Aerodynamic devices for vehicles

Abstract

To suppress a backlash between aerodynamic members with a simple configuration.SOLUTION: A second coupling part 72 that couples a connection link 32, to which a front spoiler is fixed, to a second engagement member 52 of a clutch mechanism 45 is configured to serve as a fitting and coupling part 70 having a clutch-side engagement surface and link-side engagement surface that are turned integrally when engaged with each other. The second coupling part 72 has a first gap δ1 configured between a clutch-side engagement surface SC1 and a link-side engagement surface SL1 in a first relative turning direction R1 in which the front spoiler is displaced in a deployment direction according to an external force. Further, the second coupling part 72 has a second gap δ2 configured between a clutch-side engagement surface SC2 and a link-side engagement surface SL2 in a second relative turning direction R2 in which the front spoiler is displaced in a storage direction according to an external force. The second gap δ2 is configured to be smaller than the first gap δ1.SELECTED DRAWING: Figure 22

Description

[Technical Field]

[0001] The present invention relates to an aerodynamic device for a vehicle. [Background technology]

[0002] Conventionally, some aerodynamic devices for vehicles deploy and retract aerodynamic members such as spoilers and spats based on a driving force transmitted via a link unit. For example, a spoiler device shown in Patent Document 1 includes a clutch mechanism interposed between link members that form a link unit. The spoiler device is configured to be able to release an external force applied to the aerodynamic member based on the operation of this clutch mechanism.

[0003] In addition, in the spoiler device of the above-mentioned prior art, the connection portion between the clutch mechanism and the link member is a fitting connection portion that rotates integrally by engaging the clutch side and the link side, which facilitates the assembly work. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2020-90278 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-44749 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the above-described conventional configuration, a gap between the clutch-side engagement surface and the link-side engagement surface that constitute the mating connection portion can cause rattle in the aerodynamic member provided at one end of the link unit. For example, Patent Document 2 discloses a configuration in which a snap ring for eliminating rattle is inserted into the gap formed between the two engagement members. However, the use of such a rattle-eliminating member can increase the number of parts and complicate the assembly process. [Means for solving the problem]

[0006] The aerodynamic device for a vehicle that solves the above problem includes a link unit formed by connecting a plurality of link members, and an aerodynamic member that deploys and retracts based on a driving force transmitted via the link unit, wherein the link unit transmits the driving force to the aerodynamic member by a first link and a second link that serve as the link members connected via a clutch mechanism and that rotate integrally about a connecting shaft, the clutch mechanism including a first engaging member connected to the first link and a second engaging member connected to the second link, the first engaging member and the second engaging member engaging with each other and rotating integrally about the connecting shaft, and an external force exceeding the mutual engagement force acts on the aerodynamic member. At least one of the first connecting portion connecting the first link and the first engaging member and the second connecting portion connecting the second link and the second engaging member is a fitting connecting portion having a clutch-side engaging surface and a link-side engaging surface that engage with each other to rotate integrally around the connecting shaft, and the first connecting portion rotates relative to the first connecting portion when a force is applied to the first connecting portion and the second connecting portion rotates integrally around the connecting shaft when the external force is applied to the second connecting portion. A second gap set between the clutch-side engaging surface and the link-side engaging surface in a second relative rotation direction in which the aerodynamic member is displaced in a storage direction based on the external force is narrower than a first gap set between the clutch-side engaging surface and the link-side engaging surface in a first relative rotation direction in which the aerodynamic member is displaced in a deployment direction based on the external force.

[0007] According to the above configuration, the amount of backlash in the retracting direction of the aerodynamic member caused by the gap set in the second connecting portion configured as a fitting connecting portion can be made smaller than the amount of backlash in the deploying direction. As a result, displacement of the aerodynamic member in the retracting direction caused by exposure to wind during running can be suppressed while maintaining a gap between the clutch-side engaging surface and the link-side engaging surface. This ensures excellent aerodynamic performance.

[0008] An aerodynamic device for a vehicle that solves the above problem preferably includes a stopper mechanism that restricts relative rotation between the first link and the second link in the first relative rotation direction by engaging a first stopper portion provided on the first link with a second stopper portion provided on the second link at the relative rotation position of the first link and the second link where the first link and the second link rotate together.

[0009] According to the above configuration, the function of the stopper mechanism can restrict the relative rotation between the first link and the second link in the first relative rotation direction in which the aerodynamic member is displaced in the deployment direction by the application of an external force, thereby suppressing rattling of the aerodynamic member caused by a gap between the clutch-side engagement surface and the link-side engagement surface that constitute the fitting connection portion.

[0010] That is, when the aerodynamic member is in the stored state, for example, during low-speed driving, rattles occurring in the aerodynamic member can be minimized, thereby minimizing the accumulation of damage caused by rattles and improving durability and reliability.

[0011] Furthermore, for example, rattles of the deployed aerodynamic members when touched during maintenance can be minimized, thereby ensuring a high quality feel.

[0012] The aerodynamic device for a vehicle that solves the above problems is: RenIt is preferable to provide a plurality of the stopper mechanisms spaced apart in the axial direction of the shaft. According to the above configuration, the relative rotation between the first link and the second link can be restricted in a well-balanced manner, thereby making it possible to stably maintain the attitude of the aerodynamic member.

[0013] The aerodynamic device for a vehicle that solves the above problem is Continuing The clutch mechanism includes a biasing member that biases the second engaging surface of the second engaging member in the axial direction of the connecting shaft to press the second engaging surface of the second engaging member against the first engaging surface of the first engaging member, the first engaging surface and the second engaging surface being cam surfaces with alternating peaks and valleys around the connecting shaft, and the first engaging member and the second engaging member rotate together based on the engagement force of the first engaging surface and the second engaging surface, which engage with each other based on the biasing force of the biasing member, and the first engaging surface and the second engaging surface slide around the connecting shaft while axially displacing the second engaging member against the biasing force, thereby allowing relative rotation of the first engaging member and the second engaging member based on the application of the external force, and it is preferable that the second gap is set narrower than the first gap in the fitting connecting portion that constitutes the second connecting portion.

[0014] According to the above configuration, the second connecting portion connecting the second engagement member and the second link needs to have a gap between its clutch-side engagement surface and its link-side engagement surface to allow for axial displacement of the second engagement member. However, even with this configuration, by making the second gap narrower than the first gap, it is possible to reduce backlash in the retracting direction and suppress displacement of the aerodynamic member in the retracting direction caused by wind when the aerodynamic member is exposed to traveling wind. This ensures excellent aerodynamic performance.

[0015] A vehicle aerodynamic device that solves the above problems , ren It is preferable to provide a plurality of the clutch mechanisms spaced apart in the axial direction of the connecting shaft. According to the above configuration, the first link and the second link can be rotated together in a well-balanced manner. When an external force is applied to the aerodynamic member, the first link and the second link can be rotated relative to each other in a well-balanced manner based on the external force. [Effects of the Invention]

[0016] According to the present invention, rattle of an aerodynamic member can be suppressed with a simple configuration. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 2 is a front view of a front spoiler deployed below a front bumper. [Figure 2] FIG. [Figure 3] FIG. [Figure 4] FIG. [Figure 5] FIG. [Figure 6] 10A and 10B are explanatory diagrams of the operation of the spoiler device. [Figure 7] 10A and 10B are explanatory diagrams of the operation of the spoiler device. [Figure 8] 10A and 10B are explanatory diagrams of the operation of the spoiler device. [Figure 9] FIG. 2 is a perspective view of a driven link and a connecting link connected via a clutch unit. [Figure 10] FIG. 2 is a front view of a driven link and a connecting link connected via a clutch unit. [Figure 11] FIG. 10 is a rear view of the driven link and the connecting link connected via the clutch unit. [Figure 12] FIG. [Figure 13] FIG. 2 is a perspective view of a clutch mechanism that constitutes a clutch unit. [Figure 14] FIG. 2 is a perspective view of a first engagement member and a second engagement member that constitute a clutch mechanism. [Figure 15]FIG. [Figure 16] 10 is a plan view of a first connecting portion configured as a fitting connecting portion that connects a driven link constituting the first link and a first engaging member of the clutch mechanism. FIG. [Figure 17] 10 is a plan view of a second coupling portion configured as a fitting coupling portion that couples a connecting link that configures the second link with a second engagement member of the clutch mechanism. FIG. [Figure 18] FIG. [Figure 19] FIG. 4 is a plan view of a first engagement member. [Figure 20] FIG. 10 is a plan view of a second engagement member. [Figure 21] FIG. [Figure 22] 10 is an explanatory diagram of first and second gaps set in the second connecting portion. FIG. [Figure 23] FIG. 4 is a cross-sectional view of the spoiler device in the vicinity of the stopper mechanism. DETAILED DESCRIPTION OF THE INVENTION

[0018] An embodiment of an aerodynamic device for a vehicle will now be described with reference to the drawings. As shown in FIG. 1, the aerodynamic device 1 for a vehicle of this embodiment has a configuration as a spoiler device 10 that deploys a front spoiler 5 below a front bumper 3 provided on the front part 2f of a vehicle body 2 and stores this front spoiler 5 behind the front bumper 3.

[0019] In the vehicle 11 of this embodiment, the front spoiler 5 serving as the aerodynamic member 12 has a plate-like outer shape extending in the vehicle width direction (left-right direction in FIG. 1). Furthermore, the front spoiler 5 is deployed below the front bumper 3 while extending in the vertical direction. The spoiler device 10 of this embodiment is thus configured to rectify the airflow generated when the vehicle 11 is traveling at the front portion 2f of the vehicle body 2.

[0020] That is, the spoiler device 10 of this embodiment reduces the flow rate of air flowing below the vehicle body 2 by having the front spoiler 5 deployed below the front bumper 3 receive the traveling wind. This suppresses the generation of lift, thereby improving the traveling stability of the vehicle 11.

[0021] 2 to 5, the spoiler device 10 of this embodiment includes an actuator 13 driven by a motor (not shown). The spoiler device 10 also includes a link unit 15 that transmits the driving force of the actuator 13 to the front spoiler 5. The spoiler device 10 of this embodiment also includes a bracket 20 that is fixed to the bumper reinforcement 17 of the vehicle 11 in a state in which the actuator 13 and the link unit 15 are supported.

[0022] Specifically, the bracket 20 of this embodiment includes a base 21 that is fixed to the bumper reinforcement 17. In the bracket 20 of this embodiment, the base 21 has a substantially flat plate-like outer shape. The base 21 also has a pair of fastening portions 21a, 21a that protrude on both sides in the vehicle width direction (the left-right direction in FIGS. 2 and 4, the direction perpendicular to the paper surface in FIG. 3). The bracket 20 of this embodiment is configured to be fixed to the bumper reinforcement 17 using these fastening portions 21a, 21a.

[0023] The bracket 20 of this embodiment also includes a pair of side walls 22, 22 that face each other in the vehicle width direction. Furthermore, the bracket 20 of this embodiment supports the link unit 15 between these side walls 22, 22. The spoiler device 10 of this embodiment is configured so that the actuator 13 is fixed to one of these side walls 22, 22.

[0024] More specifically, the spoiler device 10 of this embodiment includes a drive shaft 23 that extends in the vehicle width direction while being bridged between the side wall portions 22, 22 of the bracket 20. A pinion gear 24 is provided on one axial end of the drive shaft 23. Furthermore, in the spoiler device 10 of this embodiment, an output gear (not shown) of the actuator 13 meshes with the pinion gear 24. Thus, the spoiler device 10 of this embodiment is configured so that the drive shaft 23 rotates based on the driving force of the actuator 13.

[0025] Moreover, the link unit 15 of this embodiment is provided with a drive link 25 that is fixed to the drive shaft 23 and thereby rotates integrally with the drive shaft 23. Furthermore, the spoiler device 10 of this embodiment has a driven shaft 26 that extends in the vehicle width direction and is provided in a state of being spanned between the side wall portions 22, 22 of the bracket 20 at a position below and spaced apart from the drive shaft 23. The link unit 15 of this embodiment is provided with a driven link 27 that is provided to be rotatable around the driven shaft 26, and intermediate links 28 that are rotatably connected to the driven link 27 and the drive link 25, respectively.

[0026] That is, in the spoiler device 10 of this embodiment, the drive shaft 23 and the driven shaft 26 are arranged in parallel. Furthermore, the connecting shaft 29a between the drive link 25 and the intermediate link 28 and the connecting shaft 29b between the driven link 27 and the intermediate link 28 are also provided in parallel to the drive shaft 23 and the driven shaft 26, extending in the vehicle width direction. Thus, the link unit 15 of this embodiment is configured so that these link members 30 form a four-bar link mechanism.

[0027] Furthermore, the link unit 15 of this embodiment includes a connecting link 32 that is connected to the driven link 27 and rotates integrally with the driven link 27 as a link member 30 that constitutes this link unit 15. The spoiler device 10 of this embodiment is configured so that the front spoiler 5 is fixed to the connecting link 32.

[0028] That is, in the link unit 15 of this embodiment, the rotation of the driving link 25 driven by the actuator 13 is transmitted to the connected driven link 27 via the intermediate link 28. This causes the connecting link 32 to rotate integrally with the driven link 27 around the driven shaft 26 that constitutes the connecting shaft 33. The link unit 15 of this embodiment is thus configured to transmit the driving force of the actuator 13 to the front spoiler 5 fixed to the connecting link 32.

[0029] 6 and 7, in the vehicle 11 of this embodiment, the front spoiler 5 is stored behind the front bumper 3 with its tip 5a facing the rear side of the vehicle (right side in each drawing). The spoiler device 10 of this embodiment is configured to deploy the tip 5a of the front spoiler 5 below the front bumper 3 in a manner that swings out toward the front side of the vehicle (left side in each drawing).

[0030] That is, in the spoiler device 10 of this embodiment, the drive link 25 rotates clockwise in the drawings based on the driving force of the actuator 13, which pushes the intermediate link 28 connected to this drive link 25 downward (toward the bottom in the drawings). As a result, the connection link 32 constituting the output end of the link unit 15 rotates clockwise in the drawings, and the front spoiler 5 fixed to this connection link 32 moves from the stored position P0 to the deployed position P1.

[0031] In addition, in this spoiler device 10, when the drive link 25 rotates counterclockwise in the drawings, the intermediate link 28 connected to this drive link 25 is pulled upward (upward in the drawings). Furthermore, when the connection link 32 connected to this intermediate link 28 rotates counterclockwise in the drawings, the front spoiler 5, which is disposed at the deployed position P1, moves to the stored position P0. Thus, the spoiler device 10 of this embodiment is configured so that the front spoiler 5 as the aerodynamic member 12 deploys and retracts based on the driving force of the actuator 13 transmitted via the link unit 15.

[0032] The spoiler device 10 of this embodiment deploys the front spoiler 5 when the vehicle 11 is traveling at high speed. Furthermore, the spoiler device 10 holds the front spoiler 5 in the stored position P0 when the vehicle 11 is traveling at low speed. The spoiler device 10 of this embodiment is thus configured to reduce the air resistance of the traveling vehicle 11.

[0033] 4 and 5, in the spoiler device 10 of this embodiment, the intermediate link 28 and the connecting link 32 that constitute the link unit 15 each have a wide shape extending in the vehicle width direction. The intermediate link 28 of this embodiment has a substantially L-shaped bent plate shape to avoid interference with the drive link 25. The connecting link 32 of this embodiment has an expanding shape that gradually widens in the direction away from the driven shaft 26 that constitutes the connecting shaft 33 with the intermediate link 28. The driven link 27 of this embodiment is configured to include a pair of split links 35, 35 that sandwich the intermediate link 28 and the connecting link 32 in the width direction.

[0034] That is, one of these split links 35, 35 is connected to the intermediate link 28 and the connecting link 32 at one end side of the intermediate link 28 and the connecting link 32, which extend in the vehicle width direction. The other side of these split links 35, 35 is connected to the intermediate link 28 and the connecting link 32 at the other end side of the intermediate link 28 and the connecting link 32 in the vehicle width direction. In this way, in the spoiler device 10 of this embodiment, high supporting strength of the front spoiler 5 by the link unit 15 is ensured.

[0035] As shown in Figures 3 and 5 to 7, the spoiler device 10 of this embodiment is equipped with a clutch unit 40 interposed between the driven link 27 and the connecting link 32 as the link member 30 that constitutes the link unit 15.

[0036] That is, in the spoiler device 10 of this embodiment, the driven link 27 to which the driving force of the actuator 13 is input constitutes the first link 41, and the connecting link 32 to which the front spoiler 5 is fixed constitutes the second link 42. The spoiler device 10 of this embodiment is configured so that the driven link 27 and the connecting link 32 rotate together based on the function of the clutch unit 40, thereby causing the front spoiler 5 fixed to the connecting link 32 to perform an expanding operation and a retracting operation.

[0037] 7 and 8, the clutch unit 40 of this embodiment has a function of allowing relative rotation between the driven link 27 and the connecting link 32 when an external force of a predetermined magnitude or greater is applied to the front spoiler 5 fixed to the connecting link 32. That is, in such a case, the link unit 15 of this embodiment rotates only the connecting link 32 to which the front spoiler 5 is fixed, without the operation of the four-bar link mechanism formed by the driving link 25, the driven link 27, and the intermediate link 28. The spoiler device 10 of this embodiment is configured to protect the link members 30 and the actuator 13 that constitute the link unit 15 by thereby dissipating the external force applied to the front spoiler 5.

[0038] In detail, as shown in Figures 5, 9 to 12, the clutch unit 40 of this embodiment has a pair of clutch mechanisms 45, 45 arranged axially spaced apart on the connecting shaft 33 between the driven link 27 and the connecting link 32.

[0039] 13 and 14, in the clutch unit 40 of this embodiment, each of these clutch mechanisms 45, 45 includes a first engagement member 51 coupled to each of the split links 35, 35 that form the driven link 27 as the first link 41. Each of these clutch mechanisms 45, 45 also includes a second engagement member 52 coupled to the connecting link 32 as the second link 42. Each of the clutch mechanisms 45, 45 of this embodiment is configured to integrally rotate the driven link 27 and the front spoiler 5 that are coupled via each of these clutch mechanisms 45, 45 based on the engagement force of the first engagement member 51 and the second engagement member 52.

[0040] 5 and 9 to 12, the connecting link 32 of this embodiment includes a cylindrical portion 53 that opens on both sides in the vehicle width direction, and a plate-like portion 54 that extends radially outward from the cylindrical portion 53. In the spoiler device 10 of this embodiment, the front spoiler 5 is fixed to the plate-like portion 54 of the connecting link 32. The clutch unit 40 is inserted into the cylindrical portion 53 of the connecting link 32. Furthermore, in the clutch unit 40 of this embodiment, the second engagement members 52 of the clutch mechanisms 45 are thereby disposed in the openings 53x of the cylindrical portion 53 into which the clutch unit 40 is inserted. In this state, the clutch unit 40 of this embodiment is configured so that the second engagement members 52, 52 of each clutch mechanism 45, 45 are connected to the connecting link 32, and the first engagement members 51, 51 are connected to each split link 35, 35 that constitutes the driven link 27.

[0041] Also, as shown in Figures 12 to 14, the first engagement members 51, 51 that constitute each clutch mechanism 45, 45 in this embodiment each have a cylindrical portion 55 that is arranged coaxially with the driven shaft 26 that constitutes the connecting shaft 33 between the driven link 27 and the connecting link 32.

[0042] 3 and 5, a pair of opposing circular holes 56 are provided in each of the side wall portions 22 of the bracket 20. The spoiler device 10 of this embodiment is configured such that the clutch unit 40 is supported by the bracket 20 by fitting the cylindrical portions 55 of the clutch mechanisms 45 into the circular holes 56.

[0043] Furthermore, in the spoiler device 10 of this embodiment, the columnar portions 55, 55 fitted into the circular hole portions 56, 56 are allowed to slide around the driven shaft 26 that constitutes the connecting shaft 33 between the driven link 27 and the connecting link 32. As a result, the spoiler device 10 of this embodiment is configured so that the driven link 27 as the first link 41 and the connecting link 32 as the second link 42, which are connected via the clutch unit 40, can rotate integrally.

[0044] 12 to 14, in the clutch mechanism 45 of this embodiment, the first engagement member 51 is provided with a cylindrical portion 51x through which the connecting shaft 33 is inserted. Similarly, the second engagement member 52 is provided with a cylindrical portion 52x through which the connecting shaft 33 is inserted. The clutch mechanism 45 of this embodiment is configured so that the first engagement member 51 and the second engagement member 52 are coaxially arranged in a state in which relative rotation about the connecting shaft 33 is permitted.

[0045] In the clutch mechanism 45 of this embodiment, a first engagement surface 57 provided on the first engagement member 51 and a second engagement surface 58 provided on the second engagement member 52 are arranged to face each other in the axial direction. Furthermore, in the clutch mechanism 45 of this embodiment, the first engagement surface 57 and the second engagement surface 58 each have a configuration as a cam surface 60 in which peaks 60a and valleys 60b are alternately arranged around the connecting shaft 33 located at the rotation center of the first engagement surface 57 and the second engagement surface 58. The clutch unit 40 of this embodiment includes a compression coil spring 65 as a biasing member 63 that biases the second engagement member 52 in the axial direction of the connecting shaft 33 and presses the second engagement surface 58 against the first engagement surface 57 of the first engagement member 51 that faces it in the axial direction.

[0046] Specifically, in the clutch unit 40 of this embodiment, the compression coil spring 65 is fitted onto the connecting shaft 33 extending in the vehicle width direction and is disposed between a pair of clutch mechanisms 45, 45 that are spaced apart in the axial direction of the connecting shaft 33. As a result, the clutch unit 40 of this embodiment is configured so that both axial ends of the compression coil spring 65 press against the second engagement members 52, 52 of the clutch mechanisms 45, 45 that are disposed opposite each other in the axial direction.

[0047] That is, the compression coil spring 65 of this embodiment presses the second engagement members 52 of the clutch mechanisms 45, 45, which are arranged at two positions spaced apart in the axial direction on either side of the compression coil spring 65, in directions separating them from each other. As a result, the clutch unit 40 of this embodiment is configured such that, in each of the clutch mechanisms 45, 45 spaced apart in the axial direction, the second engagement members 52 biased by the compression coil spring 65 are pressed against the first engagement members 51 that face them in the axial direction.

[0048] Furthermore, in the clutch mechanism 45 of this embodiment, the first engagement surface 57 of the first engagement member 51 and the second engagement surface 58 of the second engagement member 52 are engaged with each other in a state in which the peaks 60a and valleys 60b mesh with each other based on the biasing force of the compression coil spring 65. As a result, the clutch mechanism 45 of this embodiment is configured so that the first engagement member 51 and the second engagement member 52 rotate integrally around the connecting shaft 33 based on the engagement force between the first engagement surface 57 and the second engagement surface 58, which are configured as cam surfaces 60.

[0049] 12, 14, and 15, the clutch unit 40 of this embodiment allows relative rotation between the second engaging member 52 and the first engaging member 51 of each clutch mechanism 45, 45 while the second engaging member 52 is displacing axially against the biasing force of the compression coil spring 65. That is, in the clutch unit 40 of this embodiment, the first engaging member 51 and the second engaging member 52 of each clutch mechanism 45, 45 rotate relatively around the connecting shaft 33 such that the crests 60a of the first engaging surfaces 57 and the crests 60a of the second engaging surfaces 58 ride over each other. Furthermore, due to the relative rotation between the first engaging member 51 and the second engaging member 52, the second engaging members 52 of each clutch mechanism 45, 45 are displaced axially while compressing the compression coil spring 65. The spoiler device 10 of this embodiment is configured so that when an external force greater than a predetermined value is applied to the front spoiler 5, the driven link 27 and the connecting link 32 rotate relative to each other due to the function of the clutch unit 40.

[0050] As shown in Figures 16 and 17, the spoiler device 10 of this embodiment is provided with fitting connection portions 70 that integrally connect the driven link 27 and the connecting link 32 to the first engaging member 51 and the second engaging member 52 of each clutch mechanism 45, 45, respectively.

[0051] Specifically, the first connecting portion 71, which has a configuration as a fitting connecting portion 70 and connects the driven link 27 and the first engaging member 51, has a clutch-side engaging surface SC and a link-side engaging surface SL that rotate around the connecting shaft 33. The second connecting portion 72, which also has a configuration as a fitting connecting portion 70 and connects the connecting link 32 and the second engaging member 52, also has a clutch-side engaging surface SC and a link-side engaging surface SL that rotate around the connecting shaft 33. The spoiler device 10 of this embodiment is configured so that the clutch-side engaging surface SC and the link-side engaging surface SL engage with each other, causing the driven link 27 and the first engaging member 51 to rotate integrally, and the connecting link 32 and the second engaging member 52 to rotate integrally.

[0052] More specifically, in the spoiler device 10 of this embodiment, the first engagement member 51 and the second engagement member 52 of each clutch mechanism 45 are each provided with a fitting portion 73 having a polygonal cross section and having a plurality of clutch-side engagement surfaces SC on the outer periphery thereof. Furthermore, each of the split links 35 constituting the driven link 27 and the connecting link 32 has a polygonal fitting hole 74 having a plurality of link-side engagement surfaces SL on the inner periphery thereof at both widthwise ends thereof. In the spoiler device 10 of this embodiment, the openings 53x of the tubular portion 53 into which the clutch unit 40 is inserted form fitting holes 74 at both widthwise ends of the connecting link 32 (see FIG. 5 ). The spoiler device 10 of this embodiment is configured such that the fitting portions 73 and the fitting holes 74 are fitted together to form a first connecting portion 71 and a second connecting portion 72, which function as the fitting-connecting portion 70.

[0053] 16, 18, and 19, in the spoiler device 10 of this embodiment, the fitting hole 74a provided in the driven link 27 has a generally rectangular hole shape with four link-side engagement surfaces SL provided at equal angular intervals on its inner periphery. Furthermore, the first engagement member 51 of the clutch mechanism 45 is provided, on its outer periphery, with a fitting portion 73a having a generally rectangular cross section and with four clutch-side engagement surfaces SC that engage with the respective link-side engagement surfaces SL. The spoiler device 10 of this embodiment is configured such that the first connecting portion 71, which is configured as the fitting connecting portion 70, is formed by the fitting of the fitting portion 73a and the fitting hole 74a.

[0054] 17, 20, and 21, the fitting portion 73b provided on the second engagement member 52 of the clutch mechanism 45 has four outer protrusions 75 that are provided at equal angular intervals on its outer periphery and protrude radially outward. Furthermore, the fitting hole 74b provided in the connecting link 32 also has four inner protrusions 76 that are provided at equal angular intervals on its inner periphery. The spoiler device 10 of this embodiment is configured so that the second connecting portion 72, which has a configuration as the fitting connecting portion 70, is formed by the fitting of these fitting portion 73b and fitting hole 74b.

[0055] Specifically, in the spoiler device 10 of this embodiment, the outer protrusions 75 constituting the fitting portion 73b of the second engagement member 52 are each generally trapezoidal in shape with the shorter side extending radially outward when viewed in the axial direction (a direction perpendicular to the paper surface in FIG. 20). Similarly, the inner protrusions 76 constituting the fitting hole 74b of the connecting link 32 are generally triangular in shape tapering radially inward when viewed in the axial direction (a direction perpendicular to the paper surface in FIG. 21). The spoiler device 10 of this embodiment is configured so that the fitting portion 73b of the second engagement member 52 fits into the fitting hole 74b of the connecting link 32 when the outer protrusions 75 and the inner protrusions 76 are engaged with each other.

[0056] That is, in the spoiler device 10 of this embodiment, the oblique sides 75a, 75b of each generally trapezoidal outer protrusion 75 form the clutch-side engagement surfaces SC1, SC2 of the second connecting portion 72 configured as the fitting connecting portion 70. Furthermore, the oblique sides 76a, 76b of each generally triangular inner protrusion 76 form the link-side engagement surfaces SL1, SL2 of the second connecting portion 72. As a result, in the second connecting portion 72, the second engaging member 52 and the connecting link 32 are configured to rotate integrally with each other when the clutch-side engagement surface SC1 and the link-side engagement surface SL1 are engaged with each other, or when the clutch-side engagement surface SC2 and the link-side engagement surface SL2 are engaged with each other.

[0057] 17, 20, and 21, the spoiler device 10 of this embodiment is configured such that the front spoiler 5 is deployed when the connecting link 32 rotates clockwise, and the front spoiler 5 is stored when the connecting link 32 rotates counterclockwise.

[0058] That is, when the front spoiler 5 is deployed based on the driving force of the actuator 13, the second engagement member 52 and the connecting link 32 rotate together in a state where the clutch-side engagement surface SC2 and the link-side engagement surface SL2 of the second connecting portion 72 are engaged. Then, when the front spoiler 5 is retracted based on the driving force of the actuator 13, the second engagement member 52 and the connecting link 32 rotate together in a state where the clutch-side engagement surface SC1 and the link-side engagement surface SL1 of the second connecting portion 72 are engaged.

[0059] 16 and 17, the spoiler device 10 of this embodiment has a gap δ provided between the clutch-side engagement surface SC and the link-side engagement surface SL of each of the first connecting portion 71 and the second connecting portion 72 configured as the fitting connecting portion 70. Furthermore, in the spoiler device 10 of this embodiment, the gap δ is set larger in the second connecting portion 72 than in the first connecting portion 71. Thus, the spoiler device 10 of this embodiment is configured to allow axial displacement of the second engaging member 52 connected to the connecting link 32 at the second connecting portion 72.

[0060] 17, 21, and 22, when an external force is applied to displace the front spoiler 5 in the deployment direction, the direction in which the driven link 27 and the connecting link 32 rotate relative to each other is defined as a first relative rotation direction R1. Furthermore, when an external force is applied to displace the front spoiler 5 in the retraction direction, the direction in which the driven link 27 and the connecting link 32 rotate relative to each other is defined as a second relative rotation direction R2. In each of the figures, the arrows indicating the first and second relative rotation directions R1 and R2 indicate the rotation direction of the connecting link 32 to which the front spoiler 5 is fixed. Furthermore, the gap δ between the clutch-side engagement surface SC1 and the link-side engagement surface SL1, which engage with each other in the first relative rotation direction R1, is defined as a first gap δ1. Furthermore, the gap δ between the clutch-side engagement surface SC2 and the link-side engagement surface SL2, which engage with each other in the second relative rotation direction R2, is defined as a second gap δ2. In the spoiler device 10 of this embodiment, the second gap δ2 is set to be narrower than the first gap δ1. More specifically, when the front spoiler 5 is in the unloaded state and at the deployed position P1, the second gap δ2 is configured to be narrower than the first gap δ1.

[0061] Specifically, in the spoiler device 10 of this embodiment, when each outer protrusion 75 constituting the fitting portion 73b of the second engagement member 52 is divided into a hypotenuse 75a side and a hypotenuse 75b side, the hypotenuse 75a side and the hypotenuse 75b side are asymmetric. More specifically, in the circumferential direction of the fitting portion 73b, the hypotenuse 75b side forming the clutch-side engagement surface SC2 is slightly larger than the hypotenuse 75a side forming the clutch-side engagement surface SC1. As a result, in the spoiler device 10 of this embodiment, the first gap δ1 formed between the clutch-side engagement surface SC2 and the link-side engagement surface SL2 is narrower than the first gap δ1 formed between the clutch-side engagement surface SC1 and the link-side engagement surface SL1.

[0062] That is, in the spoiler device 10 of this embodiment, the magnitude of backlash that occurs in the front spoiler 5 in the storage direction due to the gap δ set in the second connecting portion 72 configured as the fitting connecting portion 70 is smaller than the magnitude of backlash in the deployment direction. The spoiler device 10 of this embodiment is thus configured to ensure high aerodynamic performance by suppressing displacement of the front spoiler 5 that is pressed in the storage direction by wind pressure.

[0063] In the spoiler device 10 of this embodiment, the first connecting portion 71, which also has the configuration of the fitting connecting portion 70, has a gap δ0 corresponding to the dimensional tolerance between the clutch-side engagement surface SC and the link-side engagement surface SL. The dimensional tolerance is set to a minimum value taking into consideration, for example, variations during component manufacturing and expansion and contraction due to environmental changes such as humidity and temperature. The spoiler device 10 of this embodiment is thus configured to suppress rattle in the first connecting portion 71.

[0064] 9, 10, and 23, the spoiler device 10 of this embodiment includes a first stopper portion 81 provided on the driven link 27 that constitutes the first link 41, and a second stopper portion 82 provided on the connecting link 32 that constitutes the second link 42. Furthermore, these first stopper portion 81 and second stopper portion 82 are configured to engage with each other at a relative rotation position X of the driven link 27 and the connecting link 32, where the driven link 27 and the connecting link 32, which are connected via the clutch unit 40, rotate integrally. Thus, in the spoiler device 10 of this embodiment, a stopper mechanism 85 is formed that restricts relative rotation between the driven link 27 as the first link 41 and the connecting link 32 as the second link 42 in the first relative rotation direction R1.

[0065] More specifically, the spoiler device 10 of this embodiment includes a pair of first stopper portions 81, 81 provided on each of the split links 35, 35 that constitute the driven link 27. The spoiler device 10 also includes a pair of second stopper portions 82, 82 provided on the connecting link 32 at two positions spaced apart in the axial direction of the connecting shaft 33. Furthermore, these first stopper portions 81, 81 and second stopper portions 82, 82 are configured to abut against each other in the first relative rotation direction R1. In the spoiler device 10 of this embodiment, these first stopper portions 81, 81 and second stopper portions 82, 82 are configured to form a pair of stopper mechanisms 85, 85 spaced apart in the axial direction of the connecting shaft 33.

[0066] Specifically, in the spoiler device 10 of this embodiment, the first stopper portions 81, 81 are provided at positions opposing each other in the axial direction of the connecting shaft 33, protruding from the peripheral edge of each split link 35, 35, respectively. The second stopper portions 82, 82 are provided at both widthwise end portions of the connecting link 32, protruding radially outward from the tubular portion 53. Thus, the spoiler device 10 of this embodiment is configured such that the pair of stopper mechanisms 85, 85 are formed at two positions that sandwich the connecting link 32, to which the front spoiler 5 is fixed, in the vehicle width direction.

[0067] That is, in a normal state in which no external force equal to or greater than a predetermined value is applied, the stopper mechanism 85 of this embodiment restricts the relative rotation between the driven link 27 and the connecting link 32 in the first relative rotation direction R1 through engagement between the first stopper portion 81 and the second stopper portion 82. As a result, the spoiler device 10 of this embodiment is configured to be able to suppress rattling of the front spoiler 5 due to the gap δ set in the second connecting portion 72 in both the stored position P0 and the deployed position P1.

[0068] Furthermore, the stopper mechanism 85 of this embodiment is configured so that, when the driven link 27 and the connecting link 32 rotate relatively to each other in the second relative rotation direction R2, the first stopper portion 81 and the second stopper portion 82 move away from each other in the circumferential direction. That is, the stopper mechanism 85 of this embodiment allows the driven link 27 and the connecting link 32 to rotate relatively to each other in the second relative rotation direction R2 based on the function of the clutch unit 40. The spoiler device 10 of this embodiment is thus configured so that, when an external force equal to or greater than a predetermined value is applied to the front spoiler 5, the front spoiler 5 can be displaced in the retracting direction.

[0069] Next, the operation of this embodiment will be described. That is, the second coupling portion 72, which is configured as a fitting coupling portion 70 and couples the connecting link 32 to the second engagement member 52 of each clutch mechanism 45, 45, has a gap δ set between its clutch-side engagement surface SC and its link-side engagement surface SL. Furthermore, this gap δ is set so that a second gap δ2 in a second relative rotation direction R2 in which the front spoiler 5 is displaced in the storage direction due to the application of an external force is narrower than a first gap δ1 in a first relative rotation direction R1 in which the front spoiler 5 is displaced in the deployment direction (δ2<δ1). As a result, when the front spoiler 5 is positioned at the deployment position P1, displacement in the storage direction caused by the front spoiler 5 being subjected to wind from traveling is suppressed.

[0070] Next, the effects of this embodiment will be described. (1) A spoiler device 10 serving as an aerodynamic device for a vehicle 1 includes a link unit 15 formed by connecting a plurality of link members 30, and a front spoiler 5 serving as an aerodynamic member 12 that deploys and retracts based on a driving force transmitted via the link unit 15. The link unit 15 transmits a driving force to the front spoiler 5 by integrally rotating a first link 41 and a second link 42 serving as link members 30 that are connected via a clutch mechanism 45. The clutch mechanism 45 also includes a first engagement member 51 connected to the driven link 27 serving as the first link 41, and a second engagement member 52 connected to the connecting link 32 serving as the second link 42. The first engagement member 51 and the second engagement member 52 engage with each other to integrally rotate about the connecting shaft 33, and are rotated relative to each other when an external force exceeding their respective engagement forces is applied to the front spoiler 5. Furthermore, the second coupling portion 72 coupling the connecting link 32 and the second engagement member 52 is configured as a fitting coupling portion 70 including a clutch-side engagement surface SC and a link-side engagement surface SL that engage with each other and thereby rotate integrally about the coupling shaft 33. The second coupling portion 72 has a first gap δ1 set between the clutch-side engagement surface SC1 and the link-side engagement surface SL1 in a first relative rotation direction R1 in which the front spoiler 5 is displaced in the deployment direction due to an external force. The second coupling portion 72 also has a second gap δ2 set between the clutch-side engagement surface SC2 and the link-side engagement surface SL2 in a second relative rotation direction R2 in which the front spoiler 5 is displaced in the retraction direction due to an external force. The second gap δ2 is set narrower than the first gap δ1.

[0071] According to the above configuration, the magnitude of backlash in the retracting direction that occurs in the front spoiler 5 due to the gap δ set in the second connecting portion 72 configured as the fitting connecting portion 70 can be kept smaller than the magnitude of backlash in the deploying direction. As a result, displacement in the retracting direction that occurs when the front spoiler 5 is subjected to wind while maintaining the gap δ between the clutch-side engagement surface SC and the link-side engagement surface SL can be suppressed. This in turn ensures excellent aerodynamic performance.

[0072] (2) The spoiler device 10 includes a first stopper portion 81 provided on the driven link 27 serving as the first link 41, and a second stopper portion 82 provided on the connecting link 32 serving as the second link 42. Furthermore, the first stopper portion 81 and the second stopper portion 82 are configured to engage with each other at a relative rotation position X of the driven link 27 and the connecting link 32, where the driven link 27 and the connecting link 32, which are connected via the clutch unit 40, rotate integrally. This forms a stopper mechanism 85 that restricts relative rotation between the driven link 27 and the connecting link 32 in the first relative rotation direction R1.

[0073] According to the above configuration, the relative rotation between the driven link 27 and the connecting link 32 in the first relative rotation direction R1 in which the front spoiler 5 is displaced in the deployment direction due to the application of an external force can be restricted based on the function of the stopper mechanism 85. This makes it possible to suppress rattling of the front spoiler 5 caused by the gap δ between the clutch-side engagement surface SC and the link-side engagement surface SL that constitute the fitting connection portion 70.

[0074] That is, for example, when the front spoiler 5 is in the stored state during low-speed driving, it is possible to minimize rattles occurring in the front spoiler 5. This minimizes the accumulation of damage caused by rattles, and improves durability and reliability.

[0075] Furthermore, for example, even if the front spoiler 5 is touched during maintenance, rattles of the front spoiler 5 in the deployed state can be minimized. This makes it possible to ensure a high quality feel.

[0076] (3) The spoiler device 10 includes a pair of stopper mechanisms 85, 85 spaced apart in the axial direction of the connecting shaft 33. According to the above configuration, it is possible to regulate, in a well-balanced manner, the relative rotation between the driven link 27 and the connecting link 32. As a result, the posture of the front spoiler 5 can be maintained stably.

[0077] (4) The spoiler device 10 includes a compression coil spring 65 as a biasing member 63 that biases the second engagement member 52 in the axial direction of the connecting shaft 33 to press a second engagement surface 58 provided on the second engagement member 52 against a first engagement surface 57 provided on the first engagement member 51. The first engagement surface 57 and the second engagement surface 58 each have a configuration as a cam surface 60 in which peaks 60a and valleys 60b are alternately arranged around the connecting shaft 33. In addition, the clutch mechanism 45 rotates the first engagement member 51 and the second engagement member 52 integrally around the connecting shaft 33 based on the engagement force of the first engagement surface 57 and the second engagement surface 58, which engage with each other based on the biasing force of the compression coil spring 65. The clutch mechanism 45 allows relative rotation based on the application of external force by causing the first engagement surface 57 and the second engagement surface 58 to slide around the connecting shaft while the second engagement member 52 is displaced axially against the biasing force of the compression coil spring 65.

[0078] According to the above configuration, the second coupling portion 72 that couples the second engagement member 52 and the connecting link 32 needs to have a gap δ between its clutch-side engagement surface SC and link-side engagement surface SL to allow for axial displacement of the second engagement member 52. However, even with this configuration, by setting the second gap δ2 narrower than the first gap δ1, it is possible to reduce backlash in the retracting direction and suppress displacement in the retracting direction of the front spoiler 5 caused by wind from traveling. This ensures excellent aerodynamic performance.

[0079] In particular, by setting the second gap δ2 narrower than the first gap δ1 of the fitting connection portion 70 that constitutes the second connection portion 72 between the second engaging member 52 and the connecting link 32 to which the front spoiler 5 is fixed, displacement in the storage direction can be more effectively suppressed.

[0080] (5) The first link 41 and the second link 42 are connected via the clutch unit 40 that includes a pair of clutch mechanisms 45, 45 that are spaced apart in the axial direction of the connecting shaft 33. According to the above configuration, the first link 41 and the second link 42 can be rotated together in a well-balanced manner. When an external force is applied to the front spoiler 5, the first link 41 and the second link 42 can be rotated relative to each other in a well-balanced manner based on the external force.

[0081] The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0082] In the above embodiment, the aerodynamic device 1 for a vehicle has a configuration as a spoiler device 10 that deploys and retracts the front spoiler 5 as the aerodynamic member 12. However, the present invention is not limited to this, and may be applied to a configuration that deploys and retracts other aerodynamic members 12, such as a rear spoiler or spats.

[0083] In the above embodiment, the fitting portion 73b of the second engagement member 52 has four outer protrusions 75 each having a generally trapezoidal shape with its shorter side extending radially outward. The oblique sides 75a, 75b of each of these outer protrusions 75 form the clutch-side engagement surfaces SC1, SC2 of the second coupling portion 72 configured as the fitting coupling portion 70. The fitting hole 74b of the connection link 32 has four inner protrusions 76 each having a generally triangular shape tapering radially inward. The oblique sides 76a, 76b of each of these inner protrusions 76 form the link-side engagement surfaces SL1, SL2 of the second coupling portion 72.

[0084] However, the present invention is not limited to this, and the shapes of the fitting portion 73b of the second engagement member 52 and the fitting hole 74b of the connecting link 32 that constitute the second coupling portion 72 may be changed as desired. That is, a gap δ is set between the clutch-side engagement surface SC formed by the fitting portion 73b and the link-side engagement surface SL formed by the fitting hole 74b. Furthermore, the second gap δ2 in the second relative rotation direction R2 in which the front spoiler 5 is displaced in the retracting direction is set narrower than the first gap δ1 in the first relative rotation direction R1 in which the front spoiler 5 is displaced in the deploying direction due to the application of an external force. As long as the configuration is as described above, the shapes of the clutch-side engagement surface SC and the link-side engagement surface SL may also be changed as desired.

[0085] Furthermore, a fitting hole 74b may be provided in the second engaging member 52, and a fitting portion 73b may be provided in the connecting link 32. The fitting hole 74b of the second engaging member 52 may form the clutch-side engaging surface SC, and the fitting portion 73b of the connecting link 32 may form the link-side engaging surface SL.

[0086] Furthermore, the first connecting portion 71, which has the configuration of the fitting connecting portion 70 and connects the driven link 27 and the first engaging member 51, may be configured so that the second gap δ2 in the second relative rotation direction R2 is narrower than the first gap δ1 in the first relative rotation direction R1. That is, for at least one of the first connecting portion 71 and the second connecting portion 72, which have the configuration of the fitting connecting portion 70, the second gap δ2 in the second relative rotation direction R2 may be narrower than the first gap δ1 in the first relative rotation direction R1. Furthermore, one of the first connecting portion 71 and the second connecting portion 72 may have a connecting structure other than the fitting connecting portion 70.

[0087] In the above embodiment, the driven link 27 to which the driving force of the actuator 13 is input constitutes the first link 41, and the connecting link 32 to which the front spoiler 5 is fixed constitutes the second link 42. However, this is not limiting, and the first link 41 and the second link 42 may be defined arbitrarily. For example, the connecting link 32 may be the first link 41, and the driven link 27 may be the second link 42.

[0088] Furthermore, the configuration of the link unit 15 may also be changed as desired. In the link unit 15, the configuration of the first link 41 and the second link 42 that are connected via the clutch mechanism 45 may also be changed as desired.

[0089] In the above embodiment, the clutch unit 40 is configured to include a pair of clutch mechanisms 45, 45 spaced apart in the axial direction of the connecting shaft 33. However, the present invention is not limited to this, and the clutch unit 40 may be configured to include one, or three or more clutch mechanisms 45 arranged on the connecting shaft 33 between the driven link 27 and the connecting link 32.

[0090] In the above embodiment, the clutch mechanism 45 is formed by the engagement between the first engagement surface 57 of the first engagement member 51 configured as the cam surface 60 and the second engagement surface 58 of the second engagement member 52. However, the configuration of the clutch mechanism 45 is not limited to this, and may also be changed as desired as long as the engagement between the first engagement member 51 and the second engagement member 52 functions as a so-called dog clutch similar to the above embodiment.

[0091] In the above embodiment, a pair of stopper mechanisms 85, 85 are formed spaced apart in the axial direction of the connecting shaft 33, but the number of stopper mechanisms 85 may be one or three or more. The shapes of the first stopper portion 81 and the second stopper portion 82 that engage with each other to form the stopper mechanism 85 may also be changed as desired.

[0092] Next, the technical ideas that can be understood from the above-described embodiment and modified examples will be described. (i) The link unit transmits the driving force input to the first link to the aerodynamic member connected to the second link, and the second gap of the fitting connection portion that constitutes the second connection portion is set to be narrower than the first gap.

[0093] That is, by setting the second gap narrower than the first gap for the fitting connection part located near the aerodynamic member, it is possible to reduce backlash in the storage direction and suppress displacement of the aerodynamic member in the storage direction caused by wind while the vehicle is running, thereby ensuring excellent aerodynamic performance. [Explanation of symbols]

[0094] 1...Aerodynamic device for vehicle 12...Aerodynamic components 15...Link unit 30...Link member 33...Connection shaft 41...1st link 42...Second link 45...Clutch mechanism 51...first engaging member 52...Second engaging member 70...Fitting connection part 71...1st connection part 72…Second connection part SC, SC1, SC2...clutch side engagement surface SL, SL1, SL2...Link side engagement surface R1: First relative rotation direction δ1...first gap R2: Second relative rotation direction δ2...second gap

Claims

1. a link unit formed by connecting a plurality of link members; an aerodynamic member that deploys and retracts based on a driving force transmitted via the link unit, the link unit transmits the driving force to the aerodynamic member by rotating together the first link and the second link as the link members connected via a clutch mechanism about a connecting shaft, The clutch mechanism includes: a first engagement member connected to the first link; a second engagement member connected to the second link, The first engaging member and the second engaging member are engaged with each other to rotate integrally around the connecting shaft, and are rotated relative to each other when an external force exceeding the engagement force between them is applied to the aerodynamic member, at least one of a first connecting portion connecting the first link and the first engaging member and a second connecting portion connecting the second link and the second engaging member is a fitting connecting portion having a clutch-side engaging surface and a link-side engaging surface that engage with each other to rotate integrally around the connecting shaft, an aerodynamic device for a vehicle, wherein a second gap set between the clutch-side engagement surface and the link-side engagement surface in a second relative rotation direction in which the aerodynamic member is displaced in a storage direction based on the external force is narrower than a first gap set between the clutch-side engagement surface and the link-side engagement surface in a first relative rotation direction in which the aerodynamic member is displaced in a deployment direction based on the external force.

2. 2. The aerodynamic device for a vehicle according to claim 1, a stopper mechanism that restricts relative rotation between the first link and the second link in the first relative rotation direction by engaging a first stopper portion provided on the first link with a second stopper portion provided on the second link at a relative rotation position of the first link and the second link where the first link and the second link rotate together.

3. 3. The aerodynamic device for a vehicle according to claim 2, a plurality of stopper mechanisms provided at intervals in the axial direction of the connecting shaft; An aerodynamic device for a vehicle, characterized by:

4. The aerodynamic device for a vehicle according to any one of claims 1 to 3, a biasing member that biases the second engaging member in the axial direction of the connecting shaft to press a second engaging surface provided on the second engaging member against a first engaging surface provided on the first engaging member, the first engagement surface and the second engagement surface are cam surfaces having alternating peaks and valleys around the connecting shaft, The clutch mechanism rotates the first engaging member and the second engaging member integrally based on an engaging force of the first engaging surface and the second engaging surface which engage with each other based on the biasing force of the biasing member, the first engagement surface and the second engagement surface slide around the connecting shaft while the second engagement member is displaced in the axial direction against the biasing force, thereby allowing the first engagement member and the second engagement member to rotate relative to each other based on the application of the external force, The aerodynamic device for a vehicle, wherein the second gap is set narrower than the first gap in the fitting connection portion that constitutes the second connection portion.

5. The aerodynamic device for a vehicle according to any one of claims 1 to 4, a plurality of the clutch mechanisms provided at intervals in the axial direction of the connecting shaft; An aerodynamic device for a vehicle, characterized by:

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