Vehicle under structure

Abstract

The invention provides a vehicle lower structure capable of changing the rotation position of a fender during vehicle driving and braking without using an actuator. A weight member is attached to a region on the inner side in the vehicle width direction in a fender body of an inner fender supported so as to be rotatable about a vertical axis. According to the present invention, when a vehicle travels at a constant vehicle speed or at an accelerated speed, the inside fender is in a first orientation (the orientation of the front surface in the vehicle width direction) by the force of the traveling wind acting on the front surface of the fender body of the inside fender, thereby ensuring high aerodynamic characteristics or steering stability. When the vehicle is decelerated, the inner fender is in a second posture (a posture in which the front surface is inclined rearward toward the outside in the vehicle width direction) by the inertia force of the weight member, and the traveling wind is guided to the brake device of the front wheel, so that the brake device can be effectively cooled.

Description

Technical Field

[0001] This invention relates to a vehicle substructure. In particular, this invention relates to an improvement on a mudguard disposed in front of a wheel. Background Technology

[0002] As disclosed in Patent Document 1, a mudguard composed of plate components is provided in front of the vehicle's wheels for purposes such as streamlining the airflow. Patent Document 1 discloses a mudguard configured to rotate freely around a vertical axis via an electric motor. Specifically, by detecting the vehicle's steering state using a steering state detection mechanism and driving the electric motor accordingly to rotate the mudguard, the airflow acting on the vehicle is controlled, thereby improving the vehicle's handling performance.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2009-12763 Summary of the Invention

[0004] The inventors of this invention have studied ways to expand the application of mudguards. Furthermore, with the aim of enabling the mudguards to rotate as disclosed in Patent Document 1, it is possible to effectively utilize the driving airflow to cool the braking device.

[0005] In this case, considering changing the rotation position of the fender during vehicle movement and braking, during vehicle movement, the posture along the vehicle width direction can ensure high aerodynamic characteristics or handling stability, and during braking, the tilted posture can guide the driving air to the braking device and effectively cool the braking device. However, if an actuator such as an electric motor is used for this rotation, as in Patent Document 1, it will lead to problems such as increased power consumption in the vehicle, ensuring space for actuator installation, and increased complexity of the structure caused by the mechanism of transmitting the driving force of the actuator to the fender.

[0006] The present invention was made in view of this, and its object is to provide a vehicle underbody structure that can change the rotational position of the mudguard during vehicle movement and braking without the use of an actuator.

[0007] The present invention, which aims to achieve the aforementioned objective, is based on a vehicle lower structure having a mudguard positioned at a predetermined location further forward than the vehicle's wheels and rotatable about a rotation axis extending in a direction intersecting the horizontal. Furthermore, in this vehicle lower structure, the weight of the region of the mudguard further in the vehicle width direction than the rotation axis is greater than the weight of the region further out in the vehicle width direction than the rotation axis. Moreover, the mudguard is characterized in that it rotatable between a first posture and a second posture due to at least one of the driving wind and inertial force during vehicle operation; in the first posture, the front surface is along the vehicle width direction; and in the second posture, the front surface is tilted rearward toward the outer side of the vehicle width direction, guiding the driving wind to the braking device of the wheels.

[0008] By means of this specific feature, when the fender is in its first position, the airflow during vehicle movement flows outward in front of the wheel along the vehicle width direction and is straightened, thereby ensuring higher aerodynamic characteristics or handling stability. For example, by using the force of the airflow acting on the fender during vehicle movement to make the fender in its first position, higher aerodynamic characteristics or handling stability can be ensured.

[0009] On the other hand, when the mudguard is in the second position, the braking device can be effectively cooled by directing the airflow to the wheels. For example, since the weight of the area of ​​the mudguard that is closer to the inside in the vehicle width direction than the axis of rotation is greater than the weight of the area that is farther to the outside in the vehicle width direction, the mudguard is in the second position due to the inertial force acting on it when the vehicle brakes, thereby effectively cooling the braking device and maintaining high braking performance.

[0010] Thus, by utilizing at least one of the driving wind and inertial force during vehicle operation, the rotational position of the fenders can be changed without the use of actuators such as electric motors, thereby ensuring high aerodynamic characteristics or handling stability, or maintaining high braking performance.

[0011] The mudguard comprises: a mudguard body, which is flat and rotatably supported by the rotating shaft; and a weight component installed in the mudguard body in a region that is further inward in the vehicle width direction than the rotating shaft.

[0012] Therefore, when the vehicle brakes, the mudguard body rotates around the rotation axis (in the direction the weight component moves forward) due to the inertial force of the weight component, thus assuming a second posture. As a result, by directing airflow to the braking system at the wheels, the braking system can be effectively cooled.

[0013] Furthermore, a torsion spring is provided between the rotating shaft and the mudguard to apply a biasing force in the direction of rotation, so that the mudguard becomes the first posture.

[0014] Therefore, when the inertial force of the vehicle during braking is not applied to the mudguard, the mudguard is in its first position due to the biasing force from the torsion spring. That is, when the vehicle is in motion, the mudguard is restricted to the first position, thereby ensuring high aerodynamic characteristics or handling stability and thus stably maintaining this state.

[0015] Furthermore, the mudguard is positioned further inside the vehicle width direction than the wheel and further forward than the wheel. On the other hand, an outer mudguard is positioned further outside the vehicle width direction than the mudguard and in front of the wheel, fixed to the vehicle body and with its front surface extending along the vehicle width direction. When the mudguard is in the first posture, the front surface of the mudguard and the front surface of the outer mudguard are located on the same imaginary plane.

[0016] When the vehicle is in motion, with the mudguard in its first position, the front surface of the mudguard and the front surface of the outer mudguard lie on the same imaginary plane. That is, in front of the wheel, the airflow from the front surface of the mudguard and across the front surface of the outer mudguard flows outward along the vehicle width and is straightened, thereby ensuring high aerodynamic characteristics or handling stability. On the other hand, when the vehicle is braking and the mudguard is in its second position, the airflow guided along the front surface of the mudguard passes over the back side of the outer mudguard and is guided to the braking device, thereby effectively cooling the braking device.

[0017] Furthermore, a limiting member is provided to restrict the position of the mudguard to at least one of the first posture and the second posture.

[0018] Therefore, the mudguard can be restricted to an appropriate posture (an appropriate posture as a first posture and an appropriate posture as a second posture), thereby reliably achieving effects such as ensuring high aerodynamic characteristics or handling stability, or effectively cooling the braking device.

[0019] Invention Effects

[0020] In this invention, the mudguard can rotate freely between a first posture (the front surface along the vehicle width direction) and a second posture (the front surface tilts rearward toward the outside of the vehicle width direction to guide the driving wind to the wheel braking device) by at least one of the driving wind and inertial force during vehicle movement. Therefore, the rotational position of the mudguard can be changed without using actuators such as electric motors, thereby reducing power consumption in the vehicle, miniaturizing the structure used to rotate the mudguard, and simplifying the overall structure. Attached Figure Description

[0021] Figure 1 This is a perspective view showing a portion of a vehicle equipped with the mudguard unit involved in the embodiment.

[0022] Figure 2A This is a rough diagram showing the inner fender in position 1, viewed from above the front wheel.

[0023] Figure 2B This is a rough diagram showing the inner fender in its second position as viewed from above the front wheel.

[0024] Figure 3A This is a top view of the inner mudguard.

[0025] Figure 3B This is the front view of the inner mudguard.

[0026] Figure 4 It is along Figure 3B A sectional view cut along line IV-IV.

[0027] Figure 5 This is a top view showing the inner mudguard and its surrounding parts involved in Modified Example 1.

[0028] Figure 6 This is a top view showing the inner mudguard and its surrounding parts involved in Modified Example 2. Detailed Implementation

[0029] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In this embodiment, the present invention will be described as applicable to a mudguard (inner mudguard) that is disposed in front of the front wheel of a vehicle and forms a mudguard unit together with the outer mudguard. The mudguard according to the present invention can also be disposed in front of the rear wheel of a vehicle. Furthermore, there is no particular limitation on the vehicle on which the mudguard according to the present invention can be mounted. That is, it can be mounted on various vehicles such as vehicles equipped with an internal combustion engine as a driving power source (conventional vehicles), hybrid electric vehicles, plug-in hybrid electric vehicles, electric vehicles, and fuel cell vehicles.

[0030] Figure 1 This is a perspective view showing a portion (the periphery of the left front wheel 2) of a vehicle V equipped with the mudguard unit 1 according to this embodiment. Figure 1 As shown, the vehicle V has a mudguard unit 1 mounted in front of the front wheel 2 and behind the front bumper 3.

[0031] -Mudguard Unit-

[0032] The mudguard unit 1 is configured to include an outer mudguard 4 located on the outer side in the vehicle width direction and an inner mudguard 5 located on the inner side in the vehicle width direction.

[0033] Figure 2AThis is a schematic diagram showing the inner fender 5 in the first posture described later, viewed from above the front wheel 2 (the posture of the front surface 51a of the inner fender 5 along the vehicle width direction; the posture of the front surface 51a of the inner fender 5 extending in a direction orthogonal to the longitudinal direction of the vehicle body). Figure 2A The bottom of the middle section represents the front of the vehicle, and the right side represents the outer edge in the width direction of the vehicle. Figure 2B This is a schematic diagram showing the inner mudguard 5 in the second posture described later, viewed from above the front wheel 2 (the posture in which the front surface 51a of the inner mudguard 5 is tilted rearward toward the outside in the vehicle width direction, guiding the driving wind (refer to arrows W and W2 in Figure 2) to the braking device 21 of the front wheel 2). Figure 2B The middle and lower sides are the front of the vehicle, and the right side is the outer side in the width direction of the vehicle.

[0034] (Outer mudguard)

[0035] like Figure 1 As shown in Figure 2, the outer mudguard 4 is made of a flat plate of metal or resin and extends in front of the front wheel 2 in a direction orthogonal to the longitudinal direction of the vehicle body. That is, the front surface 41 of the outer mudguard 4 extends in the width direction of the vehicle. The upper part of the outer mudguard 4 is mounted on the frame material or bottom cover of the vehicle V (not shown).

[0036] Furthermore, the width dimension of the outer mudguard 4 is approximately the same as the width dimension of the front wheel 2, and the outer mudguard 4 is configured to cover the front of the front wheel 2 (covering the entire width dimension of a portion of the front wheel 2 at the same height position as the outer mudguard 4). Moreover, the vertical dimension of the outer mudguard 4 can be arbitrarily set, but it is designed to ensure high aerodynamic characteristics or handling stability of the vehicle V.

[0037] (Inner mudguard)

[0038] The inner mudguard 5 is disposed on the inner side of the vehicle width direction relative to the outer mudguard 4, and is rotatably supported on a rotating shaft extending in the vertical direction.

[0039] Figure 3A This is a top view of the inner mudguard 5. Figure 3B This is a front view of the inner mudguard 5. As shown in these figures, the inner mudguard 5 is configured to include a mudguard body 51 and a weight member 52 mounted on the back surface 51e of the mudguard body 51. Furthermore, hereinafter, when the inner mudguard 5 is mounted on the vehicle V, the outer side of the inner mudguard 5 in the vehicle width direction will sometimes be referred to as the outer side in the vehicle width direction, and when the inner mudguard 5 is mounted on the vehicle V, the inner side of the inner mudguard 5 in the vehicle width direction will sometimes be referred to as the inner side in the vehicle width direction.

[0040] The mudguard body 51 is composed of a near-flat plate made of metal or resin, such as... Figure 2A and Figure 2B As shown, it can rotate freely about a rotation axis that extends vertically.

[0041] Figure 2A The posture shown is the first posture of the front surface (face facing the front of the vehicle body) 51a (hereinafter sometimes referred to as the front surface 51a of the inner fender 5) of the fender body 51 along the vehicle width direction. Figure 2B The posture shown is the second posture of the front surface 51a of the mudguard body 51 of the inner mudguard 5 tilting backward toward the outside in the vehicle width direction to guide the driving wind W, W2 to the braking device 21 of the front wheel 2.

[0042] When the inner mudguard 5 is in its first position, the mudguard body 51 of the inner mudguard 5 is positioned further forward than the front wheel 2 and is located inside the vehicle width direction relative to the outer mudguard 4 at a predetermined interval. Furthermore, in this state, the support position of the inner mudguard 5 is set such that the front surface 51a of the inner mudguard 5 and the front surface 41 of the outer mudguard 4 are substantially on the same plane (on the same imaginary plane).

[0043] Furthermore, when the inner mudguard 5 is in the second posture, the direction of the driving airflow W and W2 is towards the disc rotor or brake caliper when the braking device 21 is a disc brake device, and towards the brake drum when the braking device 21 is a drum brake device. The placement position of the inner mudguard 5 and the tilt angle in the second posture are designed to allow the driving airflow W and W2 to flow in these directions.

[0044] As an example of the specific dimensions of the mudguard body 51, the width (the dimension along the vehicle width direction) is approximately 400 mm, and the height is approximately 100 mm. These dimensions are not limited to these.

[0045] like Figure 3A and Figure 3B As shown, a support portion 51b is integrally formed on a portion of the fender body 51 that is further outward than the central portion in the width direction (length direction) (or the outer portion in the vehicle width direction when mounted on a vehicle V). This support portion 51b is a flat plate extending rearward from near the upper end of the fender body 51 (or the rear of the vehicle when mounted on a vehicle V), and a bolt insertion hole 51c is formed through its central portion in the vertical direction for the bolt B1 described later to be inserted.

[0046] Figure 4 It is along Figure 3B The sectional view along line IV-IV shows the fender body 51 rotatably supported on the body component 6 (in... Figure 4The structure (represented by dashed lines). For example... Figure 4 As shown, a bolt B1 is inserted from below into the bolt through-hole 51c formed in the support portion 51b of the fender body 51. The threaded portion of the bolt B1 is fastened to the body component 6 (e.g., frame material or underbody). A washer WA1 is placed between the upper surface of the support portion 51b and the body component 6. A torsion spring 53 is disposed between the lower surface of the support portion 51b and the head of the bolt B1, applying a biasing force in the rotation direction to cause the inner fender 5 to assume a first position. A washer WA2 is also placed between the lower surface of the support portion 51b and the torsion spring 53.

[0047] By supporting the mudguard body 51 rotatably on the vehicle body component 6 in this way, when no external force (force from the driving wind W or inertial force) acts on the inner mudguard 5, the inner mudguard 5 is subjected to a biasing force from the torsion spring 53 and thus acts... Figure 2A The rotational force in the direction indicated by the middle arrow A results in the first posture.

[0048] Furthermore, in the mudguard body 51 of the inner mudguard 5, since the area of ​​the inner side, which is closer to the vehicle width direction than the support position based on bolt B1, is larger than the area of ​​the outer side, which is closer to the vehicle width direction, it is also affected by the wind W acting on the entire front surface 51a. Figure 2A The rotational force in the direction indicated by the middle arrow A results in the first posture. Furthermore, at this time, it is preferable to provide a stop (not shown) that limits the rotational position of the inner mudguard 5 to prevent the inner mudguard 5 from rotating beyond the first posture (from...). Figure 2A The state further rotates clockwise.

[0049] And, as Figure 3A and Figure 3B As shown, a rectangular weight component 52 is mounted on the inner side of the mudguard body 51 in the vehicle width direction via bolts B2, B2. An example of the weight component 52 is approximately 100g. This value is not limited to this.

[0050] Specifically, two bolt insertion holes 51d and 51d are formed on the inner side of the upper part of the mudguard body 51 in the vehicle width direction. In the weight member 52, two bolt fastening holes 52a and 52a are formed at locations corresponding to these bolt insertion holes 51d and 51d, respectively. Moreover, when the bolt fastening holes 52a and 52a of the weight member 52 are aligned with the bolt insertion holes 51d and 51d of the mudguard body 51, respectively, the bolt B2 is inserted into the bolt insertion hole 51d and screwed into the bolt fastening hole 52a, thereby mounting the weight member 52 on the back side 51e of the mudguard body 51. Furthermore, a recessed portion with a shape matching the head of the bolt B2 is provided corresponding to the bolt insertion hole 51d in the front surface 51a of the fender body 51. When the bolt B2 is screwed in, the head of the bolt B2 and the front surface 51a of the fender body 51 are in a face-to-face state (the head of the bolt B2 does not protrude from the front surface 51a of the fender body 51). As a result, the driving airflow W flowing along the front surface 51a of the fender body 51 is not disturbed.

[0051] -Motion of the inner mudguard-

[0052] Next, the operation of the inner mudguard 5 configured as described above will be explained.

[0053] First, when vehicle V is traveling at a constant speed or accelerating, such as Figure 2A As shown, the inner fender 5 is positioned in a first posture by the force of the driving wind W acting on the front surface 51a of the fender body 51 of the inner fender 5. In addition, the inner fender 5 is also positioned in the first posture by a biasing force applied in the rotation direction by the biasing force from the torsion spring 53.

[0054] Thus, when the inner fender 5 is in its first position, the front surface 51a of the inner fender 5 and the front surface 41 of the outer fender 4 are aligned (located on the same imaginary plane). Therefore, the airflow W during vehicle movement flows from the front surface 51a of the inner fender 5 across the front surface 41 of the outer fender 4 and is guided. That is, it is rectified by flowing outwards in the vehicle width direction in front of the front wheel 2 (refer to arrow W1 in Figure 2). This ensures high aerodynamic characteristics and handling stability.

[0055] On the other hand, when the vehicle V brakes (decelerates), the inertial force acting on the mudguard body 51 of the inner mudguard 5 (refer to...) Figure 2B Arrow F in the diagram; inertial force of weight component 52), mudguard body 51 rotates in the direction of forward movement of weight component 52 (rotating about the axis of bolt B1), thereby the inner mudguard 5 assumes a second posture (see reference). Figure 2B(See arrow B in Figure 2). Thus, the airflow W flows along the front surface 51a of the inner fender 5, then flows over the back side of the outer fender 4 and is guided to the braking device 21 (see arrow W2 in Figure 2), thereby effectively cooling the braking device 21. This maintains the performance of the braking device 21 and ensures high braking performance.

[0056] -Effects of the Implementation Method-

[0057] As explained above, in this embodiment, when the vehicle V is traveling at a constant speed or accelerating, the inner mudguard 5 can rotate freely between a first position (the position of the front surface 51a along the vehicle width direction) and a second position (the position of the front surface 51a tilting backward toward the outside of the vehicle width direction to guide the driving wind W to the braking device 21 of the front wheel 2) by utilizing the force of the driving wind W or the inertial force F when the vehicle V is braking (decelerating). Therefore, the rotational position of the inner mudguard 5 can be changed without using an actuator such as an electric motor, thereby reducing power consumption in the vehicle V, miniaturizing the structure used to rotate the inner mudguard 5, and simplifying the overall structure.

[0058] Furthermore, in this embodiment, since various parameters such as the position of the rotation axis of the mudguard body 51 (the position of bolt B1), the weight of the weight component 52, or the installation position can be arbitrarily changed, the rotation posture of the mudguard body 51 corresponding to the deceleration of the vehicle V can be adjusted, and the design freedom of the relationship between the deceleration of the vehicle V and the cooling effect of the braking device 21 is high.

[0059] -Variation Example 1-

[0060] Next, a modified example 1 of the present invention will be described. In this modified example, the configuration for limiting the rotational position of the mudguard body 51 differs from that of the aforementioned embodiment. Other configurations are the same as those of the aforementioned embodiment; therefore, the differences from the embodiment will be primarily described here.

[0061] Figure 5 This is a top view showing the inner mudguard 5 and its surrounding portion involved in this modified example. Figure 5 In the diagram, solid lines represent the state of the inner mudguard 5 in posture 1, and dashed lines represent the state of the inner mudguard 5 in posture 2.

[0062] As a feature of this modified example, an inner stop 7 and an outer stop 8 are provided behind the inner mudguard 5 (in the rear direction of the vehicle body).

[0063] The inner stop 7 is disposed at a position where the back of the weight member 52 abuts when the inner fender 5 is in the first posture (refer to the solid line). That is, it restricts the rotation of the inner fender 5 so that it does not become a rotating posture from which the weight member 52 moves rearward from the first posture of the inner fender 5. Figure 5 The posture shown by the solid line is a posture that rotates further in a clockwise direction.

[0064] On the other hand, the outer stop 8 is disposed at a position abutting against the back 51e of the mudguard body 51 when the inner mudguard 5 is in the second posture (refer to the dotted line). That is, it restricts the rotation of the inner mudguard 5 so that it does not become a rotating posture from which the weight member 52 moves forward from the second posture of the inner mudguard 5 (from the second posture). Figure 5 The pose shown by the dashed line is a further counterclockwise rotation.

[0065] By equipping these stoppers 7 and 8, the inner fender 5 can be stably positioned in the first posture when the vehicle V is traveling at a constant speed or accelerating, thereby improving the reliability of ensuring high aerodynamic characteristics or handling stability. Furthermore, when the vehicle V brakes (decelerates), the inner fender 5 can be stably positioned in the second posture, thereby improving the reliability of effectively cooling the brake device 21.

[0066] Furthermore, the inner stop 7 can be a component that restricts the rotation of the inner mudguard 5 by abutting against the back of the weight member 52, or it can be a magnet that magnetically attracts the weight member 52 when the weight member 52 is made of a magnetic material. When the weight member 52 is magnetically attracted by the inner stop 7, the inner mudguard 5 remains in the first posture until the braking force of the vehicle V (equivalent to the inertial force of the weight member 52) exceeds a predetermined value. When the braking force of the vehicle V exceeds the predetermined value, the weight member 52 disengages from the inner stop 7 and rotates to the second posture at a relatively high rotational speed. Therefore, it is possible to quickly switch the inner mudguard 5 between the first posture and the second posture.

[0067] Similarly, the outer stop 8 can be a component that restricts the rotation of the inner mudguard 5 by abutting against the back surface 51e of the mudguard body 51, or it can be a magnet that magnetically attracts the mudguard body 51 when the mudguard body 51 is made of a magnetic material. When the mudguard body 51 is magnetically attracted by the outer stop 8, when the vehicle V accelerates while the inner mudguard 5 is in the second position, the inner mudguard 5 remains in the second position until its acceleration (equivalent to the inertial force of the weight component 52) ​​exceeds a predetermined value. When the acceleration of the vehicle V exceeds the predetermined value, the back surface 51e of the mudguard body 51 disengages from the outer stop 8 and rotates towards the first position at a relatively high rotational speed. Therefore, in this case, it is also possible to quickly switch between the second and first positions of the inner mudguard 5.

[0068] Through the above actions, similar to the aforementioned embodiments, the rotation position of the inner mudguard 5 can be changed without the use of actuators such as electric motors, thereby reducing the power consumption in the vehicle V, miniaturizing the structure used to rotate the inner mudguard 5, and simplifying the structure.

[0069] -Variation Example 2-

[0070] Next, a modified example 2 of the present invention will be described. In this modified example, the configuration for limiting the rotational position of the mudguard body 51 is also different from that of the aforementioned embodiment. Other configurations are the same as those of the aforementioned embodiment, so here we will mainly describe the differences from the embodiment.

[0071] Figure 6 This is a top view showing the inner mudguard 5 and its surrounding portion involved in this modified example. Figure 6 In the diagram, solid lines represent the state of the inner mudguard 5 in posture 1, and dashed lines represent the state of the inner mudguard 5 in posture 2.

[0072] In this modification, an inner stop 7, identical to that in Modification 1, is provided. That is, with the inner mudguard 5 in its first position (refer to the solid line), the inner stop 7 is positioned to abut against the back of the weight member 52. The function of this inner stop 7 is the same as in Modification 1: to restrict the rotation of the inner mudguard 5, preventing it from rotating backwards from the first position of the inner mudguard 5. Figure 6 (The posture shown by the solid line is a posture that rotates further in a clockwise direction). In addition, in this modified example, the inner stop 7 can be a component that restricts the rotation of the inner mudguard 5 by abutting against the back of the weight component 52, or it can be a magnet that magnetically attracts the weight component 52 when the weight component 52 is made of a magnetic body.

[0073] On the other hand, a coil spring 9 is connected between the back surface 51e of the inner fender 5 and a body component (not shown). The function of the coil spring 9 in this modified example is as follows: Figure 6 As shown by the solid arrow, it is a compression coil spring that applies force to the inner mudguard 5 in the direction of the first posture. In this modified example, the aforementioned torsion spring 53 may or may not be provided.

[0074] In this modified example, when the vehicle V is traveling at a constant speed or accelerating, the inner fender 5 assumes a first posture due to the force of the wind W acting on the front surface 51a of the fender body 51 or the biasing force of the coil spring 9. This ensures high aerodynamic characteristics and handling stability.

[0075] On the other hand, when the vehicle V brakes (decelerates), the mudguard body 51, acting on the inertial force of the inner mudguard 5, rotates against the biasing force of the coil spring 9 in the direction that the weight component 52 moves forward, and the inner mudguard 5 assumes a second posture. As a result, the braking device 21 is effectively cooled.

[0076] Through the above actions, in this modified example, similar to the aforementioned embodiments, the rotation position of the inner mudguard 5 can be changed without using an actuator such as an electric motor, thereby achieving a reduction in power consumption in the vehicle V, miniaturization of the configuration used to rotate the inner mudguard 5, and simplification of the configuration.

[0077] Furthermore, in this modified example, as a function of the helical spring 9, such as Figure 6 As shown by the solid arrow, the inner mudguard 5 is a compression coil spring that applies force to it in the direction of the first posture. That is, the biasing force of the coil spring 9 causes the inner mudguard 5 to assume the first posture. However, the function of the coil spring 9 is not limited to this; for example... Figure 6 As indicated by the double-dotted arrow, it can also be configured as a tension coil spring that applies force to the inner mudguard 5 in the direction of the second posture. In this case, not only when the vehicle V brakes (decelerates), but also when it stops or travels at low speeds, the inner mudguard 5 maintains the second posture. When the vehicle V is traveling at a constant speed or accelerating, the inner mudguard 5 rotates to the first posture due to the force of the wind W acting on the front surface 51a of the mudguard body 51.

[0078] Even with this configuration, as in the aforementioned embodiments, the rotational position of the inner mudguard 5 can be changed without the use of an actuator such as an electric motor, thereby enabling a reduction in power consumption in the vehicle V, miniaturization of the configuration used to rotate the inner mudguard 5, and simplification of the configuration.

[0079] -Other implementation methods-

[0080] Furthermore, the present invention is not limited to the described embodiments and variations, but can include all variations or applications within the scope of the claims and equivalents thereof.

[0081] For example, in the described embodiments and their variations, by setting the mudguard body 51 as an approximately flat plate with a uniform thickness, forming the support portion 51b at a location further outward than the central portion in the width direction of the mudguard body 51, or by installing the weight component 52 at a location in the mudguard body 51 located in the vehicle width direction, the weight of the region of the inner mudguard 5 located further inward than the rotation axis in the vehicle width direction is greater than the weight of the region located further outward than the rotation axis in the vehicle width direction. The present invention is not limited to this; it is also possible to set the thickness of the mudguard body 51 to gradually increase towards the inner side in the vehicle width direction, or to set the thickness of the end portion of the mudguard body 51 located in the vehicle width direction to be greater than other portions, so that the weight of the region of the inner mudguard 5 located further inward than the rotation axis in the vehicle width direction is greater than the weight of the region located further outward than the rotation axis in the vehicle width direction.

[0082] Furthermore, in the described embodiment and its various modifications, the support portion 51b is formed at a location further outward than the central portion in the width direction of the mudguard body 51. The present invention is not limited to this; as long as the inner mudguard 5 can rotate freely between the first and second positions due to the force or inertial force of the aforementioned driving wind W, the position of the support portion 51b is not particularly limited. However, changing the position of the support portion 51b will change the tilt state of the inner mudguard 5 in the second position; therefore, it is necessary to design the position of the inner mudguard 5 to effectively cool the braking device 21.

[0083] Industrial availability

[0084] The present invention is applicable to mudguards that are mounted in front of the wheels of a vehicle and are rotatably supported about a vertical axis.

[0085] Symbol Explanation

[0086] 2-Front wheel (wheel), 21-Brake device, 4-Outer mudguard, 41-Front surface, 5-Inner mudguard (mudguard), 51-Mudguard body, 51a-Front surface, 52-Weight component, 53-Torsion spring, 7-Inner stop (limiting component), 8-Outer stop (limiting component), V-Vehicle, B1-Bolt (rotating shaft), W-Traffic wind, F-Inertial force.

Claims

1. A vehicle lower structure comprising a mudguard disposed at a predetermined position further forward of the vehicle's wheels and rotatable about a rotation axis extending in a direction intersecting the horizontal direction, characterized in that... In the mudguard, the weight of the area closer to the inside of the vehicle width direction than the rotation axis is greater than the weight of the area closer to the outside of the vehicle width direction than the rotation axis. The mudguard can rotate freely between a first position and a second position due to at least one of the driving wind and inertial force during vehicle movement. In the first position, the front surface is along the vehicle width direction. In the second position, the front surface is tilted rearward toward the outside of the vehicle width direction and guides the driving wind to the braking device of the wheel.

2. The vehicle substructure according to claim 1, characterized in that, The mudguard includes: a mudguard body, which is flat and rotatably supported by the rotating shaft; and a weight component installed in the mudguard body in a region that is further inward in the vehicle width direction than the rotating shaft.

3. The vehicle substructure according to claim 1 or 2, characterized in that, A torsion spring is provided between the rotating shaft and the mudguard to apply a biasing force in the direction of rotation, so that the mudguard is in the first posture.

4. The vehicle substructure according to claim 1 or 2, characterized in that, The mudguard is positioned further inside the vehicle width direction than the wheel and further forward than the wheel. On the other hand, an outer mudguard, fixed to the vehicle body and with its front surface extending along the vehicle width direction, is positioned further outside the vehicle width direction than the mudguard and in front of the wheel. When the mudguard is in the first position, the front surface of the mudguard and the front surface of the outer mudguard are located on the same imaginary plane.

5. The vehicle substructure according to claim 1 or 2, characterized in that, The vehicle's lower structure includes a limiting component that restricts the position of the mudguard to at least one of the first and second postures.

Images