Vehicle undercarriage

Abstract

The present invention provides a vehicle understructure that can change the rotational position of the spats during vehicle movement and braking without using an actuator. [Solution] A weight member 52 is attached to the inner region in the vehicle width direction of the spats body 51 of the inner spats 5, which is supported to rotate freely around a vertical axis. When the vehicle is traveling at a constant speed or accelerating, the force of the airflow W acting on the front surface 51a of the spats body 51 of the inner spats 5 causes the inner spats 5 to assume a first posture (the front surface 51a is aligned with the vehicle width direction), ensuring high aerodynamic characteristics and handling stability. When the vehicle is decelerating, the inertial force of the weight member 52 causes the inner spats 5 to assume a second posture (the front surface 51a is tilted rearward toward the outside in the vehicle width direction), and the airflow W2 is guided toward the braking device 21 of the front wheels 2, effectively cooling the braking device 21.

Description

Technical Field

[0001] The present invention relates to a vehicle underbody structure. In particular, the present invention relates to an improvement of a spats disposed in front of a wheel.

Background Art

[0002] As disclosed in Patent Document 1, in front of a wheel in a vehicle, a spats made of a plate member for the purpose of rectifying running wind or the like is disposed. Patent Document 1 discloses a spats rotatably disposed about a vertical axis by an electric motor. Specifically, the steering state of the vehicle is detected by a steering state detection means, and in response thereto, the electric motor is driven to rotate the spats, thereby controlling the air flow acting on the vehicle and improving the motion performance of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The inventor of the present invention has studied the expansion of the usage range of the spats. Then, paying attention to the fact that when the spats are made rotatable as disclosed in Patent Document 1, the running wind can be effectively used for cooling the brake device.

[0005] In this case, the rotational position of the spats can be changed between vehicle driving and braking. While the vehicle is driving, the spats can be positioned along the width of the vehicle to ensure high aerodynamic characteristics and handling stability, while during braking, they can be tilted to guide the airflow to the brake system for effective cooling. However, if an actuator such as an electric motor is used for this rotation, as described in Patent Document 1, it would lead to problems such as increased power consumption in the vehicle, the need to secure space for the actuator, and increased complexity of the configuration due to the mechanism for transmitting the actuator's driving force to the spats.

[0006] The present invention has been made in view of the above, and its objective is to provide a vehicle understructure that can change the rotational position of the spats during vehicle driving and braking without using an actuator. [Means for solving the problem]

[0007] The present invention provides a solution for achieving the above objective, which is based on a vehicle understructure comprising spats disposed at a predetermined position in front of the vehicle's wheels and rotatable around a pivot axis extending in a direction intersecting the horizontal direction. In this vehicle understructure, the weight of the region of the spats that is inward in the vehicle width direction from the pivot axis is greater than the weight of the region that is outward in the vehicle width direction from the pivot axis. The spats are characterized in that they are rotatable between a first posture in which the front is aligned with the vehicle width direction and a second posture in which the front is tilted rearward toward the outward direction in the vehicle width direction, guiding the airflow toward the braking device of the wheels, due to at least one of the airflow and inertial force during vehicle operation.

[0008] This specific characteristic ensures that when the spats are in the first position, the airflow during vehicle operation is streamlined by flowing outward in the vehicle width direction in front of the wheels, thereby ensuring high aerodynamic characteristics and handling stability. For example, the force of the airflow acting on the spats during vehicle operation causes them to assume the first position, thereby ensuring high aerodynamic characteristics and handling stability.

[0009] On the other hand, when the spats are in the second position, the airflow is guided towards the wheel's braking system, allowing for effective cooling of the braking system. For example, since the weight of the spats in the area inward in the vehicle width direction relative to the pivot axis is greater than the weight of the area outward in the vehicle width direction, the inertial force acting on the spats during vehicle braking causes them to assume the second position, effectively cooling the braking system and maintaining high braking performance.

[0010] In this way, by utilizing at least one of the airflow and inertial force during vehicle operation, it is possible to change the rotational position of the spats without using actuators such as electric motors, thereby ensuring high aerodynamic characteristics and handling stability, and maintaining high braking performance.

[0011] The specific configuration of the aforementioned spats includes a spats body that is flat and rotatably supported by the pivot axis, and a weight member attached to the spats body in a region in the vehicle width direction inward from the pivot axis.

[0012] As a result, during vehicle braking, the inertial force of the weight components causes the spats body to rotate around the pivot axis (rotating in the direction in which the weight components move forward), resulting in a second posture. This directs the airflow towards the wheel's braking system, allowing for effective cooling of the braking system.

[0013] Furthermore, a torsion spring is provided between the pivot shaft and the spats to impart a biasing force to the spats in the rotational direction that causes them to assume the first posture.

[0014] As a result, when no inertial force is acting on the spats during vehicle braking, the biasing force from the torsion springs causes the spats to assume the first posture. In other words, during vehicle operation, the spats are restricted to the first posture, ensuring that a state with high aerodynamic characteristics and handling stability is stably maintained.

[0015] Furthermore, the aforementioned spats are positioned inward from the wheel in the vehicle width direction and forward of the wheel, while an outer spats are positioned outward from the aforementioned spats in the vehicle width direction and in front of the wheel, fixed to the vehicle body and with their front surface extending in a direction along the vehicle width direction. When the aforementioned spats are in the first position, the front surface of the aforementioned spats and the front surface of the outer spats are located on the same virtual plane.

[0016] When the vehicle is in motion, if the spats are in the first position, the front of the spats and the front of the outer spats are located on the same virtual plane. In other words, in front of the wheels, the airflow is streamlined as it flows outward in the vehicle width direction from the front of the spats to the front of the outer spats, ensuring high aerodynamic characteristics and handling stability. On the other hand, when the vehicle is braking and the spats are in the second position, the airflow guided along the front of the spats flows along the back of the outer spats and is guided towards the braking system, allowing the braking system to be cooled effectively.

[0017] Furthermore, a regulating member is provided to restrict the position of the spats to at least one of the first and second positions.

[0018] This allows the spats to be regulated to the correct posture (the correct posture as the first posture and the correct posture as the second posture), ensuring that effects such as high aerodynamic characteristics and handling stability, and effective cooling of the braking system are reliably obtained. [Effects of the Invention]

[0019] In the present invention, at least one of the traveling wind and the inertial force during vehicle travel enables the fender to be rotatable between a first posture (a posture in which the front face is along the vehicle width direction) and a second posture (a posture in which the front face is inclined rearward toward the outside of the vehicle width direction to guide the traveling wind toward the braking device of the wheel). Thereby, it is possible to change the rotational position of the fender without using an actuator such as an electric motor, and it is possible to reduce the power consumption in the vehicle, miniaturize the configuration for rotating the fender, and simplify the configuration.

Brief Description of the Drawings

[0020] [Figure 1] It is a perspective view showing a part of a vehicle equipped with a fender unit according to an embodiment. [Figure 2] FIG. 2(a) is a schematic view of the state where the inner fender is in the first posture as viewed from above the front wheel, and FIG. 2(b) is a schematic view of the state where the inner fender is in the second posture as viewed from above the front wheel. [Figure 3] FIG. 3(a) is a plan view of the inner fender, and FIG. 3(b) is a front view of the inner fender. [Figure 4] It is a cross-sectional view taken along line IV-IV in FIG. 3(b). [Figure 5] It is a plan view showing the inner fender according to Modification 1 and its peripheral part. [Figure 6] It is a plan view showing the inner fender according to Modification 2 and its peripheral part.

Modes for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present invention will be described based on the drawings. This embodiment will describe the case where the present invention is applied as a spats (inner spats) that is disposed in front of the front wheels of a vehicle and constitutes a spats unit together with the outer spats. The spats according to the present invention may be disposed in front of the rear wheels of the vehicle. Also, the vehicle on which the spats according to the present invention can be mounted is not particularly limited. That is, it can be mounted on various vehicles such as a vehicle (conventional vehicle) equipped with an internal combustion engine as a power source, a hybrid vehicle, a plug-in hybrid vehicle, an electric vehicle, a fuel cell vehicle, and the like.

[0022] Figure 1 is a perspective view showing a part (the periphery of the left front wheel 2) of a vehicle V equipped with a spats unit 1 according to this embodiment. As shown in this Figure 1, the vehicle V has a spats unit 1 mounted in front of the front wheel 2 and behind the front bumper 3.

[0023] - Spats Unit - The spats unit 1 has a configuration including an outer spats 4 located on the outer side in the vehicle width direction and an inner spats 5 located on the inner side in the vehicle width direction.

[0024] Figure 2(a) is a schematic view seen from above the front wheel 2 of a state where the inner spats 5 is in a first posture (a posture in which the front surface 51a of the inner spats 5 extends along the vehicle width direction; a posture in which the front surface 51a of the inner spats 5 extends in a direction orthogonal to the vehicle longitudinal direction). The lower side in this Figure 2(a) is the front of the vehicle, and the right side is the outer side in the vehicle width direction. Figure 2(b) is a schematic view seen from above the front wheel 2 of a state where the inner spats 5 is in a second posture (a posture in which the front surface 51a of the inner spats 5 is inclined rearward toward the outer side in the vehicle width direction to guide the traveling wind (refer to the arrows W, W2 in Figure 2) toward the braking device 21 of the front wheel 2). Even in this Figure 2(b), the lower side is the front of the vehicle, and the right side is the outer side in the vehicle width direction.

[0025] (Outer Spats) As shown in Figures 1 and 2, the outer spats 4 are made of a flat plate made of metal or resin and extend in a direction perpendicular to the longitudinal direction of the vehicle body in front of the front wheels 2. In other words, the front surface 41 of the outer spats 4 extends in the vehicle width direction. The upper part of the outer spats 4 is attached to the frame material or under cover (not shown) of the vehicle V.

[0026] Furthermore, the width dimension of the outer spats 4 is approximately equal to the width dimension of the front wheels 2, and the outer spats 4 are positioned to cover the front of the front wheels 2 (covering the entire width of a portion of the front wheels 2 at the same height as the outer spats 4). In addition, the vertical dimension of the outer spats 4 can be set arbitrarily, but it is designed to ensure high aerodynamic characteristics and handling stability of the vehicle V.

[0027] (Inner leggings) The inner spats 5 are positioned on the inside in the vehicle width direction relative to the outer spats 4 and are rotatably supported around a pivot axis that extends vertically.

[0028] Figure 3(a) is a plan view of the inner spats 5, and Figure 3(b) is a front view of the inner spats 5. As shown in these figures, the inner spats 5 consists of a spats body 51 and a weight member 52 attached to the back surface 51e of the spats body 51. In the following, when the inner spats 5 are mounted on a vehicle V, the outer side of the inner spats 5 in the vehicle width direction will be simply referred to as the outer side in the vehicle width direction, and when the inner spats 5 are mounted on a vehicle V, the inner side of the inner spats 5 in the vehicle width direction will be simply referred to as the inner side in the vehicle width direction.

[0029] The spats body 51 is made of a substantially flat plate made of metal or resin, and is rotatable around a pivot axis that extends vertically, as shown in Figures 2(a) and (b).

[0030] The posture shown in Figure 2(a) is the first posture in which the front surface (the surface facing the front of the vehicle) 51a of the inner spats 5 (hereinafter sometimes referred to as the front surface 51a of the inner spats 5) is aligned with the vehicle width direction, and the posture shown in Figure 2(b) is the second posture in which the front surface 51a of the inner spats 5 is tilted rearward toward the outward direction in the vehicle width direction, guiding the airflow W, W2 toward the braking device 21 of the front wheels 2.

[0031] When the inner spats 5 are in the first position, the spats body 51 of the inner spats 5 are positioned in front of the front wheels 2 and at a predetermined distance from the outer spats 4, on the inside in the vehicle width direction. In this state, the support position of the inner spats 5 is set so that the front surface 51a of the inner spats 5 and the front surface 41 of the outer spats 4 are substantially flush (located on the same virtual plane).

[0032] Furthermore, when the inner spats 5 are in the second position, the direction of the airflow W and W2 is towards the disc rotor or brake caliper if the braking device 21 is a disc brake system, and towards the brake drum if the braking device 21 is a drum brake system. The placement position of the inner spats 5 and the inclination angle in the second position are designed so that the airflow W and W2 flows in these directions.

[0033] As an example of the specific dimensions of the spats body 51, the width dimension (dimension along the vehicle width direction) is approximately 400 mm, and the height dimension is approximately 100 mm. These dimensions are not limited to these.

[0034] As shown in Figures 3(a) and 3(b), a support portion 51b is integrally formed on the part of the spats body 51 that is outside the central part in the width direction (longitudinal direction) (the part that is outside in the vehicle width direction when mounted on the vehicle V). This support portion 51b is a flat plate that extends from near the upper end of the spats body 51 toward the rear (towards the rear of the vehicle when mounted on the vehicle V), and a bolt insertion hole 51c for inserting a bolt B1, which will be described later, is formed vertically through its central part.

[0035] Figure 4 is a cross-sectional view along the line IV-IV in Figure 3(b), showing a configuration in which the spats body 51 is rotatably supported on the vehicle body member 6 (shown as a dashed line in Figure 4). As shown in Figure 4, a bolt B1 is inserted from below into a bolt insertion hole 51c formed in the support portion 51b of the spats body 51, and the threaded portion of the bolt B1 is fastened to the vehicle body member 6 (for example, a frame material or under cover). A washer WA1 is interposed between the upper surface of the support portion 51b and the vehicle body member 6. A torsion spring 53 is disposed between the lower surface of the support portion 51b and the head of the bolt B1, providing a biasing force in the rotational direction that causes the inner spats 5 to assume a first posture. A washer WA2 is also interposed between the lower surface of the support portion 51b and the torsion spring 53.

[0036] In this way, the spats body 51 is rotatably supported with respect to the vehicle body member 6. Therefore, when no external force (force from the airflow W or inertial force) is acting on the inner spats 5, the inner spats 5 are subjected to a rotational force in the direction indicated by arrow A in Figure 2(a) due to the biasing force from the torsion spring 53, resulting in the first posture.

[0037] Furthermore, in the case of the inner spats 5, the spats body 51 has a larger inner area in the vehicle width direction than the support position by bolt B1, so when the entire front surface 51a is hit by the airflow W, the force of this airflow W also acts as a rotational force in the direction indicated by arrow A in Figure 2(a), resulting in the first posture. In this case, it is preferable to provide a stopper (not shown) to restrict the rotation position of the inner spats 5 so that the inner spats 5 does not rotate beyond the first posture (rotate further clockwise from the state in Figure 2(a)).

[0038] Furthermore, as shown in Figures 3(a) and 3(b), a rectangular parallelepiped-shaped weight member 52 is attached to the inner portion of the inner spats body 51 of the inner spats 5 in the vehicle width direction by bolts B2, B2. An example of the weight of this weight member 52 is approximately 100g. This value is not limited to this.

[0039] Specifically, bolt insertion holes 51d, 51d are formed in two locations on the upper part of the spats body 51, on the inner side in the vehicle width direction, and bolt fastening holes 52a, 52a are formed in the weight member 52, corresponding to these bolt insertion holes 51d, 51d. With the bolt fastening holes 52a, 52a of the weight member 52 aligned with the bolt insertion holes 51d, 51d of the spats body 51, a bolt B2 is inserted through the bolt insertion hole 51d, and the bolt B2 is screwed into the bolt fastening hole 52a, thereby attaching the weight member 52 to the back surface 51e of the spats body 51. Furthermore, a recess is provided in the front surface 51a of the spats body 51 that matches the shape of the bolt B2's head, corresponding to the bolt insertion hole 51d. When the bolt B2 is screwed in, the head of the bolt B2 and the front surface 51a of the spats body 51 are flush (the head of the bolt B2 does not protrude from the front surface 51a of the spats body 51). This prevents turbulence in the airflow W that flows along the front surface 51a of the spats body 51.

[0040] -Movement of the inner leggings- Next, we will explain the operation of the inner spats 5, which are configured as described above.

[0041] First, when the vehicle V is traveling at a constant speed or accelerating, as shown in Figure 2(a), the inner spats 5 assume a first position due to the force of the airflow W acting on the front surface 51a of the spats body 51 of the inner spats 5. In addition, the inner spats 5 are also biased in the rotational direction that results in the first position by the biasing force from the torsion spring 53.

[0042] When the inner spats 5 are in the first position as described above, the front surface 51a of the inner spats 5 and the front surface 41 of the outer spats 4 are flush (located on the same virtual plane). As a result, the airflow W during vehicle operation is guided from the front surface 51a of the inner spats 5 to the front surface 41 of the outer spats 4. In other words, the airflow is rectified by flowing outward in the vehicle width direction in front of the front wheels 2 (see arrow W1 in Figure 2). This ensures high aerodynamic characteristics and handling stability.

[0043] On the other hand, when the vehicle V is braking (decelerating), the inertial force acting on the spats body 51 of the inner spats 5 (see arrow F in Figure 2(b); inertial force of the weight member 52) causes the spats body 51 to rotate (rotate around the axis of bolt B1) in the direction that the weight member 52 moves forward (see arrow B in Figure 2(b)), and the inner spats 5 assume a second posture. As a result, the airflow W flows along the front surface 51a of the inner spats 5, then flows along the back side of the outer spats 4 and is guided toward 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.

[0044] -Effects of the embodiment- As described above, in this embodiment, when the vehicle V is traveling at a constant speed or accelerating, the inner spats 5 are made rotatable between a first position (the front surface 51a is aligned with the vehicle width direction) and a second position (the front surface 51a is tilted rearward toward the outside in the vehicle width direction, guiding the airflow W toward the braking device 21 of the front wheels 2) by utilizing the force of the airflow W when the vehicle V is traveling at a constant speed or accelerating, and the inertial force F when the vehicle V is braking (decelerating). This makes it possible to change the rotation position of the inner spats 5 without using an actuator such as an electric motor, thereby reducing power consumption in the vehicle V, miniaturizing the configuration for rotating the inner spats 5, and simplifying the configuration.

[0045] Furthermore, in this embodiment, since it is possible to arbitrarily change various parameters such as the position of the rotation axis of the spats body 51 (position of bolt B1) and the weight and mounting position of the weight member 52, it is possible to adjust the rotational posture of the spats body 51 in accordance with the deceleration of the vehicle V, and the relationship between the deceleration of the vehicle V and the cooling effect of the braking device 21 has a high degree of design freedom.

[0046] -Experimental Variation 1- Next, a modification 1 of the present invention will be described. This modification differs from the embodiment described above in the configuration for restricting the rotational position of the spats body 51. The other configurations are the same as those of the embodiment described above, so here we will mainly describe the differences from the embodiment.

[0047] Figure 5 is a plan view showing the inner spats 5 and its surrounding area according to this modified example. In Figure 5, the state in which the inner spats 5 is in the first position is shown by a solid line, and the state in the second position is shown by a dashed line.

[0048] A characteristic of this modified version is that an inner stopper 7 and an outer stopper 8 are provided behind the inner spats 5 (towards the rear in the longitudinal direction of the vehicle body).

[0049] The inner stopper 7 is positioned where the back surface of the weight member 52 contacts the inner spats 5 when the inner spats 5 are in the first position (see solid line). In other words, it restricts the rotation of the inner spats 5 so that the weight member 52 does not move backward from the first position (a position that rotates further clockwise from the position shown by the solid line in Figure 5).

[0050] On the other hand, the outer stopper 8 is positioned where the back surface 51e of the spats body 51 abuts when the inner spats 5 is in the second position (see dashed line). In other words, it restricts the rotation of the inner spats 5 so that the weight member 52 does not move forward from the second position (a position in which it rotates further counterclockwise from the position shown by the dashed line in Figure 5).

[0051] With these stoppers 7 and 8 in place, when the vehicle V is traveling at a constant speed or accelerating, the inner spats 5 can be stably maintained in the first position, thereby increasing the reliability of ensuring high aerodynamic characteristics and handling stability. Furthermore, when the vehicle V is braking (decelerating), the inner spats 5 can be stably maintained in the second position, thereby increasing the reliability of effectively cooling the braking system 21.

[0052] Furthermore, the inner stopper 7 may simply be a device that restricts the rotation of the inner spats 5 by contacting the back surface of the weight member 52, or it may be a magnet that magnetically attracts the weight member 52 if the weight member 52 is made of a magnetic material. If the weight member 52 is magnetically attracted by the inner stopper 7, the inner spats 5 will be maintained in the first position until the braking force of the vehicle V (corresponding 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 will detach from the inner stopper 7 and rotate toward the second position at a relatively high rotational speed, making it possible to quickly switch between the first and second positions of the inner spats 5.

[0053] Similarly, the outer stopper 8 may simply restrict the rotation of the inner spats 5 by contacting the back surface 51e of the spats body 51, or it may be a magnet that magnetically attracts the spats body 51 if the spats body 51 is made of a magnetic material. If the outer stopper 8 is used to magnetically attract the spats body 51, when the vehicle V accelerates from the state in which the inner spats 5 is in the second position, the inner spats 5 will be maintained in the second position until the acceleration (corresponding to the inertial force of the weight member 52) exceeds a predetermined value. When the acceleration of the vehicle V exceeds the predetermined value, the back surface 51e of the spats body 51 will detach from the outer stopper 8 and rotate toward the first position at a relatively high rotational speed. In this case as well, it is possible to quickly switch between the state in which the inner spats 5 is in the second position and the state in which it is in the first position.

[0054] Through the above operation, similar to the embodiment described above, it is possible to change the rotational position of the inner spats 5 without using an actuator such as an electric motor, thereby reducing power consumption in the vehicle V, miniaturizing the configuration for rotating the inner spats 5, and simplifying the configuration.

[0055] -Variation 2- Next, a second modification of the present invention will be described. In this modification as well, the configuration for restricting the rotational position of the spats body 51 differs from that of the previously described embodiment. The other configurations are the same as those of the previously described embodiment, so here again, the differences from the embodiment will be mainly explained.

[0056] Figure 6 is a plan view showing the inner spats 5 and its surrounding area according to this modified example. In Figure 6 as well, the state in which the inner spats 5 is in the first position is shown by a solid line, and the state in the second position is shown by a dashed line.

[0057] In this modified example, the same inner stopper 7 as in Modified Example 1 described above is provided. That is, when the inner spats 5 is in the first position (see solid line), the inner stopper 7 is positioned where it contacts the back surface of the weight member 52. The function of this inner stopper 7 is the same as in Modified Example 1 described above: it restricts the rotation of the inner spats 5 so that the weight member 52 does not move backward from the first position (a position where it rotates further clockwise from the position shown by the solid line in Figure 6). In this modified example, the inner stopper 7 may simply be a device that restricts the rotation of the inner spats 5 by contacting the back surface of the weight member 52, or it may be a magnet that magnetically attracts the weight member 52 if the weight member 52 is made of a magnetic material.

[0058] On the other hand, a coil spring 9 is connected between the back surface 51e of the inner spats 5 and a vehicle body member (not shown). In this modified example, the function of the coil spring 9 is a compression coil spring that biases the inner spats 5 in the direction of the first posture, as shown by the solid arrow in Figure 6. In this modified example, the aforementioned torsion spring 53 may or may not be provided.

[0059] In this modified example, when the vehicle V is traveling at a constant speed or accelerating, the inner spats 5 assume a first posture due to the force of the airflow W acting on the front surface 51a of the spats body 51 and the biasing force of the coil spring 9. This ensures high aerodynamic performance and handling stability.

[0060] On the other hand, when the vehicle V is being braked (decelerated), the inertial force acting on the spats body 51 of the inner spats 5 causes the spats body 51 to rotate in a direction that moves the weight member 52 forward, against the biasing force of the coil spring 9, and the inner spats 5 assume a second posture. As a result, the braking device 21 is effectively cooled.

[0061] Through the above operation, in this modified example, as in the embodiment described above, it is possible to change the rotational position of the inner spats 5 without using an actuator such as an electric motor, thereby reducing power consumption in the vehicle V, miniaturizing the configuration for rotating the inner spats 5, and simplifying the configuration.

[0062] In this modified example, the function of the coil spring 9 was a compression coil spring that biased the inner spats 5 in the direction of the first posture, as shown by the solid arrow in Figure 6. In other words, the biasing force of the coil spring 9 was such that the inner spats 5 would be in the first posture. However, the function of the coil spring 9 could also be a tension coil spring that biased the inner spats 5 in the direction of the second posture, as shown by the dashed arrow in Figure 6. In this case, the inner spats 5 would be maintained in the second posture not only when the vehicle V is braking (decelerating), but also when stopped or driving at low speeds, and when the vehicle V is driving at a constant speed or accelerating, the force of the airflow W acting on the front surface 51a of the spats body 51 of the inner spats 5 would cause the inner spats 5 to rotate and assume the first posture.

[0063] Even with this configuration, similar to the embodiment described above, it is possible to change the rotational position of the inner spats 5 without using an actuator such as an electric motor, thereby reducing power consumption in the vehicle V, miniaturizing the configuration for rotating the inner spats 5, and simplifying the overall structure.

[0064] -Other Embodiments- Furthermore, the present invention is not limited to the embodiments and their respective modifications, and all modifications and applications encompassed within the scope of the claims and equivalents thereof are possible.

[0065] For example, in the above embodiments and their respective modifications, the spats body 51 is made of a substantially flat plate with a uniform thickness, the support portion 51b is formed in a portion of the spats body 51 that is outside the central portion in the width direction, or the weight member 52 is attached to a portion of the spats body 51 that is inside the vehicle width direction, thereby making the weight of the region of the inner spats 5 inside the pivot axis in the vehicle width direction greater than the weight of the region of the inner spats 5 outside the pivot axis in the vehicle width direction. The present invention is not limited to this, and the thickness of the spats body 51 may be gradually increased toward the inside in the vehicle width direction, or the thickness of the inner end of the spats body 51 in the vehicle width direction may be made greater than that of other parts, thereby making the weight of the region of the inner spats 5 inside the pivot axis in the vehicle width direction greater than the weight of the region of the inner spats 5 outside the pivot axis in the vehicle width direction.

[0066] Furthermore, in the above embodiments and each of the above modifications, the support portion 51b was formed in a part of the spats body 51 that was outside the central part in the width direction. The present invention is not limited to this, and the position of the support portion 51b is not particularly limited as long as the inner spats 5 can rotate between the first and second positions due to the force of the running air W and inertial force as described above. However, if the position of the support portion 51b is changed, the inclination state of the inner spats 5 in the second position will also change, so it is necessary to design the position of the inner spats 5 so that the braking device 21 can be effectively cooled. [Industrial applicability]

[0067] The present invention is applicable to spats that are positioned in front of the wheels of a vehicle and are rotatable around a vertical axis. [Explanation of Symbols]

[0068] 2. Front wheels 21 Braking device 4. Outer leggings 41 Front 5. Inner leggings (leggings) 51 Spandex Pants 51a Front 52 Heavy components 53 Torsion Spring 7. Inner stopper (regulating member) 8. Outer stopper (regulating member) V Vehicle B1 Bolt (rotating shaft) W Running airflow F inertia force

Claims

1. In a vehicle understructure equipped with spats positioned in a predetermined location in front of the vehicle's wheels and rotatable around a pivot axis extending in a direction intersecting the horizontal direction, The aforementioned leggings are, A vehicle understructure characterized in that the weight in the region in the vehicle width direction relative to the pivot axis is greater than the weight in the region in the vehicle width direction relative to the pivot axis, and that the understructure is rotatable between a first posture in which the front is aligned with the vehicle width direction and a second posture in which the front is tilted rearward toward the outward direction relative to the vehicle width direction, guiding the airflow toward the braking device of the wheels, due to at least one of the airflow and inertial force during vehicle operation.

2. In the vehicle understructure according to claim 1, The vehicle understructure is characterized in that the spats comprises a spats body which is flat and rotatably supported by the pivot shaft, and a weight member attached to the spats body in a region in the vehicle width direction inward from the pivot shaft.

3. In the vehicle understructure according to claim 1 or 2, A vehicle understructure characterized in that a torsion spring is provided between the pivot shaft and the spats, which applies a biasing force to the spats in the rotational direction that causes them to assume the first posture.

4. In the vehicle understructure according to claim 1 or 2, The aforementioned spats are positioned inward from the wheel in the vehicle width direction and forward of the wheel, while an outer spats are positioned outward from the aforementioned spats in the vehicle width direction and in front of the wheel, fixed to the vehicle body and extending in a direction along the vehicle width direction. A vehicle understructure characterized in that, when the spats are in the first position, the front surface of the spats and the front surface of the outer spats are located on the same virtual plane.

5. In the vehicle understructure according to claim 1 or 2, A vehicle understructure characterized by being provided with a regulating member that restricts the position of the spats to at least one of the first posture and the second posture.

Images