An active drag-reduction system has first 22 and second 24 fluid outlets located on a vehicle 10 adjacent to a low pressure (drag) region 12, wherein fluid ejected from the second fluid outlet 24 is at a higher pressure/ejection velocity than from the first fluid outlet 22. Turbulent and/or low pressure regions adjacent to vehicles are not uniform, but rather have a varying intensity. For instance, the centre of a region may have a lower pressure and/or more turbulent nature than the periphery of the region. The system injects relatively higher pressure air or relatively higher speed air into the relatively lower pressure/more turbulent part of the low pressure/turbulent region, and relatively lower pressure air or relatively lower speed air into the relatively higher pressure/less turbulent part of the low pressure/turbulent region, compared to each other.

An active drag-reduction system has first 22 and second 24 fluid outlets located on a vehicle 10 adjacent to a low pressure (drag) region 12, wherein fluid ejected from the second fluid outlet 24 is at a higher pressure/ejection velocity than from the first fluid outlet 22. Turbulent and/or low pressure regions adjacent to vehicles are not uniform, but rather have a varying intensity. For instance, the centre of a region may have a lower pressure and/or more turbulent nature than the periphery of the region. The system injects relatively higher pressure air or relatively higher speed air into the relatively lower pressure/more turbulent part of the low pressure/turbulent region, and relatively lower pressure air or relatively lower speed air into the relatively higher pressure/less turbulent part of the low pressure/turbulent region, compared to each other.

An airflow adjusting apparatus to be provided in a vehicle includes an airflow ejector. The vehicle includes a wheel and a wheel housing including a cavity. The cavity is opened downward and laterally outward of a vehicle body of the vehicle, and houses a portion of the wheel. The airflow ejector is provided, in the cavity, on a front side of the vehicle relative to the wheel. The airflow ejector is configured to eject an airflow that forms a turbulence boundary layer adjacent to a surface of the wheel on a vehicle-widthwise inner side.

An airflow adjusting apparatus to be provided in a vehicle includes an airflow ejector. The vehicle includes a wheel and a wheel housing including a cavity. The cavity is opened downward and laterally outward of a vehicle body of the vehicle, and houses a portion of the wheel. The airflow ejector is provided, in the cavity, on a front side of the vehicle relative to the wheel. The airflow ejector is configured to eject an airflow that forms a turbulence boundary layer adjacent to a surface of the wheel on a vehicle-widthwise inner side.

A preferred multi-panel skirt system for a cargo enclosure includes two pair of forward and aft skirt panels with each pair located on an opposite lateral sides of the enclosure. In each pair, the forward skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge, which is located adjacent to and aligned with or positioned laterally inboard of a lateral side edge of the enclosure. An aft skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge aft of the forward skirt panel, which trailing edge is located adjacent to and aligned with or positioned laterally inboard of the lateral side edge of the enclosure. The leading edge of the aft skirt panel is positioned laterally inboard of the trailing edge of the forward skirt panel.

A preferred multi-panel skirt system for a cargo enclosure includes two pair of forward and aft skirt panels with each pair located on an opposite lateral sides of the enclosure. In each pair, the forward skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge, which is located adjacent to and aligned with or positioned laterally inboard of a lateral side edge of the enclosure. An aft skirt panel extends along the bottom wall generally in the lengthwise direction between a leading edge and a trailing edge aft of the forward skirt panel, which trailing edge is located adjacent to and aligned with or positioned laterally inboard of the lateral side edge of the enclosure. The leading edge of the aft skirt panel is positioned laterally inboard of the trailing edge of the forward skirt panel.

A vehicle spat device includes: a spat that rotatably supported by a first rotation shaft and configured to be displaced between a deployment position and a storage position; and a link unit transmitting power of an actuator to the spat. The link unit includes a drive link rotating integrally with a drive shaft when the actuator is driven, and an intermediate link connected to the spat via a second rotation shaft and connected to the drive link via a third rotation shaft. The drive link rotates around the drive shaft between a first position where the spat is disposed at the storage position and a second position where the spat is disposed at the deployment position. In the drive link, the first position is a position rotated from a first neutral position in a first rotation direction.

According to a link mechanism type variable wheel deflector applied to a vehicle, a deflector coupled to a cover plate using a hinge boss as a rotation center can be operated using traveling resistant wind as a driving source, a piston receiving the linear movement of a link shaft by a moment arm rotated with the deflector can unfold the deflector while compressing an elastic member, and an elastic restoring force of the elastic member can be applied to the piston to return the link shaft and the moment arm to fold the deflector, thereby strengthening the repeated durability of the elastic member compared to the rotating motion of the spring, and in particular, the rotating motion and the linear motion can be implemented by the link motion mechanism apparatus connected to the deflector, thereby implementing the high durability performance with the low-cost mechanical structure.

A flow deflecting device includes a flow deflecting body configured to be deployed to a front side of a front wheel and configured to be retracted in a vehicle body; a rotational mechanism, whereby the flow deflecting body is rotatable in an engaged state at the rotational mechanism; and a limiting mechanism, whereby rotation of the flow deflecting body is limitable in an engaged state at the limiting mechanism. In a case in which the flow deflecting body in a deployed position is acted upon by an external force, engagement with the rotational mechanism is released, and the flow deflecting body is rotated in the retraction direction in the engaged state at the limiting mechanism. In a case in which the flow deflecting body in a retracted position is acted upon by an external force, engagement with the limiting mechanism is released, and the flow deflecting body is rotated in the retraction direction in the engaged state at the rotational mechanism.

A flow deflecting device includes a flow deflecting body configured to be deployed to a front side of a front wheel and configured to be retracted in a vehicle body; a rotational mechanism, whereby the flow deflecting body is rotatable in an engaged state at the rotational mechanism; and a limiting mechanism, whereby rotation of the flow deflecting body is limitable in an engaged state at the limiting mechanism. In a case in which the flow deflecting body in a deployed position is acted upon by an external force, engagement with the rotational mechanism is released, and the flow deflecting body is rotated in the retraction direction in the engaged state at the limiting mechanism. In a case in which the flow deflecting body in a retracted position is acted upon by an external force, engagement with the limiting mechanism is released, and the flow deflecting body is rotated in the retraction direction in the engaged state at the rotational mechanism.