VARIABLE VEHICLE FENDER ASSEMBLE STRUCTURE AND CONTROL METHOD OF THE SAME

Abstract

Variable fender assembly structure of a vehicle, comprising: a fender assembly (10) coupled to part of an outer edge of a wheel guard (5) of a vehicle and manufactured with a form that covers a wheel of the vehicle; a flap element (20) which is positioned in the rear part of the fender assembly (10) and is rotatably coupled to the fender assembly (10); a drive element that rotates the flap element (20); and a control that actuates the drive element to control whether the flap element (20) is rotated or not rotated, wherein the flap element (20) has a first flap (22) and a second flap (24), wherein the second flap (24) has a larger area than the first flap (22), the control system determines whether the drive element is normal or fails, The control system determines the speed of the vehicle when it is determined that the drive element is normal, and The control unit actuates the drive element depending on the speed of the vehicle in order to control whether the flap element (20) is rotated, wherein the control unit controls the drive element such that the first flap (22) and the second flap (24) do not rotate when the speed of the vehicle is less than a first speed, wherein the control unit controls the drive element such that the first flap (22) is rotated and the second flap (24) is not rotated when the speed of the vehicle is higher than the first speed and lower than a second speed which is higher than the first speed, wherein the control unit controls the drive element such that the second flap (24) is rotated and the first flap (22) is not rotated when the speed of the vehicle is higher than the second speed and lower than a third speed which is higher than the second speed, and wherein if the speed of the vehicle is above the third speed, the drive element is controlled such that the first flap (22) and the second flap (24) are rotated.

Description

BACKGROUND (a) Area

[0001] The present disclosure relates to a variable fender assembly structure and a control method thereof. More precisely, the present disclosure relates to a variable fender assembly structure of a vehicle that is capable of minimizing gap suction by adjusting the opening and closing of a flap of a fender panel or fender assembly according to a driving speed of a vehicle, and to a control method thereof. (b) Description of the related technique

[0002] Fuel efficiency is becoming increasingly important in the automotive industry as emissions and environmental regulations become stricter. To improve fuel efficiency, research is actively being conducted into reducing drag through the use of aerodynamically designed components. Furthermore, the aerodynamic influence of high-speed wheel / tire rotation, previously an unexplored area, has recently been demonstrated.

[0003] Since it is known that the gap between a wheel arch (wheel guard) and a tire makes a significant contribution to vehicle resistance, studies on reducing this gap are ongoing; however, it is also important to effectively dissipate or disperse any eddy current generated by the tire in the wheel arch, and therefore it is difficult to minimize the gap between the wheel arch and the tire without limitations.

[0004] The wheel arch shape is generally designed as either round or rectangular, taking into account various design factors, and consequently, a significant difference in aerodynamic performance results. If the wheel arch shape is variable, it can be changed to a circular or rectangular shape depending on the situation; however, the fender usually consists of a metal plate and a plastic trim, and therefore its shape is fixed. Once the shape is confirmed, the aerodynamic performance is determined by it, thus limiting performance.

[0005] Conventional methods consist of maximizing a damping effect by lengthening a suspension travel length at low speed using a variable suspension and decreasing the suspension length at high speed to vary the upper gap according to the situation, or applying a flexible structure to the front of the wheel guard and varying the front gap by means of air, as well as a method for changing the front gap by applying an air guide device of a sliding structure.

[0006] As described above, conventional technology has been developed to adjust the upper and front gaps between the wheel arch and the tire, but the technology to adjust the rear gap is insignificant.

[0007] As a result of evaluating the aerodynamic influence by dividing the vehicle's fender assembly into 4 equal parts and reducing the gap between the wheel arch and the tire, there were, on the other hand, as in Fig. Figure 1 showed an aerodynamic improvement effect of approximately 6 points (a drag coefficient), and as a result of inducing an exhaust flow to this part by increasing the gap through the removal of part C, it was confirmed that there was an aerodynamic improvement effect of approximately 3 points. While reducing the gap between the wheel arch and the tire generally improves aerodynamics, in the case of part C (the rear part of the wheel assembly), increasing the gap to allow air to escape and increase flow is advantageous.

[0008] For the state of the art, reference is made to DE 10 2019 110 770 A1, which discloses a diffuser system for a vehicle in which a pivotable plate is arranged on a fender. The plate can be moved from a stowed position to a usable position.

[0009] From US 2012 / 0 091 753 A1, a fender element with a guide element is also known, wherein the guide element is arranged at the bottom of the fender element.

[0010] DE 10 2008 046 314 A1 shows a wheel arch arrangement in which a variable contour is arranged on the wheel arch arrangement.

[0011] Reference is also made to DE 10 2020 204 009 A1, which shows an air curtain device. This is arranged on the inside of the bumper and has an intake opening and an outlet opening.

[0012] The object of the invention is therefore to minimize suction in the space between the fenders.

[0013] The information mentioned above, which is revealed in this background section, is only intended to improve the understanding of the background of the revelation and therefore may contain information that does not represent the state of the art, which is already known to someone with ordinary technical skills in this country. SUMMARY

[0014] The invention is defined by the independent claims. Advantageous embodiments are the subject of the dependent claims.

[0015] According to one embodiment of the present disclosure, a variable fender assembly structure and a control method thereof are therefore provided, which can minimize interspace suction by forming a flap on a rear part of a fender assembly of a vehicle and adjusting the opening and closing of the flap.

[0016] The flap element can be hinged to and coupled with the fender assembly.

[0017] The first flap can be arranged under the fender assembly, and the second flap can be arranged next to the first flap on the fender assembly.

[0018] The drive element can contain a drive motor and a drive actuator; the first flap can be rotated by the drive actuator and the second flap can be rotated by the drive motor.

[0019] The drive actuator can include an actuator main body attached to the fender assembly and an actuator shaft extending outwards from the actuator main body for rotation; the actuator shaft can be fitted and coupled into the coupling groove formed in the first flap, and the first flap can be rotated by rotating the actuator shaft.

[0020] The drive motor can include a motor body attached to the fender assembly and a motor shaft gear extending from the motor body to the outside for rotation; the motor shaft gear can be coupled to the connecting gear formed in the second flap in the form of a plug / receive coupling, and the second flap can be rotated by rotating the motor shaft gear.

[0021] The control method of the variable fender assembly structure of the vehicle according to an embodiment of the present disclosure may further include the display of a warning light on an instrument panel of the vehicle by the control unit when it is determined that the drive element is abnormal.

[0022] According to the present disclosure, the interspace suction can be minimized by installing the flap on the fender assembly of the vehicle and adjusting the opening and closing of the flap according to the vehicle's driving speed, thereby achieving an optimal aerodynamic (lift / drag) improvement effect. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view showing a result of evaluating the aerodynamic influence of reducing the gap between a wheel guard and a vehicle tire. Fig. Figure 2 is a view showing a state in which a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure is installed on a wheel guard. Fig. Figure 3 is a view showing a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure. Fig. 4 is an expanded view showing part 'A' of the Fig. 3 enlarged and shows. Fig. Figure 5 is a view showing a first flap of a flap element in a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure. Fig. Figure 6 is an enlarged view of part 'B' of the Fig. 5. Fig. Figure 7 is a view showing a second flap of a flap element in a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure. Fig. Figure 8 is an enlarged view of part 'C' of the Fig. 7. Fig. Figure 9 is a view showing a state in which a control of a variable fender assembly structure of a vehicle controls, depending on a vehicle speed, whether a flap element is rotated, according to an embodiment of the present disclosure. Fig. Figure 10 is a flowchart showing a control procedure for a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] The present disclosure will be described in more detail below with reference to the accompanying drawings, which show embodiments of the disclosure. As anyone with technical expertise will recognize, the described embodiments can be modified in many different ways without departing from the essence or scope of the present invention.

[0024] Since similar reference numbers denote similar elements that have the same configuration, in the embodiments a first embodiment is described representatively and in the other embodiments only configurations that differ from the first embodiment are described.

[0025] The drawings are schematic and not illustrated to scale. The relative sizes and proportions of the parts in the drawings are exaggerated or reduced for clarity and simplicity, and the arbitrary sizes are merely examples and not limiting. The same structures, elements, or parts illustrated in no fewer than two drawings are indicated by the same reference numbers to represent similar characteristics. When a part is described as being "on" another part, it may be located directly on top of the other part, or there may be intermediate parts.

[0026] The embodiments of the present disclosure show, in particular, one embodiment of the present disclosure. Consequently, various modifications of the drawings are to be expected. Therefore, the embodiments are not limited to specific shapes or configurations of the illustrated areas and may include configurations that are modified, for example, by manufacturing.

[0027] A variable fender assembly structure of a vehicle according to an embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0028] Fig. Figure 2 is a view showing a state in which a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure is installed on a wheel guard. Fig. Figure 3 is a view showing a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure, and Fig. 4 is an expanded view showing part 'A' of the Fig. 3 enlarged and shows.

[0029] Regarding the Fig. 2 to 4, the fender assembly 10 of the vehicle according to an embodiment of the present disclosure is coupled to the part of the outer edge of a wheel guard 5 of the vehicle and is designed with a shape that covers the wheel of the vehicle together with the wheel guard 5.

[0030] The rear part of the fender assembly 10 is equipped with a flap element 20. The flap element 20 is located on the rear part of the fender assembly 10, i.e., on the rear side of the vehicle, and is hinged and coupled such that it can be opened and closed by a rotation. The flap element 20 comprises a first flap 22 and a second flap 24, the first flap 22 being positioned below the fender assembly 10 and the second flap 24 arranged parallel above and below the first flap 22 and positioned above the fender assembly 10.

[0031] When the flap element 20 is closed and not open, its surface naturally coincides with the surface of the fender assembly 10, so that the gap between the wheel guard 5 and the tire is uniform across the entire area of ​​the fender assembly 10. However, when the flap element 20 is rotated and opened, the gap between the wheel guard 5 and the tire increases only in the portions of the opened first flap 22 and second flap 24, and the flow outlet can be induced in this area. Therefore, an additional aerodynamic improvement can be expected by increasing the rear gap in a specific area.

[0032] The flap element 20 can be rotated by the drive element 30. According to one embodiment of the present disclosure, the first flap 22 can be rotated by the drive actuator 32 and the second flap 24 can be rotated by the drive motor 34. Although not illustrated, the present disclosure is not limited to this and can be configured such that the first flap 22 is rotated by the drive motor 34 and the second flap 24 is rotated by the drive actuator 32. It is also possible to configure both the first and second flaps 22 and 24 by the drive motor 34, or both by the drive actuator 32.

[0033] The drive actuator 32 and the drive motor 34 can be operated by a controller. The controller can, by applying a control signal to the drive actuator 32 or the drive motor 34, control whether the first flap 22 and the second flap 24 rotate (open or close).

[0034] Fig. Figure 5 is a view showing a first flap of a flap element in a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure, and Fig. Figure 6 is an enlarged view of part 'B' of the Fig. 5.

[0035] Regarding the Fig. 5 and Fig. The first flap 22 is located on the lower side of the fender assembly 10 and can be rotated by the drive actuator 32. The drive actuator 32 can be mounted on the fender assembly 10.

[0036] The drive actuator 32 can include an actuator body 32-1, which is attached to the fender assembly 10, and an actuator shaft 32-2, which projects outwards from the actuator body 32-1 for rotation. Furthermore, the coupling groove 23 is integrally formed with the first flap 22 at the position corresponding to the actuator shaft 32-2 on the first flap 22, so that the actuator shaft 32-2 can be fitted into the coupling groove 23 and coupled. The actuator shaft 32-2 is coupled to the coupling groove 23 in such a way that they can rotate together without shifting relative to each other. As the actuator shaft 32-2 rotates, the first flap 22 can also rotate. The rotation angle of the drive actuator 32 can be adjusted by the control unit.

[0037] Fig. Figure 7 is a view showing a second flap of a flap element in a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure, and Fig. Figure 8 is an enlarged view of part 'C' of the Fig. 7.

[0038] Regarding the Fig. 7 and Fig. In section 8, the second flap 24 is provided on an upper part of the fender assembly 10 and arranged side by side with the first flap 22. The second flap 24 has a larger surface area than the first flap 22. The second flap 24 can be rotated by the drive motor 34, and the drive motor 34 can be mounted on the fender assembly 10.

[0039] The drive motor 34 can include a main motor body 34-1 and a motor shaft gear 34-2, which projects outwards from the main motor body 34-1 for rotation. A connecting gear 25 can also be integrally formed on the second flap 24 at a position corresponding to the motor shaft gear 34-2. The motor shaft gear 34-2 is coupled to the connecting gear 25 by means of a plug-in / receive coupling, and the second flap 24 can be rotated by rotating the motor shaft gear 34-2. The drive motor 34 can adjust the angle of rotation via the control unit.

[0040] The controller determines whether the drive element 30 is normal or abnormal, and if it is determined that the drive element 30 is normal, the controller, after determining the vehicle speed, actuates the drive element 30 according to the vehicle speed to control the rotation of the flap element 20. At this point, the controller can be implemented as at least one processor that operates according to a predetermined program, and the predetermined program can be programmed to perform each step of the control procedure of the vehicle's variable fender assembly structure according to an embodiment of the present disclosure.

[0041] Fig. Figure 9 is a view showing a state in which a control of a variable fender assembly structure of a vehicle controls, depending on a vehicle speed, whether a flap element is rotated, according to an embodiment of the present disclosure.

[0042] In relation to Fig. 9. When the drive element 30 is in normal operation and the vehicle speed is approximately 30 km / h or less in a slow-speed state, the drive actuator 32 and the drive motor 34 are controlled by the controller such that the first flap 22 and the second flap 24 do not rotate, (a). When the vehicle speed is a low speed of approximately 30 km / h or more and less than approximately 60 km / h, the controller additionally controls the drive actuator 32 to rotate the first flap 22 and the drive motor 34 to prevent the second flap 24 from rotating, (b). When the vehicle's speed is a mean speed of approximately 60 km / h or more and less than approximately 120 km / h, the control unit also controls the drive motor 34 to rotate the second flap 24 and the drive actuator 32 to prevent the first flap 22 from rotating, (c).When the vehicle's speed is a high speed of approximately more than 120 km / h, the drive actuator 32 and the drive motor 34 are also controlled by the control unit such that the first flap 22 and the second flap 24 are rotated, (d).

[0043] Fig. Figure 10 is a flowchart showing a control procedure for a variable fender assembly structure of a vehicle according to an embodiment of the present disclosure.

[0044] In relation to Fig. 10. In the control procedure of the variable fender assembly structure of the vehicle according to an embodiment of the present disclosure, in a state in which the vehicle starting is ON, (S101) determines whether the drive element is normal or abnormal, (S102). If it is determined that the drive element is faulty, a warning light is displayed on an instrument panel of the vehicle by the control unit (S110).

[0045] If the drive element is determined to be normal, the control unit determines the vehicle speed (S103, S105 and S107). Based on the vehicle speed, the control unit then actuates the drive element to control the rotation of the flap element.

[0046] If, at this time, it is determined that the vehicle speed is less than approximately 30 km / h (S103), the control unit controls the drive element such that the first flap and the second flap do not rotate (S104). If it is determined that the speed is greater than or equal to approximately 30 km / h and less than approximately 60 km / h (S105), the control unit also controls the drive element such that the first flap rotates and the second flap does not rotate (S106). If it is determined that the vehicle speed is greater than or equal to approximately 60 km / h and less than approximately 120 km / h (S107), the control unit also controls the drive element such that the second flap rotates and the first flap does not rotate (S108). If it is determined that the vehicle's speed is higher than or equal to approximately 120 km / h, the control unit also controls the drive element such that the first flap and the second flap are rotated (S109).

[0047] The control system can also control the rotation angle of the first and second flaps. Furthermore, the control system can continuously determine the vehicle's speed while driving and control the drive element, as described above, according to the vehicle's speed.

[0048] In principle, according to the present disclosure, the interspace suction can be minimized by installing the flap on the fender assembly of the vehicle and adjusting the opening and closing of the flap according to the vehicle's driving speed, thus achieving an optimal aerodynamic (lift / drag) improvement effect.

[0049] Although this disclosure was described in connection with what are currently considered practical embodiments, it should be clear that the disclosure is not limited to the disclosed embodiments.

Claims

[1] Variable fender assembly structure of a vehicle, comprising: a fender assembly (10) coupled to part of an outer edge of a wheel guard (5) of a vehicle and manufactured with a form that covers a wheel of the vehicle; a flap element (20) which is positioned in the rear part of the fender assembly (10) and is rotatably coupled to the fender assembly (10); a drive element that rotates the flap element (20); and a control that actuates the drive element to control whether the flap element (20) is rotated or not rotated, wherein the flap element (20) has a first flap (22) and a second flap (24), wherein the second flap (24) has a larger area than the first flap (22), the control system determines whether the drive element is normal or fails, The control system determines the speed of the vehicle when it is determined that the drive element is normal, and The control unit actuates the drive element depending on the speed of the vehicle in order to control whether the flap element (20) is rotated, wherein the control unit controls the drive element such that the first flap (22) and the second flap (24) do not rotate when the speed of the vehicle is less than a first speed, wherein the control unit controls the drive element such that the first flap (22) is rotated and the second flap (24) is not rotated when the speed of the vehicle is higher than the first speed and lower than a second speed which is higher than the first speed, wherein the control unit controls the drive element such that the second flap (24) is rotated and the first flap (22) is not rotated when the speed of the vehicle is higher than the second speed and lower than a third speed which is higher than the second speed, and wherein if the speed of the vehicle is above the third speed, the drive element is controlled such that the first flap (22) and the second flap (24) are rotated. [2] Variable fender assembly structure of the vehicle according to claim 1, wherein: the flap element (20) is articulated to and coupled with the fender assembly (10). [3] Variable fender assembly structure of the vehicle according to claim 1, wherein: the first flap (22) is arranged under the fender assembly (10), and the second flap (24) is arranged next to the first flap (22) on the fender assembly (10). [4] Variable fender assembly structure of the vehicle according to claim 2, wherein: the drive element includes a drive motor (34) and a drive actuator (32), the first flap (22) is rotated by the drive actuator (32), and the second flap (24) is rotated by the drive motor (34). [5] Variable fender assembly structure of the vehicle according to claim 4, wherein: the drive actuator (32) includes an actuator main body (32-1) which is attached to the fender assembly (10) and an actuator shaft (32-2) which extends outwards from the actuator main body (32-1) in order to be rotated, the actuator shaft (32-2) is fitted and coupled into the coupling groove formed in the first flap, and the first flap (22) is rotated by the rotation of the actuator shaft (32-2). [6] Variable fender assembly structure of the vehicle according to claim 4, wherein: the drive motor (34) includes a motor body (34-1) attached to the fender assembly (10) and a motor shaft gear (34-2) extending from the motor body (34-1) to the outside in order to be rotated, the motor shaft gear (34-2) is coupled to the connecting gear formed in the second flap (24) in the form of a plug / receive coupling, and the second flap (24) is rotated by the rotation of the motor shaft gear (34-2). [7] Control method of a variable fender assembly structure of a vehicle according to claim 1, comprising: Determine, via the control unit, whether the drive element is functioning normally or has failed after the vehicle starts; Determining the vehicle's speed by the control system when it is determined that the drive element is normal; and Controlling whether the flap element (20) is rotated by controlling the drive element through the control unit according to the speed of the vehicle, where: If it is determined that the speed of the vehicle is less than the first speed, the drive element is controlled by the control unit in such a way that the first flap (22) and the second flap (24) are not rotated, If it is determined that the speed of the vehicle is higher than the first speed and lower than a second speed which is higher than the first speed, the drive element is controlled by the control such that the first flap (22) is rotated and the second flap (24) is not rotated, when it is determined that the speed of the vehicle is higher than the second speed and lower than a third speed which is higher than the second speed, the drive element is controlled by the control such that the second flap (24) is rotated and the first flap (22) is not rotated, and If it is determined that the speed of the vehicle is higher than the third speed, the drive element is controlled by the control such that the first flap (22) and the second flap (24) are rotated. [8] Control method of the variable fender assembly structure of the vehicle according to claim 7, further comprising: Display of a warning light on the vehicle's instrument panel by the control unit when it is determined that the drive element is abnormal.

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