JP2009161101A - Aerodynamic structure for vehicles - Google Patents

Abstract

Generation of turbulent flow in the vicinity of a protrusion is suppressed.
In a wheel house structure for a vehicle, an air flow F from a vehicle rear side of a wheel 20 to a wheel house 18 collides with a collision surface 30 and air inflow into the wheel house 18 is suppressed. The air flow in the wheel house 18 can be rectified, and the air resistance of the vehicle 12 can be reduced. Here, the guide surface 34 between the inclined surface 30 of the stepped portion 28 and the collision surface 32 guides the air flow F colliding with the collision surface 32 to the inclined surface 30. For this reason, it can suppress that the air flow F which collided with the collision surface 32 peels from the level | step-difference part 28, can suppress generation | occurrence | production of the turbulent flow in the vicinity of the guide surface 34, and has a bad influence on the steering feeling of the vehicle 12. Can be suppressed.
[Selection] Figure 1

Description

  The present invention relates to an aerodynamic structure for a vehicle that rectifies an air flow in a wheel house of the vehicle.

  As an aerodynamic structure for vehicles, there is one in which ridges are provided along the vehicle width direction on the inner peripheral surface of a wheel house (see, for example, Patent Document 1).

However, in this vehicle aerodynamic structure, the tip of the protrusion is circular in cross section. For this reason, the airflow which flowed into the vehicle rear side part of the wheel house from the lower side and collided with the lower side surface of the ridge from the lower front of the vehicle easily peels from the ridge at the end of the ridge. As a result, turbulent flow is likely to occur in the vicinity of the tip of the ridge, and the turbulent flow may affect the behavior of the rotating wheel, which may adversely affect the steering feeling of the vehicle.
Japanese Utility Model Publication No. 62-29980

  In view of the above fact, an object of the present invention is to obtain a vehicle aerodynamic structure that can suppress the occurrence of turbulent flow in the vicinity of a protrusion.

  The aerodynamic structure for a vehicle according to claim 1 is provided along a vehicle width direction in a wheel house of the vehicle, and is disposed on the vehicle rear side with respect to a rotation axis of a wheel in the wheel house, toward the wheel side. A protrusion that protrudes, a collision surface that is provided on the protrusion and that is directed downwardly and that collides with an air flow toward the wheel house as the wheel rotates. A contact surface provided on the upper side and directed toward the vehicle front side, and having a lower end connected to the vehicle front side end of the collision surface; and the protrusion is provided between the collision surface and the communication surface; And a guide surface for guiding the air flow that collides with the communication surface.

  The aerodynamic structure for a vehicle according to claim 2 is the aerodynamic structure for a vehicle according to claim 1, wherein an internal angle between the collision surface and the guide surface and an internal angle between the communication surface and the guide surface are obtuse. It is characterized by that.

  The vehicle aerodynamic structure according to claim 3 is the vehicle aerodynamic structure according to claim 1 or 2, wherein the vehicle aerodynamic structure has a plurality of the guide surfaces, and an internal angle between the guide surfaces and the guide surfaces is an obtuse angle. It is characterized by that.

  The aerodynamic structure for a vehicle according to claim 4 is the aerodynamic structure for a vehicle according to any one of claims 1 to 3, wherein the collision surface and the guide surface are flat or concave. It is said.

  The aerodynamic structure for a vehicle according to claim 5 is the aerodynamic structure for a vehicle according to any one of claims 1 to 4, wherein a boundary portion between the collision surface and the guide surface, the communication surface, and the It is characterized in that the boundary with the guide surface is a curved surface.

  In the aerodynamic structure for a vehicle according to claim 1, the protrusion is provided along the vehicle width direction in the wheel house of the vehicle, and the protrusion is on the vehicle rear side with respect to the rotational axis of the wheel in the wheel house. It is arranged and protrudes to the wheel side. Further, the collision surface provided on the protrusion is directed downward, and the communication surface provided on the upper side of the collision surface on the protrusion is directed to the front side of the vehicle. Connected to the front edge of the vehicle.

  By the way, the airflow which goes into a wheel house collides with a collision surface with rotation of a wheel. For this reason, inflow of the air flow into the wheel house accompanying the rotation of the wheel is suppressed, and the air flow in the wheel house can be rectified.

  Here, a guide surface is provided between the collision surface and the communication surface in the projecting portion, and the guide surface guides the air flow colliding with the collision surface to the communication surface. For this reason, peeling from the protrusion part of an airflow can be suppressed, and generation | occurrence | production of the turbulent flow in the vicinity of a protrusion part can be suppressed.

  In the vehicle aerodynamic structure according to the second aspect, the internal angle between the collision surface and the guide surface and the internal angle between the communication surface and the guide surface are obtuse. For this reason, it is possible to suppress separation of the air flow from the protruding portion at the boundary portion between the collision surface and the guide surface and the boundary portion between the communication surface and the guide surface.

  The aerodynamic structure for a vehicle according to claim 3 has a plurality of guide surfaces, and an internal angle between the guide surfaces and the guide surfaces is an obtuse angle. For this reason, peeling from the protrusion part of the airflow in the boundary part of a guide surface and a guide surface can be suppressed.

  In the vehicle aerodynamic structure according to the fourth aspect, the collision surface and the guide surface are flat or concave. For this reason, peeling from the protrusion part of the airflow in a collision surface and a guide surface can be suppressed.

  In the aerodynamic structure for a vehicle according to claim 5, the boundary between the collision surface and the guide surface and the boundary between the communication surface and the guide surface are curved surfaces. For this reason, it is possible to suppress separation of the air flow from the protruding portion at the boundary portion between the collision surface and the guide surface and the boundary portion between the communication surface and the guide surface.

[First Embodiment]
1 shows a vehicle wheel house structure 10 as an aerodynamic structure for a vehicle according to a first embodiment of the present invention in a cross-sectional view as seen from the left side of the vehicle. The main part of the wheel house structure 10 for a vehicle is shown with sectional drawing seen from the vehicle left side. In the drawings, the front side of the vehicle is indicated by an arrow FR, and the upper side is indicated by an arrow UP.

  The vehicle wheel house structure 10 according to the present embodiment is applied to a vehicle 12, and plate-like fender panels 14 are provided at the front and rear portions of the vehicle 12 at both ends in the vehicle width direction. The fender panel 14 is formed with a substantially semicircular arc arch 16 (tire envelope), and the wheel arch 16 is open downward.

  A substantially semi-cylindrical wheel house 18 is formed at the front and rear portions of the vehicle 12 on the inner side in the vehicle width direction of the wheel arch 16, and the inner peripheral surface of the wheel house 18 is on the outer peripheral side of the wheel arch 16. Has been placed. In the wheel house 18, wheels 20 (front wheels and rear wheels) are rotatably provided. In particular, when the wheels 20 are front wheels, the wheels 20 are disposed on the inner periphery of the wheel arch 16. The wheel arch 16 can be steered outward (tilted in the vehicle width direction).

  A brake device (not shown) is provided inside the wheel 20 in the vehicle width direction, and the brake device brakes the rotation of the wheel 20 so that the vehicle 12 can be braked.

  In the wheel house 18, a resin-made plate-like fender liner 22 is provided on the outer peripheral side of the wheel arch 16, and the fender liner 22 is formed in a substantially arc shape in a vehicle side view along the wheel arch 16. It is curved and covers the upper part of the outer peripheral surface of the wheel 20.

  An aerodynamic stabilizer 24 is provided at the vehicle rear side portion and the lower side portion of the fender liner 22.

  The aerodynamic stabilizer 24 is provided with a predetermined number (two in the present embodiment) of triangular prism-like stopper grooves 26 as width direction grooves, and the stopper grooves 26 are arranged along the vehicle width direction. The stopper groove 26 is opened on the wheel 20 side, and both ends of the stopper groove 26 in the vehicle width direction are closed at both ends of the fender liner 22 in the vehicle width direction.

  The predetermined number of stopper grooves 26 are arranged in the same range as the wheels 20 on the vehicle rear side of the rotation center axis O (rotation axis) of the wheels 20. Specifically, the angle α formed by the upper end of the uppermost stopper groove 26 around the rotation center axis O of the wheel 20 with respect to the horizontal plane H is preferably 50 ° or less, and preferably 40 ° or less. More preferably, it is about 30 °. The lower end of the lowermost stopper groove 26 is disposed below the horizontal plane H passing through the rotation center axis O of the wheel 20, and the lower end of the lowermost stopper groove 26 is disposed on the lower side. preferable.

  The aerodynamic stabilizer 24 is provided with a predetermined number (two in the present embodiment) of step portions 28 (projections) having a substantially triangular cross section as protrusions, and the step portions 28 protrude toward the wheel 20 side. ing. The stepped portions 28 are arranged along the vehicle width direction above the stopper groove 26, and the predetermined number of stepped portions 28 are continuously arranged in the vertical direction.

  The upper surface of the stepped portion 28 is a flat inclined surface 30 as a communication surface, and the inclined surface 30 is directed obliquely upward in the front of the vehicle. The lower surface of the stepped portion 28 is a flat collision surface 32, and the collision surface 32 is directed downward. The lower end (vehicle front side end) of the inclined surface 30 is connected to the vehicle front side end of the collision surface 32, and the length of the inclined surface 30 in the vehicle side view is compared with the length of the collision surface 32 in the vehicle side view. Have been long.

  The step portion 28 is provided with a planar guide surface 34 (chamfered shape) between the collision surface 32 and the inclined surface 30, and the guide surface 34 is a vehicle of the lower surface of the inclined surface 30 and the collision surface 32. It communicates with the front end. The guide surface 34 is directed to the front side of the vehicle (diagonally below the front of the vehicle), and the portion of the step portion 28 that protrudes most toward the wheel 20 (the portion of the guide surface 34) It is disposed at a position flush with the opening surface of the groove 26. An internal angle θ1 between the inclined surface 30 and the guide surface 34 and an internal angle θ2 between the collision surface 32 and the guide surface 34 are obtuse, and a boundary portion (ridge line portion) between the collision surface 32 and the guide surface 34 and the inclined surface 30 are set. The boundary portion (ridge line portion) between the guide surface 34 and the guide surface 34 is a curved surface (circular cross section). The length of the guide surface 34 in a side view of the vehicle needs to be at least 1 mm, and preferably 3 mm or more.

  The fender liner 22 is formed with a predetermined number of guide grooves 36 having a rectangular cross section as a circumferential groove in a circumferential range from the vehicle front and lower end to the uppermost stepped portion 28. The guide grooves 36 are arranged at intervals in the vehicle width direction. The guide groove 36 is disposed along the circumferential direction of the fender liner 22, and the guide groove 36 opens to the wheel 20 side. The vehicle rear side end face of the guide groove 36 is an inclined surface 30 of the uppermost step portion 28, and the guide groove 36 and the uppermost stopper groove 26 are not communicated with each other by the uppermost step portion 28.

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

  In the vehicle wheel house structure 10 having the above-described configuration, when the wheel 20 rotates in the direction of arrow A in FIG. Then, an air flow F is generated from the vehicle rear side of the wheel 20 to the upper side (particularly obliquely upward rearward of the vehicle) flowing into the wheel house 18. The air flow F flows into the stopper groove 26, is guided by the lower surface of the stopper groove 26 (the inclined surface 30 of the step portion 28), and collides with the collision surface 32 of the step portion 28. For this reason, the air flow F is blocked and the pressure in the stopper groove 26 increases, and this pressure increase range extends to the space between the stopper groove 26 and the wheel 20, so that the wheel 20 from the vehicle rear side. The inflow resistance of air into the wheel house 18 is increased, and the inflow of air into the wheel house 18 is suppressed. Thereby, the air flow which is going to flow into the wheel house 18 from the lower side of the lower surface of the vehicle 12 is weak, and the disturbance of the air flow around the wheel house 18 (including the inside of the wheel house 18) is suppressed (rectified). The air flow that flows downward from the lower surface of the vehicle 12 toward the rear side of the vehicle is suppressed from being disturbed, and the air flow can flow smoothly toward the rear side of the vehicle at the lower side of the lower surface of the vehicle 12.

  Furthermore, as the amount of air flowing into the wheel house 18 decreases as described above, the amount of air discharged through the wheel arch 16 to the outside of the wheel house 18 in the vehicle width direction also decreases. In particular, since the stopper groove 26 is disposed on the vehicle rear side and the lower side of the wheel house 18 that is the most upstream part where the airflow flows into the wheel house 18, the wheel house 18 is discharged to the outside in the vehicle width direction. The amount of air generated can be effectively reduced. For this reason, it is suppressed that the airflow which flows toward the vehicle rear side along the side surface of the vehicle 12 is suppressed, and the airflow can smoothly flow toward the vehicle rear side on the side surface of the vehicle 12.

  As described above, in the vehicle 12, by the action of the stopper groove 26 and the step portion 28, the fuel efficiency is improved by reducing the air resistance (CD value), the steering stability is improved by ensuring the ground load of the wheels 20, the wind noise is reduced, and the splash ( Reduction of water from the running surface by the wheels 20), securing of an air flow toward the brake device on the inner side in the vehicle width direction of the wheels 20, and the like can be achieved.

  Further, the guide groove 36 prevents the air flow F in the wheel house 18 from moving in the vehicle width direction, and flows along (in parallel with) the rotation direction of the wheel 20. For this reason, the disturbance of the air flow in the wheel house 18 (applying aerodynamic force to the wheels 20) is suppressed. Furthermore, since air discharge through the wheel arch 16 to the outer side in the vehicle width direction of the wheel house 18 is suppressed, an air flow can flow smoothly toward the rear side of the vehicle 12 on the side surface of the vehicle 12. As a result, in the vehicle 12, even by the action of the guide groove 36, the improvement of fuel efficiency, the improvement of steering stability, the reduction of wind noise, the reduction of splash, the securing of the air flow toward the brake device, etc. are achieved by reducing the air resistance. Can do.

  Further, the guide groove 36 is not communicated with the stopper groove 26 by the uppermost step portion 28. For this reason, it can suppress that air flows into the guide groove 36 from the stopper groove 26, and the pressure of the stopper groove 26 falls, and the inflow suppression effect of the airflow F to the wheel house 18 has flowed into the wheel house 18. The rectifying effect of the air flow F can be effectively made compatible.

  Further, since the stopper groove 26, the stepped portion 28, and the guide groove 36 do not protrude from the inner peripheral surface of the fender liner 22, interference between the stopper groove 26, the stepped portion 28, the guide groove 36 and the wheel 20 may be a problem. Absent. Therefore, the stopper groove 26, the stepped portion 28, and the guide groove 36 are not restricted to prevent interference with the wheel 20, and the stopper groove 26, the stepped portion 28, and the guide groove 36 are formed based on the required aerodynamic performance. Can be designed.

  Here, a guide surface 34 is provided on the stepped portion 28 between the inclined surface 30 and the collision surface 32, and the guide surface 34 guides the collided air flow F to the inclined surface 30 (guide surface 34). The air flow F that has collided with the guide surface 34 is prevented from flowing toward the collision surface 32 below the guide surface 34, and the air flow F is surely passed to the inclined surface 30 above the guide surface 34). The collided air flow F is guided to the inclined surface 30. For this reason, it can suppress that the air flow F which collided with the collision surface 32 flows to the vehicle front side of the collision surface 32 (it does not flow to the inclined surface 30 stably), and can peel from the level | step-difference part 28, and the vicinity of the guide surface 34 The generation of turbulent flow (vortex turbulent flow) can be suppressed. Thereby, it can suppress that a turbulent flow affects the behavior of the wheel 20 which rotates, and exerts a bad influence on the steering feeling of the vehicle 12. FIG.

  Furthermore, the internal angle θ1 between the inclined surface 30 and the guide surface 34 and the internal angle θ2 between the collision surface 32 and the guide surface 34 are made obtuse. For this reason, it is possible to suppress separation of the air flow F from the stepped portion 28 at the boundary portion between the collision surface 32 and the guide surface 34 and the boundary portion between the inclined surface 30 and the guide surface 34, and the turbulent flow near the guide surface 34 Can be effectively suppressed.

  Moreover, the collision surface 32 and the guide surface 34 are flat. For this reason, unlike the case where the collision surface 32 and the guide surface 34 are convex, it is possible to suppress the separation of the air flow F from the stepped portion 28 on the collision surface 32 and the guide surface 34, and the turbulence in the vicinity of the guide surface 34. Generation of flow can be more effectively suppressed.

  The boundary between the collision surface 32 and the guide surface 34 and the boundary between the inclined surface 30 and the guide surface 34 are curved surfaces. For this reason, it is possible to further suppress the separation of the air flow F from the stepped portion 28 at the boundary portion between the collision surface 32 and the guide surface 34 and the boundary portion between the inclined surface 30 and the guide surface 34. Generation of flow can be more effectively suppressed.

[Second Embodiment]
FIG. 3 shows a main part of a vehicle wheel house structure 50 as a vehicle aerodynamic structure according to the second embodiment of the present invention in a sectional view as seen from the left side of the vehicle.

  The vehicle wheel house structure 50 according to the present embodiment has the same configuration as that of the first embodiment, but differs in the following points.

  In the vehicle wheel house structure 50 according to the present embodiment, the collision surface 32 and the guide surface 34 of the stepped portion 28 are curved concave surfaces.

  Here, also in this embodiment, the same operations and effects as those in the first embodiment can be obtained.

  Further, the collision surface 32 and the guide surface 34 of the step portion 28 are curved concave surfaces. For this reason, it can suppress that the collision surface 32 and the guide surface 34 deform | transform into a convex surface by the deformation | transformation by the heat | fever of the level | step-difference part 28, or the deformation | transformation of the level | step-difference part 28 at the time of the assembly | attachment of the fender liner 22 to the vehicle 12. For this reason, it is possible to reliably suppress the separation of the air flow F from the stepped portion 28 on the collision surface 32 and the guide surface 34, and it is possible to reliably suppress the occurrence of turbulent flow in the vicinity of the guide surface 34.

  In the present embodiment, the collision surface 32 and the guide surface 34 are configured to be curved concave surfaces, but at least one of the collision surface 32 and the guide surface 34 may be configured to be a curved concave surface. .

  Moreover, in the said 1st Embodiment and 2nd Embodiment, it was set as the structure which made the boundary part of the collision surface 32 and the guide surface 34 and the boundary part of the inclined surface 30 and the guide surface 34 into the curved surface. In addition, at least one of the boundary portion between the collision surface 32 and the guide surface 34 and the boundary portion between the inclined surface 30 and the guide surface 34 may be a bent surface (pointed surface).

[Third Embodiment]
FIG. 4 shows a cross-sectional view of a main part of a vehicle wheel house structure 60 as a vehicle aerodynamic structure according to a third embodiment of the present invention as viewed from the left side of the vehicle.

  The vehicle wheel house structure 60 according to the present embodiment has the same configuration as that of the first embodiment, but differs in the following points.

  In the vehicle wheel house structure 60 according to the present embodiment, in the step portion 28, instead of the guide surface 34 in the first embodiment, a planar first guide surface 62 (chamfered) as an upper guide surface. Shape) and a planar second guide surface 64 (chamfered shape) as a lower guide surface.

  The lower end of the first guide surface 62 and the upper end of the second guide surface 64 are connected, and the first guide surface 62 and the second guide surface 64 are formed between the lower end of the inclined surface 30 and the vehicle front side end of the collision surface 32. Communicating between. The first guide surface 62 and the second guide surface 64 are directed to the front side of the vehicle (front of the vehicle and obliquely below the front of the vehicle), and the portion of the step portion 28 that protrudes to the most wheel 20 side (first guide surface 62 and The portion of the second guide surface 64 is disposed at a position flush with the inner peripheral surface of the fender liner 22 (opening surface of the stopper groove 26).

  The internal angle θ3 between the inclined surface 30 and the first guide surface 62, the internal angle θ4 between the collision surface 32 and the second guide surface 64, and the internal angle θ5 between the first guide surface 62 and the second guide surface 64 are made obtuse. The boundary portion (ridge line portion) between the inclined surface 30 and the first guide surface 62, the boundary portion (ridge line portion) between the collision surface 32 and the second guide surface 64, and the first guide surface 62 and the second guide. A boundary portion (ridge line portion) with the surface 64 is a curved surface (circular arc shape). The lengths of the first guide surface 62 and the second guide surface 64 as viewed from the side of the vehicle are each required to be at least 1 mm, and preferably 3 mm or more.

  Here, also in this embodiment, the same operations and effects as those in the first embodiment can be obtained.

  In particular, the step portion 28 is provided with a first guide surface 62 and a second guide surface 64 between the inclined surface 30 and the collision surface 32, and the first guide surface 62 and the second guide surface 64 collide with each other. The air flow F is guided to the inclined surface 30 (the air flow F that has collided with the first guide surface 62 and the second guide surface 64 moves to the collision surface 32 side below the first guide surface 62 and the second guide surface 64. The air flow F is reliably flowed to the inclined surface 30 above the first guide surface 62 and the second guide surface 64), and the air flow F colliding with the collision surface 32 is guided to the inclined surface 30. To do. For this reason, it can suppress well that the air flow F which collided with the collision surface 32 flows to the vehicle front side of the collision surface 32 (it does not flow to the inclined surface 30 stably), and peels from the level | step-difference part 28.

  Furthermore, the internal angle θ3 between the inclined surface 30 and the first guide surface 62, the internal angle θ4 between the collision surface 32 and the second guide surface 64, and the internal angle θ5 between the first guide surface 62 and the second guide surface 64 are obtuse angles. Has been. Therefore, air is present at the boundary between the inclined surface 30 and the first guide surface 62, the boundary between the collision surface 32 and the second guide surface 64, and the boundary between the first guide surface 62 and the second guide surface 64. It can suppress that the flow F peels from the level | step-difference part 28. FIG.

  Moreover, the collision surface 32, the first guide surface 62, and the second guide surface 64 are flat. For this reason, unlike the case where the collision surface 32, the first guide surface 62, and the second guide surface 64 are convex, the air flow F is stepped on the collision surface 32, the first guide surface 62, and the second guide surface 64. It is possible to suppress the peeling from 28.

  The boundary between the inclined surface 30 and the first guide surface 62, the boundary between the collision surface 32 and the second guide surface 64, and the boundary between the first guide surface 62 and the second guide surface 64 are curved. It is on the surface. Therefore, air is present at the boundary between the inclined surface 30 and the first guide surface 62, the boundary between the collision surface 32 and the second guide surface 64, and the boundary between the first guide surface 62 and the second guide surface 64. It is possible to further suppress the flow F from being separated from the step portion 28.

  As described above, the occurrence of turbulent flow in the vicinity of the first guide surface 62 and the second guide surface 64 can be more effectively suppressed.

  In the present embodiment, the boundary between the inclined surface 30 and the first guide surface 62, the boundary between the collision surface 32 and the second guide surface 64, and the first guide surface 62 and the second guide surface 64 However, the boundary portion between the inclined surface 30 and the first guide surface 62, the boundary portion between the collision surface 32 and the second guide surface 64, and the first guide surface 62 and the first guide surface 62. It is good also as a structure which made the at least 1 boundary part with the 2 guide surface 64 into the bending surface (pointed surface).

  Furthermore, in the present embodiment, the collision surface 32, the first guide surface 62, and the second guide surface 64 are configured to be flat, but at least one of the collision surface 32, the first guide surface 62, and the second guide surface 64 is used. It is good also as a structure which made the one into the curved concave surface.

[Fourth Embodiment]
FIG. 5 is a cross-sectional view of a main part of a vehicle wheel house structure 70 as a vehicle aerodynamic structure according to a fourth embodiment of the present invention as viewed from the left side of the vehicle.

  The vehicle wheel house structure 70 according to the present embodiment has the same configuration as that of the first embodiment, but differs in the following points.

  In the vehicle wheel house structure 70 according to the present embodiment, in the step portion 28, instead of the guide surface 34 in the first embodiment, a planar third guide surface 72 (chamfering) as an upper guide surface is provided. Shape), a flat fourth guide surface 74 (chamfered shape) as an intermediate guide surface in the vertical direction, and a flat fifth guide surface 76 (chamfered shape) as a lower guide surface. ing. The third guide surface 72 is the same as the first guide surface 62 in the third embodiment, and the fourth guide surface 74 and the fifth guide surface 76 are the second guide surface in the third embodiment. 64 is arranged.

  The lower end of the third guide surface 72 and the upper end of the fourth guide surface 74 are connected, and the lower end of the fourth guide surface 74 and the upper end of the fifth guide surface 76 are connected, and the third guide surface 72, The fourth guide surface 74 and the fifth guide surface 76 communicate between the lower end of the inclined surface 30 and the vehicle front side end of the collision surface 32. The third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 are directed to the vehicle front side (the vehicle front and the vehicle front diagonally downward), and the portion of the stepped portion 28 that protrudes most toward the wheel 20 ( The third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 are disposed at the same position as the inner peripheral surface of the fender liner 22 (the opening surface of the stopper groove 26).

  The internal angle θ6 between the inclined surface 30 and the third guide surface 72, the internal angle θ7 between the collision surface 32 and the fifth guide surface 76, the internal angle θ8 between the third guide surface 72 and the fourth guide surface 74, and the fourth guide surface The internal angle θ9 between 74 and the fifth guide surface 76 is an obtuse angle, a boundary portion (ridgeline portion) between the inclined surface 30 and the third guide surface 72, and a boundary portion between the collision surface 32 and the fifth guide surface 76 (Ridge line part), a boundary part (ridge line part) between the third guide surface 72 and the fourth guide surface 74, and a boundary part (ridge line part) between the fourth guide surface 74 and the fifth guide surface 76 are curved surfaces. (Cross-section arc shape). The lengths of the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 as viewed from the side of the vehicle must be at least 1 mm, and preferably 3 mm or more.

  Here, also in this embodiment, the same operations and effects as those in the first embodiment can be obtained.

  In particular, the step portion 28 is provided with a third guide surface 72, a fourth guide surface 74, and a fifth guide surface 76 between the inclined surface 30 and the collision surface 32, and the third guide surface 72, the fourth guide surface 76 are provided. The guide surface 74 and the fifth guide surface 76 guide the collided air flow F to the inclined surface 30 (the air flow F colliding with the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 is the third. It suppresses flowing to the collision surface 32 side below the guide surface 72, the fourth guide surface 74, and the fifth guide surface 76, and the air flow F is reliably transmitted to the third guide surface 72, the fourth guide surface 74, and the fourth guide surface 72. 5, the air flow F colliding with the collision surface 32 is guided to the inclined surface 30. For this reason, it can suppress well that the air flow F which collided with the collision surface 32 flows to the vehicle front side of the collision surface 32 (it does not flow to the inclined surface 30 stably), and peels from the level | step-difference part 28.

  Furthermore, an internal angle θ6 between the inclined surface 30 and the third guide surface 72, an internal angle θ7 between the collision surface 32 and the fifth guide surface 76, an internal angle θ8 between the third guide surface 72 and the fourth guide surface 74, and a fourth An internal angle θ9 between the guide surface 74 and the fifth guide surface 76 is an obtuse angle. Therefore, the boundary between the inclined surface 30 and the third guide surface 72, the boundary between the collision surface 32 and the fifth guide surface 76, the boundary between the third guide surface 72 and the fourth guide surface 74, and the first It is possible to suppress separation of the air flow F from the stepped portion 28 at the boundary portion between the fourth guide surface 74 and the fifth guide surface 76.

  Moreover, the collision surface 32, the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 are flat. For this reason, unlike the case where the collision surface 32, the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 are convex, the collision surface 32, the third guide surface 72, the fourth guide surface 74, and It is possible to suppress separation of the air flow F from the stepped portion 28 on the fifth guide surface 76.

  Further, the boundary between the inclined surface 30 and the third guide surface 72, the boundary between the collision surface 32 and the fifth guide surface 76, the boundary between the third guide surface 72 and the fourth guide surface 74, and the fourth A boundary portion between the guide surface 74 and the fifth guide surface 76 is a curved surface. Therefore, the boundary between the inclined surface 30 and the third guide surface 72, the boundary between the collision surface 32 and the fifth guide surface 76, the boundary between the third guide surface 72 and the fourth guide surface 74, and the first It is possible to further suppress the separation of the air flow F from the stepped portion 28 at the boundary portion between the fourth guide surface 74 and the fifth guide surface 76.

  As described above, generation of turbulent flow in the vicinity of the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 can be more effectively suppressed.

  In the present embodiment, the boundary between the inclined surface 30 and the third guide surface 72, the boundary between the collision surface 32 and the fifth guide surface 76, and the boundary between the third guide surface 72 and the fourth guide surface 74. And the boundary between the fourth guide surface 74 and the fifth guide surface 76 are curved surfaces, but the boundary between the inclined surface 30 and the third guide surface 72, the collision surface 32 and the fifth guide. At least one of a boundary portion with the surface 76, a boundary portion between the third guide surface 72 and the fourth guide surface 74, and a boundary portion between the fourth guide surface 74 and the fifth guide surface 76 is a curved surface (pointed surface). It is good also as a structure made into.

  Further, in the present embodiment, the collision surface 32, the third guide surface 72, the fourth guide surface 74, and the fifth guide surface 76 are configured to be flat, but the collision surface 32, the third guide surface 72, and the fourth At least one of the guide surface 74 and the fifth guide surface 76 may be a curved concave surface.

  In the first and second embodiments, the step portion 28 is provided with one guide surface (guide surface 34). In the third embodiment, the step portion 28 has Two guide surfaces (first guide surface 62 and second guide surface 64) are provided, and in the fourth embodiment, three step surfaces 28 are provided with three guide surfaces (third guide surface 72, fourth guide surface). Although the surface 74 and the fifth guide surface 76) are provided, the stepped portion 28 may be provided with four or more guide surfaces.

  Furthermore, in the first to fourth embodiments, the stopper groove 26 and the two step portions 28 are provided. However, one or three or more stopper grooves 26 and the step portions 28 are provided. It is good also as a structure.

It is sectional drawing seen from the vehicle left side which shows the wheel house structure for vehicles which concerns on the 1st Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the principal part of the wheel house structure for vehicles which concerns on the 1st Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the principal part of the wheel house structure for vehicles which concerns on the 2nd Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the principal part of the wheel house structure for vehicles which concerns on the 3rd Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the principal part of the wheel house structure for vehicles which concerns on the 4th Embodiment of this invention.

Explanation of symbols

10 Vehicle wheelhouse structure (vehicle aerodynamic structure)
12 vehicle 18 wheel house 20 wheel 28 step part (protrusion part)
30 Inclined surface (contact surface)
32 Colliding surface 34 Guide surface 50 Wheel house structure for vehicle (aerodynamic structure for vehicle)
60 Vehicle wheelhouse structure (vehicle aerodynamic structure)
62 First guide surface (guide surface)
64 Second guide surface (guide surface)
70 Vehicle wheelhouse structure (vehicle aerodynamic structure)
72 3rd guide surface (guide surface)
74 4th guide surface (guide surface)
76 5th guide surface (guide surface)

Claims (5)

Protruding portions that are provided in the vehicle wheel house along the vehicle width direction, are arranged on the vehicle rear side with respect to the rotation axis of the wheel in the wheel house, and project toward the wheel side,
A collision surface that is provided on the projecting portion and directed downward, and collides with an air flow toward the wheel house as the wheel rotates.
The projecting portion is provided on the upper side of the collision surface, and is directed to the vehicle front side, and a lower end communicates with the vehicle front side end of the collision surface;
A guide surface that is provided between the collision surface and the communication surface in the projecting portion, and guides an air flow that has collided with the collision surface to the communication surface;
Aerodynamic structure for vehicles.   The aerodynamic structure for a vehicle according to claim 1, wherein an interior angle between the collision surface and the guide surface and an interior angle between the communication surface and the guide surface are obtuse.   The aerodynamic structure for a vehicle according to claim 1, wherein a plurality of the guide surfaces are provided, and an internal angle between the guide surfaces and the guide surfaces is an obtuse angle.   The aerodynamic structure for a vehicle according to any one of claims 1 to 3, wherein the collision surface and the guide surface are flat or concave.   5. The vehicle according to claim 1, wherein a boundary portion between the collision surface and the guide surface and a boundary portion between the communication surface and the guide surface are curved surfaces. Aerodynamic structure.

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