Disclosed herein is an active air flap for vehicles, which includes a frame unit having a hollow structure configured to communicate with an outside air inlet of a radiator grill, a flap part connected to the frame unit, and including a flap unit configured to open and close the outside air inlet and a fixing protrusion protruding from both ends of the flap unit, a drive unit configured to provide a driving force to the flap part, a link unit disposed between the flap part and the drive unit to transmit the driving force of the drive unit to the flap part, and a fixing unit configured to restrain the movement of the flap unit closing the outside air inlet on an opening/closing path of the flap unit to prevent the flap part from being pushed or twisted by an external force, wherein the frame unit includes a first guide groove having a straight section and a curved section configured as a single path to guide the opening/closing path of the flap unit, and a second guide groove having a stepped portion spaced from the first guide groove to guide a straight path of the flap unit.

An air deflection device of a motor vehicle includes an air deflection element and a displacement kinematic system. The air deflection element is displaceable by the displacement kinematic system from an extended deflection position, in which the air deflection element with a deflection surface in a front region of the air deflection element in a longitudinal direction of the motor vehicle diverts an airflow hitting the air deflection element in an underbody region in a forward direction of travel of the motor vehicle, into a retracted position. The air deflection element is displaceable by the displacement kinematic system rearwards in the longitudinal direction of the motor vehicle and upwards in a vertical direction of the motor vehicle and is pushable back in a direction of the retracted position in an event of an obstacle-related force component acting on the air deflection element in the longitudinal direction of the motor vehicle.

A speed sensitive type active hidden air curtain of a vehicle includes: hole opening or closing devices configured to cover or open an air hole of a bumper facing traveling wind with any one of a bumper interlocking device, a lamp interlocking device, and a hole color change device to guide air to a space formed between a bumper and a wheel; a power connection member interlocked with a deflector guiding the traveling wind under the bumper to move the hole opening or closing devices; and a supporter maintaining tension of the power connection member. The speed type active hidden air curtain thereby implements a clean and differentiated design image of the bumper and improves appearance quality thereof by covering the air hole exposed to the outside.

An air guide apparatus for a vehicle includes a front wheel housing at least partially surrounding a front wheel, and having an air outlet which is open to the front wheel, a first vane assembly including a plurality of first vanes which are tiltable in a position adjacent to the air outlet, and a first driving mechanism by which the plurality of first vanes are driven, and a second vane assembly including a plurality of second vanes which are tiltable in a position adjacent to the plurality of first vanes, and a second driving mechanism by which the plurality of second vanes are driven.

A vehicular aerodynamic device includes first and second links being coupled via first and second engagement members and integrally rotating, thereby transmitting drive force to an aerodynamic member. The first and second engagement members are coupled to the first and second links, respectively, and integrally rotate by engaging with each other, and rotate relative to each other by external force. At least one of a first coupling portion that couples the first link and the first engagement member and a second coupling portion that couples the second link and the second engagement member includes clutch-side and link-side engagement surfaces integrally rotating by engaging with each other. A second gap between the clutch-side and link-side engagement surfaces in a second relative rotation direction is narrower than a first gap between the clutch-side and link-side engagement surfaces in a first relative rotation direction.

A vehicle includes an aerodynamic device. The aerodynamic device includes: an air dam movable between a deployed position and a retracted position, an actuator operatively coupled to the air dam, the actuator configured to move the air dam between the deployed position and the retracted position, and a controller communicatively coupled to the actuator. The controller is configured to operate the actuator to move the air dam into the deployed position when the controller receives a service request signal.

An air dam assembly includes, among other things, an air dam and at least one quick-release pin that secures the air dam to a vehicle structure. An air dam positioning method includes, among other things, when an air dam is in a first position, the step of coupling the air dam to a vehicle structure using at least one quick-release pin in an engaged position. The method further includes transitioning the at least one quick-release pin to a disengaged position, and then, when the quick-release pin is in the disengaged position, moving the air dam to a second position that is different than the first position. The method then, when the air dam is in the second position, includes coupling the air dam to the vehicle structure using the at least one quick-release pin.

An airflow adjusting apparatus includes a downward airflow generator, a rearward airflow generator, and a controller. The downward airflow generator is configured to generate an airflow, and is disposed at a front edge of a movable body to generate the airflow traveling in downward direction. The rearward airflow generator is configured to generate an airflow, and is disposed at a lower surface of the movable body to generate the airflow traveling in a rearward direction. The controller is configured to perform switching between a lifting-force increase control and a lifting-force suppression control in accordance with a state of the movable body to execute one of the controls. The lifting-force increase control is a control of activating the downward airflow generator and deactivating the rearward airflow generator. The lifting-force suppression control is a control of deactivating the downward airflow generator and activating the rearward airflow generator.

A vehicle front structure is provided for preventing a vortex from being generated between high-speed air separated from an outer edge of a deflector and low-speed air in a front wheel house due to a wind speed difference. Embodiments include a deflector disposed in front of a front wheel house projected downward from a lower surface of a bumper face. The deflector includes an air introducing section to introduce air into a space inside the deflector in a front portion of the deflector; and an intermediate-speed wind generating hole section that communicates with the air introducing section and generates an airflow at an intermediate wind speed, lower than a wind speed of air separated from deflector outer edges and higher than a wind speed of air in the front wheel house, in an area not opposing a tire in a vehicle front view of a portion immediately behind the deflector.

A motor vehicle includes a body, a wheel hub unit, an upright, which is fixed to the wheel hub unit, a fender, which is arranged to cover the wheel hub unit, and a suspension, which couples the upright to the body in a movable manner along at least one axis, which is transversal to a driving direction of the motor vehicle; wherein the suspension comprises at least one movable element, which is movable along said axis, and wherein the fender is carried by said element in a movable manner relative to the body.