Vehicle front structure

Abstract

The present invention provides a vehicle front structure. The vehicle front structure comprises: a frame member constituting a part of the vehicle lower side in the front part of the vehicle body and extending in the vehicle front-rear direction; a rectification member arranged at the vehicle front side of the front wheel and capable of rotating between a first state of rotating to the vehicle front side and a second state of rotating to the vehicle rear side by being driven; and a driving unit configured to be capable of driving the rectification member and supported by the frame member at the vehicle upper side relative to the frame member.

Description

Technical Field

[0001] The present disclosure relates to a vehicle front structure. Background Art

[0002] Japanese Patent Application Publication No. 2021-075257 discloses an invention related to a vehicle wheel drag reduction cover device. In the vehicle wheel drag reduction cover device, the wheel drag reduction cover (smoothing component) is driven by an actuator (driving unit) so as to be positioned between a deployed position and a stored position. In addition, in the prior art described below, when the wheel drag reduction cover contacts an obstacle on the road, the force of the obstacle pushing the wheel drag reduction cover can cause the wheel drag reduction cover to retreat from the deployed position. Summary of the invention

[0003] However, in Japanese Patent Application Laid-Open No. 2021-075257, although it is configured to protect the wheel drag shield from obstacles on the road as described above, it is not configured to protect the actuator from obstacles or flying stones on the road during the driving of the vehicle. In other words, it is considered that the driving of the wheel drag shield may be affected by objects on the road.

[0004] The present disclosure has been made in consideration of the above-mentioned facts, thereby achieving a vehicle front structure capable of reducing the influence of the driving of the fairing member on an object on the road surface during the running of the vehicle.

[0005] The vehicle front structure involved in the first embodiment includes: a frame member, which constitutes a part of the lower side of the vehicle in the front part of the vehicle body and extends in the front-rear direction of the vehicle; a straightening member, which is arranged on the front side of the vehicle with respect to the front wheel and can be driven to rotate between a first state in which it rotates to the front side of the vehicle and a second state in which it rotates to the rear side of the vehicle; and a driving unit, which is configured to be able to drive the straightening member and is supported by the frame member at the upper side of the vehicle compared to the frame member.

[0006] According to the vehicle front portion structure according to the first aspect, a portion of the vehicle body front portion on the vehicle lower side is formed by the frame member extending in the vehicle front-rear direction.

[0007] In this embodiment, the fairing member is arranged on the vehicle front side of the front wheel, and is driven by the driving unit so as to be rotatable between a first state rotated to the vehicle front side and a second state rotated to the vehicle rear side.

[0008] Therefore, when the straightening component is in the first state, the situation that the running wind blows against the front wheel can be suppressed, thereby suppressing the reduction of the aerodynamic performance of the vehicle. On the other hand, when the straightening component is in the second state, the situation that the straightening component contacts obstacles on the road surface can be suppressed.

[0009] However, it is preferable that not only the rectifying member but also the driving unit can be less susceptible to the effects of flying stones, obstacles on the road surface, and the like.

[0010] Here, since in this method, the driving unit is supported by the skeleton member on the upper side of the vehicle compared to the skeleton member, the impact on the driving unit caused by flying stones or obstacles on the road surface can be reduced compared to a structure in which the driving unit is arranged on the lower side of the vehicle compared to the skeleton member.

[0011] A vehicle front structure according to a second aspect is the vehicle front structure according to the first aspect, wherein a portion of the drive unit overlaps with the frame member when viewed from the vehicle up-down direction.

[0012] According to the vehicle front structure of the second aspect, a portion of the driving unit overlaps with the frame member of the vehicle body when viewed from the vehicle up and down direction, so that the driving unit can be protected from flying stones and the like by the frame member during vehicle travel.

[0013] The vehicle front structure involved in the third embodiment is that, in the vehicle front structure involved in the first embodiment or the second embodiment, it also includes: a power conversion unit, which can adjust the driving force input from the drive unit to the rectification component; a support component, which supports the power conversion unit relative to the skeleton component, and the support component is arranged on the lower side of the vehicle of the drive unit, and a portion of it overlaps with the drive unit when viewed from the upper and lower directions of the vehicle.

[0014] According to the vehicle front structure according to the third aspect, the power conversion unit is provided, and the driving force input from the driving unit to the rectifying member is adjusted by the power conversion unit. In addition, the power conversion unit is supported by the frame member of the vehicle body via the support member.

[0015] Moreover, in this embodiment, the support member is arranged at the lower side of the driving unit of the vehicle, and a part of the support member overlaps with the driving unit when viewed from the upper and lower directions of the vehicle. Therefore, in this embodiment, the driving unit can be protected from flying stones and the like by the support member during the running of the vehicle.

[0016] The vehicle front structure involved in the fourth embodiment includes: a skeleton component, which constitutes a part of the lower side of the vehicle in the front part of the vehicle body and extends in the front-rear direction of the vehicle; a straightening component, which is arranged on the front side of the vehicle front of the front wheel and is made of soft resin; and a supporting component, which supports the straightening component relative to the skeleton component.

[0017] According to the vehicle front structure of the fourth aspect, a portion of the vehicle body front portion on the vehicle lower side is formed by a frame member extending in the vehicle front-rear direction, and the flow straightening member is supported by the frame member via the support member.

[0018] In addition, in this embodiment, the fairing member is arranged at the front side of the vehicle in the front wheel of the vehicle. Therefore, when the vehicle is traveling at a low speed, the traveling wind can be prevented from hitting the front wheel, thereby preventing the aerodynamic performance of the vehicle from being reduced.

[0019] On the other hand, when the vehicle is traveling at high speed, since the rectifying member is made of soft resin, the rectifying member is deformed by the traveling wind. In other words, in this mode, the rectifying member is driven by the traveling wind of the vehicle traveling at high speed. That is, in this mode, unlike the first mode described above, since the driving unit is not used in driving the rectifying member, the driving of the rectifying member can be suppressed from being affected by flying stones or obstacles on the road surface.

[0020] Effects of the Invention

[0021] As described above, the vehicle front structure according to the first aspect has the excellent effect of being able to reduce the influence of the object on the road surface on the driving of the fairing member.

[0022] The vehicle front structure according to the second aspect has an excellent effect of being able to protect the drive unit that drives the rectification member while the vehicle is traveling.

[0023] The vehicle front structure according to the third aspect has an excellent effect of being able to protect the drive unit that drives the rectification member while the vehicle is traveling.

[0024] The vehicle front structure according to the fourth aspect has an excellent effect of being able to reduce the influence of objects on the road surface on the driving of the fairing member. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a front view showing the structure of a main part of a vehicle to which the vehicle front structure according to the first embodiment is applied.

[0026] Figure 21 is a side view showing the structure of a fairing device mounted on a vehicle to which the vehicle front structure according to the first embodiment is applied, when viewed from the inner side in the vehicle width direction ( Figure 1 2-way view).

[0027] Figure 3 It is a side view showing the relationship between the fairing device and the front wheels in the vehicle to which the vehicle front structure according to the first embodiment is applied, when viewed from the inside in the vehicle width direction.

[0028] Figure 4 It is a plan view showing the structure of a vehicle to which the vehicle front structure according to the first embodiment is applied.

[0029] Figure 5 It is a perspective view showing the structure of a support member mounted on a vehicle to which the vehicle front structure according to the first embodiment is applied.

[0030] Figure 6 It is a front view showing the structure of a support member mounted on a vehicle to which the vehicle front structure according to the first embodiment is applied.

[0031] Figure 7 It is a plan view showing the structure of a support member mounted on a vehicle to which the vehicle front structure according to the first embodiment is applied.

[0032] Figure 8 It is a plan view showing the structure of a fairing device mounted on a vehicle to which the vehicle front structure according to the second embodiment is applied.

[0033] Fig. 9 It is a side view showing the relationship between the fairing device and the front wheels in the vehicle to which the vehicle front structure according to the second embodiment is applied, when viewed from the inside in the vehicle width direction. DETAILED DESCRIPTION

[0034] <First embodiment>

[0035] Below, use Figures 1 to 7 In the drawings, arrows FR, UP, and OUT indicate the vehicle front side, the vehicle upper side, and the vehicle width direction outer side, as shown in the drawings.

[0036] use Figure 4The general structure of the "vehicle body 12" of the "vehicle 10" to which the vehicle body front structure according to the present embodiment is applied will be described. In addition, since the vehicle body 12 is basically configured to have a bilaterally symmetrical structure in the present embodiment, the structure of the right side of the vehicle body 12 in the vehicle width direction will be mainly described below, and the structure of the left side of the vehicle width direction will be appropriately omitted.

[0037] A power unit (not shown) is arranged on the vehicle front side portion of the vehicle body 12, i.e., the "vehicle front portion 12A", and a pair of left and right front longitudinal beams (not shown) constituting a part of the frame of the vehicle body 12 are arranged on both sides of the vehicle width direction of the power unit, with the longitudinal direction being the vehicle front-rear direction. Furthermore, a suspension member 14 is arranged on the vehicle lower side of the power unit, and a portion of the suspension member 14 on the vehicle rear side is fixed to the portion of the front longitudinal beam on the vehicle rear side by a fastening member such as a bolt (not shown).

[0038] The suspension member 14 includes a main body 14A and a mounting portion 14B as main parts thereof, and the main body 14A supports a pair of left and right front suspension arms (not shown). The front suspension arms support the "front wheels 16".

[0039] On the other hand, the mounting portion 14B is provided at the vehicle front side and the vehicle width direction outer side of the main body portion 14A, and a "crash box 18" as a frame member is mounted on the mounting portion 14B. That is, the crash box 18 constitutes a part of the vehicle lower side of the vehicle body front portion 12A.

[0040] In the crash box 18, an impact absorbing portion 18A extending in the vehicle front-rear direction and formed into a square tube shape and a mounting portion 18B extending from the end of the impact absorbing portion 18A on the vehicle rear side in the vehicle up-down direction are integrally formed by extruded aluminum alloy material. And, the mounting portion 18B is mounted on the mounting portion 14B of the suspension member 14 via mounting parts such as bolts (not shown), so that the crash box 18 is fixed relative to the vehicle body 12.

[0041] In addition, a plurality of recesses 20 are formed on the vehicle front side portion of the impact absorbing portion 18A, the plurality of recesses 20 extending in a direction perpendicular to the vehicle front-rear direction and recessed toward the center of the cross section of the impact absorbing portion 18A when viewed from the vehicle front-rear direction. In addition, the recesses 20 serve as starting points when the impact absorbing portion 18A is compressed and deformed by a collision load input from the vehicle front side.

[0042] In addition, the front end portions of the impact absorbing portion 18A are connected to each other by a bumper reinforcement 22 extending in the vehicle width direction. As an example, the bumper reinforcement 22 is formed of an extruded material of an aluminum alloy having a closed cross-sectional structure with a rectangular frame shape when viewed from the vehicle width direction, and is fixed to the front end portion of the impact absorbing portion 18A via a mounting member not shown.

[0043] When a collision load is input to the bumper reinforcement 22 from the vehicle front side in the vehicle front portion 12A configured as described above, the impact absorbing portion 18A of the crash box 18 is compressively deformed in the vehicle front-rear direction, thereby partially absorbing the collision load.

[0044] The present embodiment is characterized in that the straightening device 24 is attached to the impact absorbing portion 18A of the crash box 18 via the "support member 26." The structures of the straightening device 24 and the support member 26 constituting the main parts of the present embodiment will be described in detail below.

[0045] like Figure 1 As shown, the rectifying device 24 is configured to include a "driving unit 27", a "power conversion unit 28", a driving arm 30, and a "rectifying plate 32" as a rectifying member.

[0046] Another example Figure 2 As shown in FIG. 1 , the drive unit 27 is configured to include a resin case 34 constituting its outer shell, and an electric motor (not shown) disposed inside the case 34. The electric motor is configured to be supplied with power from an electric power supply unit (not shown) such as a battery mounted on the vehicle 10, and Figure 3 As shown, the operation is controlled by the control unit 36 ​​mounted on the vehicle 10 .

[0047] The power conversion unit 28 is configured to include a resin case 38 constituting its outer shell, and a plurality of gears (not shown) arranged inside the case 38. These gears convert the driving force transmitted from the driving unit 27 into an appropriate rotation speed and torque, and transmit the converted torque to the driving arm 30. In other words, the power conversion unit 28 is configured to be able to adjust the driving force input from the driving unit 27 to the rectifying plate 32 side described later.

[0048] On the other hand, the housing 38 includes a housing outer member 40 constituting a portion on the outside in the vehicle width direction and a housing inner member 42 constituting a portion on the inside in the vehicle width direction, and is formed in a box shape with the vehicle lower side open.

[0049] More specifically, a pair of support legs 42B and the inner side wall portion 42A are integrally provided at a portion on the vehicle lower side of the inner side wall portion 42A constituting the inner portion in the vehicle width direction of the housing inner member 42, spaced apart in the vehicle front-rear direction. As described later, these support legs 42B are supported by the support member 26.

[0050] In addition, when viewed from the vehicle width direction, a slit 44 whose vehicle lower side is opened is provided at a portion of the support leg portion 42B on the vehicle rear side of the inner side wall portion 42A. Furthermore, when viewed from the vehicle width direction, a drive unit 27 is mounted using a mounting member (not shown) at a portion of the support leg portion 42B on the vehicle front side of the inner side wall portion 42A on the vehicle upper side.

[0051] In more detail, Figure 1 As shown, the drive portion 27 is located on the vehicle upper side relative to the impact absorbing portion 18A of the crash box 18 , and a portion of the vehicle width direction inner side overlaps the impact absorbing portion 18A when viewed from the vehicle up-down direction.

[0052] On the other hand, the driving arm 30 is configured to include an arm main body 30A, an extension 30B, and a support piece 30C. A portion of the arm main body 30A on the upper side of the vehicle is incorporated into the housing 34 of the power conversion unit 28, and is supported in a manner rotatable around the vehicle width direction relative to the housing 34. In addition, the portion of the arm main body 30A on the upper side of the vehicle is connected to the output gear of the power conversion unit 28 via a link member (not shown), and the driving force is transmitted from the driving unit 27 to the power conversion unit 28, thereby rotating the driving arm 30 around the vehicle width direction.

[0053] In addition, the following description will be continued on the premise that the driving arm 30 is in the first state where it is rotated most toward the front side of the vehicle.

[0054] The extension portion 30B is formed into a cylindrical shape extending outward in the vehicle width direction from the vehicle lower side portion of the arm body portion 30A, and a support piece portion 30C and the extension portion 30B are integrally provided at the vehicle width direction outer side portion of the extension portion 30B.

[0055] The support piece 30C is configured to include an upper wall portion 30C1, a rear wall portion 30C2, and a plurality of ribs 30C3, wherein the upper wall portion 30C1 constitutes a portion of the support piece 30C on the upper side of the vehicle and extends in the vehicle width direction with the plate thickness direction being the vehicle up-down direction, the rear wall portion 30C2 extends from an edge portion of the upper wall portion 30C1 on the rear side of the vehicle toward the lower side of the vehicle, and the plurality of ribs 30C3 connect the upper wall portion 30C1 and the rear wall portion 30C2. In addition, a rectifying plate 32 is mounted on the rear wall portion 30C2.

[0056] The rectifying plate 32 is made of resin and is Figure 4 As shown in the figure, it is composed of a mounting wall portion 32A, an inclined wall portion 32B, an inner wall portion 32C, and an outer wall portion 32D. The mounting wall portion 32A constitutes the portion on the upper side of the vehicle of the rectifying plate 32, and extends in the vehicle width direction with the plate thickness direction being the vehicle front-rear direction. Moreover, the mounting wall portion 32A is mounted on the rear wall portion 30C2 of the driving arm 30 by a mounting member 46 such as a bolt while being in contact with the rear wall portion 30C2 of the driving arm 30 from the rear side of the vehicle.

[0057] Another example Figure 2 As shown, the inclined wall portion 32B constitutes a main portion of the rectifying plate 32 and extends toward the vehicle rear lower side from an edge portion of the mounting wall portion 32A on the vehicle lower side.

[0058] The inner wall portion 32C constitutes a portion of the rectifying plate 32 on the inner side in the vehicle width direction, is provided so as to be continuous with the mounting wall portion 32A and the inclined wall portion 32B, and is formed in a substantially triangular plate shape when viewed from the vehicle width direction.

[0059] The outer wall portion 32D constitutes a portion of the rectifying plate 32 on the outer side in the vehicle width direction, is provided so as to be continuous with the mounting wall portion 32A and the inclined wall portion 32B, and is formed in a substantially triangular plate shape when viewed from the vehicle width direction.

[0060] The rectifying device 24 constructed as described above controls the driving unit 27 by using the control unit 36, so that Figure 3 As shown in FIG. 1 , the driving arm 30 and the straightening plate 32 can be rotated to the first state closest to the front side of the vehicle, and the driving arm 30 and the straightening plate 32 can be rotated to the second state closest to the rear side of the vehicle ( Figure 3 In addition, in the present embodiment, the control unit 36 ​​sets the rectifier 24 to the first state when the running speed of the vehicle 10 is less than 70 [km / h], and sets the rectifier 24 to the second state when the running speed of the vehicle 10 is 70 [km / h] or more.

[0061] Furthermore, in the present embodiment, in the second state, the projection area of ​​the air flow regulating portion 32 with respect to the front wheel 16 when viewed from the vehicle front side is smaller than that in the first state.

[0062] Furthermore, the acute angle θ2 formed between the inclined wall portion 32B and the horizontal direction when viewed from the vehicle width direction in the second state is smaller than the acute angle θ1 formed between the inclined wall portion 32B and the horizontal direction when viewed from the vehicle width direction in the first state.

[0063] Furthermore, in the present embodiment, when the rectifying device 24 is in the first state, the traveling wind is prevented from hitting the front wheel 16 by the rectifying plate 32. Furthermore, when the rectifying device 24 is in the second state, the traveling wind is rectified by the rectifying plate 32 and flows toward the structural components of the brake device such as the brake caliper 56 and the brake disc rotor 58.

[0064] Next, the structure of the support member 26 will be described. Figure 5 As shown, the support member 26 is constructed to include a side wall portion 26A constituting the inner portion in the vehicle width direction, a lower wall portion 26B constituting the lower portion of the vehicle, a front wall portion 26C constituting the front portion of the vehicle, and a rear wall portion 26D constituting the rear portion of the vehicle.

[0065] like Figure 4 As shown, the side wall portion 26A extends in the vehicle front-rear direction with the plate thickness direction being the vehicle width direction, and is arranged along the impact absorbing portion 18A of the crash box 18. Figure 6 As shown, the height of the upper edge portion 26A1 of the side wall portion 26A is lowest at the center portion of the upper edge portion 26A1 in the vehicle front-rear direction.

[0066] In addition, a through portion 48 is formed on each of the vehicle front side portion and the vehicle rear side portion of the side wall portion 26A, which penetrates in the vehicle width direction. Moreover, a mounting member 50 such as a bolt is inserted through each of the through portions 48 from the vehicle width direction outer side, and is connected to a weld nut or an internal threaded portion (not shown) provided on the impact absorbing portion 18A. That is, the support member 26 is mounted on the vehicle body 12 on the vehicle rear side of the bumper reinforcement 22.

[0067] Furthermore, a protrusion 26E is provided at a center portion in the vehicle front-rear direction between the pair of penetration portions 48 of the side wall portion 26A, that is, at a center portion in the vehicle front-rear direction between the pair of mounting members 50. Figure 7 As shown, the protrusion portion 26E is provided in a V-shape that is convex toward the vehicle width direction outer side, that is, toward the side opposite to the impact absorbing portion 18A when viewed from the vehicle up-down direction.

[0068] The lower wall portion 26B extends in the vehicle front-rear direction with the plate thickness direction as the vehicle up-down direction, and is continuous with the lower edge of the side wall portion 26A. In addition, a penetration portion 52 is formed on each of the vehicle front side portion and the vehicle rear side portion of the lower wall portion 26B to penetrate along the vehicle up-down direction.

[0069] Moreover, if Figure 4 As shown, in a state where the supporting foot 42B of the power conversion unit 28 is placed on the upper side of the vehicle of the lower wall portion 26B, the rectifier 24 is mounted on the supporting member 26 by connecting a through portion (not shown) provided on the supporting foot 42B and the through portion 52 with a mounting member 54 such as a bolt or a nut.

[0070] Back to Figure 5 The front wall portion 26C is continuous with the edge portions of the side wall portion 26A and the lower wall portion 26B on the vehicle front side, with the plate thickness direction being the vehicle front and rear direction. In addition, the portion of the upper edge portion of the front wall portion 26C on the outside in the vehicle width direction is recessed in an L-shape. In addition, the rear wall portion 26D is configured to have the same structure as the front wall portion 26C.

[0071] like Figure 1 as well as Figure 2 As shown, the support member 26 configured as described above is disposed on the vehicle lower side of the drive unit 27 of the fairing device 24 , and is in a state where the vehicle front side portion overlaps the drive unit 27 when viewed from the vehicle vertical direction.

[0072] In addition, the rigidity of the central portion of the support member 26 in the vehicle front-rear direction relative to the bending moment in the vehicle width direction becomes the lowest. Therefore, when the collision load input to the vehicle body 12 from the front side of the vehicle is input to the support member 26 via the collision box 18, the protrusion 26E becomes the starting point of the bending deformation of the side wall portion 26A and even the support member 26.

[0073] (Functions and Effects of the Present Embodiment)

[0074] Next, the operation and effects of this embodiment will be described.

[0075] In this embodiment, if Figure 4 As shown, a portion of the vehicle lower side of the vehicle body front portion 12A is constituted by a crash box 18 extending in the vehicle front-rear direction.

[0076] In addition, if Figure 3As shown, the straightening plate 32 is arranged on the vehicle front side of the front wheel 16, and is driven by the driving unit 27 so as to be rotatable between a first state where it is rotated most toward the vehicle front side and a second state where it is rotated most toward the vehicle rear side.

[0077] Therefore, when the straightening plate 32 is in the first state, the traveling wind can be prevented from hitting the front wheel 16, thereby preventing a decrease in the aerodynamic performance of the vehicle 10. On the other hand, when the straightening plate 32 is in the second state, the straightening plate 32 can be prevented from contacting obstacles on the road surface.

[0078] However, it is preferable that not only the rectifying member 32 but also the driving unit 27 can be less susceptible to the effects of flying stones, obstacles on the road surface, and the like.

[0079] Here, in this embodiment, if Figure 1 As shown, since the driving unit 27 is supported via the crash box 18 at the upper side of the vehicle relative to the crash box 18, the influence of flying stones or obstacles on the road surface on the driving unit 27 can be reduced compared with a structure in which the driving unit 27 is arranged at the lower side of the vehicle relative to the crash box 18. Therefore, in this embodiment, the influence of objects on the road surface on the driving of the rectifying plate 32 can be reduced.

[0080] Furthermore, when viewed from the upper and lower directions of the vehicle, a portion of the driving unit 27 overlaps with the crash box 18, so that the driving unit 27 can be protected from flying stones and the like by the crash box 18 during the running of the vehicle 10. Therefore, during the running of the vehicle 10, the driving unit 27 that drives the straightening plate 32 can be protected.

[0081] In addition, the rectifying device 24 includes a power conversion unit 28, and the driving force input from the driving unit 27 to the rectifying plate 32 is adjusted by the power conversion unit 28. The power conversion unit 28 supports the crash box 18 via the support member 26.

[0082] Furthermore, the support member 26 is disposed on the vehicle lower side of the drive unit 27, and when viewed from the vehicle upper and lower directions, a portion of the support member 26 overlaps with the drive unit 27. Therefore, during the travel of the vehicle 10, the drive unit 27 can be protected from flying stones and the like by the support member 26. Therefore, during the travel of the vehicle 10, the drive unit 27 that drives the rectifying plate 32 can be more reliably protected.

[0083] <Second embodiment>

[0084] Next, use Figure 8 as well as Fig. 9A vehicle body front structure according to a second embodiment of the present disclosure will be described. Components common to those of the first embodiment are denoted by the same reference numerals, and description thereof will be appropriately omitted.

[0085] Although this embodiment is basically configured similarly to the first embodiment described above, the "rectifier plate 60" as a rectifying member is supported on the supporting member 26 via the supporting arm 62. That is, in this embodiment, unlike the first embodiment described above, the driving unit 27 and the power conversion unit 28 are not provided.

[0086] Specifically, the rectifying plate 60 includes a mounting wall portion 60A, an inclined wall portion 60B, an inner wall portion 60C, and an outer wall portion 60D, and has the same shape as the rectifying plate 32 , but is made of a soft resin.

[0087] On the other hand, the support arm 62 is constructed to include a support piece portion 62A and a bottom plate portion 62B, wherein the support piece portion 62A is set to have the same structure as the support piece portion 30C in the first embodiment, and the bottom plate portion 62B extends from the support piece portion 62A toward the front side of the vehicle and is set to be a trapezoidal plate when viewed from the upper and lower directions of the vehicle.

[0088] Moreover, the rectifying plate 60 is attached to the support piece portion 62A similarly to the support piece portion 30C. On the other hand, the bottom plate portion 62B is attached to the support member 26 by the attachment members 54 at two locations.

[0089] In addition, in the present embodiment, when the vehicle 10 is stopped, the angle between the inclined wall portion 60B and the horizontal direction when viewed from the vehicle width direction is an acute angle θ1. When the vehicle 10 travels at a speed of 70 [km / h], the straightening plate 60 is elastically deformed by the wind of the vehicle 10, so that the angle between the inclined wall portion 60B and the horizontal direction when viewed from the vehicle width direction is an acute angle θ2.

[0090] In the present embodiment of the above-described structure, the straightening plate 60 is disposed on the vehicle front side of the front wheel 16 of the vehicle 10. Therefore, when the vehicle 10 is traveling at a low speed, the traveling wind can be prevented from hitting the front wheel 16, thereby preventing the aerodynamic performance of the vehicle 10 from being deteriorated.

[0091] On the other hand, when the vehicle 10 is traveling at high speed, since the straightening plate 60 is made of soft resin, the straightening plate 60 is deformed by the traveling wind. In other words, in the present embodiment, the straightening plate 60 is driven by the traveling wind of the vehicle 10 traveling at high speed. That is, in the present embodiment, unlike the first embodiment described above, since the driving unit 27 is not used in the driving of the straightening plate 60, the driving of the straightening plate 60 can be suppressed from being affected by flying stones or obstacles on the road surface. Therefore, in the present embodiment, the influence of the driving of the straightening plate 60 on the objects on the road surface can be reduced.

[0092] In addition, although in the above-mentioned embodiment, the rectifying plate, and the driving arm 30 and the supporting arm 62 supporting the rectifying plate are provided as separate bodies, the rectifying plate and the member supporting the rectifying plate may be integrally formed by resin. In addition, a soft resin may be used for the rectifying plate, and a hard resin may be used for the driving arm 30 and the supporting arm 62, and a member in which the rectifying plate and the driving arm 30 are integrated, and a member in which the rectifying plate and the supporting arm 62 are integrated may be formed by two-color molding.

Claims

1. A vehicle front structure, comprising: a frame member constituting a portion of the vehicle body front portion on the vehicle lower side and extending in the vehicle front-rear direction; a fairing member disposed on the vehicle front side of the front wheel and driven so as to be rotatable between a first state in which it is rotated most toward the vehicle front side and a second state in which it is rotated most toward the vehicle rear side; The driving unit is provided so as to be able to drive the rectification member and is supported by the frame member at a position above the frame member on the vehicle.

2. The vehicle front structure according to claim 1, wherein: The driving unit partially overlaps with the frame member when viewed from the vehicle up-down direction.

3. The vehicle front structure according to claim 2, wherein: Also available: a power conversion unit capable of adjusting a driving force input from the driving unit to the rectifying member; a supporting member that supports the power conversion unit relative to the frame member, The support member is disposed on the vehicle lower side of the drive unit and partially overlaps the drive unit when viewed from the vehicle upper and lower directions.

4. A vehicle front structure, comprising: a frame member constituting a portion of the vehicle body front portion on the vehicle lower side and extending in the vehicle front-rear direction; a fairing member disposed on the vehicle front side of the front wheel and made of a soft resin; A support member supports the flow regulating member with respect to the frame member.

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