JP7585952B2 - Vehicle spats device - Google Patents

Description

The present invention relates to a spats device for vehicles.

Patent Document 1 discloses a spats device as an aerodynamic reduction device that reduces the air resistance of the front wheels when the vehicle is traveling. The spats device includes spats that are in front of the front wheels and distribute the wind heading toward the front wheels to the left and right, a lifting mechanism that drives the spats, and a case that houses the spats. The spats have multiple airflow straightening components that are connected in a telescopic fashion. The lifting mechanism switches the spats between an operational state in which they are deployed in front of the front wheels and a stored state in which they are stored in the case.

JP 2019-151303 A

The structure of the spats makes it easy for the spats device described above to become complicated, and the labor required to assemble the device can be high.

The means for solving the above problems and their effects will be described below.
A vehicle spats device that solves the above-mentioned problems includes spats that move between a deployed position where they are deployed in a space in front of a wheel and a retracted position where they are retracted from the space in front of the wheel, a link unit that transmits power of an actuator to the spats, and a housing that supports the link unit, wherein the link unit includes a drive link driven by the actuator, an intermediate link that connects the drive link and the spats and transmits power from the drive link to the spats, and front and rear links that connect the spats and the housing while being spaced apart in the fore-and-aft direction, and a control unit that controls the movement of the spats between the deployed position and the retracted position. When the direction in which the rotation axes of the links constituting the link unit extend is defined as the width direction, the housing has a first housing and a second housing that is integrated with the first housing to accommodate the link unit between it and the first housing, the first housing includes a first support shaft that rotatably supports a first end of the front link and extends in the width direction, and a second support shaft that rotatably supports a first end of the rear link and extends in the width direction, and the second housing includes a first support portion that supports a tip of the first support shaft and a second support portion that supports a tip of the second support shaft.

In the vehicle spats device configured as above, the housing is configured by integrating the first housing and the second housing, which are configured separately. Therefore, the vehicle spats device is easier to assemble than the comparative example in which the housing cannot be separated into the first housing and the second housing. In addition, the first support shaft that supports the front link and the second support shaft that supports the rear link extend from the first housing. Therefore, the number of parts that make up the device is fewer than when the first support shaft and the second support shaft are separate from the first housing. As a result, the vehicle spats device is easier to assemble.

In the above vehicle spats device, the link unit has a drive shaft that connects the actuator and a first end of the drive link and transmits power from the actuator to the drive link, the drive link has a first drive link and a second drive link that are separately configured, the first drive link has a first end that is connected to the drive shaft so as to be rotatable together with the drive shaft and includes a first connecting shaft that extends in the width direction at its second end, the second drive link has a first end that is connected to the drive shaft so as to be rotatable together with the drive shaft and a second end that is connected to the first connecting shaft of the first drive link, and the first end of the intermediate link is preferably supported rotatably on the first connecting shaft of the first drive link while being sandwiched between the first drive link and the second drive link in the width direction.

In the vehicle spats device configured as above, the first end of the intermediate link is sandwiched between the driving links. This makes it easier for the intermediate link to maintain a stable position relative to the driving links. In addition, the first driving link and the second driving link are configured separately in the driving links. This makes it possible to assemble the device by attaching the intermediate link and the second driving link in that order to the first driving link. Therefore, the vehicle spats device can prevent the assembly of the device from becoming complicated.

In the above vehicle spats device, the front link has a first front link and a second front link that are separately configured, the rear link has a first rear link and a second rear link that are separately configured, the first front link has a first end rotatably supported on the first support shaft of the first housing and includes a second connecting shaft that extends in the width direction at its second end, the second front link has a first end rotatably supported on the first support shaft of the first housing and a second end connected to the second connecting shaft of the first front link, and the first rear link has a first end rotatably supported on the second support shaft of the first housing. The second rear link has a first end rotatably supported by the second support shaft of the first housing and a second end connected to the third connection shaft of the first rear link, and the spats preferably have a front support portion rotatably supported by the second connection shaft of the first front link when sandwiched between the first front link and the second front link in the width direction, and a rear support portion rotatably supported by the third connection shaft of the first rear link when sandwiched between the first rear link and the second rear link in the width direction.

In the vehicle spats device configured as above, the front support portion of the spats is sandwiched between the front links in the width direction, and the rear support portion of the spats is sandwiched between the rear links in the width direction. This makes it easier for the spats to be in a stable position relative to the front links and the rear links. In addition, the first front link and the second front link are configured separately in the front links, and the first rear link and the second rear link are configured separately in the rear links. This makes it possible to assemble the device by attaching the spats, the second front link, and the second rear link in that order to the first front link and the first rear link. Therefore, the vehicle spats device can prevent the assembly of the device from becoming complicated.

In the above vehicle spats device, the intermediate link has a first intermediate link and a second intermediate link that are configured separately, and the first intermediate link is rotatably supported on the third connecting shaft of the first rear link with a first end rotatably connected to the second end of the drive link and a second end sandwiched between the first rear link and the rear support part of the spats, and the second intermediate link is rotatably supported on the third connecting shaft of the first rear link with a first end rotatably connected to the second end of the drive link and a second end sandwiched between the second rear link and the rear support part of the spats.

In the vehicle spats device configured as described above, the first intermediate link is sandwiched between the first rear link and the rear support part of the spats, and the second intermediate link is sandwiched between the second rear link and the rear support part of the spats. This makes it easier to stabilize the position of the intermediate link relative to the rear link and the spats.

In the above vehicle spats device, it is preferable that one of the first housing and the second housing includes a first engaging portion that is elastically deformable, and the other of the first housing and the second housing includes a second engaging portion that engages with the first engaging portion.

The vehicle spats device configured as described above can easily integrate the first housing and the second housing by engaging the first engaging portion with the second engaging portion.

The vehicle spats device configured as above can be easily assembled.

1 is a schematic diagram of a vehicle equipped with a spats device according to an embodiment; FIG. FIG. FIG. FIG. 4 is an exploded perspective view of a link unit of the spats device. FIG. 4 is a perspective view illustrating a method of assembling the spats device. FIG. 4 is a perspective view illustrating a method of assembling the spats device. FIG. 4 is a perspective view illustrating a method of assembling the spats device. FIG. 4 is a perspective view illustrating a method of assembling the spats device. FIG. 4 is a perspective view illustrating a method of assembling the spats device. FIG. 4 is a side view of the spats device when the spats are retracted. FIG. 4 is a side view of the spats device when the spats are deployed.

Hereinafter, a vehicle equipped with a spats device for a vehicle (hereinafter, also referred to as a "spats device") according to one embodiment will be described with reference to the drawings.
As shown in Fig. 1, a vehicle 10 includes a vehicle body 20 having a tire house 21, a front wheel 30 as an example of a "wheel" that fits in the tire house 21, and a spats device 40 that rectifies the airflow in front of the front wheel 30. In the following description, the vehicle front-rear direction will be simply referred to as the front-rear direction, the vehicle width direction will be simply referred to as the width direction, and the vehicle up-down direction will be simply referred to as the up-down direction. In the figure, an axis extending in the front-rear direction is indicated by the X-axis, an axis extending in the width direction is indicated by the Y-axis, and an axis extending in the up-down direction is indicated by the Z-axis.

The spats devices 40 are installed in front of the right front wheel 30 and the left front wheel 30. The spats devices 40 corresponding to the right front wheel 30 and the spats devices 40 corresponding to the left front wheel 30 have substantially the same configuration, except that they are symmetrical in the width direction. For this reason, the following explanation will focus on the spats device 40 on the left side.

As shown in Figures 2 to 4, the spats device 40 includes a housing 50, a link unit 60, an actuator 70, and spats 80. Most of the components of the spats device 40, except for the actuator 70, are molded by injecting a resin material into a mold.

As shown in Figures 3 and 4, the housing 50 includes a first housing 51 and a second housing 52 that are constructed separately. The housing 50 is constructed by butting the first housing 51 and the second housing 52 together in the width direction.

3 and 4, the first housing 51 has a first housing wall 511 that houses the link unit 60 and the spats 80, a first fixed wall 512 that is fixed to the vehicle body 20, a first support shaft 513 and a second support shaft 514 whose axial direction is the width direction, and a plurality of locking pieces 515 that engage with the second housing 52. The first housing wall 511 has a bearing portion 516 that supports the tip of the drive shaft 61 described later. The first support shaft 513 and the second support shaft 514 extend in the width direction from the first housing wall 511. The first support shaft 513 and the second support shaft 514 are cylindrical. The first support shaft 513 is located forward of the second support shaft 514. The plurality of locking pieces 515 are located along the abutment surface 517 of the first housing 51. The plurality of locking pieces 515 correspond to an example of a "second locking portion".

3 and 4, the second housing 52 has a second housing wall 521 that houses the link unit 60 and the spats 80, a second fixed wall 522 that is fixed to the vehicle body 20, a first support portion 523 and a second support portion 524 that support the tip of the first support shaft 513 and the tip of the second support shaft 514, respectively, and a plurality of locking claws 525 that lock onto a plurality of locking pieces 515 of the first housing 51. The second housing wall 521 has an insertion hole 526 through which the drive shaft 61 described later passes. The first support portion 523 and the second support portion 524 are circular holes whose inner diameters are equal to the outer diameters of the first support shaft 513 and the second support shaft 514. The first support portion 523 and the second support portion 524 have a depth direction as a width direction. The first support portion 523 is located forward of the second support portion 524. The multiple locking claws 525 are positioned along the abutment surface 527 of the second housing 52. The locking claws 525 may have any shape as long as they are elastically deformable and can be locked to the locking pieces 515 of the first housing 51. The locking claws 525 are an example of a "first locking portion."

As shown in FIG. 5, the link unit 60 includes a drive shaft 61, a drive link 62, an intermediate link 63, a front link 64, and a rear link 65. The direction in which the rotation axis of the links constituting the link unit 60 extends is the width direction. In the following description, the "one end and the other end" in the longitudinal direction of each type of link will also be referred to as the "first end and the second end."

The drive shaft 61 is driven by the actuator 70. The drive shaft 61 is rod-shaped. One end of the drive shaft 61 in the axial direction is cylindrical, and the other end in the axial direction is splined. The cross-sectional shape of the middle part in the axial direction of the drive shaft 61 is rectangular. In this embodiment, the drive shaft 61 is configured separately from the drive link 62, but in other embodiments, the drive shaft 61 may be configured integrally with the drive link 62.

The driving link 62 is connected to the actuator 70 via the driving shaft 61. The driving link 62 has a first driving link 621 and a second driving link 622 that are configured separately. The first driving link 621 includes a rod-shaped link body 623 and a first connecting shaft 624 that extends in the width direction from the second end of the link body 623. The link body 623 of the first driving link 621 includes a fixing hole 625 that penetrates in the width direction. In the first driving link 621, the fixing hole 625 is located at the first end of the link body 623. In a side view from the width direction, the fixing hole 625 has a rectangular shape. The first connecting shaft 624 has a cylindrical shape. The second driving link 622 includes a rod-shaped link body 623. The link body 623 of the second driving link 622 includes a fixing hole 625 and a first connecting hole 626 that penetrate in the width direction. In the second driving link 622, the fixing hole 625 is located at a first end of the link body 623, and the first connecting hole 626 is located at a second end of the link body 623. In a side view from the width direction, the fixing hole 625 is rectangular, and the first connecting hole 626 is circular. In this embodiment, the first driving link 621 and the second driving link 622 are separate from the driving shaft 61, but in other embodiments, the first driving link 621 and the driving shaft 61 may be integrated, or the second driving link 622 and the driving shaft 61 may be integrated.

The intermediate link 63 connects the driving link 62 and the spats 80. The intermediate link 63 has a first intermediate link 631 and a second intermediate link 632 that are configured separately. The first intermediate link 631 and the second intermediate link 632 have approximately the same shape. The first intermediate link 631 and the second intermediate link 632 have a rod-shaped link body 633. The link body 633 is slightly bent in a side view in the width direction. The link body 633 includes a first connecting hole 634 and a third connecting hole 635 that penetrate in the width direction. The first connecting hole 634 is located at a first end of the link body 633, and the third connecting hole 635 is located at a second end of the link body 633. In a side view from the width direction, the first connecting hole 634 and the third connecting hole 635 are circular.

The front link 64 connects the housing 50 and the spats 80. The front link 64 has a first front link 641 and a second front link 642 that are configured separately. The first front link 641 includes a rod-shaped link body 643 and a second connecting shaft 644 that extends in the width direction from the second end of the link body 643. The link body 643 of the first front link 641 includes a first support hole 645 that penetrates in the width direction. In the first front link 641, the first support hole 645 is located at the first end of the link body 643. In a side view from the width direction, the first support hole 645 has a circular shape. The second connecting shaft 644 has a cylindrical shape. The second front link 642 includes a rod-shaped link body 643. The link body 643 of the second front link 642 includes a first support hole 645 and a second connecting hole 646 that penetrate in the width direction. In the second front link 642, the first support hole 645 is located at the first end of the link body 643, and the second connecting hole 646 is located at the second end of the link body 643. When viewed from the side in the width direction, the first support hole 645 and the second connecting hole 646 are circular.

The rear link 65 connects the housing 50 and the spats 80 behind the front link 64. The rear link 65 has a first rear link 651 and a second rear link 652 that are configured separately. The first rear link 651 includes a rod-shaped link body 653 and a third connecting shaft 654 extending in the width direction from the second end of the link body 653. The link body 653 of the first rear link 651 includes a second support hole 655 that penetrates in the width direction. In the first rear link 651, the second support hole 655 is located at the first end of the link body 653. In a side view from the width direction, the second support hole 655 has a circular shape. The third connecting shaft 654 has a cylindrical shape. The second rear link 652 includes a rod-shaped link body 653. The link body 653 of the second rear link 652 includes a second support hole 655 and a third connecting hole 656 that penetrate in the width direction. In the second rear link 652, the second support hole 655 is located at a first end of the link body 653, and the third connecting hole 656 is located at a second end of the link body 653. When viewed from the side in the width direction, the second support hole 655 and the third connecting hole 656 are circular.

As shown in Figures 3 and 4, the actuator 70 has a case 71 that houses the components of the actuator 70, and an output section 72 that transmits power to the drive shaft 61. The case 71 houses a motor and a reducer (not shown). The output section 72 is a splined shaft hole.

As shown in FIG. 5, the spats 80 have a straightening section 81 that straightens the airflow around the front wheels 30 when the vehicle 10 is traveling, a front support section 82 that is connected to the front link 64, and a rear support section 83 that is connected to the rear link 65.

When the spats 80 are positioned in a deployed position in which they are deployed in the space in front of the front wheel 30, it is preferable that the straightening portion 81 be inclined downward as it advances rearward, or inclined widthwise as it advances rearward. The front support portion 82 extends upward from the front end of the spats 80. The front support portion 82 has a front connecting hole 821 that penetrates in the width direction. The rear support portion 83 extends upward from a position near the rear end of the spats 80. The rear support portion 83 has a rear connecting hole 831 that penetrates in the width direction. The length of the rear support portion 83 in the width direction is shorter than the length of the front support portion 82 in the width direction.

Next, a method of assembling the spats device 40 will be described.
6 to 10, the method of assembling the spats device 40 includes steps 1 to 4. It is assumed that all of the components of the spats device 40 have been molded before the start of step 1.

As shown in Figures 6 and 7, the first step is to position the first drive link 621 relative to the bearing portion 516 of the first housing 51. In addition, the first step is to pass the first support shaft 513 of the first housing 51 through the first support hole 645 of the first front link 641, and the second support shaft 514 of the first housing 51 through the second support hole 655 of the first rear link 651. In the first step, the movement direction associated with the assembly of the first front link 641 and the first rear link 651 is the width direction.

Thus, a first end of the first front link 641 is rotatably supported by the first support shaft 513 , and a first end of the second front link 642 is rotatably supported by the second support shaft 514 .
7 and 8, in the second step, the first connecting shaft 624 of the first driving link 621 is passed through the first connecting hole 634 of the first intermediate link 631, and the third connecting shaft 654 of the first rear link 651 is passed through the third connecting hole 635 of the first intermediate link 631. Then, in the second step, the second connecting shaft 644 of the first front link 641 is passed through the front connecting hole 821 of the front support portion 82 of the spats 80, and the third connecting shaft 654 of the first rear link 651 is passed through the rear connecting hole 831 of the rear support portion 83 of the spats 80. Then, in the second step, the first connecting shaft 624 of the first driving link 621 is passed through the first connecting hole 634 of the second intermediate link 632, and the third connecting shaft 654 of the first rear link 651 is passed through the third connecting hole 635 of the second intermediate link 632. In the second step, the movement direction associated with the assembly of the first intermediate link 631 and the second intermediate link 632 with the spats 80 is the width direction.

In this way, the first end of the intermediate link 63 is rotatably supported on the first connecting shaft 624, and the second end of the intermediate link 63 is rotatably supported on the third connecting shaft 654. In other words, the first end of the intermediate link 63 is rotatable relative to the second end of the drive link 62, and the second end of the intermediate link 63 is rotatable relative to the second end of the first rear link 651. In addition, the front support part 82 of the spats 80 is rotatably supported on the second connecting shaft 644 of the first front link 641, and the rear support part 83 of the spats 80 is rotatably supported on the third connecting shaft 654 of the first rear link 651.

8 and 9, in the third step, the first connecting shaft 624 of the first driving link 621 is passed through the first connecting hole 626 of the second driving link 622. In addition, in the third step, the driving shaft 61 is passed through the fixing hole 625 of the first driving link 621 and the fixing hole 625 of the second driving link 622. In addition, in the third step, the first support shaft 513 of the first housing 51 is passed through the first support hole 645 of the second front link 642, and the second connecting shaft 644 of the first front link 641 is passed through the second connecting hole 646 of the second front link 642. In addition, in the third step, the second support shaft 514 of the first housing 51 is passed through the second support hole 655 of the second rear link 652, and the third connecting shaft 654 of the first rear link 651 is passed through the third connecting hole 656 of the second rear link 652. In the third step, the movement direction associated with assembling the second drive link 622, the drive shaft 61, the second front link 642, and the second rear link 652 is the width direction.

In this way, the first end of the first drive link 621 and the first end of the second drive link 622 can rotate together with the drive shaft 61. The second end of the second drive link 622 is connected to the first connecting shaft 624 of the first drive link 621. The first end of the second front link 642 is rotatably supported by the first support shaft 513 of the first housing 51, and the second end of the second front link 642 is connected to the second connecting shaft 644 of the first front link 641. The first end of the second rear link 652 is rotatably supported by the second support shaft 514 of the first housing 51, and the second end of the second rear link 652 is connected to the third connecting shaft 654 of the first rear link 651.

Furthermore, the front support portion 82 of the spats 80 is sandwiched in the width direction between the first front link 641 and the second front link 642. Furthermore, the first intermediate link 631 is sandwiched in the width direction between the first rear link 651 and the rear support portion 83 of the spats 80, and the second intermediate link 632 is sandwiched in the width direction between the second rear link 652 and the rear support portion 83 of the spats 80. In other words, the rear support portion 83 of the spats 80 is sandwiched in the width direction between the first intermediate link 631 and the second intermediate link 632.

As shown in Figures 9 and 10, in the fourth step, the abutment surface 527 of the second housing 52 is pressed against the abutment surface 517 of the first housing 51. Then, the multiple locking claws 525 of the second housing 52 are elastically deformed and respectively lock onto the multiple locking pieces 515 of the first housing 51. In other words, the second housing 52 is integrated with the first housing 51 by a so-called snap fit. Also, as shown in Figure 10, in the fourth step, the actuator 70 is attached to the second housing 52. In the fourth step, the movement direction associated with the assembly of the second housing 52 and the actuator 70 is the width direction.

In this manner, when the second housing 52 is integrated with the first housing 51, the drive shaft 61 passes through the insertion hole 526 of the second housing 52. In this state, the first support portion 523 and the second support portion 524 of the second housing 52 support the tip of the first support shaft 513 and the tip of the second support shaft 514 of the first housing 51, respectively. At this time, the output portion 72 of the actuator 70 is connected to the drive shaft 61 exposed from the second housing 52 via the insertion hole 526.

As described above, the spats device 40 is assembled through the first to fourth steps. In this embodiment, the spats device 40 has components that are assembled only in the width direction.

The operation of this embodiment will be described.
11 , when the retraction condition is satisfied, the actuator 70 rotates the drive link 62 in the first rotation direction R1. Then, as the intermediate link 63 is pulled forward and upward, the second end of the front link 64 and the second end of the rear link 65 are displaced forward and upward. As a result, the spats 80 are disposed at a retraction position where they are retracted from the space in front of the front wheel 30. The retraction condition is satisfied, for example, when the traveling speed of the vehicle 10 becomes less than a predetermined determination speed.

As shown in FIG. 12, when the deployment condition is met, the actuator 70 rotates the drive link 62 in the second rotation direction R2. Then, as the intermediate link 63 is pushed rearward and downward, the second end of the front link 64 and the second end of the rear link 65 are displaced rearward and downward. As a result, the spats 80 are positioned in a deployment position in which they are deployed in the space in front of the front wheel 30. The deployment condition is met, for example, when the traveling speed of the vehicle 10 reaches or exceeds a predetermined determination speed.

In the spats device 40, the housing 50, spats 80, drive link 62, intermediate link 63, and front link 64 form a five-bar link mechanism. The housing 50, spats 80, front link 64, and rear link 65 form a four-bar link mechanism. The five-bar link mechanism and the four-bar link mechanism share the housing 50, spats 80, and front link 64. Therefore, when the drive link 62 constituting the five-bar link mechanism rotates, the position of the spats 80 is uniquely determined. In other words, the front link 64 and rear link 65 constituting the four-bar link mechanism determine the direction of movement of the spats 80 between the retracted positions.

The effects of this embodiment will be described.
(1) The housing 50 is formed by integrating the first housing 51 and the second housing 52 which are formed separately. Therefore, the spats device 40 is easier to assemble than the comparative example in which the housing 50 cannot be separated into the first housing 51 and the second housing 52. In addition, the first support shaft 513 which supports the front link 64 and the second support shaft 514 which supports the rear link 65 extend from the first housing 51. Therefore, the number of parts which constitute the device is smaller than when the first support shaft 513 and the second support shaft 514 are formed separately from the first housing 51. As described above, the spats device 40 is easier to assemble.

(2) In the spats device 40, the first end of the intermediate link 63 is sandwiched between the driving links 62. This makes it easier for the posture of the intermediate link 63 relative to the driving link 62 to be stable. In addition, in the driving link 62, the first driving link 621 and the second driving link 622 are configured separately. This makes it possible to assemble the device by attaching the intermediate link 63 and the second driving link 622 to the first driving link 621 in order in the width direction. Therefore, the spats device 40 can prevent the assembly of the device from becoming complicated.

(3) In the spats device 40, the front support portion 82 of the spats 80 is sandwiched between the front links 64 in the width direction, and the rear support portion 83 of the spats 80 is sandwiched between the rear links 65 in the width direction. Therefore, the posture of the spats 80 relative to the front links 64 and the rear links 65 is easily stabilized. In addition, in the front links 64, the first front links 641 and the second front links 642 are configured separately, and in the rear links 65, the first rear links 651 and the second rear links 652 are configured separately. Therefore, the spats device 40 can be assembled by attaching the spats 80, the second front links 642, and the second rear links 652 to the first front links 641 and the first rear links 651 in the width direction in order. Therefore, the spats device 40 can prevent the assembly of the device from becoming complicated.

(4) In the spats device 40, the first intermediate link 631 is sandwiched between the first rear link 651 and the rear support portion 83 of the spats 80, and the second intermediate link 632 is sandwiched between the second rear link 652 and the rear support portion 83 of the spats 80. This makes it easier to stabilize the position of the intermediate link 63 relative to the rear link 65 and the spats 80.

(5) The first housing 51 and the second housing 52 can be easily integrated by engaging the multiple locking pieces 515 of the first housing 51 with the multiple locking claws 525 of the second housing 52.

(6) As shown in Figures 6 to 10, when assembling the spats device 40, the movement direction of the components of the spats device 40 is unified to the width direction. In other words, the assembly direction of the components of the spats device 40 is unified. Therefore, the assembly of the spats device 40 can be further simplified.

(7) As shown in FIG. 11, when the spats 80 are positioned in the retracted position, a gap exists between the rear end of the spats 80 and the first housing 51. Therefore, even if the spats 80 are enlarged to the area shown by the two-dot chain line in FIG. 11, the spats 80 positioned in the retracted position do not interfere with the housing 50. Therefore, the spats device 40 can accommodate enlargement of the spats 80.

(8) As shown in FIG. 12, in the spats 80, the rear support portion 83 is located at a position shifted forward from the rear end of the straightening portion 81. Therefore, even if the spats 80 is made smaller in size to the area shown by the two-dot chain line in FIG. 12, the rear link 65 and the intermediate link 63 can be connected to the rear of the spats 80. Therefore, the spats device 40 can accommodate the miniaturization of the spats 80.

(9) As shown in FIG. 11, when the spats 80 are disposed in the retracted position, the line segment L2 connecting the center of the drive shaft 61 and the center of the first connection shaft 624 is inclined in the first rotation direction R1 with respect to the line segment L1 connecting the center of the third connection shaft 654 and the center of the drive shaft 61, with respect to the drive shaft 61 as the reference. Therefore, when the weight of the spats 80 acts on the intermediate link 63, a moment that rotates the drive link 62 in the first rotation direction R1 acts on the drive link 62. In other words, since a moment that rotates the drive link 62 in the second rotation direction R2 does not act on the drive link 62, there is no risk that the spats 80 will be displaced toward the deployed position. Therefore, the spats device 40 can stabilize the posture of the spats 80 disposed in the retracted position. In addition, the spats device 40 does not need to energize the motor that constitutes the actuator 70 in order to keep the spats 80 in the retracted position.

This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other to the extent that there is no technical contradiction.
・Among the first to fourth steps, the assembly order may be changed.

- The first housing 51 and the second housing 52 can also be integrated using fastening members such as bolts and screws. In this case, the first housing 51 does not need to have the locking piece 515, and the second housing 52 does not need to have the locking claw 525.

The first housing 51 may have a structure corresponding to the locking claw 525 , and the second housing 52 may have a structure corresponding to the locking piece 515 .
The driving link 62 does not have to be configured separately so as to be separable into the first driving link 621 and the second driving link 622. Similarly, the intermediate link 63 does not have to be configured separately so as to be separable into the first intermediate link 631 and the second intermediate link 632.

The spats device 40 may be installed in front of the rear wheels.
The actuator 70 may drive other aerodynamic devices of the vehicle 10 in addition to the spats 80. Examples of other aerodynamic devices include a grill shutter and an active spoiler. In this case, the actuator 70 may transmit power only to the spats 80 or only to the aerodynamic devices by combining an intermittent gear. By using a power transmission device combining such intermittent gears, it becomes possible to drive multiple aerodynamic devices with one actuator.

10... Vehicle 20... Vehicle body 30... Front wheel (an example of a wheel)
Description of the Related Art 40: Vehicle spats device 50: Housing 51: First housing 513: First support shaft 514: Second support shaft 515: Locking piece 52: Second housing 523: First support portion 524: Second support portion 525: Locking claw 60: Link unit 61: Drive shaft 62 (621, 622): Drive link 624: First connecting shaft 63 (631, 632): Intermediate link 64 (641, 642): Front link 644: Second connecting shaft 65 (651, 652): Rear link 654: Third connecting shaft 70: Actuator 80: Spats 81: Straightening portion 82: Front support portion 83: Rear support portion

Claims (5)

A spats that moves between a deployed position where the spats are deployed in a space in front of the wheel and a retracted position where the spats are retracted from the space in front of the wheel;
A link unit that transmits the power of an actuator to the spats;
a housing for supporting the link unit;
The link unit includes:
a drive link driven by the actuator;
an intermediate link that connects the driving link and the spats and transmits power from the driving link to the spats;
a front link and a rear link that connect the spats and the housing while being separated from each other in the front-rear direction, and that define a moving direction of the spats between the deployed position and the retracted position,
When the direction in which the rotation axis of the link constituting the link unit extends is defined as the width direction,
the housing includes a first housing and a second housing that is integrated with the first housing to accommodate the link unit between the first housing and the second housing,
the first housing includes a first support shaft that rotatably supports a first end of the front link and extends in the width direction, and a second support shaft that rotatably supports a first end of the rear link and extends in the width direction,
The second housing includes a first support portion that supports a tip end of the first support shaft, and a second support portion that supports a tip end of the second support shaft. the link unit includes a drive shaft that connects the actuator and a first end of the drive link and transmits power from the actuator to the drive link;
The drive link includes a first drive link and a second drive link that are configured separately,
the first driving link includes a first connecting shaft at a first end thereof, the first connecting shaft being connected to the driving shaft so as to be rotatable together with the driving shaft, and the second end thereof extending in the width direction;
the second driving link has a first end connected to the driving shaft so as to be rotatable together with the driving shaft, and a second end connected to the first connecting shaft of the first driving link;
The vehicle spats device according to claim 1 , wherein a first end of the intermediate link is rotatably supported on the first connecting shaft of the first driving link in a state where the first end of the intermediate link is sandwiched between the first driving link and the second driving link in the width direction. The front link includes a first front link and a second front link that are configured separately,
The rear link includes a first rear link and a second rear link that are configured separately,
the first front link has a first end rotatably supported by the first support shaft of the first housing and includes a second connecting shaft at a second end thereof extending in the width direction;
the second front link has a first end rotatably supported by the first support shaft of the first housing and a second end connected to the second connecting shaft of the first front link;
the first rear link has a first end rotatably supported by the second support shaft of the first housing and includes a third connecting shaft at a second end thereof, the third connecting shaft extending in the width direction;
the second rear link has a first end rotatably supported by the second support shaft of the first housing and a second end connected to the third connecting shaft of the first rear link,
3. The vehicle spats device according to claim 1 or 2, wherein the spats have a front support portion that is rotatably supported on the second connecting shaft of the first front link when sandwiched between the first front link and the second front link in the width direction, and a rear support portion that is rotatably supported on the third connecting shaft of the first rear link when sandwiched between the first rear link and the second rear link in the width direction. The intermediate link includes a first intermediate link and a second intermediate link that are configured separately,
the first intermediate link has a first end connected to the second end of the driving link so as to be rotatable relative to the second end, and a second end sandwiched between the first rear link and the rear support portion of the spats, and is rotatably supported by the third connecting shaft of the first rear link;
4. The vehicle spats device according to claim 3, wherein the second intermediate link is rotatably connected to the second end of the drive link at a first end thereof and rotatably supported on the third connecting shaft of the first rear link with the second end thereof sandwiched between the second rear link and the rear support portion of the spats. One of the first housing and the second housing includes a first engaging portion that is elastically deformable,
The vehicle spats device according to any one of claims 1 to 4, wherein the other of the first housing and the second housing includes a second locking portion to which the first locking portion is locked.