Wheel cover support for a wheel of a vehicle

Abstract

The invention relates to a wheel cover carrier (4) for a wheel (3) of a vehicle (25), the wheel (3) being steerable relative to the vehicle (25) by a steering angle (a), wherein the wheel cover carrier (4) is configured to hold at least one air guide cover (5, 14); the wheel cover carrier (4) is configured to be connected to a steering mechanism (13) of the wheel (3) such that the wheel cover carrier is steerable by the steering mechanism (13) during steering of the wheel (3), wherein the wheel cover carrier (4) is configured to be steered together with the wheel (3) if the steering angle (a) is greater than a steering angle threshold value and to be held in a neutral position if the steering angle (a) is smaller than the steering angle threshold value. The invention further relates to a vehicle (25) comprising such a wheel cover carrier (4).

Description

Technical Field

[0001] The present invention relates to a wheel cover bracket for a vehicle wheel and a vehicle including such a wheel cover bracket. Background Technology

[0002] Vehicles typically experience several forms of drag, which reduces energy efficiency. Reducing drag is desirable in building vehicles with improved energy efficiency, as they offer cost-effective and environmentally friendly transportation. Aerodynamic drag is a particular cause of reduced energy efficiency, especially at high vehicle speeds, because it increases with the square of speed. Aerodynamic drag can be reduced by shaping the vehicle body in an aerodynamically efficient manner, which increases energy efficiency. However, vehicle bodies typically include several openings. For example, each wheel may be housed within a wheel housing. The wheel housing openings on the sides of the vehicle and the openings on the underside that allow the wheels to rotate within the wheel housings create turbulent airflow, which increases the vehicle's aerodynamic drag. Summary of the Invention

[0003] The purpose of this invention is to reduce the aerodynamic drag of a vehicle, and / or to provide an improved wheel cover bracket, and / or to provide an alternative to the prior art.

[0004] In this invention, one or more of the above objectives are achieved by a wheel cover bracket for a vehicle wheel that is steerable relative to the vehicle at a steering angle, wherein:

[0005] The wheel cover bracket is configured to hold at least one air guide cover;

[0006] The wheel cover bracket can be connected to the steering mechanism of the wheel, for example, via the column or hub of the steering mechanism, so that the wheel cover bracket can be turned by the steering mechanism during the turning of the wheel, wherein the wheel cover bracket is configured to turn with the wheel if the steering angle is greater than a steering angle threshold, and optionally, to remain in a neutral position if the steering angle is less than a steering angle threshold.

[0007] The vehicle includes one or more wheels, such as four wheels, each of which can rotate against a surface to propel the vehicle. One or more wheels of the vehicle can be powered or passive and can be steerable. Optionally, the wheels of the vehicle are powered, for example, by in-wheel motors and are steerable. The vehicle is, for example, an automobile, such as a commercially available automobile used on public roads. The vehicle is, for example, at least partially electric. The vehicle is, for example, an electric vehicle, further including one or more solar panels for providing electricity.

[0008] The wheel cover bracket for a vehicle wheel according to the invention is configured to hold at least one air guide shroud. The air guide shroud is configured to guide, for example, air around the vehicle when it is in motion. This streamlines the airflow, reduces turbulence, and subsequently reduces drag caused by turbulent airflow, and increases energy efficiency.

[0009] The wheels of a vehicle can steer relative to the vehicle at a steering angle. Wheel steering is a result, for example, of a vehicle operator turning the steering wheel or an automatic system actuating the steering mechanism. Wheel steering allows the vehicle to, for example, turn or avoid obstacles. If the wheels are steerable, wheel arch supports are configured to steer with the wheels. When the air deflector is held by the wheel arch supports, the air deflector also steers. This steer of the wheel arch supports prevents the steerable wheels from contacting the wheel arch supports and / or the air deflectors.

[0010] The drag reduction effect of the wheel arch support can be maximized if it remains in the neutral position. The neutral position of the wheel arch support is where it protrudes the least from the vehicle body. In the neutral position, airflow can be streamlined around the vehicle. Therefore, if the wheels turn only at small steering angles, i.e., at steering angles less than a steering angle threshold, the wheel arch support may optionally remain in the neutral position. As vehicle speed increases, the aerodynamic drag experienced by the vehicle increases. The wheel arch support is configured to improve the reduction of aerodynamic drag at high speeds where steering angles are typically relatively small. If the wheels turn at relatively small steering angles, the wheel arch support may optionally be configured to remain in the neutral position. In embodiments of the invention, the wheel arch support is configured to remain in the neutral position if the steering angle is less than a steering angle threshold. The wheel arch support also allows the wheels to turn at relatively large steering angles by turning with them. This typically occurs at low speeds, where the aerodynamic drag experienced by the vehicle is low. However, it is also contemplated that the wheel arch support may be configured to turn with the wheels at all steering angles.

[0011] The air deflector can be, for example, a wheel cover that at least partially, or optionally completely, covers the opening in the wheel housing. In another example, the air deflector can be a butterfly-shaped cover that at least partially, or optionally completely, covers the opening between the floor of the vehicle body and the wheel.

[0012] The vehicle's steering mechanism is configured to steer the vehicle in response to commands, such as a driver turning the steering wheel or commands from an automated system. The steering mechanism (e.g., mechanically) is connected to the wheel hub and / or the steering column. The wheel hub and / or the steering column (e.g., mechanically) are connected to the wheel. A wheel arch support is configured to connect to the steering mechanism of the wheel, for example, to the steering column or to the wheel hub. It can be directly (e.g., mechanically) connected to the steering column or the wheel hub. The wheel arch support can be configured to steer along with the wheel when the wheel is moved by the steering mechanism. Steering of the wheel arch support is achieved, for example, through a connection between the steering mechanism and the wheel arch support, which causes the wheel arch support to indirectly follow the wheel's steering angle. Alternatively, steering of the wheel arch support is achieved through a connection between the steering column or the wheel hub, which causes the wheel arch support to directly follow the wheel's steering angle.

[0013] In this embodiment, the steering angle threshold is between 1 and 5 degrees, preferably between 2 and 3 degrees. At high vehicle speeds, it is anticipated that the vehicle will generally travel in a straight line. Typically, at these high speeds, the wheels will not steer more than a few degrees to allow the vehicle to make the necessary steering maneuvers. This steering generally relates to relatively small deviations in the vehicle's trajectory, such as lane changes on highways. If the wheels steer at a relatively small steering angle, the wheel arch supports can remain in a neutral position, which maximizes drag reduction. This is particularly advantageous at high speeds, as aerodynamic drag increases with vehicle speed.

[0014] According to another embodiment of the invention, at least one air guide cover includes a wheel cover, wherein a wheel cover bracket is configured to hold the wheel cover substantially vertically adjacent to the wheel on the outside of the wheel.

[0015] In these embodiments, the wheel cover is held substantially vertically adjacent to the outer side of the wheel, which faces outwards towards the vehicle body. The wheel cover is an air guide shield configured to at least partially, and optionally completely, cover the outer side of the wheel. In the area surrounding the outer side of the wheel, the vehicle body includes a wheel housing opening. The wheel housing opening exposes the wheel and allows wheel steering. By covering the outer side of the wheel facing outwards towards the vehicle body, the wheel cover at least partially, and optionally completely, covers the wheel housing opening. Optionally, the wheel cover covers at least 50% of the wheel housing opening. Preferably, the wheel cover covers at least 60%, such as at least 70%, at least 80%, or at least 90%, of the wheel housing opening. Optionally, the wheel cover extends vertically such that its lower portion is arranged parallel to the bottom side of the vehicle body.

[0016] Wheel covers are arranged to reduce drag caused by air flowing into the wheel housing openings. Wheel covers may be aligned with the wheel housing openings to at least partially, and optionally completely, cover them. In embodiments, wheel covers are arranged such that air flows along the side of the vehicle toward the rear end, rather than flowing into the wheel housing openings. Wheel covers may have, for example, a substantially semi-circular shape. Wheel covers are made of, for example, plastic or metal.

[0017] The wheel arch support is configured to follow the wheel's steering angle if the steering angle is greater than a steering angle threshold. In these embodiments, the wheel arch support holds the wheel arch in place, and if the steering angle is greater than the steering angle threshold, the wheel arch follows the wheel's steering angle. The aerodynamic drag reduction effect is likely greatest when the wheel arch is in a neutral position, arranged parallel to the vehicle body's exterior. However, if the wheel is turning at a relatively large angle, the wheel arch follows the wheel's steering angle and moves into the airflow around the vehicle. This increases drag and is most pronounced at high vehicle speeds. Large steering angles are expected to occur most frequently when the vehicle is traveling at low speeds, such as when making a right or left turn at an intersection. At high speeds, steering angles are generally smaller. Therefore, if the wheel's steering angle is relatively small, maintaining the wheel arch in a neutral position enhances the aerodynamic streamline effect.

[0018] According to another embodiment of the invention, the wheel cover bracket further includes a wheel cover, wherein the wheel cover is attached to the wheel cover bracket in a detachable or non-detachable manner.

[0019] In a variation of these embodiments, the wheel cover is detachably attached to a wheel cover bracket, which is advantageous for purposes such as maintenance: in the event of wheel cover damage, the wheel cover can be repaired or replaced without replacing the entire wheel cover bracket. Another advantage is, for example, easy access to the wheel after removing the detachable wheel cover. The wheel cover bracket may include, for example, multiple holes for receiving multiple bolts. The connection between the detachable wheel cover and the wheel cover bracket can then be achieved, for example, with multiple bolts placed through the same number of holes in the wheel cover and received by the same number of holes in the wheel cover bracket.

[0020] In another variation of these embodiments, the wheel cover is attached to the wheel cover bracket in a non-detachable manner, either by welding the wheel cover to the wheel cover bracket or by integrating the wheel cover bracket and the wheel cover into a single unit. The advantages of attaching the wheel cover to the wheel cover bracket in a non-detachable manner include, for example, ease of manufacture and a reduction in the number of parts.

[0021] According to another embodiment of the invention, at least one air guide cover includes a butterfly-shaped perforation cover, wherein a wheel cover bracket is configured to hold the butterfly-shaped perforation cover substantially horizontally adjacent to the wheel on the inside of the wheel.

[0022] A butterfly aperture is a cutout in the underbody of a vehicle that accommodates a wheel. The butterfly aperture is located in the area adjacent to the inside of the wheel, i.e., the side of the wheel facing the vehicle body. The butterfly aperture allows the wheel to turn without contacting the vehicle body if the wheel is turning at a steering angle. The butterfly aperture has a shape that allows wheel turning, such as a substantially semi-circular shape. Vehicle wheels typically do not turn at angles greater than 45°. Therefore, alternatively, the butterfly aperture can have a shape resembling "butterfly wings." In this case, the area from which the wheel may not turn is covered by a lip protruding from the underside of the vehicle body's underbody. The butterfly aperture allows air to enter the wheel housing, causing turbulent airflow and subsequently, drag.

[0023] In these embodiments, the wheel arch support includes a butterfly-shaped perforation cover that is held substantially parallel to the underside of the vehicle body by the wheel arch support. The butterfly perforation cover is arranged to reduce turbulent airflow within the wheel arch caused by air entering the wheel housing via the underside of the vehicle through the butterfly perforation. The butterfly perforation cover streamlines the airflow along the underside of the vehicle by guiding air from the front to the rear of the vehicle. The butterfly cover at least partially, and optionally completely, covers the butterfly perforation. Preferably, the butterfly perforation cover covers at least 60%, such as at least 70%, at least 80%, or at least 90%, of the butterfly perforation. The butterfly perforation cover, for example, has a substantially semi-circular shape. The butterfly perforation cover is made of a suitable material, such as plastic or metal.

[0024] The wheel arch support is configured to follow the wheel's steering angle if the steering angle is greater than a steering angle threshold. In these embodiments, the wheel arch support holds the butterfly hood, which follows the wheel's steering angle if the steering angle is greater than the steering angle threshold. If the wheel's steering angle is less than the steering angle threshold, the wheel arch support remains in a neutral position. This improves the aerodynamic performance of the wheel arch support and the butterfly hood. Optionally, the wheel arch support is configured to steer with the wheel at all steering angles.

[0025] In a variation of these embodiments, the butterfly cover is detachably attached to the wheel cover bracket, which is advantageous for maintenance purposes, for example: in the event of damage to the butterfly cover, it can be repaired or replaced without replacing the entire wheel cover bracket. Another advantage is easy access to the wheel, for example, after removing the detachable butterfly cover. The wheel cover bracket may, for example, include multiple holes for receiving multiple bolts. The connection between the detachable butterfly cover and the wheel cover bracket can then be achieved, for example, with multiple bolts placed through the same number of holes in the butterfly cover and received by the same number of holes in the wheel cover bracket.

[0026] In another variation of these embodiments, the butterfly cover is attached to the wheel cover bracket in a non-detachable manner, either by welding it to the wheel cover bracket or by integrating the wheel cover bracket and the butterfly cover into a single unit. The advantage of attaching the butterfly cover to the wheel cover bracket in a non-detachable manner is, for example, ease of manufacture and a reduction in the number of parts.

[0027] According to another embodiment of the invention, the wheel cover bracket is configured to hold both the wheel cover and the vented exhaust cover. This combines the effects of the wheel cover and the vented exhaust cover, and streamlines the airflow to both the sides and underside of the vehicle. This can further improve the vehicle's energy efficiency. The wheel cover bracket is configured to follow the wheel's steering angle if the steering angle is greater than a steering angle threshold. In these embodiments, the wheel cover bracket holds both the wheel cover and the vented exhaust cover. If the wheel's steering angle is greater than a steering angle threshold, both the wheel cover and the vented exhaust cover follow the wheel's steering angle. If the wheel's steering angle is less than a steering angle threshold, the wheel cover bracket, along with the wheel cover and the vented exhaust cover, remains in a neutral position. This improves the aerodynamic performance of the wheel cover bracket. Optionally, the wheel cover bracket is configured to steer with the wheel at all steering angles.

[0028] According to another embodiment of the invention, the wheel cover bracket and the butterfly bushing are integrated into a single unit, and / or the wheel cover bracket and the wheel cover are integrated into a single unit, and / or the wheel cover bracket, the wheel cover, and the butterfly bushing are integrated into a single unit. This can increase ease of manufacture and reduce the number of parts. It can further simplify the structure, reduce wear on parts, and further improve the movement of the wheel cover bracket when it moves as a single unit.

[0029] According to another embodiment of the invention, the wheel cover bracket is configured to allow the wheel to move vertically relative to the wheel cover bracket.

[0030] Because, for example, the surface on which a vehicle travels is uneven, the vehicle's wheels can move vertically relative to the vehicle body. The impact of this movement is typically absorbed at least partially by a spring mechanism. The wheel arch support is configured to allow vertical movement of the wheel relative to the wheel arch support. Therefore, the vertical movement of the wheel arch support relative to the wheel is maintained in a fixed vertical position. By allowing vertical movement of the wheel relative to the wheel arch support, the wheel arch support can be positioned close to the edge of the wheel housing, thereby enhancing drag reduction by covering a larger area around the wheel.

[0031] In embodiments where the wheel cover bracket includes the wheel cover, the wheel cover is positioned close to the upper side of the wheel housing. This reduces any gap between the wheel cover and the wheel housing. Alternatively, there may be no gap between the wheel cover and the wheel housing. This can further improve the aerodynamic performance of the wheel cover bracket and / or the wheel cover. Another advantage of reducing the size of the gap between the wheel cover and the wheel housing is that the wheel can be positioned close to the exterior of the vehicle body. This can improve vehicle handling.

[0032] In embodiments where the wheel cover bracket includes a butterfly-shaped perforation cover, the butterfly perforation cover is arranged to remain substantially parallel to the bottom side of the vehicle body. In these embodiments, the butterfly perforation cover is positioned close to the edge of the wheel housing. This reduces the size of any gap between the butterfly perforation cover and the wheel housing. Alternatively, there may be no gap between the butterfly perforation cover and the wheel housing. This can further improve the aerodynamic performance of the wheel cover bracket and / or the butterfly perforation cover. Furthermore, the shape and construction of the wheel cover bracket and / or the wheel cover and / or the butterfly perforation cover can be simplified because they remain fixed in the vertical direction.

[0033] According to another embodiment of the invention, the wheel arch support includes at least one connector slot for receiving a steering mechanism connector, the at least one connector slot being configured as follows:

[0034] a. If the steering angle is less than the steering angle threshold, the connector is allowed to move relative to the wheel arch bracket in the direction of the wheel's steering angle, and

[0035] b. If the steering angle is greater than the steering angle threshold, the connector is moved so that the wheel cover bracket steers with the wheel.

[0036] The vehicle's steering mechanism is configured to steer the vehicle's wheels in response to, for example, a driver turning the steering wheel. A steering mechanism connector is provided to allow the wheel arch support to steer with the wheels. The steering mechanism connector connects to, for example, a wheel hub or a steering column. A connector slot in the wheel arch support is configured to hold the steering mechanism connector. In these embodiments, the connector slot is configured to engage with the steering mechanism connector, thereby steer the wheel arch support when the steering mechanism connector is pushed outward from the connector slot. The connector slot is optionally configured such that if the steering angle is less than a steering angle threshold, the steering mechanism connector can move within the connector slot in the direction of the wheel's steering angle. If the steering angle is less than the steering angle threshold, the steering mechanism connector is optionally configured not to engage with the wheel arch support, thus not steer the wheel arch support. In these embodiments, if the wheels are steer at a relatively small steering angle, the wheel arch support is configured to allow the wheels to steer within the wheel arch support without engaging with the wheel arch support. If the steering angle is greater than the steering angle threshold, the connector slot is configured to allow the wheel arch support to move with the wheels. For example, the steering mechanism connector may contact a connector slot, which pushes the wheel arch bracket in the direction of the steering angle. In an exemplary embodiment, the steering angle threshold is between 1 and 5 degrees, preferably between 2 and 3 degrees.

[0037] Friction may occur when the steering mechanism connector contacts the wheel arch support, for example, through contact with the connector slot. Optionally, the sides of the connector slot are lined with a protective material, such as rubber. The protective material can reduce wear on the contacting and friction-generating components. Optionally, the protective material is arranged such that if the steering angle is less than a steering angle threshold, the steering mechanism connector can move within the connector slot in the direction of the wheel's steering angle. Optionally, the protective material is compressible and arranged such that if the steering angle is less than a steering angle threshold, the steering mechanism connector compresses the protective material.

[0038] Optionally, in a variation of this embodiment, at least one connector slot is configured to allow the steering mechanism connector to move vertically relative to the wheel cover bracket during the vertical movement of the wheel.

[0039] Because, for example, the surface a vehicle travels on is uneven, the vehicle's wheels can move vertically relative to the vehicle body. If the steering mechanism connector is connected, for example, to the wheel hub or the steering column, the steering mechanism connector follows the vertical movement of the wheel. The connector slot is configured to allow vertical movement of the steering mechanism connector, which avoids contact between the steering mechanism connector and the top or bottom side of the connector slot. Therefore, the wheel cover bracket remains in a fixed vertical position relative to the vertical movement of the wheel. By allowing vertical movement of the wheel relative to the wheel cover bracket, the wheel cover bracket can be placed close to the edge of the wheel housing. This can enhance drag reduction by covering a larger area around the wheel. Furthermore, the shape and construction of the wheel cover bracket can be simplified.

[0040] According to another embodiment of the invention, the wheel arch support further includes a ball joint or cylindrical bearing for connecting the wheel arch support to the vehicle body. The ball joint or cylindrical bearing serves as a connection point and is configured to allow movement of the wheel arch support following the steering angle of the vehicle's wheels, and to attach the wheel arch support to the vehicle body. The ball joint or cylindrical bearing is located, for example, at the top of the wheel arch support, for example, for connecting the wheel arch support to the inside of the wheel housing.

[0041] According to another embodiment of the invention, the wheel arch support includes at least one connector slot for receiving a steering mechanism connector, and the at least one connector slot is configured to allow the steering mechanism connector to move vertically relative to the wheel arch support during wheel movement in the vertical direction.

[0042] Because, for example, the surface a vehicle travels on is uneven, the vehicle's wheels can move vertically relative to the vehicle body. If the steering mechanism connector is connected, for example, to the wheel hub or the steering column, the steering mechanism connector follows the vertical movement of the wheel. The connector slot is configured to allow vertical movement of the steering mechanism connector, which avoids contact between the steering mechanism connector and the top or bottom side of the connector slot. Therefore, the wheel cover bracket remains in a fixed vertical position relative to the vertical movement of the wheel. By allowing vertical movement of the wheel relative to the wheel cover bracket, the wheel cover bracket can be placed close to the edge of the wheel housing. This can enhance drag reduction by covering a larger area around the wheel. Furthermore, the shape and construction of the wheel cover bracket can be simplified.

[0043] According to another embodiment of the invention, the wheel cover bracket includes at least one guide slot for receiving a body element, wherein the at least one guide slot is configured to allow the wheel cover bracket to steer relative to the body element.

[0044] In these embodiments, the wheel arch support is attached to the vehicle body and arranged to move with the wheel when the wheel is steered relative to the vehicle body at a steering angle. To ensure that the wheel arch support moves with the wheel in the direction of the steering angle, at least one guide slot is provided, configured to receive a body element. The guide slot is configured to allow the wheel arch support to steer relative to the body element. The guide slot may optionally further restrict movement in other directions, such as in the vertical direction or in a rotational direction that does not correspond to the direction of wheel steer.

[0045] According to another embodiment of the invention, the wheel arch support includes a track arranged to be movable relative to one or more guide elements that can be attached to the vehicle body. Alternatively, the track can be attached to the vehicle body, and the guide elements can be part of the wheel arch support.

[0046] In these embodiments, the rails and guide elements are arranged such that the path along which the wheel arch support moves is controlled. Specifically, the rails and guide elements can reduce or eliminate movement of the wheel arch support in directions different from the direction in which the wheel arch support is turning. In particular, the rails and guide elements can ensure that a minimum clearance, i.e., a dividing line, is maintained between the inner sides of the wheel arch support and the wheel housing. The rail is, for example, a tube or rod with a cross-section that is, for example, circular, square, elliptical, or T-shaped or I-shaped. The guide element is, for example, a wheel, optionally a grooved wheel, along which the rail slides. Alternatively, the guide element is, for example, a hollow block including a through-hole whose shape matches the shape of the rail, allowing the rail to slide through the block.

[0047] According to another embodiment of the invention, in the neutral position, the wheel cover bracket is configured to arrange the wheel cover flush with the vehicle body.

[0048] The aerodynamic drag reduction effect is maximized when the wheel arch is in the neutral position. In embodiments where the wheel arch support includes the wheel arch, the wheel arch is arranged to be flush with the outer side of the vehicle body in the neutral position. In this position, airflow can be streamlined around the vehicle. This reduces aerodynamic drag and can increase the vehicle's power efficiency. The wheel arch support remains in the neutral position when the wheel is in the neutral position, i.e., when the vehicle is traveling substantially straight forward. At high vehicle speeds, the aerodynamic drag experienced by the vehicle increases, and the steering angle is typically relatively small. The wheel arch support can optionally be configured to remain in the neutral position if the wheel's steering angle is less than a steering angle threshold. This can further reduce the aerodynamic drag experienced by the vehicle at high speeds and / or when the wheel's steering angle is relatively small.

[0049] According to another embodiment of the invention, the wheel cover bracket further includes a mechanism biasing element configured to bias the wheel cover bracket toward a neutral position.

[0050] After the wheels return to the neutral position following a steering operation, the wheel arch support must also be brought to the neutral position. In these embodiments, the wheel arch support is biased toward the neutral position by one or more biasing elements.

[0051] For example, the biasing element is a spring mechanism that biases the wheel arch support to a neutral position by a spring force. The spring mechanism includes one or more springs. Optionally, at least a first spring is provided to return the wheel arch support to the neutral position after it has been turned to a first side, and at least a second spring is provided to return it to the neutral position after it has been turned to a second side. For example, the first spring is configured to apply a first spring force to the wheel arch support, and the second spring is configured to apply a second spring force to the wheel arch support. When the wheel arch support is positioned in the neutral position, the first and second spring forces are equal in magnitude but opposite in direction. For example, the first and second springs are connected to opposite sides of a guide slot via one side and to a body element via the other side. In another example, the first and second springs are connected to the body via one side and to the wheel arch support via the other side.

[0052] In one example, where the wheel arch support includes a track arranged movable relative to one or more guide elements, the guide elements being attachable to the vehicle body, or where the track is attached to the vehicle body and the guide elements can be part of the wheel arch support, the biasing element is a recess in the track. The track is arranged to guide the wheel arch support together with the guide elements, such that the movement of the wheel arch support is controlled. The recess is arranged such that if the wheel arch support is in a neutral position, the guide element engages the recess. Thus, the recess and the engaged guide element bias the wheel arch support to the neutral position. The guide element engages the recess by, for example, a spring, which moves the guide element to the engaged position if the recess moves along the guide element. In this example, if the force applied to the guide element is greater than the force of the spring, the guide element disengages from the recess. The force applied to the guide element is, for example, a result of the steering movement of the track, causing the edge of the recess to push against the guide element against the spring force.

[0053] In another example, the biasing element is a magnet system that biases the wheel arch support to a neutral position by magnetic force. The magnet system includes one or more magnets. The magnets are arranged to apply forces to components of the wheel arch support, such as applying forces to body components in one embodiment, or applying forces to tracks in another embodiment.

[0054] According to another embodiment of the invention, the wheel cover bracket further includes a body element guide disposed in at least one guide slot for guiding the body element.

[0055] Body component guides are arranged, for example, on the bottom and / or top sides inside the guide groove. The body component guides are, for example, rails or rolling elements. The body component guides are arranged such that the body component is guided by the body component guides in the direction of the wheel arch support's steering. The body component guides are arranged such that the movement of the wheel arch support is controlled. In particular, the body component guides can reduce or eliminate movement of the wheel arch support in directions different from the direction of the wheel arch support's steering. In particular, the body component guides can ensure that a minimum clearance, i.e., a dividing line, is maintained between the inner sides of the wheel arch support and the wheel housing. The body component guides can further reduce friction generated by the guide groove due to the movement of the wheel arch support following the wheel's steering angle. This can result in a smaller force required to steer the wheel arch. This can further result in smoother movement of the wheel arch support and reduced wear on the guide groove and / or body component.

[0056] The invention further relates to a combination of a wheel cover bracket and an air guide shield. In this combination, the wheel cover bracket can be any embodiment of the wheel cover bracket described above and / or below, and the air guide shield can be any embodiment of the air guide shield described above and / or below. For example, the air guide shield is a wheel cover, and the wheel cover bracket is configured to hold the wheel cover substantially vertically adjacent to the wheel on the outside of the wheel. For another example, the air guide shield is a butterfly grille, and the wheel cover bracket is configured to hold the butterfly grille substantially horizontally adjacent to the wheel on the inside of the wheel.

[0057] One or more objects of the present invention are achieved by providing a vehicle including a wheel cover bracket according to the invention, wherein optionally, the vehicle is an automobile, such as a commercially available automobile used on public roads.

[0058] Vehicles can use different types of energy to propel themselves. For example, their engines can use fuel, electricity (e.g., electricity drawn from a battery), or a combination of energy sources. Vehicle emissions can be reduced by decreasing the amount of power required to propel the vehicle across a surface. Vehicles experience several forms of friction, which increase the amount of power required to propel them across a surface. For example, there is rolling resistance due to friction between the wheels and the surface the vehicle travels on, and aerodynamic drag due to airflow around the vehicle.

[0059] By optimizing the shape of the vehicle, drag can be reduced, resulting in less force required to drive the vehicle at a given speed. Since the engine driving the vehicle's wheels needs to generate less force and torque, the motor consumes less power, thus improving its efficiency and reducing the total power required for vehicle operation. The energy reduction effect can be greatest at high vehicle speeds because aerodynamic drag increases quadratically with speed. Particularly for electric vehicles, the driving range for a given battery capacity needs to be maximized, for example, by increasing its adoption, since battery charging is a time-consuming operation. If the vehicle is powered at least partially by solar panels, the driving range can be further increased, but this may increase the vehicle's weight, thereby reducing its power efficiency. Particularly for electric vehicles and vehicles powered by solar panels, the aim is to improve their power efficiency, reduce their power consumption, and increase their driving range by optimizing the vehicle's shape to optimize airflow and reduce drag. The vehicle can be provided with any of the described embodiments of the wheel cover bracket according to the invention. Attached Figure Description

[0060] The invention is described below with reference to the accompanying drawings. These drawings are used as examples illustrating the invention and are not to be construed as limiting the scope of the claims. In different drawings, the same features are indicated by the same reference numerals.

[0061] In the attached diagram:

[0062] Figure 1a A schematic side view of the vehicle body according to an embodiment of the present invention is shown.

[0063] Figure 1b A schematic view of the wheel arch support is shown from inside the vehicle body according to an embodiment of the present invention.

[0064] Figure 1c A wheel cover bracket according to an embodiment of the present invention is shown schematically.

[0065] Figure 2 A schematic top view of a wheel cover bracket according to an embodiment of the present invention is shown.

[0066] Figure 3a , Figure 3b and Figure 3c A schematic top view of a wheel cover bracket according to an embodiment of the present invention is shown.

[0067] Figure 4a and Figure 4b A schematic top view of a wheel cover bracket according to an embodiment of the present invention is shown.

[0068] Figure 5 A wheel cover bracket according to an embodiment of the present invention is shown schematically.

[0069] Figure 6 A side view schematically illustrates a mechanism for guiding a wheel cover bracket according to an embodiment of the invention.

[0070] Figure 6A schematically shown in top view Figure 6 The variant of the institution,

[0071] Figure 7 A top view schematically illustrates a mechanism for guiding a wheel cover bracket according to an embodiment of the present invention.

[0072] Figure 8 A partial cross-section of a vehicle according to an embodiment of the present invention is schematically shown.

[0073] Figure 9 A vehicle according to an embodiment of the present invention is shown schematically. Detailed Implementation

[0074] Figure 1a A side view of the vehicle body 1 according to an embodiment of the present invention is schematically shown, and Figure 1b A schematic view of the interior of a vehicle body 1 according to an embodiment of the invention is shown. The vehicle can be, but is not limited to, an automobile, such as a commercially available automobile used on public roads. The body includes wheel housings 2 that provide space for wheels 3 of the vehicle, which rotate in a forward direction to propel the vehicle. The wheels 3 can also be steered according to a specified steering angle, for example, by the driver turning a steering wheel, which then steers the wheels 3. The steering angle of the wheels 3 relative to the vehicle body 1 causes the vehicle to steer in one direction, for example, turning at an intersection or changing lanes. The wheels 3 are arranged in the wheel housings 2. The wheel housings 2 define wheel housing openings 18, which are implemented as substantially semi-circular cutouts in the body 1. Wheel cover brackets 4 are configured to hold at least one air guide shield, which in this example includes a wheel cover 5. The wheel cover 5 at least partially, and optionally completely, covers the wheel housing opening 18 adjacent to the wheels 3. Figure 1a The wheel 3 is shown in a neutral position, with the wheel cover 5 arranged flush with the vehicle body 1, thereby at least partially, and optionally completely, closing the wheel housing opening 18. As seen from the outside of the vehicle, the vehicle body 1 is streamlined, which improves airflow around the vehicle, thereby removing some of the turbulent airflow that would otherwise occur within the wheel housing 2. Improved airflow reduces aerodynamic drag, which increases the vehicle's energy efficiency.

[0075] The wheel cover bracket 4 is configured to be rotatably connected to the vehicle body 1 at connection point 6, on the top of the inner side of the wheel housing 2. The connection at connection point 6 is formed, for example, by a ball joint or a cylindrical bearing. The wheel cover 4 can optionally follow the steering angle of the wheel 3 by rotating about an axis 19 extending vertically through connection point 6. The wheel 3 can be steered relative to the vehicle by, for example, by the vehicle operator turning the steering wheel or by actuating the steering mechanism via an automatic system. To connect the steering mechanism to the wheel cover bracket 4 and to steer the wheel cover bracket 4 together with the wheel 3, a steering mechanism connector 7 is arranged in a connector slot 8 of the wheel cover bracket 4. At high vehicle speeds, the vehicle will typically be traveling on highways. In these scenarios, the steering angle of the wheel 3 will be small because the vehicle is primarily traveling in a straight line. Even when the vehicle steers, such as by changing lanes, the steering angle is generally relatively small. Therefore, it is advantageous to keep the wheel cover 4 substantially flush with the side of the vehicle body 1 at high speeds. For this reason, the connector slot 8 is configured to maintain a distance d between either side of the steering mechanism connector 7 and the connector slot 8 if the wheel is in a neutral position. If wheel 3 turns, causing steering mechanism connector 7 to turn, if the steering angle is relatively small, steering mechanism connector 7 will not engage connector slot 8. At larger steering angles, steering mechanism connector 7 will engage one side of connector slot, causing wheel cover bracket 4 to turn together with wheel 3 about the vertical axis 19 defined by connection point 6. Wheel cover bracket 4 is configured such that if the steering angle is less than a steering angle threshold, wheel cover bracket 4 remains in a neutral position, and if the steering angle is greater than the steering angle threshold, wheel cover bracket 4 turns together with wheel 3. In an exemplary embodiment, the steering angle threshold is between 1 and 5 degrees, preferably between 2 and 3 degrees.

[0076] The connector slot 8 is configured to allow vertical movement of the wheel 3 relative to the wheel cover bracket 4. If, for example, a bump is encountered on the road, the wheel may move vertically; typically, the impact associated with this vertical movement is suppressed by a spring (not shown) coupled to the suspension of the wheel 3, which connects the wheel to the vehicle body 1. To ensure that the wheel housing opening 18 is at least partially covered by the wheel cover 5, particularly near the upper edge of the wheel housing opening, the wheel cover bracket 5 is preferably held vertically fixed relative to the wheel housing 2 and the vehicle body 1 as a whole. The connector slot 8 has an elongated shape that allows the steering mechanism connector 7, configured to connect to the vehicle's steering mechanism (not shown), to move vertically relative to the wheel cover bracket 4.

[0077] A guide slot 9 is provided in the wheel arch bracket, which is configured to hold the body element 10. The body element 10 is configured to further secure the wheel arch bracket 4 in the vertical direction relative to the body 1, while allowing the wheel arch bracket to steer with the wheel. Two springs 11, 12 are provided to connect the body element 10 to either side of the guide slot 9. These springs are configured to bias the wheel arch bracket 4 to a neutral position. For example, when the wheel 3 steers and subsequently returns to the neutral position, the springs are configured to return the wheel arch bracket 4 to the neutral position. In the neutral position, the steering mechanism connector 7 is arranged in the middle of the connector slot 8, at a distance substantially equal to d from either side of the connector slot 8.

[0078] exist Figure 1b The diagram shows two connector slots 8 and 8a of the wheel arch bracket 4, configured to hold steering mechanism connectors 7 and 7a, respectively. Steering mechanism connectors 7 and 7a are configured to connect to a steering mechanism 13, which is configured to steer the wheels 3. A second guide slot 19 is shown, configured to hold the body element 20.

[0079] A butterfly-shaped perforation cover 14 is shown and held by a wheel cover bracket 4. The butterfly-shaped perforation cover 14 is configured to be arranged substantially parallel to the underside 24 of the vehicle body. It is configured to at least partially, and optionally completely, cover the butterfly-shaped perforation 21 between the inner sides of the wheel 3 and the wheel housing 2. When viewed from the top or bottom of the vehicle, the cutout on the underside of the vehicle is at least partially, and optionally completely, closed by the butterfly-shaped perforation cover 14. This improves airflow under the vehicle, thereby removing some of the additional turbulent airflow that would normally occur within the wheel housing 4. By improving airflow, aerodynamic drag is reduced, which improves the vehicle's energy efficiency. The butterfly-shaped perforation cover 14 is held by the wheel cover bracket 4, which is configured to follow the steering angle of the wheel 3. Therefore, the butterfly-shaped perforation cover 14 will also follow the steering angle of the wheel 3.

[0080] The wheel cover bracket 4 may optionally hold only the butterfly cover 14, i.e., it is an alternative to the wheel cover 5. Alternatively, the wheel cover bracket 4 may optionally hold only the wheel cover 5. Alternatively, the wheel cover bracket 4 may optionally hold both the wheel cover 5 and the butterfly cover 14. In the illustrated embodiment, the wheel cover bracket 4 is configured to hold both the butterfly cover 14 and the wheel cover 5. In such an embodiment, the aerodynamic drag generated by the wheel housing opening 18 and the butterfly hole 21 between the inner sides of the wheel 3 and the wheel housing 2 is reduced by at least partially covering the wheel housing opening 18 and the butterfly hole 21 with the wheel cover 5 and the butterfly cover 14, respectively. In one embodiment, the wheel cover bracket 5 and the butterfly cover 14 are integral elements, and / or the wheel cover bracket 4 and the wheel cover 5 are integral elements, and / or the wheel cover bracket 4, the wheel cover 5, and the butterfly cover 14 are integral elements.

[0081] Figure 1c A wheel cover bracket 4 is schematically shown separately, configured to hold a butterfly cover (not shown) and / or a wheel cover 5. The wheel cover bracket 4 further includes a connection point 6 at which it can be rotatably connected to the inside of a wheel housing (not shown). The wheel cover bracket 4 further includes a connector slot 8 configured to hold a steering mechanism connector (not shown) and a guide slot 9 configured to hold a body component (not shown). In one embodiment, the wheel cover is configured to be removably attached to the wheel cover bracket 4. For example, the wheel cover can be attached to the wheel cover bracket using a connector 16. These connectors may include screws, bolts, etc.

[0082] Figure 2 A top view schematically illustrates an embodiment of the wheel cover bracket according to the invention. It schematically shows the steering circle 15 of the wheel cover bracket 4, its center defined by the connection point 6. The figure schematically shows a space 22 kept open on the underside of the vehicle: a relatively small space 22 is provided between the wheel 3 and the wheel cover bracket 4. This space 22 allows the wheel to turn within the wheel cover bracket 4, while the wheel cover bracket 4 does not turn with the steering angle of the wheel 3, remaining in a neutral position. Furthermore, a minimum space 23 in the form of a dividing line is provided between the inner sides of the wheel cover bracket 4 and the wheel housing 2, thereby allowing the wheel cover bracket 4 to turn. By minimizing the space 22 between the wheel cover bracket 4 and the wheel 3, and the space 23 between the inner sides of the wheel cover bracket 4 and the wheel housing 2, aerodynamic drag can be minimized to the greatest extent possible because the space where turbulent airflow may occur is reduced. The butterfly vent cover 14 has a substantially semi-circular shape. The butterfly vent cover 14 is configured to at least partially, and optionally completely, cover the butterfly vent cut out from the underside of the vehicle body 1. This butterfly-shaped aperture allows the wheel 3 to turn at a steering angle without contacting the inside of the wheel housing 2. In the illustrated embodiment, the wheel cover bracket 4 holds the butterfly aperture cover 14. When the wheel 3 turns at a steering angle, the wheel cover bracket 4 is configured to turn with the wheel 3.

[0083] Figure 3a , Figure 3b and Figure 3c Further schematic top views of embodiments of the wheel cover bracket according to the invention are shown. They schematically illustrate three positions of the wheel cover bracket: Figure 3a The neutral position is schematically shown, in which the wheels 3 and wheel cover brackets 4 are not steer, for example when the vehicle is traveling straight forward or stationary. The wheel covers (not shown) are arranged substantially flush with the sides of the vehicle body, which improves airflow along the vehicle body and reduces drag caused by turbulent airflow. Figure 3b and Figure 3bThe diagram schematically illustrates the position of wheel 3 when it turns at a steering angle α. If the steering angle α is greater than a steering angle threshold, a portion of wheel 3 moves to the outside of the vehicle body 1, and the wheel arch support 4 turns along with wheel 3. At these steering angles, aerodynamic drag increases because the wheel arch support 4 is no longer arranged substantially flush with the side of the vehicle body 1. This steering angle is typically encountered at low speeds, such as when the vehicle is cornering. At higher speeds, the steering angle is typically smaller because the vehicle's direction requires only slight adjustments, such as on highways. Therefore, at high speeds, when the vehicle experiences the greatest aerodynamic drag, the wheel arch support 4 is configured to minimize drag to the greatest extent possible.

[0084] Figure 4a and Figure 4b A schematic top view of a wheel arch support is shown, comprising springs 12 and 13 forming a spring mechanism, which bias the wheel arch support to a neutral position by spring force. In the neutral position of the wheel arch support 4, the springs are stationary. When the wheel 3 turns at an angle greater than a steering angle threshold, the wheel arch support 4 turns along with the steering angle of the wheel 3, stretching springs 11 and 12. If the wheel 3 returns to the neutral position, springs 11 and 12 are configured to return the wheel arch support 4 to the neutral position. A first spring 11 is provided to return the wheel arch support 4 to the neutral position after it has turned to a first side, and a second spring 12 is provided to return the wheel arch support 4 to the neutral position after it has turned to a second side. Springs 11 and 12 apply a first spring force and a second spring force, respectively, to the wheel arch support 4, wherein when the wheel arch support 4 is positioned in the neutral position, the first spring force and the second spring force are equal in magnitude but opposite in direction.

[0085] refer to Figures 5 to 7 Another embodiment of the invention is described below.

[0086] Figure 5 A schematic side view of a wheel cover bracket 4 according to an embodiment of the invention is shown. A vehicle wheel 3 is shown, which is at least partially, and optionally completely, covered by the bracket 4 and the wheel cover 5. The wheel 3 can be steered according to a specified steering angle, for example, by the driver turning the steering wheel, which subsequently steers the wheel 3. The steering angle of the wheel 3 relative to the vehicle body 1 can cause the vehicle to steer in one direction, for example, turning at an intersection or changing lanes. The wheel cover bracket 4 is configured to hold at least one air guide shield, which in this example includes the wheel cover 5. The wheel cover is arranged adjacent to the wheel 3.

[0087] The wheel cover bracket 4 is rotatably connected to the top of the wheel housing 2 at connection point 6, inside the body 1. The connection at connection point 6 can be formed by a ball joint or a cylindrical bearing. The wheel cover 4 can optionally follow the steering angle of the wheel 3 by rotating about an axis 19 extending vertically through connection point 6. The wheel 3 can be steered relative to the vehicle by, for example, the vehicle operator turning the steering wheel or by actuating the steering mechanism via an automatic system. To connect the steering mechanism to the wheel cover bracket 4 and to steer the wheel cover bracket 4 together with the wheel 3, a steering mechanism connector 7 is arranged in a connector slot 8 of the wheel cover bracket 4. At high vehicle speeds, the vehicle will typically be traveling on highways. In these scenarios, the steering angle of the wheel 3 will be small because the vehicle is primarily traveling in a straight line. Even when the vehicle steers, such as by changing lanes, the steering angle is generally relatively small. Therefore, it is advantageous to keep the wheel cover 4 substantially flush with the side of the body 1 at high speeds. For this reason, the connector slot 8 is configured to keep the wheel cover 4 substantially flush with the side of the body 1 if the steering angle is relatively small. In an embodiment, the sides of the connector slot are lined with a protective material 31, such as rubber. If the wheel 3 turns, causing the steering mechanism connector 7 to turn, the steering mechanism connector 7 will not engage the connector slot 8 if the steering angle is relatively small. Optionally, the protective material 31 is compressible and arranged such that the steering mechanism connector 7 compresses the protective material 31 if the steering angle is less than a steering angle threshold. At larger steering angles, the steering mechanism connector 7 will engage the sides of the connector slot, causing the wheel cover bracket 4 to turn together with the wheel 3 about the vertical axis 19 defined by the connection point 6. The wheel cover bracket 4 is configured to remain in a neutral position if the steering angle is less than the steering angle threshold, and to turn together with the wheel 3 if the steering angle is greater than the steering angle threshold. In an exemplary embodiment, the steering angle threshold is between 1 and 5 degrees, preferably between 2 and 3 degrees.

[0088] The connector slot 8 is configured to allow vertical movement of the wheel 3 relative to the wheel cover bracket 4. If, for example, a bump is encountered on the road, the wheel may move vertically; typically, the impact associated with this vertical movement is suppressed by a spring (not shown) coupled to the suspension of the wheel 3, which connects the wheel to the vehicle body 1. To ensure that the wheel housing opening 18 is at least partially covered by the wheel cover 5, particularly near the upper edge of the wheel housing opening, the wheel cover bracket 5 is preferably held vertically fixed relative to the wheel housing 2 and the vehicle body 1 as a whole. The connector slot 8 has an elongated shape that allows the steering mechanism connector 7, configured to connect to the vehicle's steering mechanism (not shown), to move vertically relative to the wheel cover bracket 4.

[0089] The wheel cover bracket 4 in this embodiment further includes a track 26. The track 26 is arranged to be movable relative to three guide elements 27 along the direction 28 of the wheel 3's steering. In this example, the track 26 is a tube with a circular cross-section, and the guide elements 27 are grooved wheels along which the track 26 slides. Optionally, the track 26 includes a recess 29, and the guide elements 27 are biased by a spring 30 to engage the recess 29. If the guide elements 27 engage the recess 29, the wheel cover bracket 4 is biased to a neutral position in which the wheel cover bracket 4 is arranged substantially flush with the vehicle body 1.

[0090] Apart from Figure 6 Other arrangements of the track 26 and guide element 27 besides those shown are also possible, such as the placement of the guide element 27 relative to the track 26 and the number of guide elements 27. Figure 6A This variation of the arrangement of track 26 and guide element 27 is shown schematically. Figure 6A In a variation, the track 26 is also, for example, a tube with a circular cross-section, and the guide element 27 is, for example, a grooved wheel along which the track 26 slides. Figure 6A In a variant, four guide elements 27a, 27b, 27c, and 27d are provided. Two of these guide elements 27a and 27b form a guide element pair, and the guide elements 27a and 27b in the pair are arranged on opposite sides of the track 26 (as viewed in the radial direction). The other two guide elements 27c and 27d are arranged on the same side (as viewed in the radial direction) of, for example, one of the guide elements 27a and 27b in the pair, but at a distance from the pair of guide elements. Alternatively, the guide elements 27a and 27b of a pair of guide wheels are biased toward each other, for example by springs, to engage optional recesses in the track 26.

[0091] You can refer to Figure 2 Further explanation Figures 5 to 7 The embodiment is described. The track 26 and guide element 27 are arranged to reduce or eliminate movement of the wheel cover support 4 in a direction different from the steering direction 28 of the wheel cover support 4 and the wheel 3. Specifically, the track 26 and guide element 27 ensure that a minimum clearance 23, i.e., a dividing line, is maintained between the inner sides of the wheel cover support 4 and the wheel housing 2. By minimizing the space 23 between the inner sides of the wheel cover support 4 and the wheel housing 2, aerodynamic drag can be minimized to the greatest extent possible because the space for turbulent airflow is reduced. Furthermore, by ensuring the minimum space 23 between the inner sides of the wheel cover support 4 and the wheel housing 2, contact between the wheel cover support 4 and the interior of the wheel housing 2 is avoided, which further prevents drag and / or wear on the components.

[0092] Figure 8A partial cross-section of a vehicle 25 according to the invention is schematically shown. Two front wheels 3a and 3b are shown, along with two wheel cover brackets 4a and 4b for wheels 3a and 3b, respectively. Wheel cover brackets 4a and 4b are rotatably connected to the vehicle body 1 at connection points 6a and 6b, respectively. The connection at connection point 6a is formed, for example, by a ball joint or cylindrical bearing. A connector slot 8a of wheel cover bracket 4a is shown, configured to hold a steering mechanism connector connected to a steering mechanism configured to steer wheel 3a. Wheel cover brackets 4a and 4a are configured to remain in a neutral position if the steering angle of wheel 3 or 3a is less than a steering angle threshold, and to steer together with wheel 3 or 3a if the steering angle is greater than the steering angle threshold. In an exemplary embodiment, the steering angle threshold is between 1 and 5 degrees, preferably between 2 and 3 degrees. Wheel cover bracket 4a holds a wheel cover 5a, which at least partially, and optionally completely, covers wheel 3a. Wheels 3 and 3a are in a neutral position, for example, if vehicle 25 is stationary or moving forward in a straight line. In the neutral position, wheel covers 5a are arranged flush with the body 1. Airflow around vehicle 25 is guided at least partially by wheel covers 5a along the body 1 toward the rear of vehicle 25. Wheel covers 5a can reduce turbulent airflow that normally enters wheel housing 2 through wheel housing openings by at least partially, and optionally completely, covering the wheel housing openings.

[0093] Figure 9 A vehicle 25 according to the invention is schematically shown. The right front wheel 3 is shown, partially covered by a wheel cover bracket 4. A wheel cover 5 is held by the wheel cover bracket 4, which covers an opening in the wheel housing 2, which is a substantially semi-circular cutout in the vehicle body 1. The wheel 3 steers, for example, if the vehicle 25 is changing lanes or turning at an intersection. The wheel cover bracket 4 and the wheel cover 5 steer together with the wheel 3. Airflow around the vehicle 25 is at least partially guided by the wheel cover 5 along the vehicle body 1 toward the rear of the vehicle 25. By at least partially, and optionally completely, covering the wheel housing opening, the wheel cover 5 reduces turbulent airflow that normally enters the wheel housing 2 through the wheel housing opening.

Claims

1. A wheel cover bracket (4) for a wheel (3) of a vehicle (25), the wheel (3) being steerable relative to the vehicle (25) at a steering angle (α), wherein: The wheel cover bracket (4) is configured to hold at least one air guide cover; The wheel cover bracket (4) is configured to connect to the steering mechanism (13) of the wheel (3) such that the wheel cover bracket can be steered via the steering mechanism (13) during the steering of the wheel (3). The wheel cover bracket (4) is configured to turn with the wheel (3) if the steering angle (α) is greater than the steering angle threshold, and to remain in a neutral position if the steering angle (α) is less than the steering angle threshold. The wheel cover bracket (4) includes at least one connector slot (8) for receiving a steering mechanism connector (7), the at least one connector slot (8) being configured as follows: a. If the steering angle (α) is less than the steering angle threshold, the steering mechanism connector (7) is allowed to move relative to the wheel cover bracket (4) in the direction of the steering angle (α) of the wheel (3), and b. If the steering angle (α) is greater than the steering angle threshold, the steering mechanism connector (7) is moved so that the wheel cover bracket (4) turns together with the wheel (3).

2. The wheel cover bracket (4) according to claim 1, wherein the at least one air guide cover includes a wheel cover (5), wherein the wheel cover bracket (4) is configured to hold the wheel cover substantially vertically adjacent to the wheel (3) on the outside of the wheel (3).

3. The wheel cover bracket (4) according to claim 1, wherein the at least one air guide cover includes a butterfly vent cover (14), wherein the wheel cover bracket (4) is configured to hold the butterfly vent cover (14) substantially horizontally adjacent to the wheel (3) on the inside side of the wheel (3).

4. The wheel cover bracket (4) according to claim 2, wherein the at least one air guide cover further comprises a butterfly vent cover (14), wherein the wheel cover bracket (4) is configured to hold the butterfly vent cover (14) substantially horizontally adjacent to the wheel (3) on the inside side of the wheel (3).

5. The wheel cover bracket (4) according to claim 4, wherein the wheel cover bracket (4) is configured to hold both the wheel cover (5) and the butterfly cover (14).

6. The wheel cover bracket (4) according to claim 1, wherein the wheel cover bracket (4) is configured to allow the wheel to move in the vertical direction relative to the wheel cover bracket (4).

7. The wheel cover bracket (4) according to claim 1, wherein the at least one connector slot (8) is configured to allow the steering mechanism connector (7) to move in the vertical direction relative to the wheel cover bracket (4) during the vertical movement of the wheel (3).

8. The wheel cover bracket (4) according to claim 1, wherein the wheel cover bracket (4) includes at least one guide slot (9) for receiving a body element (10), wherein the at least one guide slot (9) is configured to allow the wheel cover bracket (4) to steer relative to the body element (10).

9. The wheel cover bracket (4) according to claim 1, wherein the wheel cover bracket (4) includes a track (26) arranged movable relative to one or more guide elements (27) attachable to the body (1) of the vehicle. or The wheel cover bracket (4) includes one or more guide elements (27) movable relative to a track (26) that can be attached to the body (1) of the vehicle.

10. The wheel cover bracket (4) of claim 1, wherein the wheel cover bracket (4) further comprises biasing elements (11, 12, 29) configured to bias the wheel cover bracket (4) to the neutral position.

11. The wheel cover bracket (4) according to claim 1, further comprising a ball joint or cylindrical bearing (6) for connecting the wheel cover bracket (4) to the body (1) of the vehicle.

12. The wheel cover bracket (4) according to claim 1, further comprising a wheel cover (5), wherein the wheel cover (5) is attached to the wheel cover bracket (4) in a detachable or non-detachable manner.

13. The wheel cover bracket (4) according to claim 4, wherein the wheel cover bracket (4) and the butterfly hole cover (14) are integrated into one piece, and / or wherein the wheel cover bracket (4) and the wheel cover (5) are integrated into one piece.

14. The wheel cover bracket (4) according to claim 1, wherein the steering angle threshold is between 1 and 5 degrees.

15. The wheel cover bracket (4) according to claim 1, wherein in the neutral position, the wheel cover bracket (4) is configured to arrange the at least one air guide cover flush with the body (1) of the vehicle.

16. A vehicle (25) comprising a wheel cover bracket (4) according to claim 1.

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