JP2006168636A - Aerodynamic device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an aerodynamic device for a vehicle capable of enhancing stability in traveling of the vehicle. <P>SOLUTION: In the aerodynamic device 10 for the vehicle, movable vanes 26, 28 having a variable angle of attack to an air stream produced in traveling of the vehicle are provided on a cross bar 18 slidably supported on a roof of the automobile 12 in a longitudinal direction. A longitudinal movement actuator 36 for sliding the cross bar 18 relative to a vehicle body in a longitudinal direction and turning actuators 30, 32 for changing the angle of attack of the movable vanes 26, 28 are electrically connected to aerodynamic ECU respectively. The aerodynamic ECU controls the longitudinal movement actuator 36 and the turning actuators 30, 32 such that the cross bar 18 and the movable vanes 26 take the longitudinal position and the angle of attack determined based on an output signal of the vehicle traveling state detection means. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an aerodynamic device for a vehicle that changes an aerodynamic characteristic in accordance with a vehicle running state by controlling a position and an attitude of a wing provided in the vehicle.

A technique is known in which a pair of left and right movable wings capable of independently controlling the angle of attack with respect to vehicle traveling wind is provided on the roof of a vehicle (see, for example, Patent Document 1). In this technique, by changing the downforce generated by the left and right movable wings when the vehicle body is rolled, the roll rigidity of the vehicle body is actively adjusted to prevent a change in lateral posture accurately.
JP-A-2-158464 JP 2001-47945 A Japanese Patent No. 3311691 JP-A-10-166554

  However, in the conventional technology as described above, since the left and right downforces are only controlled independently, there is room for improvement in order to further improve the stability during vehicle travel. And it has been desired to improve the stability of a vehicle when the vehicle is running.

  In view of the above fact, an object of the present invention is to provide a vehicle aerodynamic device capable of improving stability during vehicle travel.

  In order to achieve the above object, an aerodynamic device for a vehicle according to a first aspect of the present invention is elongated in the vehicle width direction, is slidably supported on the roof of the vehicle body in the front-rear direction, and is generated as the vehicle travels. A wing portion having a variable angle of attack with respect to an air flow, a front-rear drive device for driving the wing portion in the front-rear direction with respect to the vehicle body, and an angle-of-attack adjusting device for changing the angle of attack of the wing portion; A traveling state detection means for outputting a signal corresponding to at least one vehicle traveling state; a position in which the position of the wing portion in the front-rear direction with respect to the vehicle body and the angle of attack are determined based on an output signal of the traveling state detection means; and A control device for controlling the front-rear drive device and the angle-of-attack adjusting device so as to take an angle of attack;

  In the vehicle aerodynamic device according to claim 1, the control device determines the position and angle of attack in the front-rear direction of the wing portion arranged on the roof based on the output signal of the traveling state detection means, and the wing portion is determined. The front-rear driving device and the attack angle adjusting device are controlled so as to take the position and angle of attack. Thereby, for example, a downforce can be generated at an appropriate front-rear position according to the vehicle running state of the vehicle.

  Thus, in the vehicle aerodynamic device according to the first aspect, the stability during vehicle travel can be improved. In particular, if a configuration is provided with a plurality of wings that can slide in the front-rear direction on the roof, downforce can be generated at a more appropriate front-rear position according to the vehicle running state in the vehicle.

  The aerodynamic device for a vehicle according to a second aspect of the invention is the aerodynamic device for a vehicle according to the first aspect, wherein the wing portions are respectively arranged along the front-rear direction at both ends in the vehicle width direction on the roof. A pair of roof rails is slidable in the front-rear direction and can support a load loaded on the upper surface, and the angle of attack of the upper surface with respect to the vehicle traveling direction can be changed to change the angle of attack. Possible states can be taken.

  3. The aerodynamic device for a vehicle according to claim 2, wherein the wing section that bridges the left and right roof rails is a crossbar for loading a load on the roof in a state of supporting the load (the mass) loaded on the upper surface thereof. Functions as a (roof bar). Further, the angle of attack of the wing portion with respect to the air flow accompanying the vehicle travel is changed by changing the inclination angle of the upper surface with respect to the vehicle traveling direction. As described above, since the aerodynamic device for a vehicle has both a load carrying function and an aerodynamic characteristic changing function, the structure in which an independent spoiler or the like is provided on the roof of the vehicle while improving the stability during vehicle traveling. In comparison, a design with a sense of unity and good design is realized.

  The aerodynamic device for a vehicle according to a third aspect of the present invention is the aerodynamic device for a vehicle according to the first or second aspect, wherein the wing portions are disposed on opposite sides of the central portion in the vehicle width direction and are independent of each other. A left wing portion and a right wing portion, the angle of attack of which is variable, the angle of attack adjustment device, a left angle of attack adjustment device for changing the angle of attack of the left wing portion with respect to the air flow, A right angle adjustment device for changing an angle of attack of the right wing portion with respect to the air flow, and the control device is configured such that each angle of attack of the left wing portion and the right wing portion is an output signal of the traveling state detection means. The left angle-of-attack adjusting device and the right-side angle-of-attack adjusting device are controlled independently so as to take the angle of attack determined based on each.

  In the vehicular aerodynamic device according to the third aspect, the wing portion which is long in the vehicle width direction is composed of a left wing portion and a right wing portion as if divided into two in the vehicle width direction. The left and right wings can change the angle of attack independently, and the left angle of attack adjustment device and the right angle of attack adjustment device are set so that the left and right wings each take an angle of attack determined by the control device. Since the control is performed independently, for example, downforce can be generated at an appropriate position not only in the front-rear direction but also in the left-right direction. That is, the vehicle stability can be further improved.

  A vehicle aerodynamic device according to a fourth aspect of the present invention is the vehicle aerodynamic device according to any one of the first to third aspects, wherein the traveling state detecting means outputs a signal corresponding to the traveling speed of the vehicle. The control device controls the angle-of-attack adjusting device so that the wing portion generates a down force corresponding to an output signal of the vehicle speed sensor.

  In the vehicle aerodynamic device according to the fourth aspect, the downforce according to the running speed of the vehicle can be generated, so that the steering stability is improved. That is, for example, since the angle of attack can be increased during high-speed travel where the lift acting on the vehicle increases, the lift of the vehicle body can be suppressed, so that the ground contact load of the tire is ensured and steering stability during high-speed travel is improved.

  A vehicle aerodynamic device according to a fifth aspect of the present invention is the vehicle aerodynamic device according to any one of the first to fourth aspects, wherein the running state detecting means outputs a signal corresponding to the posture of the vehicle. The control device is configured to cause the down force generated by the wings to act on a portion of the vehicle that is relatively far from the road surface in accordance with an output signal. Control the angle-of-attack adjusting device.

  In the aerodynamic device for a vehicle according to claim 5, down force can be applied to a floating portion that is relatively far from the road surface (compared to other portions) in the traveling vehicle, so that steering stability is improved. . In other words, for example, due to vehicle turning, deceleration, differences in the number of passengers on the front, rear, left and right, a part of the vehicle may take an inclined posture so that it floats on the road surface, but downforce acting on the floating part of the vehicle Can correct the posture of the vehicle. Thereby, the ground contact load of each wheel is equalized, and the steering stability of the vehicle is improved. In particular, with the configuration including the left wing and the right wing shown in claim 3, for example, it is possible to concentrate downforce on any one of the four wheels, so that the vehicle It is possible to further improve the handling stability.

  A vehicle aerodynamic device according to a sixth aspect of the present invention is the vehicle aerodynamic device according to the fifth aspect, wherein the posture detecting device outputs signals corresponding to distances between at least three locations of the vehicle body and the road surface. It is a vehicle height sensor.

  In the vehicle aerodynamic device according to the sixth aspect, the posture of the vehicle is detected from at least three signals corresponding to the distance from at least three road surfaces of the vehicle body. Since a signal directly corresponding to the distance between the vehicle body and the road surface is obtained, the vehicle attitude detection accuracy is high. The vehicle height sensor is configured, for example, as a combination of distance sensors that detect the vertical position (shock absorber stroke, etc.) of three to four wheels of the four wheels.

  A vehicle aerodynamic device according to a seventh aspect of the present invention is the vehicle aerodynamic device according to the fifth aspect, wherein the posture detecting device is a seating sensor that outputs a signal corresponding to the presence or absence of a passenger seating in each seat of the vehicle. is there.

  In the vehicular aerodynamic device according to the seventh aspect, the posture of the vehicle is detected mainly during steady running based on the presence or absence of a passenger in each seat. For example, when there are passengers only in the driver's seat and the front passenger seat, the control device controls the front / rear drive device and the angle-of-attack adjustment device so that the downforce acts on the rear portion of the vehicle that rises from the road surface compared to the front portion of the vehicle. To control.

  The aerodynamic device for a vehicle according to an eighth aspect of the invention is the aerodynamic device for a vehicle according to the fifth aspect, wherein the posture detection device outputs a signal corresponding to the rotational speed of each wheel of the vehicle. Wheel speed sensor.

  In the vehicle aerodynamic device according to the eighth aspect, a wheel having a relatively large support load has a smaller dynamic load radius, and a rotation speed with respect to the vehicle traveling speed becomes larger than that of a low load wheel. Accordingly, the control device controls the front / rear drive device and the angle-of-attack adjusting device so that the downforce acts on, for example, a low-load wheel with a small detected rotational speed.

  As described above, the vehicular aerodynamic device according to the present invention can improve the stability during vehicle travel.

  A vehicle aerodynamic device 10 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 13. In addition, arrow FR, arrow RE, arrow UP, arrow LO, arrow RI, and arrow LE appropriately described in each figure respectively indicate the forward direction (traveling direction), the backward direction of the automobile 12 to which the vehicle aerodynamic device 10 is applied. An upward direction, a downward direction, a right direction, and a left direction are shown. In the following description, when simply indicating up / down, right / left, and right / left, the directions correspond to the directions of the arrows.

  FIG. 1 is a perspective view showing a schematic overall configuration of a vehicle aerodynamic device 10. As shown in this figure, the vehicle aerodynamic device 10 includes a pair of left and right roof rails 16 provided on a roof 14 of an automobile 12 that is a vehicle. Each roof rail 16 is elongated in the front-rear direction, and is attached along different ends in the left-right direction on the roof 14. In this embodiment, the automobile 12 has a vehicle body of a type in which a roof 14 covers a so-called wagon type or SUV (sports utility vehicle) or the like, and a longitudinal length of a roof rail 16 (a crossbar 18 described later). The slide stroke is long.

  The vehicle aerodynamic device 10 includes a cross bar 18 as a wing portion in the present invention, which is installed on the left and right roof rails 16. In this embodiment, two front and rear crossbars 18 are provided. Each crossbar 18 is supported by a corresponding roof rail 16 so that the guide portions 20 provided at both ends in the left-right direction can slide in the front-rear direction. Thereby, each cross bar 18 is slidable in the front-rear direction independently of each other while being guided by the roof rail 16. 10 illustrates a state in which the front and rear crossbars 18 are both positioned in the vicinity of the front end of the roof rail 16, and FIG. 11 illustrates a state in which the front and rear crossbar 18 is positioned in the vicinity of the rear end of the roof rail 16.

  Further, a movable blade portion 22 is provided between the left and right guide portions 20 in each cross bar 18. The movable blade portion 22 includes movable blades 26 and 28 supported by a main body portion 24 that bridges between the left and right guide portions 20. The movable wing 26 as the left wing portion is provided from the center in the left-right direction of the main body 24 to the left end, and the movable wing 28 as the right wing portion is provided from the center in the left-right direction of the main body 24 to the right end. It has been. Each movable wing 26, 28 has a front end hinged to the vicinity of the front upper end of the main body 24, and a hinge shaft so that the rear end moves up and down in the range between the solid line and the imaginary line shown in FIG. It is supported by the main body 24 so as to be able to rotate (swing) around. Accordingly, the movable blades 26 and 28 are configured to be able to independently take a first state in which each upper surface is substantially along a horizontal plane and a second state in which each upper surface is inclined so as to face forward. ing. 1 shows a state in which all the movable blades 26 and 28 are in the first state, FIG. 12 shows a state in which all the movable blades 26 and 28 are in the second state, and FIG. 13 shows a state in which the left movable blade 26 is in the second state. And a state in which the right movable wing 28 takes the first state.

  The movable wing portion 22 is configured so that a load can be loaded on the left and right movable wings 26, 28 taking the first state. In this embodiment, the rear ends of the movable blades 26, 28 taking the first state abut on the rear upper end portion of the main body 24, and the main body 24 supports the load of the load loaded on the movable blades 26, 28. It is like that. The vehicular aerodynamic device 10 is configured (designed) so that the overall shape (appearance, design, impression) is the same as that of a roof rail with a roof bar that is mounted on an automobile in order to load a load on the roof 14. )

  Further, the movable wing 26 or the movable wing 28 taking the second state is given an angle of attack (cut-up angle) with respect to the air flow (running wind) generated as the automobile 12 travels. Downforce, which is the pressing force, is generated. Further, the movable wing part 22 can adjust the down force by rotating the movable wings 26 and 28 about the hinge axis to change the angle of attack of the movable wings 26 and 28. ing.

  The movable wing part 22 includes rotating actuators 30 and 32 as angle-of-attack adjusting devices that rotate the movable wings 26 and 28 about the hinge axis with respect to the main body part 24. The rotation actuator 30 as the left angle-of-attack adjusting device is provided between the main body 24 and the movable blade 26, and operates to continuously (steplessly) change the angular position of the movable blade 26 with respect to the main body 24. It is supposed to change. The rotation actuator 32 as a right angle-of-attack adjusting device is provided between the main body 24 and the movable blade 28, and operates to continuously change the angular position of the movable blade 28 with respect to the main body 24. It has become. An upper limit stopper (not shown) is provided between the movable blades 26 and 28 and the main body 24. The movable blades 26 and 28 whose movement to the opposite side to the first state side by the upper limit stopper is given a maximum angle of attack (Amax).

  Each rotation actuator 30 and 32 is electrically connected to an aerodynamic ECU 34 (see FIG. 2), and is operated by a control signal from the aerodynamic ECU 34 to move the movable blades 26 and 28 in a direction corresponding to the control signal. Is rotated with respect to the main body 24 by an amount corresponding to (switches between the first state and the second state, or changes the angle of attack in the second state). Further, the rotation actuators 30 and 32 each have a built-in position detection device (for example, an angular position detector such as a motor), and an output signal of each position detection device is an angle of attack of the movable blades 26 and 28. Is input to the aerodynamic ECU 34 as a signal corresponding to the magnitude of the. The control of the aerodynamic ECU 34 will be described later.

  Further, the vehicle aerodynamic device 10 includes a longitudinal actuator 36 as a longitudinal drive device provided between one of the crossbars 18 (left side in this embodiment) and the corresponding roof rail 16. ing. Each forward / backward movement actuator 36 operates to slide the corresponding cross bar 18 forward or backward along the roof rail 16. Specifically, each of the longitudinal actuators 36 is electrically connected to the aerodynamic ECU 34 and is operated by a control signal from the aerodynamic ECU 34 to generate a driving force for sliding the corresponding crossbar 18 with respect to the roof rail 16. It is a configuration. That is, each forward / backward movement actuator 36 is configured to slide the corresponding crossbar 18 relative to the roof rail 16 in an amount corresponding to the control signal in a direction (forward or backward) corresponding to the control signal. Each forward / backward movement actuator 36 has a built-in position detection device (for example, an absolute angular position detector such as a motor) that is not shown, and the output signal of each position detection device is forward and backward of each crossbar 18A, 18B. The signal is input to the aerodynamic ECU 34 as a signal corresponding to the position (downforce acting position). The control of the aerodynamic ECU 34 will be described later.

  In the following description, when the front and rear crossbars 18 are distinguished, the front crossbar 18 is referred to as a crossbar 18A, and the rear crossbar 18 is referred to as a crossbar 18B. Further, when describing the longitudinal actuator 36 separately, the longitudinal actuator 36 that drives the crossbar 18A is referred to as a longitudinal actuator 36A, and the longitudinal actuator 36 that drives the crossbar 18B is referred to as a longitudinal actuator 36B. .

  As shown in FIG. 2, the vehicle aerodynamic device 10 includes an aerodynamic ECU 34 as a control device, and the aerodynamic ECU 34 is electrically connected to the rotary actuators 30 and 32 and the forward / reverse actuators 36 (36A and 36B). Has been. The aerodynamic ECU 34 is also electrically connected to a vehicle speed sensor 38 that constitutes a traveling state detection means and a vehicle height sensor 40 as an attitude detection device. The vehicle speed sensor 38 outputs a signal corresponding to the traveling speed of the automobile 12 to the aerodynamic ECU 34. The vehicle height sensor 40 is provided between the vehicle body and each wheel (at least three wheels), and outputs a signal (at least three signals) according to the relative displacement of the vehicle body and each wheel in the suspension (shock absorber) stroke direction. It outputs to ECU34. The aerodynamic ECU 34 estimates the traveling posture of the automobile 12 based on the signal output from the vehicle height sensor 40.

  The aerodynamic ECU 34 is configured so that each of the rotary actuators 30 and 32 and the forward and backward movement actuators generate a downforce of an appropriate magnitude at an appropriate position according to signals (vehicle running state) of the vehicle speed sensor 38 and the vehicle height sensor 40. 36A and 36B are actuated. That is, the aerodynamic ECU 34 is positioned farther from the road surface than the other part of the vehicle body of the automobile 12 so as to suppress the posture change (behavior change) accompanying the running of the automobile 12, or at the position of the floating portion to be separated. The crossbar 18 is positioned at the corresponding front-rear position, the movable blade 26 or the movable blade 28 on the floating portion side in the left-right direction is switched to the second state, and the angle of attack of the movable blade 26 or the movable blade 28 is adjusted. An appropriate down force is generated in the floating portion of the vehicle body. In order to perform this control, the aerodynamic ECU 34 records the programs shown in the flowcharts of FIGS. 3, 5, 6, and 8 in an executable manner. These programs will be described later together with the operation of this embodiment.

  Further, the aerodynamic ECU 34 is electrically connected to an on / off switch 42 that is operated by the driver. For example, when a load is loaded on the crossbar 18 (movable wing 22), The downforce control is canceled by selection. A baggage sensor for detecting whether or not the baggage is loaded on the crossbar 18 may be provided, and the downforce control may be canceled based on the baggage detection signal of the baggage sensor.

  Next, the operation of this embodiment will be described. First, control based on the output of the vehicle speed sensor 38 will be described with reference to a flowchart as shown in FIG.

  In the vehicle aerodynamic device 10 having the above-described configuration, a signal corresponding to the vehicle speed is input to the aerodynamic ECU 34 from the vehicle speed sensor 38 while the automobile 12 is traveling. In step S10, the aerodynamic ECU 34 determines whether or not the vehicle speed V is higher than a predetermined vehicle speed V1 set in advance. The vehicle speed V1 is set as 80 km / h, for example. When the aerodynamic ECU 34 determines that the vehicle speed V is greater than the set vehicle speed V1, the aerodynamic ECU 34 proceeds to step S12 to operate the rotary actuators 30 and 32 of the crossbar 18 before and after, thereby setting the movable blades 26 and 28 in the first state. The angle of attack of each movable wing 26, 28 that has shifted to the second state or is already in the second state is changed. When the angle of attack of each movable wing 26 and 28 reaches a preset angle according to the vehicle speed as shown in FIG. 4, the operation of the rotary actuators 30 and 32 is stopped (the angle of attack is maintained). Exit. As a result, in the automobile 12, downforce acts equally on each part (four wheels) of the vehicle body, and the steering stability is improved. In other words, the lift acting on the vehicle body by high-speed traveling is offset by the downforce generated by the front and rear crossbars 18, and the grounding load of each wheel is ensured, so that the handling stability of the automobile 12 is improved.

  On the other hand, if it is determined in step S10 that the vehicle speed V is equal to or lower than the set vehicle speed V1, the process proceeds to step S14, and it is determined whether or not the vehicle speed V is lower than a predetermined vehicle speed V2. The vehicle speed V2 is set as 60 km / h, for example. When the aerodynamic ECU 34 determines that the vehicle speed V is equal to or higher than the set vehicle speed V2, the program ends. That is, when the vehicle speed V does not fall below the set vehicle speed V2, the rotary actuators 30 and 32 do not operate, and when the movable blades 26 and 28 are in the second state, the second state (greeting) Corner) is maintained. If it is determined in step S14 that the vehicle speed V is lower than the set vehicle speed V2, the aerodynamic ECU 34 proceeds to step S16, and operates the rotary actuators 30 and 32 to shift the movable blades 26 and 28 to the first state. . That is, as shown in FIG. 1, the angle of attack of each movable wing 26, 28 is set to zero.

  Next, the control when the posture of the traveling automobile 12 is inclined with respect to the road surface (the stroke of a specific wheel with respect to the vehicle body is relatively large) will be described with reference to the flowchart shown in FIG. To do.

  In step S20, the aerodynamic ECU 34 determines whether or not the attitude of the automobile 12 is inclined with respect to the road surface based on the output signal of the vehicle height sensor 40, in other words, corresponds to a specific one or two wheels on the vehicle body. It is determined whether or not the portion is further away from the road surface than the portion corresponding to the remaining wheels, and the relative displacement (change) of the floating portion of the vehicle body relative to the road surface is estimated. Then, when it is determined that the vehicle body is not inclined with respect to the road surface (the float does not occur in the specific part of the vehicle body), the process returns to step S20, and the specific vehicle body is inclined with respect to the road surface (behavior change occurs). ), The process proceeds to step S22.

  In step S22, the longitudinal actuators 36A and 36B are operated so as to move the cross bar 18 (one or both of the cross bars 18A and 18B) to the side where the floating in the longitudinal direction of the vehicle body occurs (as a result, the cross bar 18A , 18B may not move at all). Next, the process proceeds to step S24, and it is determined whether or not the crossbars 18A and 18B have reached positions corresponding to the relative displacement (change) with respect to the road surface of the floating portion of the vehicle body, that is, the posture (behavior) of the vehicle body. When it is determined that the cross bar 18 has not reached the position corresponding to the posture of the vehicle body, the process returns to step S22 and the movement of the cross bar 18 is continued. If it is determined that the cross bar 18 has reached a position corresponding to the posture of the vehicle body, the process proceeds to step S26. By positioning the crossbar 18 at a position corresponding to the posture of the vehicle body, when the movable wings 26 and 28 are in the second state, floating in the vehicle body (part where the distance from the road surface is large) is eliminated. Downforce occurs in the direction of Note that the movement control in the front-rear direction of the crossbar 18 in steps S22 and S24 will be supplemented later.

  In step S26, it is determined whether or not the posture of the vehicle body is bilaterally symmetric, for example, whether or not the front portion of the vehicle body is floating on both sides. When the posture of the vehicle body is symmetrical, the aerodynamic ECU 34 proceeds to step S28, and rotates so that the left and right movable wings 26 and 28 adjust the angle of attack together, for example, as shown in any of FIGS. Actuators 30 and 32 are operated. Next, in step S30, it is determined whether or not the angle of attack of the movable wings 26 and 28 has been adjusted to the angle of attack according to the posture of the vehicle body. If it is determined that the angle of attack of the movable wings 26, 28 has not been adjusted to the angle of attack according to the posture of the vehicle body, the process returns to step S28 to continue adjusting the angle of attack. When it is determined that the angle of attack of the movable wings 26 and 28 has been adjusted to the angle of attack according to the posture of the vehicle body, the program ends. Accordingly, an appropriate down force can be applied to a part of the vehicle body of the automobile 12 that is relatively away from the road surface. For example, the front part of the vehicle body floats as the automobile 12 accelerates and the rear part of the vehicle body accompanies the deceleration. It is possible to reduce or eliminate the floating or the floating of the front part of the vehicle body or the rear part of the vehicle body that also causes a deviation of the occupant seating position (mass balance).

  On the other hand, when it is determined in step S26 that the left or right side of the vehicle body is floating, the aerodynamic ECU 34 proceeds to step S32, and for example, as shown in FIG. The rotary actuators 30 and 32 are operated so that the down force acting on the side where the sag occurs is larger than the down force on the opposite side. Next, in step S34, it is determined whether or not the angle of attack of the movable blades 26 and 28 (the angle formed between the upper surface and the horizontal plane) has been adjusted to the angle of attack according to the posture of the vehicle body. If it is determined that the angle of attack of the movable wings 26, 28 has not been adjusted to the angle of attack according to the posture of the vehicle body, the process returns to step S32 to continue adjusting the angle of attack. When it is determined that the angle of attack of the movable wings 26 and 28 has been adjusted to the angle of attack according to the posture of the vehicle body, the program ends. Accordingly, an appropriate down force can be applied to a portion of the vehicle body 12 that is relatively away from the road surface (corresponding wheel). For example, inner and outer wheels (left and right wheels) accompanying the turning of the vehicle 12. It is possible to reduce or eliminate the unevenness of the ground contact force between the left and right wheels, which also causes the unevenness of the ground contact force (strength) or the uneven seating position (mass balance). Note that the movement control in the front-rear direction of the crossbar 18 in steps S32 and S34 will be supplemented later.

  Next, the movement control of the front / rear position of the crossbar 18 in steps S22 and S24 will be supplemented. The flowchart shown in FIG. 6 exemplifies the detailed operation in step S22 when the vehicle body front part is lifted. On the other hand, the diagram shown in FIG. 7 shows the position in the front-rear direction that each crossbar 18 should take with respect to the relative distance (displacement) Ff of the floating portion to the road surface when the front portion of the vehicle body floats. The position information is recorded in advance in the aerodynamic ECU 34. For example, if the relative distance Ff with respect to the road surface of the front part of the vehicle body (position corresponding to the front wheels) is the distance Ff0 shown in FIG. 7, the front crossbar 18A takes the foremost position, and the rear crossbar 18B (The last position in a vehicle in which the rear end of the roof rail 16 is positioned forward of the rear wheel position). If the relative distance Ff with respect to the road surface at the front of the vehicle body is equal to or less than the distance Ff0, only the position of the crossbar 18A in the front-rear direction is controlled. Control to move forward is performed. In this embodiment, when the relative distance Ff with respect to the road surface at the front of the vehicle body is large, as shown in FIG. 10, the rear crossbar 18B is located immediately after the crossbar 18A positioned at the foremost position (the crossbar 18A is in the normal position). It is set as the structure located ahead) rather than the position to perform.

  Specifically, when the aerodynamic ECU 34 determines in step S20 that the vehicle body front part (the part corresponding to the front wheel as the specific wheel) has floated, the aerodynamic ECU 34 proceeds to step S40 in step S22 shown in FIG. It is determined whether or not the bar 18A is positioned at the foremost position. If it is determined that the crossbar 18A is not yet at the foremost position, the process proceeds to step S42, the front crossbar 18A is moved forward by a predetermined amount, and the process proceeds to step S24. In step S24, for example, when the relative distance Ff to the road surface at the front of the vehicle body is the distance Ff1 shown in FIG. 7, the amount of forward movement of the crossbar 18B obtained from the output signal of the position detection device of the longitudinal actuator 36B ( Whether or not the crossbar 18B has reached the position corresponding to the posture of the vehicle body as described above is determined based on whether or not the cumulative movement amount) has reached the front / rear position X1 of the crossbar 18B shown in FIG.

  On the other hand, as shown in FIG. 7, when the relative distance Ff with respect to the road surface at the front of the vehicle body exceeds the distance Ff0, it is not possible to obtain sufficient downforce only by moving the front crossbar 18A to the foremost position. For example, if it is determined in step S24 that the cross bar 18A has not reached the position corresponding to the posture of the vehicle body even though the cross bar 18A has reached the foremost position, the process returns to step S22, that is, step S40. In this case, since the crossbar 18A has reached the foremost position, it is determined in step S40 that the crossbar 18A is in the foremost position, and the process proceeds to step S44. In step S44, the rear crossbar 18B is moved forward by a predetermined amount, and the process proceeds to step S24. In step S24, for example, when the relative distance Ff with respect to the road surface at the front of the vehicle body is the distance Ff2 shown in FIG. 7, the amount of forward movement of the crossbar 18B obtained from the output signal of the position detector of the longitudinal actuator 36B ( Based on whether or not the cumulative movement amount) has reached the front-rear position X2 of the crossbar 18B shown in FIG. 7, it is determined whether the crossbar 18B has reached the front-rear position according to the posture of the vehicle body as described above. .

  As described above, the two crossbars 18A and 18B are located at positions set in advance according to the relative distance Ff with respect to the road surface at the front of the vehicle body, and as described above, the movable blades 26 and 28 (according to the determination in step S26). When at least one or both of them are switched to the second state and given an angle of attack, downforce can be applied to an appropriate position in the front-rear direction. The basic control (philosophy) in step S22 is the same when the rear part of the vehicle body is lifted, but the control target position of the rear crossbar 18B to be controlled first is not the last position but the rear wheel ( The position of the rear wheel is controlled between the front and rear crossbars 18A and 18B when the rear wheel is lifted largely. If either the left or right side of the vehicle body floats up and down, in step S22, as shown in FIG. 12 or FIG. 13, the crossbars 18A and 18B are positioned at the normal positions (positions when loading luggage), Alternatively, the cross bar 18A is moved to the foremost position and the cross bar 18B is controlled to be moved (maintained) on the rear wheel.

  Next, the control of the angle of attack of the movable blades 26 and 28 in steps S32 and S34 will be supplemented. The flowchart shown in FIG. 8 shows that the vehicle 12 is traveling at a vehicle speed of V1 or higher and the left and right movable wings 26 and 28 are given a predetermined angle of attack A0 that is not the maximum angle of attack Amax. The detailed operation | movement by said step S32 when the vehicle body left part (part corresponding to a left wheel) floats is illustrated. On the other hand, the diagram shown in FIG. 9 shows the angle of attack that each movable wing 26 and 28 should take with respect to the relative distance (displacement) Fl to the road surface on the left side of the vehicle body in the above case. It is recorded in the ECU 34. For example, if the relative distance Fl with respect to the road surface on the left side of the vehicle body is a distance Fl0 shown in FIG. 9, the left movable wing 26 takes the maximum angle of attack, and the right crossbar 18 is before the left side of the vehicle body is lifted. It is set to maintain the angle of attack. If the relative distance Fl with respect to the road surface on the left side of the vehicle body is equal to or less than Fl0, only the angle of attack Al of the movable blade 26 is controlled, and if the relative distance Fl with respect to the road surface on the left side of the vehicle body exceeds Fl0, By reducing the angle of attack Ar, control is performed to increase the difference in downforce acting on the left and right of the vehicle body. In this embodiment, when the relative distance Fl with respect to the road surface on the left side of the vehicle body is large, the movable blade 28 is switched to the first state (attack angle is 0) and no down force is applied to the right side.

  Specifically, when the aerodynamic ECU 34 determines that the left side of the vehicle body is lifted in step S26 and the posture of the vehicle body is not symmetrical, the process proceeds to step S50 in step S32 shown in FIG. It is determined whether or not the 26 angle of attack is the maximum. If it is determined that the angle of attack of the movable blade 26 has not yet reached the maximum, the process proceeds to step S52, the angle of attack of the movable blade 26 is increased by a predetermined amount, and the process proceeds to step S34. In step S34, for example, when the relative distance Fl with respect to the road surface on the left side of the vehicle body is the distance Fl1 shown in FIG. 9, the angle of attack of the movable blade 26 obtained from the output signal of the position detection device of the rotation actuator 30 is as shown in FIG. It is determined whether or not the movable wing 26 has reached the rotation position that takes the angle of attack according to the posture of the vehicle body as described above based on whether or not the angle of attack A1 shown in FIG.

  On the other hand, as shown in FIG. 9, when the relative distance Fl with respect to the road surface on the left side of the vehicle body exceeds Fl0, it is sufficient to correct the posture of the automobile 12 only by maximizing the angle of attack of the left movable wing 26. Can't get the force. For example, if it is determined in step S32 that the angle of attack according to the posture of the vehicle body has not been reached even though the angle of attack of the movable wing 26 has reached the maximum, the process returns to step S32, that is, step S50. In this case, since the movable blade 26 has reached the foremost position at which the angle of attack is maximized, it is determined in step S50 that the angle of attack of the movable blade 26 is maximum, and the process proceeds to step S54. In step S54, the angle of attack of the movable wing 28 is decreased by a predetermined angle, and the process proceeds to step S34. In step S34, for example, when the relative distance Fl with respect to the road surface on the left side of the vehicle body is the distance Fl2 shown in FIG. 9, the angle of attack of the movable wing 28 obtained from the output signals of the position detection devices of the rotation actuators 30 and 32 is Based on whether or not the angle of attack A2 of the movable blade 28 shown in FIG. 9 has been reached, whether or not the movable blade 28 has reached the angle of attack according to the attitude of the vehicle body as described above, It is determined whether or not the state has shifted to the 1 state.

  As described above, the difference between the left and right downforces generated by the left and right movable wings 26 and 28 as the vehicle 12 travels is given, that is, the downforce acting on the left side of the vehicle body becomes larger than the right side downforce. It is possible to correct the left-right asymmetric posture. Note that the basic control (philosophy) in step S32 is the same when the right side of the vehicle body is lifted. In addition, when one or both of the left and right movable blades 26 and 28 are in the first state before the control shown in FIG. 8 is performed (for example, when the vehicle speed is less than V2), the movable blade is simply used. Control may be performed so that the angle of attack of the movable wing on the side of the wheel 26, 28 that is lifted becomes the angle of attack according to the posture of the vehicle body of the wheel.

  Here, since the cross bar 18 (longitudinal motion actuator 36) that can slide on the roof 14 in the front-rear direction and has the movable wing portion 22 is provided, the vehicle body 12 in the vehicle front-rear direction appropriate for the traveling state (downforce) Downforce can be applied to the site. Thereby, the unbalance in the front-rear direction of the force acting on the vehicle body can be eliminated and the traveling posture can be stabilized. In particular, since the pair of front and rear crossbars 18 are provided, it has been realized that the downforce acts more appropriately according to the attitude of the automobile 12. Specifically, for example, the front and rear crossbars 18 are separated from each other in the front-rear direction so that the downforce acts substantially evenly on the front and rear parts of the vehicle body, or the two crossbars are positioned on the front wheel side and act on the front part of the vehicle body. The configuration (control) that strengthens the downforce to be realized.

  Further, since the movable wing portion 22 of the crossbar 18 is configured to have the left and right movable wings 26 and 28 capable of independently adjusting the angle of attack, downforce acts on appropriate left and right portions of the automobile 12. Can be made. Thereby, the right and left imbalance of the force acting on the vehicle body can be eliminated and the traveling posture can be stabilized. In particular, since the pair of front and rear crossbars 18 are each provided with the movable wings 26 and 28, it has been realized that the downforce can be applied more appropriately according to the attitude of the automobile 12. Specifically, for example, a down force is applied evenly to the left and right front parts, or a large down force is applied to the front and rear movable wings 26 only on the left front side of the vehicle body to act on each wheel. A configuration (control) that substantially equalizes the ground load was realized.

  As described above, in the vehicle aerodynamic device 10 according to the present embodiment, an appropriate downforce can be applied to an appropriate position according to the vehicle speed and the posture of the vehicle body, so that the stability during vehicle travel is improved. Can do.

  Furthermore, since the front and rear crossbars 18 can be brought close to each other and a large downforce can be applied to a specific portion in the front and rear direction as described above, the movable wing can be compared with a configuration in which an equivalent downforce is obtained with a single aerodynamic member. 26 and 28 can be made compact (particularly short in the front-rear direction). That is, the vehicle aerodynamic device 10 disposed on the roof 14 is compactly configured as a whole, and the design of the vehicle aerodynamic device 10 does not deteriorate. Since the vehicle aerodynamic device 10 is formed in the same manner as a roof rail with a roof bar for loading a load on the roof 14, appearance deterioration due to the provision of the aerodynamic device on the roof 14 is prevented, and the design is improved. Alternatively, both maintenance and aerodynamic characteristics can be improved. In addition, since each movable wing portion 22 is set to the first state, it is possible to load a load like a normal roof rail with a roof bar, which is convenient.

  Further, in the vehicle aerodynamic device 10, the aerodynamic ECU 34 automatically adjusts the angle of attack of the movable blades 26 and 28 based on the output signal of the vehicle speed sensor 38, so that a down force corresponding to the traveling speed V of the automobile 12 is generated. Therefore, the driving stability of the automobile 12 is improved. In other words, since the angle of attack can be increased during high-speed travel where the lift acting on the vehicle body of the automobile 12 increases (when the vehicle speed V exceeds V1), the vehicle body can be prevented from being lifted. Steering stability during driving is improved.

  Furthermore, in the vehicle aerodynamic device 10, the aerodynamic ECU 34 automatically adjusts the front-rear position of each crossbar 18 and the angle of attack of the movable blades 26 and 28 according to the attitude of the automobile 12. In this case, the aerodynamic ECU 34 automatically generates the down force so as to substantially equalize the ground load acting on each wheel as described above, so that the steering stability of the automobile 12 is further improved. In particular, since the aerodynamic ECU 34 accurately estimates the attitude of the automobile 12 based on the output signal of the vehicle height sensor 40, that is, the signal directly corresponding to the relative distance from the vehicle body in the stroke direction of at least three wheels, the attitude of the automobile 12 is determined. It can be accurately estimated, and the posture of the automobile 12 is effectively corrected.

  Next, another embodiment of the present invention will be described. Note that parts and portions that are basically the same as those in the above embodiment may be denoted by the same reference numerals as those in the first embodiment, and description and illustration thereof may be omitted.

  FIG. 14 is a schematic view showing an attitude detection device 50 constituting a vehicular aerodynamic device according to the second embodiment of the present invention. The vehicle aerodynamic device according to the second embodiment of the present invention includes an attitude detection device 50 instead of the vehicle height sensor 40.

  The posture detection device 50 includes a seating sensor 54 provided in each seat 52 of the automobile 12 (in this embodiment, three rows in the front and rear, two seats in the left and right in total) and a pair of left and right provided in the luggage compartment 56. It is comprised with the package sensor 58. FIG. Each seating sensor 54 outputs a signal (ON / OFF signal) according to whether or not a passenger is seated in the corresponding seat. Each luggage sensor 58 outputs a signal corresponding to whether or not the luggage is loaded on the left and right corresponding parts in the luggage compartment. More specifically, each seating sensor 54 is configured such that each load sensor 58 is loaded with a load of 196 N or more (carrying a passenger with a weight of 20 kg or more, or loading a load with a mass of 20 kg or more on the floor of the respective seat 52 or the luggage compartment 56. When a load corresponding to (2) is applied, a seating presence signal and a baggage presence signal are output.

  Each seating sensor 54 and each baggage sensor 58 are electrically connected to the aerodynamic ECU 34, and are configured to output a signal corresponding to the presence / absence of the seating and a signal corresponding to the presence / absence of baggage loading to the aerodynamic ECU 34. . The aerodynamic ECU 34 adjusts the mass balance of the vehicle 12 based on the output signals of the posture detection device 50, that is, the seating sensors 54 and the baggage sensors 58, in other words, the seating position of the occupant and the loading / unloading / loading position of the baggage. Based on this, the posture of the automobile 12 is detected.

  Specifically, for example, as shown in FIG. 15A, when an occupant is seated only in the driver's seat 52A and the passenger seat 52B and no load is loaded, the aerodynamic ECU 34 is lifted at the rear of the vehicle body. It is estimated that the rear wheel ground load is relatively small with respect to the front wheel ground load. Further, for example, as shown in FIG. 15B, when an occupant is seated only in the driver seat 52A and the second row right seat 52C behind the driver seat and a load is loaded on the right side in the luggage compartment 56, the aerodynamic ECU 34 Assumes that the left side of the vehicle body is floating, that is, the ground load on the rear wheel is relatively small with respect to the ground load on the front wheel. In FIG. 15, the seating sensor 54 and the luggage sensor 58 that output the seated person presence signal or the luggage presence signal are shown in black.

  As described above, the aerodynamic ECU 34 can also estimate the vehicle traveling attitude by the attitude detection device 50. Therefore, the vehicular aerodynamic device according to the second embodiment provided with the attitude detection device 50 instead of the vehicle height sensor 40 basically has the same effect as the vehicular aerodynamic device 10 according to the first embodiment. Obtainable. Specifically, in the example of FIG. 15A, the movable blades 26 and 28 of the crossbar 18B are brought into the second state to cause downforce, and the crossbar 18A is moved rearward as necessary ( 11) The posture of the automobile 12 is corrected by generating or increasing downforce at the rear of the vehicle body. Further, in the example of FIG. 15B, for example, the left movable wings 26 are set in the second state in both the front and rear directions while the crossbars 18 are positioned at normal positions separated from each other (see FIG. 13). The posture of the automobile 12 is corrected by generating or increasing the downforce of the vehicle.

  In the second embodiment, the seating sensor 54 outputs a signal corresponding to the presence / absence of seating. For example, the seating sensor 54 outputs a signal corresponding to a load acting on the corresponding seat. It is also good. In this configuration, since the load acting on each seat 52 can be detected, the posture estimation accuracy of the automobile 12 can be improved.

  FIG. 16 is a schematic view showing an attitude detection device 60 constituting a vehicle aerodynamic device according to the third embodiment of the present invention. The vehicle aerodynamic device according to the third embodiment of the present invention includes an attitude detection device 60 instead of the vehicle height sensor 40.

  The attitude detection device 60 includes a total of four wheel speed sensors 64 that detect the rotational speed of each wheel 62 of the automobile 12. Each wheel speed sensor 64 is electrically connected to the aerodynamic ECU 34 and outputs a signal corresponding to the rotational speed of the corresponding wheel. And aerodynamic ECU34 detects the attitude | position of the motor vehicle 12 based on the output signal of the attitude | position detection apparatus 60, ie, each wheel speed sensor 64. FIG. That is, the dynamic load radius of each wheel 62 of the automobile 12 changes according to the load to be supported. Therefore, the wheel 62 having a large support load has a larger rotation speed because its peripheral length is shorter than that of the wheel 62 having a small support load. become.

  Specifically, for example, as shown in FIG. 17A, when the automobile 12 is tilted so that the rear side is closer to the road surface than the front side, the support load of the rear wheel 62A is larger than the support load of the front wheel 62B. The rotation radius of the rear wheel 62A becomes smaller and becomes larger. Therefore, in this case, the rotational speed of the rear wheel 62A is larger than the rotational speed of the front wheel 62B (for example, when the front wheel 62B is rotating at a rotational speed corresponding to 100 km / h, the rear wheel 62A is 101 km / rotate at a rotation speed corresponding to h). Further, for example, as shown in FIG. 17B, when the automobile 12 is tilted so that the right side is closer to the road surface than the left side, the support load of the right wheel 62C becomes larger than the support load of the left wheel 62D. The dynamic rotation radius of the right wheel 62C is reduced. Therefore, in this case, the rotation speed of the right wheel 62C is larger than the rotation speed of the left wheel 62D (for example, when the left wheel 62D is rotating at a rotation speed corresponding to 100 km / h, the right wheel 62C is 101 km / h). rotate at a rotation speed corresponding to h).

  As described above, the aerodynamic ECU 34 detects the magnitude of the support load of each wheel, that is, the attitude of the automobile 12 based on the output signal of each wheel speed sensor 64. That is, for example, if the rotational speed of the right wheel 62C is higher than the rotational speed of the left wheel 62D, the aerodynamic ECU 34 estimates that the left side of the vehicle body has floated, and the rotational speed of the rear wheel 62A is greater than the rotational speed of the front wheel 62B. If it is too large, it is estimated that the front of the vehicle body has floated.

  As described above, the aerodynamic ECU 34 can also estimate the vehicle traveling attitude by the attitude detection device 60. Therefore, the vehicular aerodynamic device according to the third embodiment provided with the attitude detection device 60 instead of the vehicle height sensor 40 basically has the same effect as the vehicular aerodynamic device 10 according to the first embodiment. Obtainable. Specifically, in the example of FIG. 17A, the movable blades 26 and 28 of the crossbar 18A are brought into the second state to cause downforce, and the crossbar 18B is moved forward as necessary ( Refer to FIG. 10) The posture of the automobile 12 is corrected by generating or increasing the downforce at the rear of the vehicle body. In the example of FIG. 17B, for example, the left movable wings 26 are set in the second state in both the front and rear directions while the crossbars 18 are positioned at normal positions spaced apart from each other (see FIG. 13). The posture of the automobile 12 is corrected by generating or increasing the downforce of the vehicle.

  In each of the above-described embodiments, the example in which the vehicle aerodynamic device 10 includes the pair of front and rear crossbars 18 has been described. However, the present invention is not limited to this, for example, the vehicle aerodynamic device 10 is a single or A configuration including three or more crossbars 18 may be adopted. Further, the present invention is not limited to the configuration including the movable blades 26 and 28 such that each cross bar 18 is divided into two in the left-right direction. For example, a single or three or more movable blades are provided on each cross bar 18. It is good also as the provided structure.

  Further, in each of the above embodiments, a control example has been shown based on some flowcharts, but the present invention is not limited to this, and instead of the vehicle speed and the vehicle attitude as a control parameter, or together with the vehicle speed and the vehicle attitude, Other parameters may be employed. Therefore, the control for applying an appropriate downforce to each part of the vehicle volume is not limited to the control (flow) of the above embodiment, and various control methods can be taken.

1 is a perspective view showing a schematic overall configuration of a vehicle aerodynamic device according to a first embodiment of the present invention. It is a block diagram showing a control device which constitutes a vehicle aerodynamic device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control flow based on the vehicle speed of the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention. It is a diagram which shows the relationship between the vehicle speed used for control of the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention, and an angle of attack. It is a flowchart which shows the control flow based on the vehicle attitude | position of the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which supplements the control which moves the cross bar of the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention in the front-back direction. It is a diagram which shows the relationship between the relative distance with respect to the road surface of the vehicle body used for control which moves the cross bar of the aerodynamic device for vehicles which concerns on the 1st Embodiment of this invention to the front-back direction, and the position of a cross bar. It is a flowchart which supplements control of the left and right movable wings of the aerodynamic device for vehicles according to the first embodiment of the present invention. It is a diagram which shows the relationship between the relative distance with respect to the road surface of the vehicle body used for control of the left and right movable wing | blade of the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention, and the position of a crossbar. It is a perspective view showing the state where both front and back crossbars of the aerodynamic device for vehicles concerning the 1st embodiment of the present invention were moved ahead. It is a perspective view showing the state where both front and back crossbars of the aerodynamic device for vehicles concerning the 1st embodiment of the present invention were moved back. FIG. 3 is a perspective view showing a state in which an angle of attack is given to both the left and right movable wings of the vehicle aerodynamic device according to the first embodiment of the present invention. It is a perspective view which shows the state which gave the angle of attack only to the left movable wing of the vehicle aerodynamic apparatus which concerns on the 1st Embodiment of this invention. It is a typical top view which shows the attitude | position detection apparatus which comprises the vehicle aerodynamic apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows the attitude | position detection state by the attitude | position detection apparatus which comprises the vehicle aerodynamic apparatus which concerns on the 2nd Embodiment of this invention, Comprising: (A) is a typical top view when a vehicle body rear part floats, (B) FIG. 4 is a schematic plan view when the left part of the vehicle body floats. It is a typical top view which shows the attitude | position detection apparatus which comprises the vehicle aerodynamic apparatus which concerns on the 3rd Embodiment of this invention. It is a figure which shows the attitude | position detection state by the attitude | position detection apparatus which comprises the vehicle aerodynamic apparatus which concerns on the 3rd Embodiment of this invention, Comprising: (A) is a typical side view in case a vehicle body rear part floats, (B) FIG. 4 is a schematic rear view when the left part of the vehicle body floats.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Aerodynamic apparatus for vehicles 14 Roof 16 Roof rail 18 Crossbar (wing part)
26 Movable wing (left wing)
28 Movable wing (right wing)
30 ・ 32 Rotating actuator (attack angle adjusting device)
34 Aerodynamic ECU (control device)
36 Longitudinal actuator (Longitudinal drive)
38 Vehicle speed sensor 40 Vehicle height sensor (Attitude detection device)
50 posture detection device 54 seating sensor 60 posture detection device 64 wheel speed sensor

Claims (8)

A wing portion that is elongated in the vehicle width direction, is supported to be slidable in the front-rear direction on the roof of the vehicle body, and has a variable angle of attack with respect to the airflow generated as the vehicle travels
A longitudinal drive device for driving the wing portion in the longitudinal direction with respect to the vehicle body;
An angle-of-attack adjusting device for changing the angle of attack of the wing,
Driving state detection means for outputting a signal corresponding to at least one vehicle driving state;
The front-rear driving device and the angle-of-attack adjusting device are controlled so that the position of the wing portion in the front-rear direction and the angle of attack with respect to the vehicle body take the position and angle of attack determined based on the output signal of the traveling state detecting means. A control device,
An aerodynamic device for vehicles.   The wings are slidably mounted on a pair of roof rails arranged along the front-rear direction at both ends in the vehicle width direction on the roof, and are loaded on the upper surface. The aerodynamic device for a vehicle according to claim 1, which can take a supportable state and a state in which the angle of attack of the upper surface can be changed by changing the angle of the upper surface with respect to the vehicle traveling direction. The wing portion is disposed on the opposite side to the vehicle width direction center portion, and includes a left wing portion and a right wing portion, each of which is independently variable in angle of attack,
The angle-of-attack adjusting device includes a left-side angle-of-attack adjusting device for changing an angle-of-attack with respect to the air flow of the left wing portion, and a right-side angle-of-attack adjustment for changing the angle of attack of the right wing portion with respect to the air flow. Including the device,
The control device includes the left attack angle adjusting device and the right attack angle so that the attack angles of the left wing portion and the right wing portion are determined based on an output signal of the traveling state detection unit. Control the adjusting device independently,
The vehicle aerodynamic device according to claim 1 or 2. The traveling state detection means includes a vehicle speed sensor that outputs a signal corresponding to the traveling speed of the vehicle,
The control device controls the angle-of-attack adjusting device so that the wing portion generates a down force according to an output signal of the vehicle speed sensor.
The aerodynamic device for a vehicle according to any one of claims 1 to 3. The traveling state detection means includes an attitude detection device that outputs a signal corresponding to the attitude of the vehicle,
The control device is configured to cause the downforce generated by the wing portion to act on the portion of the vehicle body that is relatively far from the road surface in accordance with the output signal of the attitude detection device, so that the front / rear drive device and the welcome device are applied. Control the angle adjustment device,
The aerodynamic device for a vehicle according to any one of claims 1 to 4.   The vehicular aerodynamic device according to claim 5, wherein the posture detection device is a vehicle height sensor that outputs a signal corresponding to each distance between at least three locations on the vehicle body and a road surface.   The vehicular aerodynamic device according to claim 5, wherein the posture detection device is a seating sensor that outputs a signal corresponding to the presence or absence of an occupant seating in each seat of the vehicle.   The vehicle aerodynamic device according to claim 5, wherein the attitude detection device is a wheel speed sensor that outputs a signal corresponding to a rotation speed of each wheel of the vehicle.

Images