Vehicle with a strut that directs air around a vehicle wheel

Abstract

Vehicle (50) with a strut (52, 54) that directs air around a vehicle wheel (28, 30) of the vehicle (50), wherein the vehicle wheel (28, 30) moves in a forward direction and has an outside and an inside, wherein the strut (52, 54) comprises the following: a first section (62, 64) which is bent inwards and backwards around the vehicle wheel (28, 30) and is shaped in such a way that oncoming air is directed towards the inside; a second section, which is positioned further forward than part of the vehicle wheel (28, 30) and is shaped in such a way that oncoming air is directed towards the outside; and a third section (65, 67) extending from the first section (62, 64) to the rear until behind the rear edge (69, 74) of the wheel arch (70, 75) in which the vehicle wheel (28, 30) is located.

Description

TECHNICAL FIELD

[0001] The invention generally relates to a vehicle having a strut that directs air around a vehicle wheel.

[0002] A vehicle with a strut for directing air around a vehicle wheel is known, for example, from DE 10 2010 036 442 A1. Specifically, this strut comprises the following: a first section that is bent inward and rearward and shaped to direct incoming air toward the inside of the wheel; and a second section that is positioned further forward than part of the wheel and shaped to direct incoming air toward the outside of the wheel. BACKGROUND

[0003] A fluid moving over an object can create a drag force that acts in the opposite direction to the moving object. The amount of drag force created can also depend on the shape of the object. Air resistance can be described by the drag coefficient (C d ) can be quantified. In automotive applications, the C d of a vehicle can be attributed to the air flowing over the vehicle. To reduce the drag of the air, it may be desirable to reduce its volume. SUMMARY

[0004] According to the invention, a vehicle is presented which is characterized by the features of claim 1.

[0005] A body can be mounted on a pair of wheels located on opposite sides of the vehicle. Each wheel has an outer and an inner side. Two struts can be used, one in front of each wheel. Each strut includes a first section that is bent inward and rearward around the respective wheel and is shaped to direct incoming air past the inner side of the corresponding wheel and under the body.

[0006] Various other embodiments may include a method for achieving a desired drag coefficient for a vehicle having a body and a pair of front wheels. The desired drag coefficient may be equal to the value achievable by adding, but without adding, a front spoiler. A pair of struts may be provided, one of the struts positioned in front of each of the wheels. Each strut may be provided with a first section that bends inward and rearward around its respective wheel. Oncoming air may thus be directed over each first section past an inner side of the respective wheel and under the body. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Selected examples of variations of the invention will be more fully understood from the detailed description and the accompanying drawings, in which: Fig. 1 illustrates a front view of a vehicle. Fig. 2 illustrates a front view of a vehicle according to various embodiments. Fig. 3 illustrates a partial isometric view of a vehicle according to various embodiments. Fig. 4 illustrates a pair of struts of different embodiments. Fig. 5 illustrates a single strut according to various embodiments. DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

[0008] Fig. 1 illustrates a structure referred to as vehicle 10, viewed from its front. The vehicle 10 may have a reference area, which is the illustrated frontal surface of the vehicle 10, defined by the outline 12 of the vehicle body 14, viewed from its front. The drag coefficient of the vehicle 10 may be influenced by a number of factors, including the drag generated by the components 16 (visible in Fig. 2) Drag generated under the body 14 that is not covered by the panel 15 of the vehicle 10. Drag can be generated by air movement around these components 16. As shown in Fig. 1, a front spoiler 17 can be used to conceal the front of the components 16 and redirect the incoming air outward toward the sides of the vehicle 10 and reduce underbody flow. The coefficient C dof the vehicle 10 can be 0.34 with the use of side deflection spoilers 17.

[0009] In various embodiments, as in Fig. 2, the structure or vehicle 10 may again be viewed from the front. The vehicle 10 may have a reference area that is the depicted frontal surface of the vehicle 10, defined by another outline 18 of the vehicle body 14, viewed from its front. The outline 18 differs from the outline 12 of Fig. 1 insofar as the spoiler 17 is missing. The drag coefficient of the vehicle 10 with outline 18 can be influenced by the components 16 under the body 14 due to airflow and air entrapment around these components. A pair of struts 20 and 22 can be used and redirect the airflow under the body 14. The vehicle 10 can have a drag coefficient of C when using the pair of deflection struts 20 and 22, which have the same height as the spoiler 17. d equal to 0.33. This may also be the case even though the components 16 have visible open sections (ie, not behind a spoiler in the center or front 25 of the vehicle 10) through which incoming air can flow when the vehicle is moving.

[0010] In a number of embodiments, the struts 20 and 22 may be mirror images of each other, or they may be different if the sides of the structure on which the struts are used are designed differently for mounting or airflow requirements. The struts 20 and 22 may be spaced toward the sides 24, 26 of the structure and may partially cover the front of a selected portion of the structure of a vehicle, which in a number of embodiments may be the wheels 28 and 30. The struts 20 and 22 may each have outer ends 32 and 34 that are located a distance 36 inboard of the sides 38, 40 of the wheels 28 and 30 when oriented straight forward. The distance 36 may be one-third of the width 42 of the wheels 28 and 30. Each of the struts 20 and 22 may have a section 44 or 46, respectively, extending partially forward of the width of the wheels 28, 30 to the outer ends 32 and 34.Sections 44 and 46 may be shaped to partially redirect the incoming airflow at the wheels 28, 30 outward toward or beyond their sides 38, 40. The struts 20 and 22 may include sections 48 and 49 extending inward and rearward from sections 44 and 46. Sections 48 and 49 may be shaped to direct incoming airflow inward between the wheels 28, 30 and rearward beneath the vehicle 10.

[0011] In a number of embodiments, as in Fig. 3, a vehicle 50 may include aerodynamic struts 52 and 54. The struts 52 and 54 may be attached to the underbody 56 of the vehicle 50 at the panel 58 or to structural members 60. The struts 52 and 54 may include curved sections 62 and 64 that direct incoming air inward toward the center of the vehicle 50 and rearward beneath the underbody 56. The struts 52 and 54 may include rearward sections 65 and 67 that extend rearward from the curved sections 62, 64 to direct airflow rearward. The strut 52 may extend rearward to an end 68 of the rearward section 65 located rearward of the rearmost edge 69 of the wheel well 70. The strut 54 may extend rearwardly to an end 72 of the rear portion 67 which is located rearwardly of the rearmost edge 74 of the wheel house 75 relative to the vehicle 50.The extension of the struts 52, 54 rearward beyond the edges 69, 74 can direct air rearward without air moving at or toward the rear of the wheel arches 70, 75.

[0012] In a number of embodiments, as in Fig. 4, a pair of struts 76 and 77 may have outer ends 78 and 79, respectively. Adjacent to the outer ends 78, 79, sections 80 and 81 may be bent and shaped to direct a portion of the incoming airflow in the respective outward directions 71 and 73. Sections 80 and 81 may begin at the forwardmost webs 82 and 83 of the struts 76, 77 and extend from there in the outward directions 71, 73, toward the respective side of the associated structure on which they may be used. Sections 80 and 81 may be concave from the front perspective with the outward ends 78, 79 and may be located slightly behind the forwardmost webs 82, 83 to promote outward airflow. The struts 76 and 77 may include sections 84 and 85 extending inwardly (opposite the corresponding outward directions 71, 73) and rearwardly 89 from the respective webs 82, 83.Sections 84, 85 may be shaped to direct incoming air inward and rearward and may initially extend more inward than rearward from webs 82, 83 and then continue rearward to ensure seamless airflow along the surfaces. Struts 76, 77 may include sections 85 and 86 extending generally rearward 89 from sections 84, 85 to direct airflow rearward toward their rearmost ends 87 and 88. The vertical height of struts 76, 77 at sections 80, 81 may be wider than their vertical height at sections 85, 86. The vertical height of sections 84, 85 may taper rearward 89 toward sections 85, 86. The vertical height of sections 85, 86 may taper rearwardly 89 toward the rearmost ends 87, 88. Sections 80 and 81 may include tabs 90 and 91, respectively, for fastening purposes.Sections 84 and 85 may include tabs 92 and 93 respectively for fastening purposes.

[0013] In a number of embodiments, as in Fig. 5, a strut 100 may have a front profile 102 defined by its outline as viewed from the front. The strut 100 may be provided for the left side of the vehicle as seen from the driver's perspective. It is understood that another strut (not shown) is provided for the right side of the vehicle and may have a mirror-image shape. The strut 100 may have an outer end 104 and adjacent thereto a curved portion 106 which may be shaped such that a portion of the incoming air can be directed in the respective outward direction 107. The strut 100 may include a curved portion 108 which may extend inwardly and rearwardly from the curved portion 106. The curved portion 108 may be shaped such that incoming air is directed inwardly 109 and rearwardly 111 (in the illustration of Fig.5). The strut 100 may include a rear section 110 that may extend from the curved section 108 to the rear 111 to direct airflow rearward. The vertical height 112 of the strut 100 at the curved section 106 may be wider than the vertical height 114 at the rear section 110. The vertical height of the curved section 108 may taper rearward toward the rear section 110. The vertical height of the rear section 110 may taper rearward toward the end 115. The vertical heights 112 and 114 may be increased to provide additional aerodynamic improvements if ground clearance requirements permit.

[0014] Struts 20, 22; 52, 54; 76, 77, and 100 can provide the desired drag reduction without the use of spoilers. Avoiding the use of spoilers at the front of the vehicle offers greater stylistic freedom and can also increase ground clearance.

Claims

[1] A vehicle (50) having a strut (52, 54) that directs air around a vehicle wheel (28, 30) of the vehicle (50), the vehicle wheel (28, 30) moving in a forward direction and having an outer side and an inner side, the strut (52, 54) comprising: a first portion (62, 64) bent inwardly and rearwardly around the vehicle wheel (28, 30) and shaped to direct incoming air toward the inside; a second portion positioned further forward than a portion of the vehicle wheel (28, 30) and shaped to direct incoming air toward the outside; and a third section (65, 67) extending rearwardly from the first section (62, 64) to behind the rear edge (69, 74) of the wheel housing (70, 75) in which the vehicle wheel (28, 30) is located. [2] The vehicle (50) of claim 1, wherein the first portion (62, 64) is connected to the second portion via a web located at the forwardmost part of the strut (52, 54). [3] The vehicle (50) of claim 1, wherein the outer side of the vehicle wheel (28, 30) extends outwardly from the second portion. [4] The vehicle (50) of claim 1, wherein the first portion (62, 64) has a height that tapers in a direction away from the second portion. [5] The vehicle (50) of claim 1, wherein the second portion is concave when viewed from the front.

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