• 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 invention relates to an aerodynamic deflector device (7) for a motor vehicle wheel, comprising: - an elongate support (11) configured to be mounted on a motor vehicle, - a deflecting wall (15) movably mounted on a support (11) between on the one hand a retracted position, in which, in the mounted state, said deflecting wall (15) is raised with respect to the support (11), and on the other hand an extended position, in which, in the assembled state said deflecting wall (15) is lowered relative to the support (11), and - an actuator (19) configured to move said deflecting wall (15) between the retracted and deployed positions. According to the invention, the deflecting wall (15) is rotatably mounted on the support (11) about an axis of rotation (17) oriented substantially parallel to a longitudinal axis of the support (11) and driven by the actuator (19).
    公开号:FR3044998A1
    申请号:FR1562112
    申请日:2015-12-10
    公开日:2017-06-16
    发明作者:Christophe Thullier；Sylvain Gerber
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    The invention relates to an aerodynamic deflector device for a motor vehicle wheel.
    A constant concern in the automotive field is the fuel consumption and the environmental impact of the vehicle, particularly through its greenhouse gas emissions such as CO2 or toxic gases such as NOx. To reduce fuel consumption, car manufacturers are trying to make more efficient propulsion engines on the one hand and to reduce the consumption of vehicle equipment on the other hand.
    An important factor in the consumption of a vehicle is determined by the wind catch or aerodynamics of the vehicle.
    Indeed, the aerodynamics of a motor vehicle is an important feature because it influences in particular the fuel consumption (and therefore the pollution) as well as the performance including acceleration of said vehicle.
    In particular, the drag or aerodynamic resistance to advancement plays a decisive role, especially at higher speeds, because the drag varies depending on the square of the speed of movement of the vehicle.
    According to the models used in fluid mechanics, it is possible, for example, to quantify the drag force exerted on a motor vehicle using a reference surface S. As a first approximation, the drag force, denoted Fx, is equal to q * S * Cx, where q denotes the dynamic pressure (q = 1/2 p * V2, p denoting the density of the air and V the velocity of the vehicle relative to the air), Cx denoting a drag coefficient specific to the vehicle.
    The reference surface used for a motor vehicle usually corresponds to its front surface. It is therefore understood that to reduce the drag, it is necessary to aim to reduce the reference surface. The analysis of aerodynamic phenomena in more detail has also brought to light the determining role of vehicle wheels.
    Indeed, the wheels can significantly increase the aerodynamic resistance because they generate turbulence when the air flow hits the rotating wheel. At high speeds it has been shown that the front wheels can contribute up to 30% of the reference surface.
    Indeed, when a motor vehicle moves, the air in which it evolves is deflected according to the profile of the vehicle. The air thus deviated notably reaches the wheel well. The wheel arch is a cavity in the body of the vehicle, and surrounding a wheel (this corresponds to the wing of the vehicle). The wheel arch fulfills several functions. In particular, it limits (by retaining them) projections of water, mud or other materials on which the wheel is likely to circulate and that it may be caused to expel during its rotation. The air reaching the wheel well circulates in particular in the narrow space between the wheel and the wheel arch. It is known that on this occasion, turbulences are formed around wheel turns and create an aerodynamic brake.
    It is known to place a fixed deflector in front of a motor vehicle wheel. Such a fixed deflector, which can take the form of a flap (often about 5cm in height), reduces turbulence in the wheel well.
    However, such a fixed deflector may be damaged during obstacle clearance (sidewalk, speed bump type, etc.).
    To solve this problem, it is possible to envisage a deflector device equipped with an actuator.
    However, care must be taken to optimize the dimensioning of the actuator both in space and power consumption.
    The present invention aims to at least partially overcome some of the disadvantages described above by providing an aerodynamic deflector device equipped with an actuator whose size and power can be limited. To this end, the subject of the invention is an aerodynamic deflector device for a motor vehicle wheel, comprising: an elongate support configured to be mounted on a motor vehicle, the support having a longitudinal axis substantially parallel to the longitudinal axis of the vehicle; a deflecting wall movably mounted on a support between, on the one hand, a retracted position, in which, in the mounted state, said deflecting wall is raised with respect to the support, and on the other hand an extended position, in which, at the mounted state, said deflecting wall is lowered relative to the support, and - an actuator configured to move said deflecting wall between the retracted and deployed positions, characterized in that the deflector wall is rotatably mounted on the support around an axis of rotation oriented substantially parallel to the longitudinal axis of the support and driven by the actuator.
    In other words, by pivoting about an axis of rotation oriented substantially parallel to the longitudinal axis of the support, or substantially parallel to the direction of the flow of air, the lowering or the deployment of the deflecting wall is less impeded by the flow of air. This makes it possible to optimize the dimensioning of the actuator both in terms of space and power consumption.
    The aerodynamic deflector device according to the invention may comprise one or more of the following characteristics taken alone or in combination:
    The deflecting wall has for example in longitudinal section a form of ramp, in particular of curved ramp.
    For example, it is envisaged that the radius of curvature of the curved ramp decreases progressively from the distal end intended to be disposed away from the wheel towards the proximal end intended to be disposed close to the wheel.
    In another aspect, the baffle wall has at the proximal end to be disposed near the wheel in cross section a shape of "U", the bottom of the "U" being away from the axis of rotation.
    The device includes a closure wall located at the proximal end of the baffle wall.
    In yet another aspect, the support is made as a rectangular frame and configured to be attached to the chassis of a motor vehicle. The actuator comprises in particular a rotary output member in direct or indirect engagement with said axis of rotation. The axis of rotation carrying the baffle wall is for example configured to perform a rotation of 180 ° between the retracted and deployed positions. The invention also relates to a motor vehicle, characterized in that it comprises at least one aerodynamic deflector device as defined above and arranged upstream of a motor vehicle wheel. Other advantages and features will become apparent upon reading the description of the invention, as well as the accompanying drawings, in which: FIGS. 1A and 1B show side diagrams of the aerodynamic deflector device according to a first embodiment in two positions 2A to 2C show side diagrams of the aerodynamic deflector device according to a second embodiment in three different positions.
    In the description, identical elements are identified by the same reference numbers.
    In this description, "upstream" means that one element is placed before another relative to the direction of flow of the air flow. On the other hand, "downstream" is understood to mean that one element is placed after another relative to the direction of flow of the air flow. By upper, lower, upper and lower, reference is made to the arrangement of the elements in the figures, which generally corresponds to the arrangement of the elements in the assembled state in a motor vehicle.
    The following achievements are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference relates to the same embodiment, or that the features apply only to a single embodiment. Simple features of different embodiments may also be combined or interchanged to provide other embodiments.
    An LH or LTH mark in a figure indicates respectively the longitudinal (L), transverse (T) and height (H) directions corresponding to the x-y-z directions of the vehicle.
    In the description, it is possible to index certain elements or parameters, such as for example first element or second element as well as first parameter and second parameter, or first criterion and second criterion, and so on. In this case, it is a simple indexing to differentiate and name elements or parameters or criteria close but not identical. This indexing does not imply a priority of one element, parameter or criterion with respect to another, and it is easy to interchange such denominations without departing from the scope of the present description. This indexing does not imply an order in time either.
    FIG. 1A shows a simplified side diagram of a front part 1 of a motor vehicle, in particular a wheel 3 and a wheel arch 5 provided with an aerodynamic baffle device 7 for a wheel.
    In the diagram of Figure 1A, the vehicle moves according to the arrow 9, so that an air flow 10 impacts the vehicle and in particular the wheel 3 in the opposite direction.
    The aerodynamic deflector device 7 comprises an elongate support 11 configured to be mounted on a motor vehicle with its longitudinal axis substantially parallel to the longitudinal axis "L >> of the vehicle, configured to be for example on the chassis upstream of the wheel 3 in a housing provided for this purpose, for example at a wheel arch 5.
    As will be better seen in FIGS. 2A to 2C, in the present embodiment, the support 11 is made for example as a frame configured to be fixed to the vehicle, for example by screwing or by staples or any other means of fixation.
    The aerodynamic deflector device 7 further comprises a deflecting wall 15.
    As seen in Figures 1A, 1B, this deflecting wall 15 has a longitudinal section, that is to say in the direction of the length of the deflector wall 15 a ramp shape. In the present embodiment this ramp formed by the deflecting wall 15 is a plane.
    This deflecting wall 15 is rotatable between on the one hand a retracted position (see Figure 1A) and on the other hand a lowered or deployed position (see Figure 1B).
    In the retracted position, the deflecting wall 15 is raised in a housing located upstream of the wheel arch 5 and thus does not obstruct the flow of air 10 impacting the wheel 3.
    This retracted position is generally adopted for low speeds, for example less than 50km / h.
    Indeed, for small speeds, the effect of the deflecting wall 15 is small, especially with respect to the reference surface.
    In addition, it is at speeds below about 50km / h that we cross obstacles such as sidewalks, speed bumps like Donkey, cushion Berlin, etc. By taking the retracted position at these low speeds, the deflecting wall 15 is protected against breakage.
    In the lowered or deployed position shown in FIG. 1B, the deflecting wall 15 is placed upstream of the wheel 3 of the vehicle being at least partially below the axis of rotation 17 of said wheel 3. this lowered or active position, the air flow 11 is deflected so as not to be able to rush into the wheel well 5. This avoids the creation of turbulence in the wheel well 5 which contribute to the increase significant of the reference surface.
    Thus, the drag force can be contained at more acceptable values.
    In order to be able to operate the movement between the retracted position (FIG. 1A) and the deployed position (FIG. 1B), the deflector wall 15 is mounted to rotate on the support 11 about an axis of rotation 17 oriented substantially parallel to the axis. longitudinal axis of the support 11. The axis of rotation 17 is in this case a physical axis indicated in the figures by a dotted line. It may for example be a tube on which the deflecting wall is fixed and whose ends are held by rotary bearings.
    In other words, this axis of rotation 17 is oriented substantially perpendicular to a theoretical line D defined by the raised and lowered position of the deflecting wall. This line D is obtained for example by connecting the tip P of the deflecting wall 15 in the retracted and deployed positions. It is therefore understood that the axis of rotation 17 is in the mounted state on the vehicle substantially parallel to the longitudinal axis L of the vehicle. In other words, the axis of rotation 17 can also be defined as being the axis of rotation extending along the length of the support 11, the support 11 being inscribed in an elongate plane.
    As indicated by the arrow 18, the deflecting wall 15 can thus rotate about this axis of rotation 17.
    Because of the orientation of the axis of rotation 17 which is therefore when the vehicle rolls substantially parallel to the air flow 10, the forces required to move the deflecting wall 15 between the two positions mentioned above are rather weak. Indeed, the force exerted by the air flow 10 on the deflecting wall 15 is taken again via the axis of rotation 17 by the support 11, and for the displacement of the deflecting wall 15, it is not necessary to exert a direct force against the airflow 10.
    In one example, the axis of rotation 17 and the deflecting wall 15 are two separate parts attached to one another. One can for example consider that the axis of rotation 17 is metal and the baffle wall is also metal or plastic.
    To move the baffle wall 15 between the retracted and deployed positions, the aerodynamic deflector device 7 further comprises an actuator 19 which can therefore be sized as well in power, in space and in relatively small consumption. The actuator 19 is for example an electric motor with a rotary output member engaged directly or indirectly with the axis of rotation 17.
    Figures 2A, 2B and 2C show side diagrams of the aerodynamic deflector device 7 according to a second embodiment in three different positions.
    It is better to see in these figures that the support 11 is made as a frame of rectangular shape and configured to be fixed to the chassis of a motor vehicle.
    This second embodiment differs from that of FIGS. 1A and 1B in that the deflecting wall 15 has a curved ramp shape in longitudinal section. The ramp forming the deflecting wall 15 has in particular a radius of curvature which decreases progressively from the distal end 21 intended to be disposed remote from the wheel 3 towards the proximal end 23 intended to be arranged close to the wheel 3.
    The deflecting wall 15 is further rounded and flanked by two straight lateral wall portions 25. Thus the deflecting wall 15 has at the proximal end 23 in cross section a shape of "U", the bottom of the "U" being away from the axis of rotation 17.
    To prevent, for example, that sludge can accumulate inside the volume defined by the deflecting wall 15 and the side walls 25, for example straight, a closure wall 27 is furthermore provided at the proximal end 23 and a closing wall 29 connecting the side walls 25. The closure wall 29 is in the retracted positions and deployed in the same plane as the support 11 in the form of a frame.
    This defines a completely closed volume by these various walls 15, 25, 27 and 29 which can rotate around itself by 360 °. This is another advantage because for the actuator 19, one can choose for example an electric motor that rotates in one direction. Such engines are actually less expensive than those that rotate in opposite directions and require control electronics.
    In addition, according to a variant, it is possible for the various walls 15, 25, 27 and 29 and the axis of rotation 17 to be made in one piece by molding and / or injection, in particular plastic, in particular reinforced by fibers such as glass or carbon fibers. The axis of rotation 17 carrying the deflecting wall 15 is configured to allow a 180 ° rotation between the retracted and deployed positions.
    Returning to FIGS. 1A and 1B, the actuator 19 is for example connected to a control unit 24 comprising, for example, an electronic circuit such as a microprocessor or a microcontroller receiving a speed information from a speed sensor, and ordering the deployment or retraction of the baffle wall 15 accordingly.
    According to one possible implementation, a hysteresis mechanism is provided in order to avoid threshold effects. Thus, it is possible to provide that the control unit 24 triggers the deployment of the deflector wall 15 as soon as the speed exceeds a given threshold (for example 50km / h), but that the retraction of the deflector is triggered only when the speed drops below a threshold below the aforementioned threshold (for example a threshold of 40km / h).
    Thus, the circuit avoids inadvertently trigger alternation of deployment and retraction when the vehicle is traveling at a speed close to the initial threshold and passes permanently on one side and the other of this threshold.
    The deployment trigger (eg 50km / h) is chosen to be high enough for deployment to have a noticeable effect on aerodynamic drag. The drag varies with the square of the speed. For low speeds, the drag itself is very low. Deploying the baffle is not helpful.
    The triggering threshold of the retraction (for example 40 km / h) is chosen so as to be sufficiently high so that the driver can reasonably consider the crossing of obstacles (sidewalks, speed bumps, etc.) at the speed considered. . Thus, it is avoided that the motor vehicle is brought to cross such an obstacle (likely to damage the deflector) while the deflector is deployed.
    According to yet another variant, the control unit 24 also receives geolocation data associated with information on the driving situation.
    For example, the control unit 24 may be configured to inhibit any deployment of the deflecting wall 15 in agglomeration where the speed is limited. Indeed, it is in agglomeration that there is the most risk of having to cross obstacles that may damage the deflecting wall 15.
    Of course, such a control unit 24 is also provided for the embodiment of Figures 2A to 2C, even if this unit is not shown in the figures for the sake of simplification.
    According to another variant not shown, it can also be provided that the deflecting wall 15 has only the form of a half-disc which can be placed in front of the wheel 3 in the extended position by rotating about the axis of rotation 17. According to yet another variant, the deflector wall 15 may be formed only by a wall having the same shape as the closure wall 27 of Figures 2A to 2C.
    It is thus clear that the aerodynamic deflector device 7 according to the invention makes it possible to improve the aerodynamic drag of the vehicle and therefore in particular the fuel consumption of the vehicle while allowing by its controlled or active character the crossing of obstacles at low speed. all security.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    Aerodynamic deflector device (7) for a motor vehicle wheel, comprising: - an elongated support (11) configured to be mounted on a motor vehicle, - a deflecting wall (15) movably mounted on a support (11) between a retracted position, in which, in the mounted state, said deflecting wall (15) is raised relative to the support (11), and secondly an extended position, in which, in the mounted state, said wall deflector (15) is lowered relative to the support (11), and - an actuator (19) configured to move said deflecting wall (15) between the retracted and deployed positions, characterized in that the deflecting wall (15) is mounted movably in rotation on the support (11) around an axis of rotation (17) oriented substantially parallel to a longitudinal axis of the support (11) and driven by the actuator (19).
    [2" id="c-fr-0002]
    2. Device according to claim 1, characterized in that the deflecting wall (15) has in longitudinal section a ramp shape.
    [3" id="c-fr-0003]
    3. Device according to claim 2, characterized in that the ramp is curved.
    [4" id="c-fr-0004]
    4. Device according to claim 3, characterized in that the radius of curvature of the curved ramp gradually decreases from the distal end (21) intended to be disposed away from the wheel (3) towards the proximal end (23) intended to be disposed near the wheel (3).
    [5" id="c-fr-0005]
    5. Device according to any one of claims 1 to 4, characterized in that the deflecting wall (15) has at the proximal end (23) intended to be arranged near the wheel (3) in cross section a shape "U", the bottom of the "U" being away from the axis of rotation (17).
    [6" id="c-fr-0006]
    6. Device according to claim 5, characterized in that said device comprises a closure wall (27) located at the proximal end (23) of the baffle wall (15).
    [7" id="c-fr-0007]
    7. Device according to any one of claims 1 to 6, characterized in that the support (11) is formed as a rectangular frame and configured to be fixed to the frame of a motor vehicle.
    [8" id="c-fr-0008]
    8. Device according to any one of claims 1 to 7, characterized in that the actuator (19) comprises a rotary output member in direct or indirect engagement with said axis of rotation.
    [9" id="c-fr-0009]
    9. Device according to any one of claims 1 to 8, characterized in that said axis of rotation (17) carrying the baffle wall is configured to perform a rotation of 180 ° between the retracted and deployed positions.
    [10" id="c-fr-0010]
    10. Motor vehicle, characterized in that it comprises at least one aerodynamic deflector device (7) according to any one of claims 1 to 9 disposed upstream of a wheel (3) of the vehicle.
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    同族专利:
    公开号 | 公开日
    EP3416874B1|2020-09-02|
    EP3416874A1|2018-12-26|
    US10766545B2|2020-09-08|
    WO2017098100A1|2017-06-15|
    CN108463395A|2018-08-28|
    CN108463395B|2020-11-03|
    US20190061842A1|2019-02-28|
    FR3044998B1|2018-03-23|
    引用文献:
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    法律状态:
    2016-12-29| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-16| PLSC| Publication of the preliminary search report|Effective date: 20170616 |
    2018-01-02| PLFP| Fee payment|Year of fee payment: 3 |
    2019-12-31| PLFP| Fee payment|Year of fee payment: 5 |
    2020-12-31| PLFP| Fee payment|Year of fee payment: 6 |
    2021-12-31| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1562112A|FR3044998B1|2015-12-10|2015-12-10|AERODYNAMIC DEFLECTOR DEVICE FOR A MOTOR VEHICLE WHEEL|
    FR1562112|2015-12-10|FR1562112A| FR3044998B1|2015-12-10|2015-12-10|AERODYNAMIC DEFLECTOR DEVICE FOR A MOTOR VEHICLE WHEEL|
    PCT/FR2016/052895| WO2017098100A1|2015-12-10|2016-11-08|Aerodynamic deflector device for a motor vehicle wheel|
    US16/060,122| US10766545B2|2015-12-10|2016-11-08|Aerodynamic deflector device for a motor vehicle wheel|
    EP16809484.5A| EP3416874B1|2015-12-10|2016-11-08|Aerodynamic deflector device for a motor vehicle wheel|
    CN201680078622.3A| CN108463395B|2015-12-10|2016-11-08|Aerodynamic deflection device for a motor vehicle wheel|
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