JP6002045B2 - Vehicle travel stabilization device - Google Patents

Description

  In the present invention, a vertical wing is provided on an air spoiler provided at the rear of the vehicle, and when a side wind is generated, a lift force is generated on the vertical wing inward in the vehicle width direction so as to reduce a yaw moment generated by the side wind. The present invention relates to a vehicle travel stabilization device.

  As is well known, when a strong crosswind is received while the vehicle is running, a yaw moment (a force to turn the vehicle body) is generated around the center of gravity of the vehicle body, and the running stability is impaired. For example, when a crosswind is applied to the vehicle from the right side, a counterclockwise yaw moment is generated in a plan view with respect to the vehicle body, and the vehicle body front tries to turn to the left.

  As a technique for preventing the turning by the side wind, for example, in Patent Document 1 (Japanese Patent Application Laid-Open No. 6-305452), a side air spoiler capable of projecting upward is provided on the upper part of the left and right rear fenders. Discloses a technique that realizes running stability by projecting upward when the vehicle speed exceeds a set vehicle speed (80 [Km / h]).

JP-A-6305452

  However, in the technique disclosed in the above-mentioned document, since the side air spoiler that receives a cross wind is housed in the rear fender, the shape and structure of the vehicle body must be significantly changed, and the problem of lack of versatility There is. Furthermore, there is a problem that the structure becomes complicated and the product cost increases.

  In view of the above circumstances, the present invention has a simple structure and high versatility, and can reduce the yaw moment generated by a crosswind and ensure good running stability. An object is to provide an apparatus.

In the vehicle travel stabilization device according to the present invention, the air spoiler fixed to the vehicle body panel provided at the rear of the vehicle includes a horizontal wing, a support for fixing the horizontal wing to the vehicle body panel, and both left and right sides of the horizontal wing. are arranged to, together with the front has a radius of curvature of the trailing edge curvature larger the airfoil shaped cross-section than the radius of the edge, at an inflated streamlined inner surface in the vehicle width direction is inward, angle of attack A pair of controllable vertical blades, a vertical blade actuator for rotating the vertical blades to vary the angle of attack, and vertical blade control means for controlling the drive of the vertical blade actuator, The control means includes a target angle of attack calculation means for setting a target angle of attack based on the wind direction received by each vertical blade detected by the wind direction detection means and the yaw rate generated in the vehicle detected by the yaw rate detection means, and the angle of attack detection means Detected in The command angle of attack calculation means for setting the command angle of attack for converging the current actual angle of attack of each vertical wing to the target angle of attack, and a drive signal corresponding to the command angle of attack is output to the vertical wing actuator. Ru and a angle of attack driving means.

According to the present invention, a pair of vertical wings on the left and right sides of the horizontal wing Easupoira provided on the rear of the vehicle, larger the airfoil than the radius of curvature of the trailing edge radius of curvature of the pair of vertical blade leading edge The cross section and streamlined inner surface in the vehicle width direction are inflated inward, so if a crosswind occurs, the vehicle width will be applied to the vertical wing on the side facing the crosswind by the airflow passing through this vertical blade. Since lift force toward the inside in the direction is generated, yaw moment generated by the crosswind is reduced, and good running stability can be ensured. Moreover, since it has a simple structure in which the vertical wing is simply provided on the horizontal wing, high versatility can be obtained.

Rear side detail side view of vehicle having rear spoiler according to first embodiment Rear view of vehicle with rear spoiler (A) is a plan view of a vehicle equipped with a travel stabilizer, and (b) is a characteristic diagram showing the relationship between the yaw moment generated by crosswind and the lift generated by the travel stabilizer. Same as above, IV-IV cross section in FIG. Front view of the vehicle according to the second embodiment Schematic diagram of essential parts of a travel stabilizer according to a third embodiment. Same functional block diagram of travel stabilizer Same as above, a flowchart showing an instruction angle-of-attack calculation routine (A) is an explanatory view of a state where boundary separation occurs in the vertical wing, and (b) is an explanatory view of a state where lift occurs in the vertical wing.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[First Embodiment]
1 to 4 show a first embodiment of the present invention. Reference numeral 1 in the figure denotes a cetane type vehicle, and a trunk lid 3 as a vehicle body panel for opening and closing a trunk room is provided at a rear portion (rear body portion) 2 of the vehicle 1, and an air spoiler is provided on the upper surface of the trunk lid 3. A rear spoiler 4 is provided. Reference numeral 5 denotes a front portion (a front portion of the vehicle body) of the vehicle 1 and has an engine room inside. Reference numeral 6 denotes a front bumper provided at the front end of the vehicle body front portion 5.

  The rear spoiler 4 includes a bracket 4a fixed to both ends of the trunk lid 3 in the vehicle width direction, a pair of left and right vertical blades 4L and 4R fixed in a suspended state on the bracket 4a, Horizontal wings 4b are provided at the upper ends of the vertical wings 4L and 4R. Both the vertical blades 4L and 4R also serve as a support for supporting the horizontal blade 4b.

As shown in FIG. 4, a pair of vertical tail 4L, 4R, the front has a large formed airfoil cross-section than the radius of curvature of the curvature radius trailing edge, a front edge LE and trailing edge TE A chord line C is connected to the vehicle body in the longitudinal direction. Each of the vertical blades 4L and 4R has a streamline shape in which an inner surface 4d swells inward with respect to the outer surface 4c in the vehicle width direction.

  Next, the operation of the present embodiment having such a configuration will be described. When the vehicle 1 is traveling straight, the airflow flowing along both side panels and the roof panel of the vehicle 1 passes through a pair of vertical blades 4L and 4R provided on the left and right of the rear spoiler 4. The airflow passing through each of the vertical blades 4L and 4R is a laminar flow. On the other hand, each of the vertical blades 4L and 4R has an airfoil cross section in which the inner surface 4d swells inward from the outer surface 4c. Since the flow velocity of the inner surface 4d is accelerated with respect to the outer surface 4c, lift force toward the inner side in the vehicle width direction is generated.

  As a result, the rear portion of the vehicle 1 is simultaneously lifted inward by the left and right vertical wings 4L and 4R, so that wobbling of the rear portion is prevented and stability during straight traveling can be ensured.

  Next, behavior when the traveling vehicle 1 receives a cross wind will be described. In the following description, a cross wind that hits the right side of the vehicle 1 will be described as an example.

  As shown in FIG. 3 (a), when the right side of the vehicle 1 receives a crosswind, a part of this crosswind is a side panel (windward side panel) facing the crosswind as shown by an arrow A. ) And flow backward using this side panel as a guide surface. The other part of the cross wind flows across the front hood and windshield of the vehicle body front portion 5 and flows to the side panel (leeward side panel) opposite to the windward side panel. In the following, the case where the wind pressure FY due to the cross wind is applied to the vehicle 1 will be described. The cross wind from the left side of the vehicle 1 can be applied by replacing the right cross wind with the left cross wind.

  The airflow flowing through the windward side panel (hereinafter referred to as “right side panel”) flows to the rear of the vehicle 1 while maintaining the laminar flow using the right side panel as a guide surface. On the other hand, the airflow flowing through the leeward side panel (hereinafter referred to as the “left side panel”) generates turbulence as shown by arrow B in FIG. To do. And this turbulent flow flows backward of the vehicle 1.

  As shown in FIG. 4, the airflow that flows as a laminar flow to the rear of the vehicle 1 using the right side panel as a guide surface has a flow velocity on the inner surface 4d higher than that on the outer surface 4c when passing through the right vertical wing 4R. Therefore, a positive pressure is generated on the outer surface 4c side and a negative pressure is generated on the inner surface 4d side, and a lift FL toward the vehicle width direction center side of the vehicle 1 is generated on the right vertical wing 4R. On the other hand, since the turbulent flow is generated in the airflow passing through the left vertical wing 4L, no differential pressure is generated between the outer surface 4c and the inner surface 4d, and therefore no lift is generated.

  Then, as shown in FIG. 3A, a turning moment in the counterclockwise direction around the center of gravity is generated in the vehicle body front portion 5 of the vehicle 1 due to the wind pressure FY of the cross wind. On the other hand, a yaw moment in the clockwise direction around the center of gravity is generated in the rear part 2 of the vehicle body by the lift FL from the right vertical wing 4R. As a result, as shown in FIG. 3 (b), the longitudinal length of the vehicle is set to zero, the vehicle body length BL on the vehicle body rear 2 side is plus (+), and the vehicle body length BL on the vehicle body front portion 5 side is If the force F applied to the right side of the vehicle body is positive (+) and the force F applied to the left side of the vehicle body is negative (-), the vehicle body front portion 5 is turned negative due to the wind pressure FY of the side wind. A moment is generated. On the other hand, a yaw moment acting in the positive direction, that is, the direction opposite to the cross wind is generated by the lift FL in the rear part 2 of the vehicle body, as indicated by hatching in FIG. As a result, the turning moment generated in the vehicle 1 is suppressed, and good cross wind stability can be obtained.

  Further, in this embodiment, since the part supporting the horizontal blade 4b of the rear spoiler 4 is used as the vertical blades 4L and 4R, the structure is not enlarged and the structure can be simplified. Furthermore, since it can be applied to existing vehicles simply by replacing the rear spoiler, high versatility can be obtained.

[Second Embodiment]
FIG. 5 shows a second actual form of the present invention. In the present embodiment, in addition to the configuration of the first actual form described above, the front bumper 6 is also provided with columns 6L and 6R having functions equivalent to those of the left vertical wings 4L and 4R described above. In addition, since the side view, rear view, and plan view of the vehicle 1 are the same as those in the first embodiment, the description thereof is omitted.

  At the lower part of the front bumper 6, a central air guide port 6 a is opened, and side air guide ports 6 b are opened on both sides thereof. Both the air ducts 6a and 6b are for introducing outside air into the engine room, and a condenser and a radiator of an air conditioner are disposed behind the air ducts 6a and 6b.

  The central air guide port 6a and the left and right side air guide ports 6b are partitioned by left and right bumper columns 6L and 6R, and the left and right bumper columns 6L and 6R are the left and right vertical blades 4L of the first embodiment described above. , 4R and the same shape. Therefore, in the following, for the sake of convenience, the left and right vertical wings 4L and 4R shown in FIG. 4 will be read as the left and right bumper struts 6L and 6R, and will be described with reference to FIG.

  When the traveling wind from the front of the vehicle 1 passes through the bumper struts 6L and 6R, the flow speed of the inner surface 4d becomes faster than the flow speed of the outer surface 4c of both the bumper struts 6L and 6R. A lift FL toward the inside in the width direction is generated. As a result, the turning moment during straight running is suppressed, and good straight running stability can be obtained.

  By the way, when the vehicle 1 receives a cross wind, both the bumper struts 6L and 6R have a wind pressure from an oblique direction. Therefore, the airflow passing through the outer surface 4c and the inner surface 4d of each of the bumper struts 6L and 6R becomes a turbulent flow. Lift FL is not generated. Therefore, when a cross wind is received, the turning moment is suppressed by the lift FL generated in any of the left and right vertical blades 4L and 4R (see FIG. 2) provided in the rear spoiler 4.

[Third Embodiment]
6 to 9 show a third embodiment of the present invention. The left and right vertical wings 4L and 4R shown in the first embodiment described above are fixed to the bracket 4a and the horizontal wing 4b. In this embodiment, the vertical wings 4L and 4R are rotatable. The same components as those of the first embodiment will be described with reference to the drawings of the first embodiment.

  As shown in FIG. 6, a support tube 8 is inserted and fixed at the aerodynamic center of the left and right vertical wings 4L and 4R or near the aerodynamic center, and this support tube 8 is inserted through a support shaft 9 and supported rotatably. ing. The horizontal blade 4b is supported and fixed to the bracket 4a via a support shaft 9.

  As shown in FIG. 7, the support tubes 8 inserted and fixed to the left and right vertical blades 4L and 4R are connected to the left and right vertical blade actuators 11L and 11R, respectively. The angle of attack of each of the actuators 11L and 11R is calculated by a vertical blade control unit 21 serving as a straight blade control unit, and a corresponding control signal is output to a vertical blade drive unit 22 serving as a vertical blade drive unit. A drive signal is output from the section 22 to each actuator 11L, 11R. As a result, the actuators 11L and 11R rotate the vertical blades 4L and 4R at or near the aerodynamic center to variably set the angles of attack of the vertical blades 4L and 4R.

  The vertical blade control unit 21 includes a microcomputer having a memory such as a ROM and a RAM and a CPU, and a control program and various fixed data are stored in the ROM. The vertical blade control unit 21 has an angle-of-attack calculation unit 21a as a function for obtaining the angle of attack of each vertical blade 4L, 4R.

  Further, on the input side of the vertical blade control unit 21, a wind direction detecting means 12, a yaw rate detecting means 13 for detecting a yaw rate, a vehicle speed detecting means 14 for detecting a vehicle speed, a handle angle detecting means 15 for detecting a handle angle, a rotary encoder, Left and right vertical blade angle-of-attack detection means 16L, 16R, etc., which are composed of a potentiometer or the like and detect the angle of attack of the left and right vertical blades 4L, 4R, respectively, are connected. Here, the wind direction detecting means 12 detects the wind direction received by the left and right vertical blades 4L and 4R, and is disposed in front of the vertical blades 4L and 4R.

  The angle-of-attack calculating unit 21a of the vertical blade control unit 21 sets an instruction angle of attack that indicates the angle of attack of each of the vertical blades 4L and 4R based on the input parameters. Specifically, the calculation of the designated angle of attack in the angle-of-attack calculating unit 21a is performed according to an instruction angle-of-attack calculation routine shown in FIG. This routine is performed individually for the left and right vertical blades 4L and 4R.

  In this routine, first, in step S1, the system is initialized, and in step S2, parameters detected by the above-described detection units 12 to 17 are read.

  Subsequently, it progresses to step S3 and calculates | requires a target angle of attack. That is, in this step, first, the wind direction received by the vertical blade 4L (4R) detected by the wind direction detecting means 12 is read, and the basic angle of attack is set based on this wind direction. In this case, for example, as shown in FIG. 3A, when the right side of the traveling vehicle 1 receives a crosswind, the airflow passing through the right vertical wing 4R is a laminar flow as described above. The wind direction detecting means 12 can detect the wind direction. On the other hand, since the airflow passing through the left vertical wing 4L is turbulent, the wind direction is the front. Therefore, the basic angle of attack of the left vertical wing 4L is 0 [deg], that is, the chord line C is the front and rear of the vehicle body. It is set in a direction extending along the direction.

  Next, based on the vehicle speed detected by the vehicle speed detection unit 14 and the handle angle detected by the handle angle detection unit 15, a basic yaw rate generated by turning of the vehicle 1 is set. Then, the basic angle of attack is corrected with this basic yaw rate, and the change in the wind direction caused by the turning of the vehicle 1 is corrected. As a result, a target angle of attack is set to direct the chord line C of the vertical blade 4L (4R) in the direction in which the lift FL is efficiently generated. The process in step S3 corresponds to the target angle-of-attack calculation means of the present invention.

  Thereafter, the process proceeds to step S4, and an instruction angle of attack for converging the actual angle of attack of the vertical blade 4L (4R) detected by the vertical blade angle of attack detection means 16L (16R) to the target angle of attack is obtained. . Note that the processing in step S4 corresponds to the instruction angle-of-attack calculating means of the present invention.

  Next, the process proceeds to step S5, where a drive signal corresponding to the indicated angle of attack is output to the vertical blade actuator 11L (11R), and the routine is exited.

  Then, the vertical blade actuator 11L (11R) rotates the chord line C of the vertical blade 4L (4R) in the target angle of attack direction. As a result, for example, in the first embodiment shown in FIG. 9A, the chord line C of the right vertical wing 4R is fixed in a state of extending in the longitudinal direction of the vehicle body. Boundary separation occurs on the inner surface 4d of the right vertical wing 4R, resulting in a region where lift FL cannot be generated. However, even in such a situation, in the present embodiment, the wind pressure can be received as a laminar flow by inclining the chord line C to a predetermined angle of attack as shown in FIG. Therefore, as compared with the first embodiment, the region where the lift force FL is generated can be greatly expanded.

  For example, as shown in FIG. 3A, when the vehicle 1 receives a crosswind from the right side, turbulence is generated in the airflow passing through the left vertical wing 4L. Even if the indicated angle of attack is set to a value other than 0 [deg] and the left vertical wing 4L rotates, no lift is generated in the left vertical wing 4L, so that the lift generated in the right vertical wing 4R is obstructed. Never happen.

  As described above, in the present embodiment, the left and right vertical blades 4L and 4R have a movable structure, and the angle of attack is variably set according to the wind direction of the airflow with respect to the left and right vertical blades 4L and 4R. Therefore, lift can be obtained efficiently, and crosswind stability can be further ensured.

  The present invention is not limited to the above-described embodiment. For example, the air spoiler is not limited to a rear spoiler but may be a roof spoiler.

1 ... vehicle,
2 ... the rear of the car body
3 ... Trunk lid,
4 ... Rear spoiler,
4L ... Left vertical wing,
4R ... Right vertical wing,
4a ... bracket,
4b ... Horizontal wing,
4c ... external surface,
4d ... inner surface,
6 ... Front bumper,
6L ... Left bumper support,
6R ... right bumper support,
9 ... support shaft,
11L ... Left vertical wing actuator,
11R ... Right vertical wing actuator,
12: Wind direction detecting means,
13: Yaw rate detection means,
14 ... Vehicle speed detection means,
15 ... Handle angle detection means,
16L ... Left vertical wing attack angle detection means,
16R: Right vertical wing attack angle detection means,
21 ... Vertical wing control unit,
21a ... attack angle calculator,
C ... chord line,
F ... Power,
FL ... lift,
LE ... Leading edge,
TE ... trailing edge

Claims (3)

The air spoiler fixed to the vehicle body panel provided at the rear of the vehicle
A horizontal wing, and a support for fixing the horizontal wing to the vehicle body panel,
Wherein are arranged on the left and right sides of the horizontal wing, the front has a radius of curvature of the trailing edge curvature larger the airfoil shaped cross-section than the radius of the edge, streamlined a bulging inner surface in the vehicle width direction is inward Nonetheless, a pair of vertical wings with controlled angle of attack,
A vertical wing actuator that rotates each vertical wing to vary the angle of attack;
Vertical blade control means for controlling the drive of the vertical blade actuator;
Have
The vertical blade control means includes
Target angle-of-attack calculation means for setting a target angle of attack based on the wind direction received by each vertical wing detected by the wind direction detection means and the yaw rate generated in the vehicle detected by the yaw rate detection means;
An instruction angle-of-attack calculation means for setting an instruction angle of attack for converging the current actual angle of attack of each vertical wing detected by the angle-of-attack detection means to the target angle of attack;
An angle-of-attack drive means for outputting a drive signal corresponding to the indicated angle of attack to the vertical blade actuator;
Running stability device for a vehicle, characterized in that it comprises a. The air spoiler fixed to the vehicle body panel provided at the rear of the vehicle includes a horizontal wing, a support for fixing the horizontal wing to the vehicle body panel, and a pair of vertical wings disposed on the left and right sides of the horizontal wing. And
The pair of vertical wings has an airfoil cross section in which the radius of curvature of the leading edge is smaller than the radius of curvature of the trailing edge, and the inner surface in the vehicle width direction has a streamline shape inflated inwardly,
A pair of bumper struts are provided on the left and right sides of the front bumper of the vehicle in the vehicle width direction,
The pair of bumper struts has an airfoil cross section in which a curvature radius of a leading edge is formed larger than a curvature radius of a trailing edge, and has a streamlined shape in which an inner surface in a vehicle width direction swells inward. both be that car traveling stabilizer. Running stability device for a vehicle according to claim 1 or 2, wherein said each vertical blade also serves the strut.

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