JP7322677B2 - vehicle undercarriage - Google Patents

Description

TECHNICAL FIELD The present invention relates to a wheel house of a vehicle and a vehicle lower structure in the vicinity thereof.

For example, in a vehicle disclosed in Patent Document 1 below, an inlet provided in a bumper cover and an outlet provided in the bumper cover are connected by a duct. In addition, spats are provided on the vehicle front-rear direction side of the outlet of the undercover. The spat has a front wall and a rear wall. The front wall portion extends to the vehicle lower side from the vehicle front side edge of the outlet of the undercover, and the rear wall portion extends to the vehicle lower side from the vehicle rear side edge of the outlet of the undercover. . Therefore, the spats are open in the lateral direction of the vehicle. With such a configuration of Patent Document 1, the internal pressure of the duct can be increased, and an increase in the external pressure of the outlet can be suppressed. As a result, the air can flow smoothly from the outlet to the vehicle bottom side.

By the way, when the vehicle is running, air flows from the engine room of the vehicle to the wheel house, increasing the internal pressure in the wheel house. As a result, the airflow is jetted out from the wheel house toward the vehicle width direction outside of the vehicle. Considering the ejection of such an air current, there is still much room for improvement.

Japanese Patent No. 6394642

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle lower portion structure that can suppress the ejection of airflow from the wheel house to the outside in the vehicle width direction.

A vehicle lower structure according to claim 1, comprising: a wheel house in which vehicle tires are arranged, and in which an air flow flows from the inside in the vehicle width direction when the vehicle is running; The airflow is provided on the vehicle rear side of the tire, and the airflow is directed between the position on the vehicle width direction center side of the tire and the vehicle width direction outer end portion of the wheel house in a reference state in which the vehicle can travel straight. a rectifying portion that rectifies directionally outward, wherein the rectifying portion is located on the front side of the vehicle as it goes outward in the vehicle width direction from its inner end in the vehicle width direction, and swells obliquely inward in the vehicle width direction in front of the vehicle. is curved.

In the vehicle lower structure according to claim 1, the rectifying section is provided on the vehicle rear side of the vehicle tire in the vehicle wheel house. When the vehicle is running, the airflow flows inside the wheel house from the inside in the vehicle width direction. Between the vehicle width direction center side position of the tire and the vehicle width direction outer end portion of the wheel house in a reference state in which the vehicle can travel straight, the airflow is rectified to the vehicle width direction outside by the rectification portion. . As a result, it is possible to suppress an increase in pressure in the vehicle rear side portion in the wheel house, and to suppress an airflow blowing out from the wheel house to the outside in the vehicle width direction of the vehicle.

Further, according to this vehicle lower portion structure, the rectifying portion is positioned on the front side of the vehicle as it extends from the inner end in the vehicle width direction toward the outer side in the vehicle width direction, and is curved so as to swell obliquely inward in the vehicle width direction toward the front of the vehicle. ing. When the airflow flows along the rectifying portion between the center position of the tire in the vehicle width direction and the outer end portion of the wheel house in the vehicle width direction in the above-described reference state, the rectifying portion suppresses an increase in the pressure of the airflow. be. Therefore, it is possible to suppress the ejection of the airflow from the inside of the wheel house to the outside in the vehicle width direction of the vehicle.

Further, the airflow rectified by the rectifying unit has a slope that is provided on the outside in the vehicle width direction of the rectifying unit and is inclined toward the rear side of the vehicle with respect to the outside in the vehicle width direction. A configuration including a guiding portion that guides the vehicle in a direction that is inclined toward the rear side of the vehicle may be employed.

According to such a vehicle lower portion structure, the guiding portion is provided on the outside of the rectifying portion in the vehicle width direction. The guide portion has a slope that is inclined toward the vehicle rear side with respect to the vehicle width direction outer side, and the airflow rectified by the rectification portion is inclined toward the vehicle width direction outer side toward the vehicle rear side by the rectification portion. guided in the direction. Therefore, the airflow rectified by the rectifying section can smoothly join the main stream, which is the airflow flowing from the front side of the vehicle to the rear side of the vehicle, along the outside of the vehicle in the vehicle width direction while the vehicle is running. Disturbance can be suppressed.

As described above, in the vehicle lower portion structure according to claim 1, it is possible to suppress the ejection of the airflow from the inside of the wheel house to the outside of the vehicle in the vehicle width direction.

1 is a perspective view of a left front portion of a vehicle to which the vehicle lower structure according to the first embodiment is applied; FIG. 1 is a plan cross-sectional view of a vehicle left front portion of a vehicle to which the vehicle lower structure according to the first embodiment is applied; FIG. FIG. 11 is a plan cross-sectional view of a vehicle left front portion of a vehicle to which a vehicle lower structure according to a second embodiment is applied; FIG. 11 is a plan cross-sectional view of a vehicle left front side portion of a vehicle to which a vehicle lower structure according to a third embodiment is applied; FIG. 11 is a plan cross-sectional view of a vehicle left front side portion of a vehicle to which a vehicle lower structure according to a fourth embodiment is applied;

Next , each embodiment will be described with reference to FIGS. 1 to 5. FIG. An arrow FR appropriately indicated in each drawing below indicates the vehicle front side of the vehicle 10 to which the vehicle lower structure according to each embodiment is applied, and the arrow FR indicates the vehicle upper side. Arrow LH indicates the left side of the vehicle. Further, in each embodiment below, an example in which each embodiment is applied to the vehicle left front portion of the vehicle 10 will be described. Therefore, in the following description, the left side of the vehicle indicates the outer side in the vehicle width direction, and the right side of the vehicle indicates the inner side in the vehicle width direction. However, when each embodiment is applied to the right front portion of the vehicle 10, the right side of the vehicle is the outside in the vehicle width direction, and the left side of the vehicle is the inside in the vehicle width direction.

<Configuration of the first embodiment>
The first embodiment is an embodiment of the present invention. As shown in FIG. 1, in the first embodiment, a fender panel 12 is provided on the vehicle left front portion of the vehicle 10 . The fender panel 12 is arranged, for example, on the vehicle left side (vehicle width direction outer side) of a hood that covers an engine room set in the vehicle front side portion of the vehicle 10 from the vehicle upper side. The fender panel 12 is generally plate-shaped, and the thickness direction of the fender panel 12 is generally the vehicle width direction.

Vehicle frame members or vehicle structural members (both not shown) such as an apron upper member and a radiator support upper side are arranged on the vehicle right side (vehicle width direction inner side) of the fender panel 12, and the fender panel 12 is provided with a clip. It is fixed to the vehicle frame member or the vehicle structural member directly or indirectly via another member, such as an attachment member such as a bullet pin and a fastening member such as a bolt and nut (both not shown). A notch 14 is formed in the fender panel 12 . The notch 14 is formed at the vehicle lower side end of the fender panel 12 and is curved to open to the vehicle lower side.

Furthermore, a fender liner 16 is provided on the right side of the fender panel 12 (inward in the vehicle width direction). The fender liner 16 has an arch portion 18 . The arch portion 18 is curved so as to follow the notch portion 14 of the fender panel 12 and open downward of the vehicle. The arch portion 18 is generally plate-shaped, and the thickness direction of the arch portion 18 is generally the curvature radius direction of the arch portion 18 . A mounting portion (not shown) is provided on the arch portion 18 of the fender liner 16 or on a portion other than the arch portion 18 . The mounting portion of the fender liner 16 is attached to a front side member, a vehicle frame member such as a suspension tower, or a vehicle structural member (both of which are not shown) by mounting members such as clips and bullet pins, and fastening members such as bolts and nuts (both are not shown). (not shown) directly or indirectly through another member.

A fender apron (not shown) is provided on the front left portion of the vehicle 10 . The fender apron has a plate portion. The plate portion is generally plate-shaped, and the thickness direction of the plate portion of the fender apron is generally the lateral direction of the vehicle. The plate portion of the fender apron is arranged on the vehicle right side (vehicle width direction inner side) of the arch portion 18 of the fender liner 16 .

A portion of the left front side portion of the vehicle 10 surrounded by the arch portion 18 of the fender liner 16 and the plate portion of the fender apron is a wheel house 20. Inside the wheel house 20 is a left front side portion of the vehicle 10. A tire 22 is placed. The fender liner 16 and fender apron separate the wheelhouse 20 from the engine compartment of the vehicle 10 . Therefore, when the tire 22 repels relics such as mud and pebbles while the vehicle is running, it is possible to prevent such relics from entering the engine room of the vehicle 10 .

However, holes are formed in the fender liner 16 and the fender apron, and the wheel house 20 and the engine room of the vehicle 10 are connected by such holes. For example, a steering tie rod, a suspension rod of a suspension, and the like are arranged to pass through such a hole.

On the other hand, as shown in FIGS. 1 and 2, a fender molding 24 is provided on the left front portion of the vehicle 10 . The fender molding 24 is made of, for example, a synthetic resin material that is softer than the fender panel 12 and fender liner 16 . The fender molding 24 is provided so as to cover the vehicle left end portion of the notch portion 14 of the fender panel 12 and the arch portion 18 of the fender liner 16 at a vehicle rear side portion of the vehicle front-rear direction middle portion of the wheel house 20 . there is

Also, as shown in FIG. 2, the arch portion 18 of the fender liner 16 is provided with a recess 26 . The recessed portion 26 is formed on the vehicle left-right direction central portion side of the arch portion 18 . The recessed portion 26 has a recessed shape that opens toward the center of curvature of the arch portion 18, and the bottom portion 28 of the recessed portion 26 is closer to the arch portion 18 than the portion of the arch portion 18 on the left-right direction side of the vehicle relative to the recessed portion 26. It is located on the side opposite to the center of curvature. The recessed portion 26 is formed in the width direction of the tire 22 in the standard state (hereafter, this state of the tire 22 is simply referred to as the “standard state”) which is the state of the tire 22 in which the vehicle 10 can go straight. The arch portion 18 faces the central portion (roughly, the portion on the dashed-dotted line C in FIG. 2) in the lateral direction of the vehicle. Therefore, the distance between the bottom portion 28 of the recess 26 and the tread surface of the tire 22 is longer than the distance between the portion of the arch portion 18 on the left-right direction side of the vehicle relative to the recess 26 and the tread surface of the tire 22 .

Furthermore, the arch portion 18 of the fender liner 16 is provided with a rectifying portion 30 . The rectifying portion 30 extends from the vehicle left (vehicle width direction outer) end of the bottom portion 28 of the recess 26 to the side inclined toward the curvature center side of the arch portion 18 with respect to the vehicle left side. The vehicle right (vehicle width direction inner) end of the straightening section 30 is arranged at the same position as the width direction center of the tire 22 in the reference state, or on the vehicle right side of the width direction center of the tire 22 in the reference state.

Further, the rectifying portion 30 is curved so as to swell toward the side inclined toward the center of curvature of the arch portion 18 with respect to the right side of the vehicle (the inner side in the vehicle width direction) with the center of curvature being the rear side of the vehicle relative to the rectifying portion 30 . . Further, the straightening section 30 is positioned outside the range of relative movement of the tire 22 with respect to the vehicle body of the vehicle 10 . Therefore, even if the tire 22 moves relative to the vehicle body of the vehicle 10 toward the vehicle upper side, the vehicle rear side, or the like, the tire 22 does not come into contact with the straightening section 30 .

Moreover, the inclination angle of the straightening section 30 to the vehicle front side with respect to the vehicle left side (vehicle width direction outer side) is largest at the vehicle right side (vehicle width direction inner side) end portion of the straightening section 30, and gradually decreases toward the vehicle left side. . A surface of the rectifying unit 30 on the front side of the vehicle is a rectifying surface 32, and the airflow W1 flowing in the wheel house 20 from the vehicle right side (vehicle width direction inside) to the vehicle left side (vehicle width direction outside) when the vehicle is running is rectified. It flows along surface 32 .

Further, a guide portion 34 is provided on the left front portion of the vehicle 10 . The guide portion 34 is formed by the fender molding 24 and an end portion of the arch portion 18 of the fender liner 16 on the left side of the vehicle (outer side in the vehicle width direction) than the straightening portion 30 . The guiding portion 34 is inclined toward the left rear side of the vehicle (inclining toward the rear side of the vehicle with respect to the outside in the vehicle width direction), and the airflow that flows along the straightening surface 32 of the straightening portion 30 toward the left side of the vehicle (outside in the vehicle width direction). W1 follows the guiding portion 34 and flows to the left rear side of the vehicle.

<Actions and effects of the first embodiment>
In the present embodiment, an airflow W1 enters the wheel house 20 from the engine room of the vehicle 10 while the vehicle is running. The airflow W1 that has entered the wheel house 20 flows through the wheel house 20 from the right side of the vehicle (inner side in the vehicle width direction) to the left side of the vehicle (outer side in the vehicle width direction).

Here, in FIG. 2, the fender liner 16 having a conventional structure to which the vehicle lower structure according to the present embodiment is not applied is indicated by a virtual line (chain double-dashed line). Flow is indicated by dotted lines. In such a conventional structure, the airflow W3 flows along the inner wall of the recess 26 of the arch portion 18 of the fender liner 16 and the like. Therefore, it is difficult for the airflow W3 to flow smoothly. Therefore, in such a conventional structure, the airflow W1 stays inside the wheel house 20 and the air pressure rises.

On the other hand, in the present embodiment, the airflow W<b>1 that has flowed to the vehicle left side (vehicle width direction outer side) through the recessed portion 26 of the arch portion 18 of the fender liner 16 flows along the straightening surface 32 of the straightening portion 30 . Here, the straightening portion 30 is curved so as to swell toward the side inclined toward the center of curvature of the arch portion 18 with respect to the right side of the vehicle (the inner side in the vehicle width direction) with the center of curvature being the rear side of the vehicle relative to the straightening portion 30 . there is Moreover, the inclination angle of the rectifying section 30 toward the vehicle front side with respect to the vehicle left side (vehicle width direction outer side) is largest at the vehicle right side (vehicle width direction inner side) end portion of the rectifying section 30, and gradually decreases toward the vehicle left side. ing. Therefore, the airflow W1 smoothly flows along the rectifying surface 32 of the rectifying portion 30 to the left front side of the vehicle (the side inclined toward the front side of the vehicle with respect to the outside in the vehicle width direction).

Thus, the airflow W1 that has flowed along the straightening surface 32 of the straightening section 30 further flows along the guiding section 34 to the left side of the vehicle. Here, the guiding portion 34 is inclined toward the left rear side of the vehicle (inclining toward the rear side of the vehicle with respect to the outside in the vehicle width direction). Therefore, the airflow W1 flowing toward the left front side of the vehicle along the straightening surface 32 of the straightening section 30 is guided by the guiding section 34 and flows toward the left rear side of the vehicle.

When the vehicle 10 is running, the main stream W2, which is an air current, flows on the vehicle left side (outer side in the vehicle width direction) of the vehicle 10 relative to the vehicle 10 from the vehicle front side to the vehicle rear side. As described above, the airflow W1 that flows along the guide portion 34 to the left rear side of the vehicle and then flows out to the left side of the vehicle 10 smoothly joins the main flow W2, and is relative to the vehicle 10 together with the main flow W2. flow to the rear of the vehicle.

Thus, in the present embodiment, the airflow W1 that has flowed into the wheel house 20 from the engine room of the vehicle 10 smoothly flows to the outside of the vehicle 10 (to the left side of the vehicle 10). As a result, stagnation of the airflow W1 within the wheel house 20 can be suppressed, and an increase in air pressure inside the wheel house 20 caused by the stagnation of the airflow W1 inside the wheel house 20 can be suppressed.

The increase in air pressure in the rear portion of the vehicle in the wheel house 20 presses the arch portion 18 of the fender liner 16 and the like toward the rear of the vehicle, and acts on the vehicle 10 as resistance against the vehicle 10 moving forward. In the present embodiment, as described above, an increase in air pressure in wheel house 20 due to retention of airflow W1 in wheel house 20 can be suppressed, so that resistance to advancing vehicle 10 can be suppressed.

Further, the rectifying portion 30 of the fender liner 16 swells to the side inclined toward the center of curvature of the arch portion 18 with respect to the vehicle right side (vehicle width direction inner side) with the vehicle rear side of the rectifying portion 30 as the center of curvature. curved. Therefore, the density of the airflow W1 flowing along the straightening surface 32 of the straightening section 30 is different between the vehicle right side (vehicle width direction inside) portion and the vehicle left side (vehicle width direction outside) portion of the straightening portion 30 . The air pressure in the wheel house 20 is lowered due to the density difference of the airflow W1. As a result, the arch portion 18 of the fender liner 16 is pulled toward the vehicle front side, and the vehicle body of the vehicle 10 is pulled toward the vehicle front side via the arch portion 18 and the like. This also reduces the resistance to the vehicle 10 moving forward.

Furthermore, as described above, it is possible to suppress or reduce the increase in the air pressure inside the wheel house 20 due to the retention of the airflow W1 inside the wheel house 20 . Therefore, it is possible to suppress the strong blowing of the airflow W1 to the outside of the wheel house 20 . As a result, it is possible to prevent the main stream W2 from being pushed to the left side of the vehicle and greatly disturbed by the airflow W1 being ejected to the outside of the wheel house 20 . Since the disturbance of the main stream W2 can be suppressed in this manner, the vehicle 10 can be stabilized in the running state, and the operability of the vehicle 10 can be improved.

Moreover, the airflow W1 rectified by the rectifying portion 30 of the arch portion 18 of the fender liner 16 and emitted from the wheel house 20 to the vehicle left side (vehicle width direction outer side) of the vehicle 10 is guided by the guiding portion 34 to the vehicle left rear side. flow. As a result, the airflow W1 smoothly joins the main stream W2 without greatly disturbing the main stream W2. As a result, the vehicle 10 can be stabilized while it is running, and the operability of the vehicle 10 can be improved.

On the other hand, the straightening portion 30 described above extends from the vehicle left (vehicle width direction outer) end of the bottom portion 28 of the recess 26 in the arch portion 18 of the fender liner 16 . Moreover, the vehicle right (vehicle width direction inner) end of the rectifying section 30 is arranged at the same position as the width direction center of the tire 22 in the reference state, or at the vehicle right side of the width direction center of the tire 22 in the reference state. there is With such a configuration, a sufficient distance can be secured from the tread surface of the tire 22 to the bottom portion 28 of the recess 26 . Rigidity of the liner 16 can be ensured.

<Second Embodiment>
The second embodiment is an embodiment of the present invention. As shown in FIG. 3, in the second embodiment, the rectifying portion 30 and the guiding portion 34 are formed in the fender molding 24. As shown in FIG. In the present embodiment having such a configuration, basically the same functions as those of the first embodiment can be obtained, and the same effects as those of the first embodiment can be obtained.

Further, in this embodiment, the fender liner 16 may have the same structure as the conventional structure, and the fender molding 24 may be attached to the fender liner 16 or the like having the same structure as the conventional structure. Therefore, it can be easily applied to the vehicle 10 having the conventional structure, and design changes of the vehicle 10 including the fender liner 16 can be reduced.

<Third Embodiment>
The third embodiment is not an embodiment of the present invention but a reference example. As shown in FIG. 4, in the third embodiment, the arch portion 18 of the fender liner 16 does not have the recess 26 at the rear portion of the arch portion 18 of the vehicle. Further, in the present embodiment, the rectifying portion 30 extends to the left side of the vehicle (outer in the vehicle width direction) from a position sufficiently away from the center portion in the width direction of the tire 22 in the reference state to the right side of the vehicle (inner side in the vehicle width direction). ing. Even with such a configuration, resistance to the vehicle 10 moving forward can be suppressed and the operability of the vehicle 10 can be improved, as in the first embodiment.

<Fourth Embodiment>
The fourth embodiment is an embodiment of the present invention. As shown in FIG. 5, the fourth embodiment includes a vortex generator 40 as a guide. The vortex generator 40 includes a first wall portion 42 , a second wall portion 44 and a third wall portion 46 . The first wall portion 42 and the second wall portion 44 are provided on the fender liner 16 . The first wall portion 42 is generally plate-shaped, and the thickness direction of the first wall portion 42 is generally the curvature radius direction of the arch portion 18 of the fender liner 16 .

A surface of the first wall portion 42 on the inner side in the curvature radial direction of the arch portion 18 of the fender liner 16 is generally parallel to the vehicle left-right direction (vehicle width direction). The vehicle right (vehicle width direction inner) end of the first wall portion 42 is adjacent to the vehicle left (vehicle width direction outer) end of the rectifying portion 30 of the fender liner 16 so as to face it. Therefore, the airflow W1 rectified by the rectifying portion 30 follows the first wall portion 42 and flows toward the left side of the vehicle (outward in the vehicle width direction).

On the other hand, the second wall portion 44 is plate-shaped. The thickness direction of the second wall portion 44 is generally inclined in the vehicle left-right direction (vehicle width direction) with respect to the curvature radius direction side of the arch portion 18 of the fender liner 16 . The second wall portion 44 extends from the vehicle left (vehicle width direction outer) end of the first wall portion 42 toward the vehicle left rear side, and the surface of the second wall portion 44 on the inner side in the curvature radial direction of the arch portion 18 is , and is substantially a plane inclined toward the rear side of the vehicle with respect to the left side of the vehicle. Further, the inner surface of the second wall portion 44 in the curvature radial direction is bent toward the rear side of the vehicle with respect to the vehicle left side of the first wall portion 42, and the bending angle is, for example, 20 degrees.

The third wall portion 46 is formed on the fender molding 24 . The third wall portion 46 is plate-shaped. The thickness direction of the third wall portion 46 is generally the same as the thickness direction of the second wall portion 44 . The radially inner surface of the arch portion 18 of the third wall portion 46 is inclined at approximately the same angle as the surface of the second wall portion 44 radially inner of the arch portion 18 . Moreover, the surface of the third wall portion 46 on the inner side of the arch portion 18 in the radial direction of curvature is substantially flush with the surface of the second wall portion 44 on the inner side of the arch portion 18 in the radial direction of curvature.

In the present embodiment having such a configuration, the airflow W1 rectified by the rectifying portion 30 flows along the first wall portion 42 of the vortex generating portion 40 toward the left side of the vehicle (outward in the vehicle width direction). Here, as described above, the inner surfaces in the curvature radial direction of the second wall portion 44 and the third wall portion 46 are bent toward the vehicle rear side with respect to the vehicle left side of the first wall portion 42 . Therefore, the airflow W1 that has flowed along the first wall portion 42 toward the left side of the vehicle (outside in the vehicle width direction) generally flows toward the left side of the vehicle without flowing along the second wall portion 44 and the third wall portion 46 .

In this manner, the airflow W1 flows toward the left side of the vehicle on the vehicle front side of the second wall portion 44 and the third wall portion 46 of the vortex generating portion 40, thereby causing the airflow W1 and the second wall portion 44 and the third wall portion 46 to move toward the vehicle. A vortex W4, which is a vortex-shaped air current, is generated with the front side. The vortex W4 flows, for example, to the left side of the vehicle (outward in the vehicle width direction) on the radially inner side of the arch portion 18 of the fender liner 16, and flows to the right side of the vehicle (inwardly in the vehicle width direction) on the radial outer side of the arch portion 18. (For example, in a plan view seen from the upper side of the vehicle, the counterclockwise direction).

The airflow W1 is attracted by the vortex W4 by forming such a vortex W4 on the radially outer side of the arch portion 18 with respect to the airflow W1. In this manner, the airflow W1 is attracted by the vortex W4, and the direction of the flow of the airflow W1 is tilted, so that the airflow W1 smoothly merges with the main stream W2.

In this embodiment, basically the same effects as those of the first embodiment can be obtained, and the same effects as those of the first embodiment can be obtained.

In the fourth embodiment, the fender liner 16 and the fender molding 24 are each provided with a first wall portion 42, a second wall portion 44, and a third wall portion 46 that constitute the vortex generating portion 40. rice field. However, for example, one of the fender liner 16 and the fender molding 24 may be provided with the vortex generating section 40 . Also, the vortex generating section 40 may be configured with a member other than the fender liner 16 and the fender molding 24 .

Further, in each of the above-described embodiments, the fender liner 16 or the fender molding 24 is provided with the rectifying portion 30 and the guiding portion 34. 30 or the guide portion 34 may be configured.

Furthermore, in each of the first, second and fourth embodiments, the present invention is applied to the wheel house 20 in which the tire 22 on the vehicle front side of the vehicle 10 is arranged. However, for example, the present invention may be applied to the wheel house 20 in which the tire 22 on the vehicle rear side of the vehicle 10 is arranged.

20 wheel house 22 tire 30 rectification unit W1 air flow

Claims (1)

a wheel house in which vehicle tires are arranged and in which an air flow flows from the vehicle width direction inside of the vehicle when the vehicle is running;
Provided on the vehicle rear side of the tire inside the wheel house, from a position on the vehicle width direction center side of the tire in a reference state in which the vehicle can travel straight ahead to the vehicle width direction outer end of the wheel house a straightening unit that straightens the airflow outward in the vehicle width direction between the
with
The rectifying portion is positioned on the front side of the vehicle as it extends from its inner end in the vehicle width direction toward the outer side in the vehicle width direction, and is curved so as to bulge obliquely inward in the vehicle width direction toward the front of the vehicle.