KR20100057681A

KR20100057681A - Aerodynamic structure for vehicle

Info

Publication number: KR20100057681A
Application number: KR1020107007758A
Authority: KR
Inventors: 무네히로 히라노
Original assignee: 도요타 지도샤（주）
Priority date: 2007-09-11
Filing date: 2008-08-18
Publication date: 2010-05-31
Also published as: KR101068923B1; JP2009067158A; BRPI0816720A2; JP4333788B2; BRPI0816720B1; WO2009034814A1; AU2008298470B2; CN101801769B; RU2423278C1; CN101801769A; AU2008298470A1

Abstract

An aerodynamic structure for a vehicle, which can effectively regulate airflow in a wheel house. The aerodynamic structure (10) has an airflow collision wall (24) that is positioned rearward, as seen in the front-rear direction of a vehicle body, from the rotation axis of a front wheel in the wheel house, is extended in the lateral direction of the vehicle, and is directed downward in the top-bottom direction of the vehicle body; an airflow guide wall (22) that is extended downward in the top-bottom direction from a rear end section, in the front-rear direction, of the airflow collision wall (24); and an another airflow guide wall (22) that is extended upward in the top-bottom direction from a front end section, in the front-rear direction, of the airflow collision wall (24). A projection-side ridgeline (Rf) is formed between the front end of the airflow collision wall (24) and the airflow guide wall (22), and a depression-side ridgeline (Rr) is formed between the rear end of the airflow collision wall (24) and the airflow guide wall (22). The amount of projection, in the front-rear direction, of the projection-side ridgeline (Rf) relative to the depression-side ridgeline (Rr) gradually varies in the lateral direction.

Description

Aerodynamic Structure for Vehicles {AERODYNAMIC STRUCTURE FOR VEHICLE}

The present invention relates to a vehicle aerodynamic structure for rectifying the air flow in the wheel house.

An aerodynamic stabilizer constructed by fixing a baffle in front of the wheel or inside the vehicle width direction to a wheel in a wheel house of a vehicle is known (see Japanese Patent Laid-Open No. 2003-528772, for example). In addition, a technique disclosed in the specification of British Patent Application No. 2265785 is known.

However, in the prior art as described above, since the baffle protrudes from the wheel house, there are various restrictions such as avoiding interference with the wheel, and it is difficult to obtain a sufficient rectifying effect.

It is an object of the present invention to obtain an aerodynamic structure for a vehicle that can effectively rectify the inside of a wheel house in view of the above facts.

The aerodynamic structure for a vehicle according to the first aspect of the present invention includes an airflow impingement wall extending in the vehicle width direction at the rear of the vehicle front-rear direction than the rotation axis of the wheel in the wheel house and downward in the vehicle body vertical direction. A lower wall extending downward from the rear end in the vehicle body front-rear direction of the airflow collision wall, and an upper wall extending upward from the front end of the airflow collision wall in the front-rear direction of the vehicle body; The edge portion formed by the airflow collision wall and the upper wall may have a protrusion height in the front-rear direction of the vehicle body with respect to the edge portion formed by the airflow collision wall and the lower wall in at least a portion of the vehicle width direction. It's changing.

According to this aspect, the air flow into the wheel house from the rear of the wheel is generated by the rotation of the wheel. A part of this airflow collides with the airflow collision wall. As a result, the pressure rises around the concave (groove) shaped portions formed by the airflow impingement wall and the lower wall, so that air inflow into the wheel house is suppressed. In addition, since the airflow impingement wall is located behind the center of rotation of the wheel, air inflow into the wheelhouse due to wheel rotation is suppressed on the upstream side (inlet) side, and the air flowing into the wheelhouse is discharged from the side. Suppressed.

In the aerodynamic structure for a vehicle having an airflow impact wall as described above, the airflow impact wall and the corner portions of the upper wall are convex portions that are convex toward the wheel side, so that stones or the like that are wound around the rotating wheel are likely to collide. In the aerodynamic structure, since the protruding height of the convex portion gradually changes along the vehicle width direction, damage (damage) caused by the stone or the like can be reduced. That is, for example, in a portion where the height of the protrusion is low, the strength of the collision with the stone or the like may be increased, or the collision probability of the stone or the like may be reduced.

As described above, in the vehicle aerodynamic structure, the inside of the wheel house can be rectified effectively.

In the vehicle aerodynamic structure of the above aspect, the airflow collision wall is such that the wheel house is formed such that the inner portion in the vehicle width direction is located behind the vehicle body front-rear direction than the vehicle width direction outer portion, and the airflow collision wall And the corner portion formed by the upper wall is gradually changed so that the protruding height is smaller by the inside of the vehicle width direction in at least a part of the vehicle width direction including the inner end of the vehicle width direction.

According to this aspect, for example, in relation to the envelope of the wheel, the inner side of the wheel house is located behind the vehicle body front-rear direction rather than the outer side in the vehicle width direction. For this reason, even in the case where the apex is formed in the vehicle width direction inner end of the wheel house in the airflow collision wall and the upper wall (and the inner wall covering these edges from the inside of the vehicle width direction), in the aerodynamic structure for the vehicle, this vertex Since no portion is formed or the protrusion height of the apex is lowered, damage of the apex can be reduced.

In the aerodynamic structure for a vehicle of the above aspect, an edge portion formed of the airflow collision wall and the upper wall includes a front end in a front and rear direction of the vehicle body in at least a part of the vehicle width direction including an inner end of the vehicle width direction of the airflow collision wall. As the part or the rear end is inclined with respect to the vehicle width direction, the protruding height is gradually changed so as to be smaller by the inner side of the vehicle width direction.

According to this aspect, since the projecting heights of the corner portions of the collision wall and the upper wall continuously change gradually, no edge portion (end) or the like is formed in the middle of the slowly changing structure.

As described above, the vehicle aerodynamic structure according to the present invention has an excellent effect of effectively rectifying the inside of the wheel house.

1 is an enlarged perspective view showing a part of an aerodynamic structure for a vehicle according to an embodiment of the present invention;
2 is a side cross-sectional view schematically showing a schematic overall configuration of an aerodynamic structure for a vehicle according to an embodiment of the present invention;
3 is a planar cross-sectional view taken along line 3-3 of FIG. 1;
4 is an enlarged side sectional view showing a part of an aerodynamic structure for a vehicle according to an embodiment of the present invention;
5A is a perspective view of a vehicle to which an aerodynamic structure for a vehicle according to an embodiment of the present invention is applied;
5B is a perspective view of an automobile according to a comparative example with the embodiment of the present invention;
Fig. 6 is a sectional plan view corresponding to Fig. 3 showing an aerodynamic structure for a vehicle according to a first modification of the embodiment of the present invention;
7 is a plan sectional view corresponding to FIG. 3 showing a vehicle aerodynamic structure according to a second modification of the embodiment of the present invention;
8 is a perspective view showing a vehicle aerodynamic structure according to a comparative example with the embodiment of the present invention.

A vehicle aerodynamic structure 10 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 5. In addition, the arrow FR, the arrow UP, the arrow IN, and the arrow 0UT which are described appropriately in each drawing are the omnidirectional directions of the vehicle S to which the vehicle aerodynamic structure 10 is applied, respectively. ), The upper direction, the vehicle width direction inner side, and the outer side are shown, and when it shows simply the inside and outside of the up-down, back-down, and the vehicle width direction below, it respond | corresponds to each said arrow direction. In addition, in this embodiment, the vehicle aerodynamic structure 10 is respectively applied to the front wheels 15 and the rear wheels 16 as the wheels, respectively, but each vehicle aerodynamic structure 10 is basically the same (left and right cases). Symmetrical configuration), the following describes the aerodynamic structure 10 for vehicles on the right and left sides of the front wheels.

In FIG. 2, the front part of the vehicle S to which the vehicle aerodynamic structure 10 was applied is shown with the typical side sectional view seen from the inside of the vehicle width direction. 3, the front part of the motor vehicle S is shown by typical planar cross section. As shown in these figures, the vehicle S is provided with a front fender panel 12 constituting the vehicle body, and the front fender panel 12 allows the front wheels 15 to be struck. To this end, wheel arches 12A formed in a substantially semi-circular arc shape opening downward from the side are formed. Although not shown, a fender apron is coupled to the inside of the front fender panel 12, and a wheel house inner is installed on the hender apron. Thereby, the wheel house 14 in which the front wheel 15 is rotatable is provided in the front part of the automobile S. As shown in FIG.

In addition, the inside of the wheel house 14 is formed in a substantially circular arc shape with a diameter corresponding to the wheel arch 12A from the side and slightly larger than the wheel arch 12A, and the front wheel 15 is viewed in plan view. The fender liner 18 formed in the substantially rectangular shape to cover is provided. Thus, the fender liner 18 is housed in the wheel house 14 such that it is not exposed from the wheel arch 12A when viewed from the side. This fender liner 18 covers approximately the upper half of the front wheel 15 from the front, the upper part, the rear part, and prevents mud, gravel, etc. from touching a fender apron (wheel house inner). The fender liner 18 is, for example, made of resin formed by resin molding (injection molding or blow molding), or has a structure in which a nonwoven fabric is used as a base material or a skin material.

And the fender liner 18 which comprises the vehicle aerodynamic structure 10 has the concave part (groove part) 20 which opens to the front wheel 15 side from the side view. 20 is provided in the part (part overlapping with the front wheel 15 in the vehicle body up-down direction) located behind the front wheel 15 in the fender liner 18. More specifically, as shown in FIG. Similarly, the angle θ (−) between the horizontal line HL passing through the rotation axis RC of the front wheel 15 among the parts behind the rotation axis RC of the front wheel 15 in the fender liner 18. The concave portion 20 is provided over a part or all of the lower region A behind the portion C where the imaginary straight line IL1 forming? ° <θ <90 ° intersects.

It is preferable to set it as 50 degrees or less on the upper limit side of the installation range of the concave part 20, It is further more preferable to set it as 40 degrees or less, In this embodiment, it is about 30 degrees. . Moreover, the angle (alpha) which defines the lower limit side of the installation range of the concave part 20 is the virtual straight line IL2 which connects the rear lower end part of the wheel house 14 from the rotation axis RC of the front wheel 15. And the horizontal line HL. The rear lower end of the wheel house 14 can be, for example, the rear lower end of the fender liner 18.

As shown in FIG. 1 and FIG. 2, the concave portion 20 is opened toward the front wheel 15 side as described above, and the fender liner 18 (the wheel house 14) is opened at the opening 20A. ] Is substantially triangular in view of the maximum width along the circumferential direction. More specifically, the concave portion 20 includes an airflow guide wall 22 extending upwardly from the lower edge 20B of the opening 20A and a rear upper end of the airflow guide wall 22 ( It is comprised with the airflow impingement wall 24 extended from 22A toward the upper edge 20C of the opening 20A.

The airflow impingement wall 24 has a smaller side length (length of the sides of the triangle) with respect to the airflow guide wall 22. As a result, as shown in FIG. 1, the airflow guide wall 22 is caused by the airflow F generated by the rotation of the front wheels 15 (the rotation in the direction of the arrow R, which is the direction in which the vehicle S is advanced). The airflow F is extended in the direction substantially along the direction so as to guide [the airflow along the tangential direction of the front wheel 15] into the concave portion 20. On the other hand, the airflow collision wall 24 extends so as to face the airflow F, and the airflow F which flowed into the concave portion 20 collides.

As described above, in the vehicle aerodynamic structure 10, a part of the air flow F is blocked by the concave portion 20, and the pressure in the concave portion 20 increases, thereby concave portion ( The pressure between the opening 20A of the 20 and the front wheel 15 rises. By this pressure rise, in the vehicle aerodynamic structure 10, the inflow of the airflow F into the wheel house 14 is suppressed.

1 to 3, the plurality of concave portions 20 are provided in the fender liner 18 in parallel in the circumferential direction of the fender liner 18. have. In this embodiment, the concave portion 20 adjacent to the circumferential direction of the fender liner 18 substantially coincides with the lower edge 20B and the upper edge 20C of the opening 20A. That is, the plurality of concave portions 20 are formed so as to form triangular irregularities (wavy shapes) in a continuous cross section in the circumferential direction of the fender liner 18. Among the plurality of concave portions 20, the concave portion 20 located at the rearmost bottom is located at the rear lower end portion 18A of the fender liner 18.

Therefore, in this embodiment, with respect to the airflow collision wall 24 which comprises the recessed part 20 located in the rearmost bottom, the airflow guide wall of the recessed part 20 located in the said rearmost bottom. While 22 corresponds to the lower wall of the present invention, the airflow guide wall 22 of the upper concave portion 20 corresponds to the upper wall of the present invention. On the other hand, with respect to the airflow impingement wall 24 constituting the upper concave portion 20, the airflow guide wall 22 of the upper concave portion 20 corresponds to the lower wall of the present invention. At the same time, the general wall portion 28 constituting the general surface of the fender liner 18 continuous to the front end of the airflow impingement wall 24 (the upper edge 20C of the opening portion 20A) corresponds to the upper wall of the present invention. do.

1 and 3, each concave portion 20 extends along the vehicle width direction, and the outer end of the vehicle width direction is sealed by the side wall 26. In this embodiment, the recessed part 20 is formed so that the front wheel 15 located in a neutral position (posture) may overlap over the full width of a vehicle width direction.

On the other hand, the vehicle width direction inner edge of each concave shape part 20 is an open end opened in the said vehicle width direction inward direction. As shown in FIG. 3, in the fender liner 18 (wheel house 14), the inner end 18B in the vehicle width direction is forward and backward with respect to the outer end 18C in relation to the tire envelope Et. Located in the back of the direction. The tire envelope Et represents the trajectory of the outermost (body near side) of the trajectories of all relative displacements with respect to the vehicle body including the steering and bounce of the front wheel 15. Since the tire envelope Et has the rearmost peak Ep in the vehicle body front-rear direction near the inner width direction end of the fender liner 18, the rear part of the fender liner 18 is shown in FIG. Similarly, the inner surface thereof is inclined with respect to the vehicle width direction (see reference line W) so that the inner end 18B in the vehicle width direction is located behind the vehicle body front-rear direction with respect to the outer end 18C.

In the vehicle aerodynamic structure 10, a concave side ridge line Rr which is an edge portion of the airflow collision wall 24 (lower wall) and the airflow guide wall 22 constituting the same concave portion 20, Distance between the airflow impingement wall 24 and the convex side ridgeline Rf which is an edge of the airflow guide wall 22 (upper wall) of the upper concave-shaped part 20 or the general wall part 28 [shown in FIG. Protrusion height H] is gradually changing along the vehicle width direction, as shown to FIG. 1 and FIG. Hereinafter, this will be described in detail.

As shown in FIG. 3, in the vehicle aerodynamic structure 10, the concave side ridge Rr is formed substantially along the vehicle width direction (reference line W), and the convex side ridge Rf (upper edge 20C). ] Is inclined with respect to the vehicle width direction (reference line W) so that the vehicle width direction inner edge Rfi is located behind the vehicle body direction outer edge Rfo in the rear of the vehicle body front-rear direction. In this embodiment, the airflow impingement wall 24 is formed in a substantially triangular shape in plan view so that the vehicle width direction inner edge Rfi substantially coincides with the concave side ridgeline Rr.

In this embodiment, the fender liner 18 includes a flange 30 that forms a circumferential edge toward the front wheel 15 side, and the inner width end of the flange 30 and the concave portion 20 and In between, some step (3 mm or less step) B is formed. The step B is formed in a direction in which the vehicle width direction inner edge of the concave portion 20 protrudes toward the front wheel 15 side from a portion located in the vehicle width direction inwardly from the concave portion 20 in the flange 30. It is.

1 and 2, the vehicle aerodynamic structure 10 is provided with a guide groove 34 as a circumferential groove provided in the fender liner 18 so as to open toward the front wheel 15 side. The guide groove 34 has a front end in the vehicle body front-rear direction as the base end 34A rather than the concave portion 20 (located at the uppermost front side), and becomes rectangular along the circumferential direction of the fender liner 18. In the vicinity of the front lower end portion 18D of the fender liner 18, the end portion 34B is used. The guide groove 34 is not in communication with the concave portion 20.

The guide groove 34 is a general wall portion 28 (concave portion 20, guide groove) in which the groove bottoms at the base end 34A and the end 34B are respectively tapered to form the general surface of the fender liner 18. The opening face of 34 is smoothly continued, and the airflow along the circumferential direction of the concave portion 20 (wheel house 14) flows in and out smoothly. As shown in FIG. 1, in this embodiment, the some (two) guide groove 34 parallel to the vehicle width direction is provided. These guide grooves 34 are configured to guide air flows from the rear end to the front along the inner circumference of the fender liner 18 so as to be discharged from the end 34B. In other words, the pair of walls 34C facing the vehicle width direction in each guide groove 34 is configured to prevent the air flow in the vehicle width direction. In addition, although the example in which two guide grooves 34 were provided was shown above, only one guide groove 34 may be provided and three or more guide grooves 34 may be provided.

Supplementing the vehicle aerodynamic structure 10 for the rear wheels 16, as shown in FIG. 5A, in the automobile S, the wheel house 14 is located inside the wheel arch 36A of the rear fender panel 36. Is formed, and the rear wheels 16 are disposed in the wheel house 14. The vehicle aerodynamic structure 10 for the rear wheels 16 includes a tire envelope Et of the front wheel 15 in which the tire envelope Et of the rear wheel 16, which is not the front wheel (or the small steering angle), is the front wheel. Other than that, it is basically comprised similarly to the vehicle aerodynamic structure 10 for the front wheel 15. As shown in FIG. That is, the vehicle aerodynamic structure 10 for the rear wheel 16 is a rear hole house liner which covers the said rear wheel 16 (in the following description, it is not distinguished from the use for the front wheel 15, and is called a fender liner 18). It is comprised by forming the recessed part 20 and the guide groove 34 in the.

2 and 5A, the vehicle aerodynamic structure 10 includes spats 32 arranged in front of the front wheel 15 and the rear wheel 16, respectively, and extending in the vehicle width direction. The spats 32 are configured to prevent the running wind along the running of the vehicle S from flowing into the wheel house 14. The vehicle aerodynamic structure 10 may be configured without the spats 32.

Next, the operation of the present embodiment will be described.

In the vehicle S to which the vehicle aerodynamic structure 10 of the above structure is applied, when the front wheel 15 rotates in the direction of the arrow R in accordance with the running of the vehicle S, drag-in is caused by the rotation of the front wheel 15. As a result, an air flow F that flows upwardly into the wheel house 14 from the rear of the front wheel 15 is generated. A part of this airflow F is guided to the airflow guide wall 22, flows into the concave portion 20, and collides with the airflow collision wall 24. For this reason, a part of airflow F is blocked and the pressure in the recessed part 20 rises, and this pressure rise range extends to the space between the recessed part 20 and the front wheel 15. As a result, in the vehicle aerodynamic structure 10, the inflow resistance of the air into the wheel house 14 from the rear of the front wheel 15 increases, and the inflow of air into the wheel house 14 is suppressed.

Similarly, in the vehicle S to which the vehicle aerodynamic structure 10 is applied, the pressure around the concave portion 20 generated by blocking a part of the airflow by the airflow collision wall 24 by the rotation of the rear wheel 16. As a result, the inflow resistance of the air into the wheel house 14 increases, and the inflow of the air into the wheel house 14 is suppressed.

In addition, another part of the air flow F flows into the wheel house 14 beyond the installation area of the concave portion 20. At least a part of the air stream F flows into the guide groove 34 to flow through the outer circumferential side by centrifugal force, guides into the guide groove 34, and is discharged from the end 34B side.

As described above, in the vehicle aerodynamic structure 10 according to the embodiment, since the concave portion 20 suppresses the inflow of air into the wheel house 14, it flows into the wheel house 14 from under the floor of the vehicle S. The air flow F to be attempted is weak, and the scattering of the air flow around the wheel house 14 is prevented (rectified). Specifically, as shown in FIG. 5A, the air flow Ff under the floor is prevented from being dispersed, and a smooth air flow Ff is obtained under the floor.

In addition, the amount of inflow air into the wheel house 14 is reduced, and the amount of air discharged from the side of the wheel house 14 is also reduced. In particular, since the concave portion 20 is provided at the rear lower edge portion 14A, which is the uppermost portion where the airflow F flows into the wheel house 14, in other words, the airflow F is applied at the uppermost portion. Because of the blocking, the amount of air discharged from the side of the wheel house 14 can be further reduced. As a result, in the automobile S, the air flow Fs along the side surface is prevented from being dispersed, and a smooth air flow Fs is obtained on the side surface.

As described above, in the vehicle S to which the vehicle aerodynamic structure 10 is applied, the action of the concave portion 20 reduces the air resistance (CD value), improves steering stability, reduces wind noise, and splashes. Reduction of "winding up of water from the road surface by the front wheel 15 and the rear wheel 16" can be aimed at.

Moreover, in the vehicle aerodynamic structure 10, since the guide groove 34 is provided in front of the concave portion 20, the air flows inside and the side of the wheel house 14 are rectified. Specifically, since the air flow F in the wheel house 14 flows along the rotational directions of the front wheels 15 and the rear wheels 16 (parallel) by the guide grooves 34, the wheel grooves 14 in the wheel house 14. Dispersion of the air flow in the car (provision of air force to the front wheel 15 and the rear wheel 16) is prevented. Moreover, since the air discharge | emission through the side of the wheel house 14, ie, the wheel arches 12A and 36A is suppressed, in the automobile S, a smooth air flow Fs is obtained.

For this reason, in the vehicle S to which the vehicle aerodynamic structure 10 is applied, the action of the guide groove 34 can also reduce air resistance, improve steering stability, reduce wind noise, and reduce splash. have. Therefore, in the vehicle S in which the vehicle aerodynamic structure 10 is provided in each of the front wheel 15 and the rear wheel 16, as shown in FIG. Smooth air flows (Ff, Fs) without blowing, which cause scattering, are obtained, and these flows smoothly merge at the rear of the vehicle body (see arrow Fj).

Supplemented by comparison with the comparative example shown in FIG. 5B, in the comparative example 200 which does not include the vehicle aerodynamic structure 10, the air flow ( F) occurs, and this inflow causes scattering of the air flow Ff under the floor just behind the front wheel 15 and the rear wheel 16 (air flow generating portion to the wheel house 14). In addition, the air flow F introduced into the wheel house 14 is discharged to the side of the vehicle body via the wheel arch 12A (see arrow Fi), causing the air flow Fs to scatter. Due to these, it also causes scattering to Fj joining from the rear of the vehicle body.

On the other hand, in the automobile S to which the vehicle aerodynamic structure 10 is applied, air inflow into the wheel house 14 from the rear of the front wheel 15 and the rear wheel 16 as described above is applied to the concave portion 20. In addition, since the air flow flowing into the wheel house 14 is rectified in the guide groove 34, the air resistance, the steering stability, the wind noise, and the splash are reduced as described above. Reduction and the like could be realized.

In particular, in the vehicle aerodynamic structure 10, since the plurality of concave portions 20 are continuously provided, the inflow of the air into the wheel house 14 from the rear of the front wheel 15 and the rear wheel 16 is more effectively suppressed. can do. That is, a sufficient rectification effect can be obtained by the compact structure which suppressed the protrusion amount of the concave part 20 to the inside of a vehicle body. In addition, since the guide groove 34 is not in communication with the concave portion 20, air flows from the concave portion 20 to the guide groove 34 so that the pressure in the concave portion 20 decreases. The effect of suppressing the inflow of air flow F into the wheel house 14 and the rectifying effect of the air flow F introduced into the wheel house 14 can be effectively compatible.

Moreover, in the vehicle aerodynamic structure 10, since the concave portion 20 and the guide groove 34 are located concave with respect to the general wall portion 28 of the fender liner 18, the front wheel 15 and the rear wheel 16 ) Interference does not matter. Therefore, in order to prevent interference between the front wheel 15 and the rear wheel 16, the shape of the dimensional shape and the arrangement are not restricted, and the concave portion 20 and the guide groove 34 are designed based on the aerodynamic demanded performance. can do.

And in the vehicle aerodynamic structure 10, since the protrusion height H with respect to the concave side ridgeline Rr of the convex side ridgeline Rf is gradually decreasing toward the vehicle width direction groove inner edge, the front wheel 15 and the rear wheel (16) It is hard to be damaged by the stone which is wound up. This point is demonstrated by the comparison with the comparative example shown in FIG.

In the vehicle aerodynamic structure 100 according to the comparative example shown in FIG. 8, the fender liner 101 has a concave portion 106 formed of an airflow guide wall 102 and an airflow collision wall 104. The convex side ridge line Rfc which is an edge part of the airflow collision wall 104 and the airflow guide wall 102 or the normal wall part 28 of the upper concave part 106 extends along the vehicle width direction substantially ( See imaginary diagram in FIG. 3). And since the fender liner 101 has a structure in which the vehicle width direction inner end is located in the rear of the vehicle body front-rear direction with respect to the outer end in relation to the tire envelope Et, for example, the fender liner 101 faces the side wall 26. A side wall protruding forward than the convex side ridge Rfc cannot be provided at the inner end in the vehicle width direction. For this reason, in the vehicle aerodynamic structure 100, the airflow collision wall 104, the airflow guide wall 102 or the general wall portion 28 of the upper concave portion 106, and the flange 30 are connected. The apex part P which consists of three surfaces with the side wall (corresponding to the step B of the vehicle aerodynamic structure 10) is formed. This vertex portion P is susceptible to damage by gum stones, sand, ice, and the like.

For example, in the case where the fender liner 18 is formed by resin molding, the vertex portion P is easily formed as a thin portion of the fender liner 18, and when a bump or the like collides, a hole is formed. I'm concerned. For example, in the case where the fender liner 18 is formed by injection molding of resin, it is possible to form the apex portion P thickly, but the surface is whitened due to the damage caused by the gum stones and the appearance is deteriorated. I'm concerned. In addition, for example, when forming the fender liner 18 using corrosion as a base material or a skin material in order to obtain the soundproofing performance, the appearance by the fluffing of the surface by the impact of the grindstone to the apex P, etc. It is feared that the deterioration and degradation of the sound insulation performance due to puncture may occur. For example, when the fender liner 18 is formed of a metal material or when the concave portion 20 is formed in the sheet metal part of the vehicle body instead of the fender liner 18, the fender liner 18 may be hit by a bumping stone or the like to the apex portion P. It is feared that the coating (including anti chip coating or rustproof coating) is peeled off and rust occurs in the exposed (ambient exposure) portion of the metal.

On the other hand, in the vehicle aerodynamic structure 10, since the protrusion height H with respect to the concave side ridgeline Rr of the convex side ridgeline Rf is reduced toward the vehicle width direction groove inner edge as mentioned above, As described above, since the vertex portion P which is easy to receive various damages (damages) is not formed or the protruding height of the vertex portion P becomes small, it is suppressed that the damage caused by the gum stones or the like is suppressed. In other words, the vehicle aerodynamic structure 10 is not formed with the vertex portion P or the protrusion height of the vertex portion P is reduced, so that the strength (tolerance) against collision of the quarrying stone is increased. , Or the probability of collision such as sword stones is reduced. In addition, in the aerodynamic structure 10 for a vehicle, the peak part P or the step B is based on the knowledge that the damage to the fender liner 18 by the stubstone becomes maximum when the diameter of the stubstone is about 3 mm. ), The protrusion height with respect to the recessed side ridgeline Rr of the apex part P and the step B is preferably within 3 mm.

In addition, in the above-described embodiment, the convex side ridge Rf is inclined linearly as a whole with respect to the concave side ridge Rr, so that the protrusion height H with respect to the concave side ridge Rr of the convex side ridge Rf is Although the example which changes gradually is shown, this invention is not limited to this, For example, you may set it as the structure regarding the modification as shown in FIG. 6, FIG.

In the vehicle aerodynamic structure 40 which concerns on the modification shown in FIG. 6, the part of the vehicle width direction outer side of the convex side ridgeline Rf extends substantially along the vehicle width direction, and is the inside of the vehicle width direction of the convex side ridgeline Rf. When the part is inclined with respect to the concave side ridge line Rr (the protrusion height H gradually changes), the structure in which the vertex portion P is not formed or the protrusion height of the vertex portion P is small is realized. .

In the vehicle aerodynamic structure 50 according to the modification shown in FIG. 7, a part of the outside of the vehicle width direction of the convex side ridgeline Rf is substantially along the vehicle width direction (with the convex side ridge line Rfc of the vehicle aerodynamic structure 100). Inclined to the same degree], and the concave side ridge Rr inclines with respect to the vehicle width direction (convex side ridge Rf), and the structure which changes the protrusion height H gradually is implement | achieved. Also with this structure, the structure in which the vertex part P is not formed or the protrusion height of the vertex part P is small is implement | achieved.

In addition, in the above-described embodiment, an example in which two concave portions 20 are provided is shown. However, the present invention is not limited thereto, and for example, one or three or more concave shapes are required depending on the required aerodynamic performance. It can be set as the structure which has the part 20.

In addition, in the above-mentioned embodiment, although the vehicle aerodynamic structure 10 has shown the example which has the guide groove 34, this invention is not limited to this, For example, it is set as the structure which does not have the guide groove 34. As shown in FIG. You may also do it.

In addition, in the above-mentioned embodiment, although the recessed part 20 was shown in the example provided in 14A of lower rear edge parts of the wheel house 14, this invention is not limited to this, For example, concave shape The part 20 may be arrange | positioned in the back part of the vehicle body front-back direction with respect to the rotation axis RC of the front wheel 15 and the rear wheel 16. As shown in FIG.

Claims

An airflow collision wall extending in the vehicle width direction at the rear of the vehicle front-rear direction than the rotational axis of the wheel in the wheel house and facing downward in the vertical direction of the vehicle body, and from the rear end of the vehicle front-rear direction of the airflow collision wall above and below the vehicle body up and down. A lower wall extending downward in the direction and an upper wall extending upward in the vertical direction from the front end in the front and rear direction of the vehicle body in the airflow collision wall;
In addition, the corner portion formed by the airflow collision wall and the upper wall, at least a portion of the vehicle width direction, the projection height in the front and rear direction of the vehicle body toward the corner portion formed by the airflow collision wall and the lower wall gradually along the vehicle width direction. Aerodynamic structure for a vehicle, which is changing.

The method of claim 1,
The wheel house is formed such that the inner portion in the vehicle width direction is located behind the vehicle body front-rear direction than the vehicle width direction outer portion,
The corner portion formed by the airflow collision wall and the upper wall is gradually changed so that the protruding height is smaller by the inside of the vehicle width direction in at least a part of the vehicle width direction including the inner end of the vehicle width direction. rescue.

The method of claim 2,
The corner portion formed by the airflow collision wall and the upper wall is inclined with respect to the vehicle width direction at the front end or the rear end in the vehicle body direction at least in part of the vehicle width direction including an inner end of the vehicle airflow collision wall in the vehicle width direction. The aerodynamic structure for a vehicle according to claim 1, wherein the projecting height is gradually changed so as to decrease as much as the inside of the vehicle width direction.