecting the accelerated airflow toward the knuckle, The cooling effect of the brake part can be improved.

(7) In some embodiments, in any one of the configurations (1) to (6), the rectifying member is configured by two rectifying plates arranged in an overlapping manner, and the two rectifying plates At least one is bent to form the speed increasing path between the two rectifying plates.
According to the said structure (7), while the said rectification | straightening member can be manufactured simply and at low cost, the magnitude | size and shape of an acceleration path can be freely selected by the method of bending.

  According to at least one embodiment of the present invention, it is possible to reduce the air resistance of the vehicle and to suppress the temperature rise of the brake portion provided on the front wheel, thereby preventing the occurrence of fade and vapor lock phenomenon.

It is a front view of the rectifier for vehicles concerning one embodiment. It is a side view of the rectifier for vehicles concerning one embodiment. It is a top view of the rectifier for vehicles concerning one embodiment. It is a perspective view of the baffle member concerning one embodiment. It is sectional drawing of the rectification | straightening member which concerns on one Embodiment. It is a side view of the vehicle body which shows the attachment position of the temperature sensor which concerns on one Embodiment. It is explanatory drawing which shows the behavior of the rectification | straightening member which concerns on one Embodiment, (A) shows the state in a hanging position, (B) shows the state rotated to the vehicle body back. It is a top view of the guide member concerning one embodiment. It is a front view of the guide member concerning one embodiment.

Several embodiments of the present invention will be described below with reference to the accompanying drawings. However, the dimensions, materials, shapes, and relative arrangements of the components described in these embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Only.
For example, expressions expressing relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly In addition to such an arrangement, it is also possible to represent a state of relative displacement with an angle or a distance such that tolerance or the same function can be obtained.
For example, an expression indicating that things such as “identical”, “equal”, and “homogeneous” are in an equal state not only represents an exactly equal state, but also has a tolerance or a difference that can provide the same function. It also represents the existing state.
For example, expressions representing shapes such as quadrangular shapes and cylindrical shapes represent not only geometrically strict shapes such as quadrangular shapes and cylindrical shapes, but also irregularities and chamfers as long as the same effects can be obtained. A shape including a part or the like is also expressed.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of other constituent elements.

As shown in FIGS. 1 to 3, the vehicle rectifier 50 according to at least one embodiment of the present invention is disposed in front of the front wheel 12 and is pivotally supported by the vehicle body 10 so as to be pivotable. An actuator (driving unit) 54 for rotating the rectifying member 52 is provided. The rectifying member 52 is rotated between a hanging position where the rectifying member 52 hangs downward from the vehicle body and a storage position stored on the vehicle body side by the actuator 54. For example, an air cylinder or an electric cylinder can be used as the actuator 54. The vehicle body 10 has a bilaterally symmetric configuration, and FIGS. 1 to 3 show the right side portion.
As shown in FIG. 4, the rectifying member 52 has a speed increasing path 70 in which a cross-sectional area gradually decreases from the inlet opening 70 a toward the outlet opening 70 b.
The straightening device 50 is provided on the upper surface of the front suspension arm 16 downstream of the straightening member 52 and the temperature sensor 56 (see FIG. 6) for detecting the temperature of the brake unit 14 of the front wheel 12, and passes through the speed increasing path 70. And a guide member 58 (see FIGS. 8 and 9) for deflecting the increased airflow B toward the brake part 14 of the front wheel 12.

  In the illustrated embodiment, the rectifying member 52 as a whole has a substantially rectangular shape when viewed from the front, and is made of, for example, resin. Further, as shown in FIG. 1, the vertical height of the flow regulating member 52 has a height that overlaps the front suspension arm (for example, the lower arm) 16 in the drooping position when viewed from the front of the vehicle body. Thereby, the air resistance reduction effect of the front wheel 12 can be ensured.

In such a configuration, when the rectifying member 52 is in the suspended position (position suspended in the vertical direction) shown in FIG. 7A, the air flow hitting the front wheel 12 is eliminated to suppress an increase in pressure in front of the front wheel, and the air to the vehicle Resistance and lift can be reduced.
Further, according to the detection value of the temperature sensor 56, that is, when the detection value of the temperature sensor 56 increases, for example, the driver operates the actuator 54 and rotates the rectifying member 52 to the rear of the vehicle body. When the rectifying member 52 is rotated to the rear of the vehicle body and is in the storage position shown in FIG. 7B, the inlet opening 70a of the speed increasing path 70 is directed to the front of the vehicle body. It flows into the speed increasing path 70 from the inlet opening 70a, is increased in speed by the speed increasing path 70, and flows out from the outlet opening 70b. The accelerated airflow B is directed toward the guide member 58 and is deflected toward the brake portion 14 by the guide member 58 to cool the brake portion 14. The guide member 58 is installed at a position where the accelerated airflow B hits.

In the exemplary embodiment, the rectifying member 52 includes two rectifying plates 52a and 52b as shown in FIG. The rectifying plates 52a and 52b are arranged so as to overlap each other, and at least one of the rectifying plates 52a and 52b is bent to form a speed increasing path 70 between the rectifying plates.
In the illustrated embodiment, the rectifying member 52 has a mounting plate 62 as shown in FIGS. 4 and 5. The mounting plate 62 is rotatably attached to the rectifying member 52 a via the hinge portion 64, and the mounting plate 62 is attached to, for example, the bumper lower end 18 of the vehicle body 10. The hinge portion 64 is disposed along the vehicle width direction.
The rectifying member 52 can be rotated by the actuator 54 in the range from the hanging position shown in FIG. 7A to the rear of the vehicle body and the direction along the bumper lower end 18 as shown in FIG. 7B. It has become.

In the exemplary embodiment, as shown in FIG. When the detection value of the temperature sensor 56 reaches a threshold value, the control unit 60 causes the actuator 54 to rotate the rectifying member 52 to the rear of the vehicle body. By rotating the rectifying member 52 to the rear of the vehicle body, the inlet opening 70a of the speed increasing path 70 is directed to the front of the vehicle body. Therefore, as shown in FIG. Flows into the speed increasing path 70 from the inlet opening 70a. The airflow B accelerated through the speed increasing path 70 is deflected by the guide member 58 toward the brake portion 14 of the front wheel 12.
Note that the rotation angle of the rectifying member 52 is adjusted by the control unit 60 so that the accelerating airflow B that has exited the accelerating path 70 strikes the guide member 58 and is deflected.

In the exemplary embodiment, as shown in FIG. 6, the temperature sensor 56 is a non-contact temperature sensor (eg, an infrared radiation thermometer) mounted inside the wheel house 20. The non-contact temperature sensor 56 can monitor the temperature of the brake unit 14 such as a brake rotor.
When the detected value of the non-contact temperature sensor 56 rises above the threshold value, the rectifying member 52 is automatically rotated rearward by the operation of the driver or automatically by the control unit 60, and the traveling airflow A enters the speed increasing path 70. The airflow B that has been introduced and accelerated by the speed increasing path 70 is deflected by the guide member 58 and applied to the brake unit 14 to cool the brake unit 14. Then, when the detection value of the non-contact temperature sensor 56 falls below the threshold value and the cooling of the brake unit 14 is finished, the rectifying member 52 is automatically returned to the suspended position by the operation of the driver or automatically by the control unit 60. Move.

In the exemplary embodiment, as illustrated in FIGS. 1 to 3, the rectifying member 52 is a front suspension in a front view as viewed from at least a portion in the vehicle width direction and a front side of the vehicle body from the center line C of the front wheel 12 in the vehicle width direction. It is arranged at a position overlapping the arm 16.
In the exemplary embodiment, the front suspension arm 16 is a lower arm and the guide member 58 is attached to the upper surface of the lower arm 16.
Further, in the exemplary embodiment, the guide member 58 is configured to deflect the airflow B accelerated through the speed increasing path 70 toward the knuckle 22 provided in the front wheel 12.

In the illustrated embodiment, as shown in FIG. 1, the rectifying member 52 is an inner space formed between the front wheel 12 and the radiator 24 located at the center in the vehicle width direction from the center line C of the front wheel 12 in the vehicle width direction. It is arranged at a position overlapping D.
Further, as shown in FIGS. 2 and 3, a lower arm 16 is provided below a chassis 26 provided on the vehicle body 10 in the longitudinal direction of the vehicle body and inside the center portion of the front wheel 12. A knuckle 22 that connects the lower arm 16 and the hub of the front wheel 12 is provided, and the lower arm 16 is connected to the knuckle 22 via a ball joint 28. A stabilizer 30 connected between the front wheels 12 provided on both sides of the vehicle body 10 is provided, and a cross member 32 is provided on the vehicle rear side of the front wheel 12.
The brake unit 14 includes a brake disk 14a and braking pads 14b provided on both sides of the brake disk 14a.

  In the illustrated embodiment, as shown in FIG. 3, the outlet opening 70 b of the speed increasing path 70 is arranged so as to coincide with the inner space D in the vehicle width direction. On the other hand, it is necessary to arrange the rectifying member 52 at a position overlapping the vehicle width direction inner portion of the front wheel 12 (for example, the center line C to the vehicle width direction inner portion). Therefore, the speed increasing path 70 does not need to be formed symmetrically on the rectifying member 52 in the vehicle width direction, and is formed asymmetrical in accordance with the above needs.

In the illustrated embodiment, as shown in FIGS. 8 and 9, the guide member 58 is mounted on the upper surface of the lower arm 16 and in the region between the mounting portion 34 a of the shock absorber 34 and the ball joint 28 in the vehicle width direction. It is done. The height of the guide member 58 is set to a height extending to the drive shaft 36 provided above.
The guide member 58 is constituted by a guide vane formed in an arc shape, and the downstream direction of the arc of the guide vane is directed to the knuckle 22 connected to the ball joint 28.

According to some embodiments, the air resistance to the front wheels 12 can be reduced by the rectifying member 52, and when the brake unit 14 rises in temperature and the temperature of the brake unit 14 rises above a threshold value, it is controlled by a driver's operation or control. The brake part 14 can be cooled by applying the accelerated airflow B to the brake part 14 by automatic operation by the part 60. Therefore, fade and vapor lock phenomenon can be prevented in advance.
According to the exemplary embodiment, by providing the control unit 60, the brake unit 14 can be automatically cooled.
According to the exemplary embodiment, the air resistance against the front wheel 12 can be reliably reduced by arranging the rectifying member 52 at a position overlapping at least the vehicle width direction inner side portion of the front wheel 12. Further, by arranging the rectifying member 52 so as to overlap the inner space D of the front wheel 12 in the vehicle width direction, generation of lift on the vehicle body 10 can be suppressed. Further, the accelerating airflow B exiting from the accelerating path 70 formed in the rectifying member 52 can be reliably applied to the guide member 58 provided on the front suspension arm 16, and thereby deflected by the guide member 58. The deflected flow can be reliably applied to the brake unit 14.

According to the exemplary embodiment, the non-contact temperature sensor 56 is provided inside the wheel house 20 to detect the temperature of the brake unit 14, so that the degree of freedom of the installation location of the temperature sensor can be expanded. .
According to the exemplary embodiment, by providing the guide member 58 on the upper surface of the lower arm 16, the increased airflow B generated in the speed increasing path 70 can be applied to the center of the brake portion 14, thereby the brake portion. The cooling effect of 14 can be improved.
According to the exemplary embodiment, the deflected accelerated airflow B can be reliably applied to the center of the brake portion 14 by deflecting the accelerated airflow B toward the knuckle 22 by the guide member 58.

  According to the exemplary embodiment, the rectifying member 52 includes the two rectifying plates 52a and 52b, and at least one of the rectifying plates 52a and 52b is bent to form the speed increasing path 70, thereby rectifying. The member 52 can be manufactured easily and at low cost, and the size and shape of the speed increasing path 70 can be freely selected according to the bending method.

  According to at least one embodiment of the present invention, it is possible to reduce the air resistance of the vehicle and to suppress the temperature rise of the brake portion provided on the front wheel, thereby preventing the occurrence of fade and vapor lock phenomenon.

DESCRIPTION OF SYMBOLS 10 Car body 12 Front wheel 14 Brake part 14a Brake disc 14b Brake pad 16 Lower arm (front suspension arm)
18 Bumper lower end 20 Wheel house 22 Knuckle 24 Radiator 26 Chassis 28 Ball joint 30 Stabilizer 32 Cross member 34 Shock absorber 36 Drive shaft 50 Rectifier for vehicle 52 Rectifier member 52a, 52b Rectifier plate 54 Actuator (drive part)
56 Non-contact type temperature sensor 58 Guide member 60 Control unit 62 Mounting plate 64 Hinge unit 70 Speed increasing path 70a Inlet opening 70b Outlet opening A Traveling airflow B Speed increasing airflow C Center line D Inner space

Claims (7)

A rectifying member that is disposed in front of the front wheel and is pivotally supported by the vehicle body, and is rotatable between a suspended position that hangs downward on the vehicle body side and a storage position that is stored on the vehicle body side;
A speed increasing path that is formed in the rectifying member and gradually decreases in cross-sectional area from the inlet toward the outlet, and when the front wheel rectifying member rotates to the storage position, the inlet is directed forward of the vehicle body,
A drive unit for rotating the flow straightening member between the hanging position and the storage position;
A temperature sensor for detecting the temperature of the brake part of the front wheel;
A guide member provided on the upper surface of the front suspension arm downstream of the rectifying member, and for deflecting an air flow guided by the rectifying member toward the rear of the vehicle body toward the brake portion of the front wheel;
With
The rectifying member is rotated to the storage position in accordance with the detection value of the temperature sensor, and the airflow increased through the speed increasing path is deflected toward the brake portion of the front wheel by the guide member. A rectifier for a vehicle characterized by the above.   When the detection value of the temperature sensor rises above a threshold value, the driving unit causes the rectifying member to rotate from the drooping position to the rear of the vehicle body, and the airflow increased through the speed increasing path is moved by the guide member. A control unit is further provided for deflecting the front wheel toward the brake unit and rotating the rectifying member to the hanging position again by the driving unit when the detection value of the temperature sensor falls below a threshold value. The vehicular rectifier according to claim 1. The rectifying member is
3. The vehicle rectifier according to claim 1, wherein the vehicle rectifier is disposed at a position overlapping at least a vehicle width direction inner side portion of the front wheel and at least a vehicle width direction outer side portion of the front suspension arm in the vehicle width direction. The temperature sensor is
The vehicular rectifier according to any one of claims 1 to 3, wherein the vehicular rectifier is a non-contact temperature sensor attached to the inside of the wheel house. The front suspension arm is a lower arm;
5. The vehicle rectifier according to claim 1, wherein the guide member is provided on an upper surface of the lower arm.   6. The vehicle rectifier according to claim 1, wherein the guide member deflects the accelerating airflow that has passed through the accelerating path toward a knuckle provided on the front wheel. . The rectifying member is
Consists of two rectifying plates arranged in layers,
7. The vehicle according to claim 1, wherein at least one of the two rectifying plates is bent to form the speed increasing path between the two rectifying plates. Rectifier.

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