AIR PASSAGE TYPE WHEEL DEFLECTOR AND VEHICLE HAVING THE SAME

Abstract

An air passage type wheel deflector applied to a vehicle may include a deflector body 10 fastened to the floor panel by screws 40 and mounted at the rear wheel 120 side, an air duct 20 forming an air passage 20-1 for forcing the air introduced externally to flow downward and discharge in a state of being covered by the deflector body 10 coupled to the air duct, and a plurality of ribs 30 disposed in the deflector body 10 at a certain rib spacing and positioned in the space of the air passage 20-1 so that robustness against strike by chipping is maintained and at the same time aerodynamic performance is improved resulting from improvement of the kick-up function by the air passage 20-1.

Claims

1. A wheel deflector comprising an air passage formed by combining an air duct with a deflector body such that air introduced externally is forced to flow downward and discharge.

2. The wheel deflector according to claim 1, wherein the air passage is formed in a cross-sectional shape of a half-funnel, in which inflow and outflow of the air are formed substantially vertically with respect to each other.

3. The wheel deflector according to claim 1, wherein the deflector body and the air duct are joined together at their respective rims as joining portions.

4. The wheel deflector according to claim 3, wherein each of the joining portions is formed to have a stepped section.

5. The wheel deflector according to claim 1, wherein the deflector body includes a blocking wall and an upper flange bent from the blocking wall; wherein the air duct includes a nozzle body coupled to the blocking wall and an inlet portion protruding from the nozzle body; and wherein the air passage allows the air to be introduced by an air inflow height formed by the upper flange and the inlet portion and allows the air to be discharged by an air outflow width formed by the nozzle body and a lower portion of the blocking wall.

6. The wheel deflector according to claim 5, wherein the air passage is curved from the air inflow height to the air outflow width and wherein the air outflow width is formed to be smaller than the air inflow height so that flow of the air passing through the air passage is accelerated.

7. The wheel deflector according to claim 5, wherein the deflector body includes a lower flange formed on the blocking wall and wherein the lower flange is bent from the blocking wall in a direction opposite to the direction in which the upper flange is bent.

8. The wheel deflector according to claim 1, wherein the deflector body is provided with a rib and wherein the rib is disposed in the air passage of the air duct, through which the air enters.

9. The wheel deflector according to claim 8, wherein the rib defines a rib thickness and a rib height and wherein the rib thickness is thinner than a thickness of the deflector body and the rib height is a height that does not contact with the air duct.

10. The wheel deflector according to claim 9, wherein the rib thickness is set to 30% of a thickness of the deflector body.

11. The wheel deflector according to claim 8, wherein the rib is configured as a plurality of ribs disposed at a rib spacing.

12. The wheel deflector according to claim 11, wherein the rib spacing is set to 7 to 8% of a thickness of the deflector body.

13. The wheel deflector according to claim 8, wherein each of the deflector body, the air duct and the rib includes a soft material.

14. A vehicle comprising: deflector bodies mounted at rear wheels side, air ducts coupled to the deflector bodies by being covered by the deflector bodies respectively to form respectively air passages for forcing the air introduced externally to flow downward and discharge, wheel deflectors each of which has a plurality of ribs disposed at a rib spacing in the deflector body and disposed in a space of the air passage through which the air enters, and a floor panel forming a portion of a vehicle body to which the wheel deflectors are mounted.

15. The vehicle according to claim 14, wherein the wheel deflector and the floor panel are fastened together by a screw.

16. The vehicle according to claim 15, wherein fastening the screw to the floor panel is made by the deflector body of the wheel deflector.

17. The vehicle according to claim 14, wherein the wheel deflectors are mounted at front wheels side disposed in a front of the rear wheels.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] FIG. 1 is a view showing constitution of an air passage type wheel deflector according to an exemplary embodiment of the present invention;

[0025] FIG. 2 is a cross sectional view of an example of an air passage formed in a wheel deflector according to an exemplary embodiment of the present invention;

[0026] FIG. 3A and FIG. 3B represent two sectional views for showing relationship of dimensions between an inlet portion and an air discharge port which form an air passage in an exemplary embodiment of the present invention;

[0027] FIG. 4 is a view showing an example of ribs formed in a wheel deflector according to an exemplary embodiment of the present invention; and

[0028] FIG. 5 is a view showing an example of a vehicle to which an air passage type wheel deflector according to an exemplary embodiment of the present invention is applied.

[0029] It may be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particularly intended application and use environment.

[0030] In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing.

DETAILED DESCRIPTION

[0031] Reference will now be made in detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below. While the invention(s) will be described in conjunction with exemplary embodiments, it will be understood that the present description is not intended to limit the invention(s) to those exemplary embodiments. On the contrary, the invention(s) is/are intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.

[0032] Referring to FIG. 1, a wheel deflector 1 includes a deflector body 10, an air duct 20, ribs 30 and screws 40.

[0033] The deflector body 10 has a predetermined size injection-molded from a soft material and functions as a base by which the air duct 20 and the ribs 30 are integrated and is formed to allow the screws 40 to penetrate therethrough. To this end, the deflector body 10 includes a flat plate-like blocking wall 11, an upper flange 13 bent with respect to the blocking wall 11 to form an upper portion of the blocking wall 11 and a lower flange 15 bent with respect to the blocking wall 11 to form a lower portion of the blocking wall 11. Furthermore, the deflector body 10 is formed with fastening holes 10-1 through which the screws 40 penetrate wherein the fastening holes 10-1 are formed in pairs at a certain interval on the upper flange 13. The fastening holes 10-1 may be formed simultaneously with injection molding of the deflector body or may be machined after the injection molding.

[0034] The air duct 20 is injection-molded from a soft material such that it has the same size as the blocking wall 11 of the deflector body 10, and then it is coupled to one side of the deflector body 10. To this end, the air duct 20 includes a nozzle body 21 coupled to the blocking wall 11 of the deflector body 10 to form an air passage 20-1 covered by the blocking wall 11, an inlet portion 23 protruding from the upper side of the nozzle body 21 to allow the air to flow into the air passage 20-1 and forming together with the upper flange 13 of the deflector body 10 a hollow space into which the air flows, and an discharge port 25 formed below the nozzle body 21 to allow the air to be discharged from the air passage 20-1 and forming together with the blocking wall 11 of the deflector body 10 a hollow space through which the air is discharged.

[0035] The ribs 30 are injection molded together with the deflector body 10 so that they are integrated with the deflector body 10. To the present end, a plurality of ribs 30 each of which protrudes from the upper flange 13 of the deflector body 10 are formed wherein each of the plurality of ribs is disposed at a constant rib spacing in the inlet portion 23 of the air duct 20.

[0036] The screws 40 are coupled respectively to the fastening holes 10-1 formed on the upper flange 13 of the deflector body 10 wherein the number of the screws is dependent on the number of the fastening holes 10-1. As for direction of fastening the screws 40, the screws may be fastened toward the deflector body 10 externally or fastened toward the outside from the deflector body 10.

[0037] Therefore, the wheel deflector 1 is manufactured by a dual injection molding method in which the deflector body 10 and the ribs 30 are injection-molded and then the air duct 20 is injection-molded.

[0038] FIG. 2 illustrates a cross section of the air passage 20-1 formed by coupling together the deflector body 10 and the air duct 20.

[0039] As can be seen in the present view taken in section A-A, the air passage 20-1 is formed by combining the blocking wall 11 of the deflector body 10 and the nozzle body 21 of the air duct 20 and formed in a cross-sectional shape of a half-funnel such that inflow and outflow of the air are formed vertically with respect to each other.

[0040] The deflector body 10 is bent in a direction in which the upper flange 13 forms the inlet portion 23 of the air passage 20-1, whereas the lower flange 15 is bent in a direction in which it does not block the discharge port 25 of the air passage 20-1, so that the upper flange 13 and the lower flange 15 are bent in opposite directions to each other. The length of protrusion of the lower flange 15 blocks stones bounced off by chipping and at the same time changes flow of the air passing along the tire to improve kick-up function that suppresses generation of vortex in a space around the tire. The air duct 20 is formed such that the nozzle body 21 forms a gentle curve at the inlet portion 23 and a substantially straight line around the discharge port 25. Ultimately, the air passage 20-1 is formed such that an open section of the nozzle body 21 is covered by the blocking wall 11 so that the air entering through the inlet portion 23 is accelerated during passing through the air passage in a cross-sectional shape of a half-funnel (also called as half-funnel cross sectional shape) and then discharged through the discharge port 25.

[0041] Therefore, such a half-funnel cross sectional shape of the air passage 20-1 helps to increase velocity of the air entering through the inlet portion 23 while guiding the air entering through the inlet portion toward the discharge port 25 so that an effect of pressurizing the air is implemented.

[0042] The effect of pressuring the air in the air passage 20-1 is optimized by applying a predetermined size ratio of the inlet portion 23 to the discharge port 25. For example, as shown in FIG. 3A and FIG. 3B, air inflow height H1 of the inlet portion 23 and air outflow width H2 of the discharge port 25 may be set by the relational expression as follows:

Size ratio of air passage: H2=H1*K

[0043] Where * denotes a multiplication sign of two values and K is an arbitrary constant applied to simplify the equation. If necessary, the K may be set as a constant configured to speed of the air exiting the discharge port 25.

[0044] FIG. 3A and FIG. 3B illustrate cross sections of the air passage formed by coupling together the deflector body 10 and the air duct 20.

[0045] As can be seen in a view taken in section B-B, coupling between the upper flange 13 of the deflector body 10 and the inlet portion 23 of the air duct 20 is made by a double injection-molded structure having a stepped section. To the present end, the upper flange 13 is formed such that an injection-molded coupling surface 13-1 has a stepped section and the inlet portion 23 is formed such that an injection-molded coupling surface 23-1 has a stepped section. However, there is a difference between the injection-molded coupling surface 13-1 of the upper flange 13 and the injection-molded coupling surface 23-1 of the inlet portion 23 in that their respective stepped portions are staggered to each other to make a protrusion and recess coupling (or a half lap joint).

[0046] As can be seen in a view taken in section C-C, coupling between the blocking wall 11 of the deflector body 10 and the discharge port 25 of the air duct 20 is made by a double injection-molded structure having a stepped section. To the present end, the blocking wall 11 is formed such that an injection-molded coupling surface 11-1 has a stepped section and the discharge port 25 is formed such that an injection-molded coupling surface 21-1 has a stepped section. However, there is a difference between the injection-molded coupling surface 11-1 of the blocking wall 11 and the injection-molded coupling surface 21-1 of the discharge port 25 in that their respective stepped portions are staggered to each other to make a protrusion and recess coupling (or a half lap joint).

[0047] Therefore, the injection-molded coupling surfaces 11-1, 13-1 of the blocking wall 11 and the upper flange 13 of the deflector body 10 serve as rims to be fused and the injection-molded coupling surfaces 23-1, 21-1 of the inlet portion 23 and the discharge port 25 of the air duct 20 serve as rims to be fused. Fusing the former and latter rims together generates fixing force between the deflector body 10 and the nozzle body 20.

[0048] Referring to FIG. 4, each of the ribs 30 has a predetermined rib thickness and a predetermined rib height h and a plurality of ribs 30 are formed at a rib spacing L between a first rib 30a and a second rib 30b. The rib thickness is relatively thin compared to width formed by the inlet portion 23 of the air duct 20, the rib height is relatively low compared to height formed by the inlet portion 23 of the air duct 20, and the rib spacing is set such that inflow of stones chipped can be blocked without interfering with inflow of the air through the inlet portion 23 of the air duct 20.

[0049] For example, a relational expression between the rib thickness, the rib height and the rib spacing is as follows:

Size ratio of rib thickness: rib thickness<A %

Size ratio of rib height: rib height<B %

Size ratio of rib spacing: rib spacing<C %

[0050] Where A is a set value which may be set to 30% of thickness of the deflector body, B is a set value which may be set to 70% of the air inflow height H1 of the inlet portion 23, and C is a set value which may be set to 7 to 8% of width of the deflector body 10 or width of the inlet portion 23.

[0051] As a result, the rib thickness is set as a ratio to the thickness of the deflector body 10 so that injection moldability by which any sink is prevented is secured, while the rib height is to cover the inlet portion 23 of the air duct 20 and at the same time secure aerodynamic performance. The rib spacing can block inflow of the chipped stones without interfering with inflow of the air through the inlet portion 23 of the air duct 20.

[0052] Referring to FIG. 5, the wheel deflectors 1 are mounted around the rear wheels 120 respectively in a vehicle 100 as shown in the present figure, but it is preferably mounted around front wheels 110 as well in the same manner. In the instant case, the wheel deflector 1 has a size to cover width of a tire and is mounted on a floor panel 100-1 (or a side sill) of the vehicle body such that it has a predetermined deflector height H.sub.rh with respect to the ground.

[0053] , the present wheel deflector 1 includes the deflector body 10, the air duct 20, the ribs 30 and the screws 40 and thus, it is the same as the wheel deflector 1 as described with reference to FIGS. 1 to 4. The screws 40, however, are screwed into the floor panel 100-1 (or the side sill) through the fastening holes 10-1 of the deflector body 10 to form the fixed state of the wheel deflector 1.

[0054] The aerodynamic performance, durability performance and noise reduction performance of the wheel deflector 1 during running of the vehicle 100 are described below.

[0055] The aerodynamic performance is formed by the features that the air flowing along the vehicle 100 is forced to enter through the inlet portion 23 of the air duct 20 coupled to the deflector body 10 and the air introduced is forced to pass through the air passage 20-1 and exit the discharge port 25 of the air duct 20 coupled to the deflector body 10. In the present process, the difference between the air inflow height H1 and the air outflow width H2 of the discharge port 25 increases outflow air velocity of the air exiting the discharge port 25 compared to inflow air velocity of the air entering through the inlet portion 23 and at the same time the half-funnel cross sectional shape of the air passage 20-1 imparts an effect of pressurizing the air, which further increases the air velocity. As a result, the wheel deflector 1 makes it possible for high pressure air to be injected to the ground at the rear wheel 120 side, improving the kick-up function that suppresses generation of vortex in the space around the tire, with the result that the air resistance is improved.

[0056] The durability performance is formed by the feature that even if stones on the road surface are bounced off toward the inlet portion 23 of the air duct 20 coupled to the deflector body 10 by chipping resulting from running of the vehicle 100, such stones are blocked by a plurality of ribs 30 spaced to each other at a certain rib spacing to cover the inlet portion 23 of the air duct 20. In the present process, the ribs 30 act as blocking walls that either change an angle of strike by chipping of a stone or prevent the stone from entering the air passage 20-1 without affecting flow of the air. As a result, as the deflector body 10 can be protected from breakage, durability performance of the wheel deflector 1 is improved.

[0057] The noise reduction performance is improved in that the inlet portion 23 of the air duct 20 coupled to the deflector body 10 is formed with a hollow air inflow space whereby a portion of noise introduced into the internal of the vehicle due to strike by chipping is absorbed.

[0058] As described above, the air passage type wheel deflector applied to the vehicle according to the present embodiment includes a deflector body 10 fastened to the floor panel by screws 40 and mounted at the rear wheel 120 side, an air duct 20 forming an air passage 20-1 for forcing the air introduced externally to flow downward and discharge in a state of being covered by the deflector body 10 coupled to the air duct, and a plurality of ribs 30 disposed in the deflector body 10 at a certain rib spacing and positioned in the space of the air passage 20-1 so that robustness against strike by chipping is maintained and at the same time aerodynamic performance is improved resulting from improvement of the kick-up function by the air passage 20-1.

[0059] For convenience in explanation and accurate definition in the appended claims, the terms upper, lower, internal, outer, up, down, upper, lower, upwards, downwards, front, rear, back, inside, outside, inwardly, outwardly, internal, external, internal, outer, forwards, and backwards are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures.

[0060] The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described to explain certain principles of the invention and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the Claims appended hereto and their equivalents.