• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a wheel arch structure having: a wheel arch wall (22, 46) which structures a wall on a front side of a wheel arch (26) in which a front tire is disposed (12); and an air evacuation portion (52) which is structured to include one or more through holes (50) formed along a vertical vehicle direction on an outboard side of a vehicle transverse direction of the forward passage wall wheel (22, 46), the air evacuation portion (52) discharging air, which is more towards a vehicle longitudinal direction front side than the wheel arch front wall (22, 46) through the through-hole (50) obliquely rearwardly towards a rearward longitudinal direction of a vehicle and an outer side of a transverse vehicle direction.
    公开号:FR3043635A1
    申请号:FR1660841
    申请日:2016-11-09
    公开日:2017-05-19
    发明作者:Masaaki Nishiura
    申请人:Toyota Motor Corp；
    IPC主号:
    专利说明:

    The present disclosure relates to a wheel arch structure.
    [0002] Japanese Patent Application (JP-A) No. 2009-1045 discloses a wheel arch structure which has a wheel arch liner which is shaped to cover the upper portion of the tire to act as a mudguard or equivalent.
    However, in a vehicle to which the aforementioned wheel arch structure is applied, an air flow, which is ejected from the wheel well in the lateral transverse direction of the vehicle lateral direction, appears, and As a result, there is a problem that the air flow on the side of the tire is disturbed. If the air flow on the side of the tire is disturbed, the aerodynamic resistance with respect to the vehicle increases, and further the handling stability deteriorates.
    In view of the above, the present invention provides a wheel arch structure that stabilizes the air flow on the side of a tire, and thus reduces the aerodynamic resistance to the vehicle and improve the handling stability.
    [0005] A wheel arch structure according to a first aspect a: a wheel arch front wall which structures a wall on a front side of a wheel arch in which is disposed a front tire; and an air exhaust portion which is structured to include one or more through holes formed along a vertical vehicle direction on an outboard side of a vehicle transverse direction of the wheel well front wall, wherein air evacuating air outlet, which is more towards a vehicle longitudinal direction front side than the front wheel well wall, through a hole opening obliquely rearward towards a longitudinal direction rear side of the vehicle and the outer side of the transverse direction of the vehicle.
    The wheel arch structure according to the first aspect has the front wall of the wheel arch which structures the wall on the front side of the wheel arch in which the front tire is arranged. In addition, the wheel arch structure has the air exhaust portion. The exhaust air portion is structured to include one or more through holes that are formed in the front wall of the wheel well. The one or more through holes are formed in the outer transverse direction of vehicle of the front wall of the wheel well. In addition, because of the air exhaust portion, air, which is more towards the front longitudinal direction of vehicle than the front wall of the wheel well, is discharged to the outside through the hole opening obliquely rearward towards the rear longitudinal direction of vehicle and the outer side of transverse direction of vehicle. Therefore, the air that is discharged outwardly through the through hole by striking the front tire, or entering the portion on the inside transverse direction of the wheel arch vehicle, is removed, and the air flows to the side of the front tire.
    In addition, the one or more through holes are formed along the vertical direction of the vehicle. Therefore, for example, compared to a case where the through hole which is substantially square is formed, the air flow to the side of the front tire can be produced over a wide range which extends in the vertical direction of vehicle. As a result, an airflow, which is ejected outside the wheel well in the outer transverse direction direction of the vehicle, is suppressed, and the air flow on the side of the front tire is eliminated. is stable.
    In a wheel arch structure according to a second aspect, in the wheel arch structure according to the first aspect, the one or more through holes are formed in a height position which comprises a substantially central portion of vertical direction of vehicle of the front wall of the wheel arch.
    As a result of the experiment, it is known that, in a case in which the through-hole is formed at the substantially central portion in the vertical vehicle direction of the front wall of the wheel well, the effect The reduction in aerodynamic resistance relative to the vehicle is high compared to a case in which the through-hole is formed elsewhere than in the substantially central portion. Here, in the wheel arch structure of the second aspect, the one or more through holes are formed in a height position which includes the substantially central portion in the vertical vehicle direction of the wheel arch front wall. Therefore, depending on the wheel arch structure of the second aspect, the aerodynamic resistance to the vehicle can be reduced even more effectively.
    In a wheel arch structure according to a third aspect, in the wheel arch structure according to the first aspect or according to the second aspect, a plurality of through holes are formed.
    In the wheel arch structure according to the third aspect, a plurality of through holes are formed. Therefore, it is easy to ensure the strength of the wheel well front wall, compared to a case in which the through hole is formed along the vertical vehicle direction.
    In a wheel arch structure according to a fourth aspect, in the wheel arch structure according to any one of the first to the third aspect, a plate thickness direction of a through hole base portion, wherein the one or more through-holes are formed, at the front wall of the wheel well is directed obliquely rearward towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle.
    In the wheel arch structure according to the fourth aspect, the plate thickness direction of the opening hole base portion, wherein the one or more through holes are formed, at the front wall of the passage. wheel is directed obliquely rearward to the rear longitudinal direction of vehicle and the outer side of transverse direction of vehicle. Therefore, the direction of the air that is discharged to the outside through the through hole can, thanks to a simple structure, be directed obliquely rearward towards the rear longitudinal direction of vehicle side and the outer side of transverse direction of the vehicle.
    In a wheel arch structure according to a fifth aspect, in the wheel arch structure according to the fourth aspect, an adjacent inner side portion, which is adjacent to an inner side of the vehicle transverse direction of the opening hole base, is moved to a vehicle front side while moving towards an inner side of vehicle transverse direction, and an adjacent outer side portion, which is adjacent to an outer transverse vehicle direction side of the portion opening hole base, is moved to a rear side of the vehicle while moving towards the outer side of transverse vehicle direction.
    In the wheel arch structure according to the fifth aspect, the adjacent inner side portion, which is adjacent to the vehicle transverse direction inner side of the through hole base portion, is moved to the front side of the vehicle while pointing towards the interior side of the vehicle transverse direction. In addition, the adjacent outer-side portion, which is adjacent to the transverse vehicle-side outboard side of the through hole-base portion, is moved toward the rear-side of the vehicle while moving toward the transverse-side outboard side of the vehicle. vehicle. Therefore, the air flow, which is discharged externally through the hole opening obliquely rearward towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle, can be brought moving along the adjoining inner side portion and the outer side adjacent portion. As a result, a more stable air flow on the side of the front tire can be formed.
    In a wheel arch structure according to a sixth aspect, in the wheel arch structure according to any one of the first to third aspects, ribs which guide air obliquely rearward are disposed on the vehicle front side of one or more through holes, at a hole-forming portion opening from the front wall of the wheel well, into which the one or more through holes are formed.
    In the wheel arch structure according to the sixth aspect, the direction of air that is vented out through the through hole can be directed obliquely rearward to the rearward side of the longitudinal direction of vehicle and the outer side of the vehicle transverse direction.
    In a wheel arch structure according to a seventh aspect, in the wheel arch structure according to any one of the first to the third aspect, a direction, in which the one or more through holes pass through a portion of hole base opening from the front wall of the wheel arch, is directed obliquely rearwardly towards the rear side of the longitudinal vehicle direction and the outer side of the transverse direction of the vehicle.
    In the wheel arch structure according to the seventh aspect, the direction of air which is discharged externally through the through hole may be directed obliquely rearward to the rear side of the longitudinal direction of the vehicle. and the outer transverse direction of the vehicle.
    In addition, the wheel arch structure relating to the first aspect of the present invention can stabilize the air flow on the side of the tire, and therefore can reduce the aerodynamic drag with respect to the vehicle and improve the performance of the tire. handling stability.
    FIG. 1 is a perspective view showing the structure at the periphery of a front tire of a vehicle, to which a wheel arch structure of a first exemplary embodiment is applied, in a state in which a Part of a bumper trim is cut out.
    Figure 2 is a side view showing the bumper trim of Figure 1 and a front wheel well trim, with portions thereof cut off.
    Fig. 3 is a sectional view taken along the line 3-3 of Fig. 1 which shows, in an enlarged manner, the bumper cover, a front wall of the wheel arch, and the front tire.
    FIG. 4 is a graph showing the relationship between an angle Θ, with respect to the vehicle longitudinal direction, of the plate thickness direction (arrow N for example) of a through hole base portion shown in FIG. 3, and the aerodynamic drag reduction effect.
    Fig. 5 is a graph showing the relationship between the position in the transverse vehicle direction of a through hole shown in Fig. 3, i.e., the distance W with respect to an outer side end of transverse direction front wheel arch vehicle, and aerodynamic drag reduction effect.
    Fig. 6 is a graph showing the relationship between the positions of the through holes shown in Fig. 2 in the height direction, and the aerodynamic drag reduction effect.
    Fig. 7A is an enlarged sectional view showing an air exhaust portion relating to a modified example having ribs.
    Fig. 7B is an enlarged sectional view showing an air exhaust portion relating to a modified example in which the direction of passage of the through hole is directed obliquely rearwardly.
    A vehicle 10, to which a wheel arch structure S relating to a first embodiment of the present invention is applied, is described hereinafter using the drawings. Note that the FORWARD arrow, the UP arrow, and the EXTERNAL arrow, which are appropriately shown in the respective drawings, indicate the forward direction (that is, the direction of travel) of the vehicle, the upward direction, and the outer transverse direction of vehicle steering direction, respectively. Hereinafter, when an explanation is made using simply longitudinal, left-right and vertical directions, they refer to the longitudinal of the longitudinal direction of the vehicle, to the left and right of the left-right direction of the vehicle ( that is, the transverse direction of the vehicle), and the vertical of the vertical vehicle direction, unless otherwise indicated.
    [Global structure]
    The structure of the periphery of a front tire 12 of a vehicle 10 is shown in FIG. 1. As shown in FIG. 1, the vehicle 10 has the front tire 12, a bumper cover 16 and a front bumper. front wing panel 18 which structure outer portions at the front of the vehicle 10 and wherein a wing passage 14 is formed, and a front wheel well 20 which is mounted on the wing passage 14 to comply with it.
    The front wheel arch lining 20 has a main lining body 22 which covers the upper part of the front tire 12 from the upper side of the vehicle, and an extension portion of the front side of the lining 24 which extends towards the front side of the vehicle from the front end of the main trim body 22.
    As shown in FIG. 2, the main lining body 22 is in the shape of an arc of a circle seen in a vehicle side view, and is a shape that extends in the transverse direction of the vehicle. As a result, the main trim body 22 is constituted by the walls on the front side of the vehicle, the upper side of the vehicle and the rear side of the vehicle of a wheel arch 26 which is the space in which the front tire 12 is arranged. In the embodiment of FIG. 2, the vehicle lower vertical end of the main trim body 22 is positioned slightly lower than a center C of the front tire 12.
    The extension portion of the front side of the lining 24 is arranged with its plate thickness direction directed in the vertical vehicle direction, and so as to be more towards the front side of the vehicle than the wheel arch 26 As a result, the extension portion of the trim front side 24 is a portion of the lower side wall of a front compartment 30 which is a space which is delimited by the bumper cover 16 and the like.
    The bumper cover 16 is an outer part which structures the design surface from the front surface of the vehicle 10 to the side surface of the vehicle 10, the part which is in front of the front tire 12. In addition, as shown in FIG. 1, the front fender panel 18 is mounted as an outer portion of the upper portion and the rear portion of the front tire 12. A cutout which is arc-shaped view in a vehicle side view (e.g. wing passage 14) is formed in the bumper cover 16 and the front wing panel 18.
    In the embodiment of FIG. 1, as shown in FIG. 3, a rim portion 16F is formed at the rear end of the bumper cover 16. In addition, the portion of the rim 16F is formed at the rear end of the bumper cover 16. the end of the vehicle transverse direction outer side of the lining main body 22 of the front wheel well 20 is mounted on the flange portion 16F. As a result, in the embodiment of FIG. 3, in the main trim body 22 of the front wheel well trim 20 and the lip portion 16F of the bumper trim 16, a portion 46 ( see Figure 2), which is more toward the vehicle underside and the vehicle front side than an upper end 12T of the front tire 12, structures the wall on the front side of the wheel well 26 where the front tire 12 is disposed. That is, in the embodiment of FIG. 3, the portion 46 corresponds to the "front wheel well wall" of the present invention.
    [Structure of the main parts]
    As shown in Fig. 1, a plurality of through-holes 50 are formed in the wheel-end wall 46 along the vertical vehicle direction. Specifically, a plurality of through holes 50 (eg, three through holes 50) are formed at the portion of the liner main body 22, which portion corresponds to the front of the front tire 12. The through holes 50 are formed to be aligned in the vertical vehicle direction, and the shapes of the respective through holes 50 are made to be long hole shapes whose length directions are the vertical vehicle direction. The front compartment 30 and the wheel well 26 are in communication thanks to these through holes 50.
    [Transverse vehicle steering position]
    In addition, the position in which the through holes 50 are formed is on the outside transverse direction of vehicle side at the front wall of the wheel well 46. Specifically, the position of the through holes 50 in the transverse direction of the vehicle is in the vicinity of the end of the transverse vehicle-side outboard side of the liner main body 22. Therefore, as shown in FIG. 3, the distance W in the transverse vehicle direction of the end from the side transverse vehicle exterior exterior of the wheel arch front wall 46 (e.g., the end of the transverse vehicle side outboard side of the rim portion 16F of the bumper trim 16) to the centers through holes 50 are less than or equal to 100 mm (ie W as 100 mm). That is, the vehicle transverse direction outer side at the wheel well front wall 46 designates a range that is 100 mm or less to the vehicle transverse direction inner side of the nose end. vehicle transverse direction outer side of the wheel arch front wall 46.
    (Angle of opening hole base portion)
    In addition, as shown in FIG. 3, the plate thickness direction (e.g. arrow N) of a portion 22A of the liner main body 22, the through holes 50 being formed at this portion 22A. (That is, the portion 22A which structures the peripheral edges of the through-holes 50, and which is hereinafter referred to as the through hole base portion 22A), is directed obliquely rearward, that is, ie towards the rear side of the vehicle longitudinal direction and the outer side of the vehicle transverse direction. In other words, the plate thickness direction (e.g., arrow N) of the through-hole base portion 22A is inclined at an angle Θ to the vehicle transverse direction outer side with respect to the rear direction of vehicle longitudinal direction (see the dashed line in Figure 3). The angle Θ is intended to be greater than or equal to 10 ° and less than or equal to 80 °.
    [Angles of adjacent portions of outer side / adjacent portions of inner side)
    In addition, an adjacent outer-side portion 22B, which is adjacent to the opening hole-base portion 22A and extends obliquely rearward i.e. toward the rear longitudinal direction of vehicle side and the vehicle transverse direction outer side is formed on the vehicle transverse direction outer side of the through hole base portion 22A. In addition, an adjacent inner-side portion 22C, which is adjacent to the opening hole-base portion 22A, and extends obliquely forwardly, i.e. towards the vehicle longitudinal direction front side, and the vehicle transverse direction inner side is formed on the vehicle transverse direction inner side of the through hole base portion 22A.
    As has been described above, since the plate thickness direction of the opening hole base portion 22A in which the through holes 50 are formed is directed obliquely rearward it is that is to say towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle, air in the front compartment 30 is discharged through the through holes 50 obliquely towards the rear that is, towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle (see arrow F). On the other hand, the outer side adjacent portion 22B and the adjacent inner side portion 22C, which are adjacent to the through hole base portion 22A in the transverse vehicle direction, are formed to extend along the air flow mentioned above (see arrow F). Therefore, also for this reason, the air which is discharged to the outside through the through holes 50 can be ducted obliquely rearward that is to say towards the rear longitudinal direction of vehicle and the outer side of transverse vehicle direction.
    It should be noted that in the embodiment of Figure 3, the opening hole base portion 22A in which the through holes 50 are formed, and the adjacent outer side portion 22B and the adjacent side portion. 22C interior correspond to the "air evacuation portion" (e.g., the exhaust air portion 52) of the present invention.
    [0035] Function / Effects>
    The operation and effects of the wheel arch structure S of the embodiment of Figs. 1 to 3 are described next.
    The wheel arch structure S has the air evacuation part 52 which is structured to include the through holes 50 which are formed in the front wheel wall 46 (concretely the main body of the gasket 22). . In addition, the through holes 50 are formed in the transverse vehicle-side outboard side of the wheel-well wall 46, and air is exhausted out of the through-holes 50 obliquely rearwardly. that is, towards the vehicle longitudinal direction rear side and the vehicle transverse direction outer side. Therefore, as shown in FIG. 3, the air that is discharged outwardly through the through-holes 50 by striking the front tire 12, and entering the transverse vehicle-side interior passage portion of the passageway wheel 26, is removed, and the air flows to the side of the front tire 12 (see arrow F).
    In addition, the through holes 50 are formed along the vertical vehicle direction. Therefore, for example, compared to a case in which the substantially square through hole is formed, the air flow to the front tire side 12 can be formed over a wide range extending in the vertical direction. of vehicle. As a result, an airflow, which is ejected outside the wheel well 26 in the outer transverse direction direction of the vehicle, is suppressed, and the airflow on the side of the tire before 12 is stable.
    The relationship (i.e., a relationship which is based on experimentation) between the position of the through hole 50 in the height direction and the aerodynamic drag reduction effect, i.e. ie the CD reduction effect, is shown in Figure 6. Here, the CD value is the coefficient of aerodynamic resistance (ie the drag coefficient), and expresses, in the form of a numerical value, the resistance characteristic of an individual obj and irrespective of the size of the outer form. The larger the CD value, the easier it is for the airflow boundary layer of an obj and peel off, and the easier it is for a swirl to appear. In addition, the CD reduction effect means the effect of reducing the aerodynamic resistance with respect to the vehicle, with a case in which there are no predicted through holes which is expressed as zero. The greater the CD reduction effect from scratch, the greater the effect of reducing aerodynamic drag. As shown in FIG. 6, it can be understood that in a case in which the through-hole 50 is formed at the substantially central portion in the vertical vehicle direction of the front wheel-well wall 46 (by for example, the height position H4 in FIG. 2), the aerodynamic drag reduction effect is high compared to the cases in which the through hole 50 is formed elsewhere than in the substantially central portion.
    Here, in the wheel arch structure S of the embodiment of FIG. 2, the through holes 50 are formed in height positions which comprise the substantially central portion in the vertical vehicle direction of the front wall. wheel arch 46 (for example the height position H4 in FIG. 2). Therefore, at the level of the wheel arch structure S, the aerodynamic resistance with respect to the vehicle 10 can be reduced even more efficiently.
    In addition, at the wheel arch structure S of the embodiment of Figure 2, the through holes 50 are formed along the vertical vehicle direction. Therefore, compared to a case in which the through hole is formed along the vertical vehicle direction, each of the individual through holes 50 can be formed to be small, and therefore, it is easy to ensure the body's strength. main packing 22 of the front wheel well 20.
    In addition, at the level of the wheel arch structure S of the embodiment of FIG. 2, the plate thickness direction (for example the arrow N) of the opening hole base part 22A, in which the through-holes 50 are formed, at the front wall of the wheel well 46 is directed obliquely towards the rear, that is to say towards the rear longitudinal side of the vehicle, and the outer side of the transverse direction of vehicle. Therefore, the direction of air that is evacuated out of the through holes 50 can, thanks to a simple structure, be made to be directed obliquely towards the rear, that is to say towards the rear side. longitudinal direction of vehicle and the outer side of transverse direction of vehicle.
    In addition, at the wheel arch structure S of the embodiment of Figure 2, the adjacent inner side portion 22C, which is adjacent to the vehicle transverse direction inner side of the base portion. 22A, is moved toward the vehicle front side while moving towards the vehicle transverse direction inner side, and the adjacent outer side portion 22B, which is adjacent to the vehicle transverse direction outer side of the vehicle part. 22A, is moved towards the rear side of the vehicle while moving toward the outer side of the transverse direction of the vehicle. Therefore, the air flow, which is discharged outwardly through the through-holes 50 obliquely rearward that is to say toward the rear longitudinal direction of vehicle and the outer side of direction transverse vehicle, may be caused to extend along the adjacent portion of inner side 22C and the adjacent outer side portion 22B. As a result, a more stable air flow on the side of the front tire 12 can be formed.
    Finally, the relationship between the manner of providing the through holes 50 and the aerodynamic drag reduction effect (i.e. the CD reduction effect) is described using FIG. Figure 5. Since Figure 6 has been described above, an explanation of it is omitted here. It should be noted that the value CD is the coefficient of aerodynamic resistance (ie the drag coefficient), and expresses, in the form of a numerical value, the characteristic of resistance of an individual object independently the size of the outer form. In addition, the CD reduction effect means the effect of reducing the aerodynamic resistance with respect to the vehicle, with a case in which there are no projected through holes expressed by zero. The higher the CD reduction effect is of zero, the greater the aerodynamic drag reduction effect.
    The relationship between the angle Θ of the plate thickness direction (e.g. N-arrow) of the through hole-forming portion 22A with respect to the longitudinal vehicle direction, and the reduction effect of The value CD is shown in FIG. 4. As shown in FIG. 4, it can be understood that the CD reduction effect is achieved in cases where Θ is greater than or equal to 10 ° and less than or equal to 80 °. On the other hand, it can be understood that the CD reduction effect is achieved even more clearly in the cases where Θ is greater than or equal to 20 ° and less than or equal to 60 °.
    The relationship between the position of the opening hole 50 in the transverse direction of the vehicle (for example the distance W with respect to the outer transverse direction of the vehicle of the front wall 46 of the wheel arch), and the effect of The reduction in value CD is shown in FIG. 5. As shown in FIG. 5, it can be understood that the CD reduction effect is achieved when W is less than or equal to 100 mm. On the other hand, it can be understood that the CD reduction effect is achieved even more clearly in cases where W is greater than or equal to 10 mm and less than or equal to 30 mm.
    [Additional explanation of the embodiment above]
    It should be noted that, in the embodiment described above, by causing the plate thickness direction of the opening hole base portion 22A to be directed obliquely rearward ie towards the vehicle longitudinal direction rear side and the vehicle transverse direction outer side, air is discharged outside the through holes 50 obliquely rearward ie rearward direction longitudinal direction of vehicle and the outer side of transverse direction of vehicle. The present invention is however not limited to this. For example, even if the plate thickness direction of the through hole-forming portion 22A is parallel to the longitudinal vehicle direction, air can be exhausted outward obliquely rearward it is that is, towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle, as shown in FIG. 7A, by providing ribs 51, which guide the air obliquely towards the rear, on the forward vehicle side of the through hole 50. In this case, the ribs 51 are included in the "air exhaust portion" of the present invention.
    In addition, even though the plate thickness direction of the through hole base portion 22A is parallel to the vehicle longitudinal direction, air can be exhausted outward obliquely rearwardly. that is, toward the vehicle longitudinal direction rear side and the vehicle transverse direction outer side, as shown in Fig. 7B, by bringing the direction D, in which the through hole 50 passes through the opening hole base portion 22A, to be directed obliquely rearward ie to the rear longitudinal direction of vehicle side and the outer side of transverse vehicle direction.
    In addition, in the embodiment described above, the through holes 50 are formed to be aligned in the vertical vehicle direction, and the shapes of the respective through holes 50 are made to be hole shapes. long whose length directions are the vertical direction of the vehicle. The present invention is however not limited to this. For example, the shape of each of the through-holes may be substantially square, and such substantially square through-holes may be formed to be aligned in the vertical vehicle direction. In addition, it suffices not to form several through holes, and a single through hole extending in the vertical vehicle direction can be formed.
    [Explanation of references] [0050] S wheel arch structure 12 front tire 26 wheel housing 46 wheel housing front wall 16F bumper fascia portion (front wall of wheel arch) 22 main body lining (front wall of the wheel arch) 50 hole opening 30 front compartment (more towards the front side of the longitudinal vehicle direction than the front wall of the wheel arch) 52 air evacuation part H4 Position at the height of the substantially central portion in the vertical vehicle direction of the wheel arch front wall 22A base portion of the through hole N plate thickness direction of the through hole base portion 22B adjoining outer side portion 22C adjacent portion of interior side
    权利要求:
    Claims (7)
    [1" id="c-fr-0001]
    A wheel arch structure (S), characterized in that it comprises: a wheel arch front wall (22, 46) which forms a wall on a front side of a wheel arch (26) in which a front tire (12) is arranged; and an air evacuation portion (52) which includes one or more through holes (50) formed along a vertical vehicle direction on an outer transverse vehicle-side side of the wheel arch front wall ( 22, 46), the air evacuating portion (52), which is more towards a vehicle longitudinal direction front side than the wheel arch front wall (22, 46), through a through-hole (50) obliquely rearwardly to a vehicle-side longitudinal rear side and the transverse vehicle-side outboard side.
    [2" id="c-fr-0002]
    A wheel arch structure (S) according to claim 1, characterized in that said one or more through holes (50) are formed in a height position which comprises a substantially central portion of a vehicle front vertical direction of the front wall. wheel arch (22, 46).
    [3" id="c-fr-0003]
    3. wheel arch structure (S) according to claim 1 or claim 2, characterized in that a plurality of through holes (50) is formed.
    [4" id="c-fr-0004]
    Wheel arch structure (S) according to one of claims 1 to 3, characterized in that a plate thickness direction (N) of a through-hole base portion (22A) in which one or more through-holes (50) are formed, at the front wall of the wheel well (22, 46) is directed in a direction obliquely rearward towards the rear longitudinal direction of the vehicle and the outer side of transverse vehicle direction.
    [5" id="c-fr-0005]
    The wheel arch structure (S) according to claim 4, characterized in that: an adjacent inner side portion (22C), which is adjacent to an inboard transverse direction of the vehicle of the through hole base portion (22A), is moved to a vehicle front side while moving towards an inboard vehicle transverse direction side, and an adjacent outer side portion (22B), which is adjacent to a vehicle transverse direction outer side of the vehicle. the opening hole base portion (22A) is moved to a vehicle rear side while moving towards the vehicle transverse direction outer side.
    [6" id="c-fr-0006]
    6. wheel arch structure (S) according to any one of claims 1 to 3, characterized in that ribs (51) which guide air in a direction oblique towards the rear, are arranged on the side a one or more through-holes (50) at a through-hole-opening portion (22A) of the front wheel-well wall (22, 46) into which the one or more through-holes ( 50) are formed.
    [7" id="c-fr-0007]
    Wheel arch structure (S) according to one of Claims 1 to 3, characterized in that a direction (D) in which the one or more through-holes (50) pass through a base part. opening hole (22A) of the wheel arch front wall (22,46) is directed obliquely rearwardly towards the rear longitudinal direction of the vehicle and the outer side of the transverse direction of the vehicle.
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    同族专利:
    公开号 | 公开日
    JP2017088063A|2017-05-25|
    US9908563B2|2018-03-06|
    JP6380344B2|2018-08-29|
    CN107010123A|2017-08-04|
    CN107010123B|2019-03-19|
    US20170137069A1|2017-05-18|
    FR3043635B1|2019-09-06|
    DE102016221625A1|2017-05-18|
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    法律状态:
    2017-10-12| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-11| PLFP| Fee payment|Year of fee payment: 3 |
    2019-02-01| PLSC| Publication of the preliminary search report|Effective date: 20190201 |
    2019-10-15| PLFP| Fee payment|Year of fee payment: 4 |
    2020-10-13| PLFP| Fee payment|Year of fee payment: 5 |
    2021-10-18| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2015223095A|JP6380344B2|2015-11-13|2015-11-13|Wheel house structure|
    JP2015-223095|2015-11-13|
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