JP2007126088A - Air stream controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control an air stream flowing through a wheel for a vehicle actively to improve vehicle running performance. <P>SOLUTION: A fin provided so as to turn centered on a wheel center part is provided in the wheel for the vehicle in the opposite direction to the direction of rotation of the wheel when the vehicle advances on a rear surface (the direction of an inner side of the vehicle) of a spoke. When the fin turns into a condition in which it is positioned between spokes, the fin also rotates together with the rotation of the wheel for the vehicle to generate an air stream in the direction of the inner side of the vehicle by the rotation of the fin, and the fin is operated (106, 108) to move the fin between the spokes when a value detected by a vehicle speed sensor is higher vehicle speed than a threshold value decided in advance (100 to 102), brake is not applied (104), and the fin is stored on a spoke side. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle airflow control device, and more particularly to a vehicle airflow control device that controls an airflow passing through a vehicle wheel.

  The airflow flowing through the vehicle includes an airflow that flows on the lower surface of the vehicle body from the front side of the vehicle toward the rear side, and an airflow that flows from the front side of the vehicle through the vehicle wheel to the side surface of the vehicle, and passes through the vehicle wheel. Thus, the airflow flowing on the side surface of the vehicle has a brake cooling action. However, the airflow passing through the vehicle wheel and flowing to the side surface of the vehicle interferes with the airflow flowing through the side surface of the vehicle when traveling at a high speed, resulting in air resistance.

Therefore, in the technique described in Patent Document 1, when the centrifugal force is applied to the wheel cover by the rotation of the wheel, the lid member is moved in a direction to reduce the opening of the wheel cover opening, and the high speed traveling is performed. It has been proposed to reduce the air resistance inside.
Japanese Utility Model Publication No. 63-123302

  However, the technique described in Patent Document 1 is configured to close the wheel cover opening and reduce the air resistance during high-speed traveling, but more actively controls the air flow to reduce the brake cooling. It is desired to improve vehicle running performance such as performance and vehicle aerodynamic performance.

  The present invention has been made in view of the above, and an object thereof is to positively control the airflow flowing through the vehicle wheel to improve the vehicle running performance.

  In order to achieve the above object, the invention according to claim 1 is provided in a vehicle wheel, and generates a first state stored on the spoke side and an air flow protruding from the spoke side and passing through the vehicle wheel. A fin that is movable to the second state, a detecting unit that detects a traveling state of the vehicle, and a control unit that controls the movement of the fin so as to improve the vehicle traveling performance based on the detection result of the detecting unit. It is characterized by comprising.

  According to the first aspect of the present invention, the fin is provided on the vehicle wheel, and the first state is stored in the spoke side, and the fin is protruded from the spoke side and generates an air flow flowing through the vehicle wheel. It can move to two states. That is, the airflow passing through the vehicle wheel is different between the first state and the second state of the fins.

  The detection means detects the running state of the vehicle, and the control means controls the movement of the fins based on the detection result of the detection means so as to improve the vehicle running performance. That is, the airflow passing through the vehicle wheel can be controlled according to the traveling state. For example, when the direction of the air flow generated when the fin is in the second state is changed from the vehicle inner side to the outer side, the brake cooling performance can be improved by moving the fin to the second state. Further, when the direction of the air flow generated when the fin is in the second state is the inner side direction from the outside of the vehicle, the fin is moved to the second state, so that the direction of the vehicle outer side from the lower surface of the vehicle body via the vehicle wheel The airflow generated by the fins can be suppressed by the airflow generated by the fins, so that interference between the airflow flowing on the side of the vehicle and the airflow flowing from the underside of the vehicle body through the vehicle wheel toward the outside of the vehicle can be reduced. Can be reduced.

  Therefore, it is possible to positively control the airflow flowing through the vehicle wheel and improve the vehicle running performance.

  For example, as in the invention described in claim 2, the second state of the fin is a state in which an air flow passing through the vehicle wheel from the outside of the vehicle to the inside is generated, and the detection means detects the vehicle speed as the traveling state. When the control means detects a vehicle speed that is equal to or higher than a predetermined value by the detection means, the vehicle wheel is moved from the lower surface of the vehicle body at the time of high-speed traveling or the like by controlling the fin to move from the first state to the second state. The airflow flowing in the vehicle outer direction through the fins can be suppressed by the airflow generated by the fins, so that interference between the airflow flowing in the vehicle side surface and the airflow flowing in the vehicle outer direction from the lower surface of the vehicle body via the vehicle wheel is prevented. This can reduce the air resistance. This can improve fuel efficiency.

  According to a third aspect of the present invention, the second state of the fin is a state in which an air flow that passes through the vehicle wheel from the vehicle inner side to the outer side is generated, and the vehicle is braked with the detection means as the traveling state. When the temperature of the device is detected, and when the control means detects a temperature equal to or higher than a predetermined value by the detection means, the control is performed so that the fin moves from the first state to the second state. The braking device can be efficiently cooled by the airflow flowing from the lower surface of the vehicle body via the vehicle wheel. As a result, the brake cooling performance can be improved.

  According to a fourth aspect of the present invention, the second state of the fin is a state in which an air flow passing through the vehicle wheel from the vehicle outer side to the inner side or from the vehicle inner side to the outer side is generated, and the detection means The vehicle posture is detected as the running state, and the control means controls the movement of the fins so as to stabilize the vehicle performance based on the detection result of the detection means, so that the vehicle roll, pitch, and lift during high speed running The vehicle posture can be stabilized from the state where the vehicle is lifted, and the vehicle running performance can be improved.

  For example, as in the fifth aspect of the invention, the detecting means detects the vehicle pitch as the vehicle posture, and the control means makes the fins different in the front and rear vehicle wheels so as to suppress the vehicle pitch. By controlling, the pitch of the vehicle can be suppressed by the air flow passing through the vehicle wheel generated by the fin, and the detection means detects the roll of the vehicle as the vehicle posture as in the invention according to claim 6. Then, the control means controls the fin to be different between the left and right vehicle wheels so as to suppress the roll of the vehicle, thereby suppressing the roll of the vehicle by the air flow passing through the vehicle wheel generated by the fin. As in the invention according to claim 7, the second state of the fin is defined as a state in which an air flow flowing through the vehicle wheel from the outside of the vehicle to the inside is generated. The detection means detects the increase in vehicle height during high-speed driving as the vehicle posture, and the control means controls the movement of the fins so as to lower the vehicle height, so that the air flow passing through the vehicle wheel generated by the fins increases the speed. It is possible to suppress the lifting of the vehicle during traveling.

  As described above, according to the present invention, the first state is provided on the vehicle wheel and is stored in the spoke side, and the second state in which the air flow that flows through the vehicle wheel is projected to the opening between the spokes. By controlling the movement of the movable fin based on the detection result of the running state, it is possible to positively control the air flow flowing through the vehicle wheel and improve the vehicle running performance. .

Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings.
[First Embodiment]
FIG. 1 is a diagram showing a vehicle wheel to be controlled by the vehicle airflow control device according to the first embodiment of the present invention.

  As shown in FIG. 1, the vehicle wheel 10 includes a plurality of spokes 10C that connect a wheel center portion 10A fixed to a vehicle-side hub and a rim portion 10B on which a tire T is placed.

  Further, fins 12 are provided on the back surface (the vehicle inner side) of the spoke 10C so as to be rotatable around the wheel center portion 10A in the direction opposite to the wheel rotation direction when the vehicle moves forward. That is, the fins 12 are movable from a state where the fins 12 are overlapped and hidden behind the spokes 10C as shown in FIG. 1 (A) to a state where the fins 12 protrude between the spokes 10C as shown in FIG. 1 (B). .

  Specifically, as shown in FIGS. 2A and 2B, the spoke 10C has an arc shape on the back side, and the fins 12 provided on the back side also follow the arc shape of the spoke 10C. It has an arc shape. Accordingly, as shown in FIG. 2B, when the fins 12 are rotated so as to protrude between the spokes 10C, the fins 12 are rotated together with the rotation of the vehicle wheel 10, and the rotation of the fins 12 causes the outside of the vehicle to rotate. An air flow is generated from the inside to the inside.

  In the state in which the fins 12 are stored on the back surface of the spoke 10C, the airflow flows from the vehicle inner side to the outer side by the rotation of the spoke 10C.

  The fin 12 is a permanent magnet, and the spoke 10C is an electromagnet. That is, when a current is applied to the spoke 10C, the spoke 10C is magnetized, and the magnetic polarity of the spoke 10C becomes the same as that of the fin 12 or reverse polarity depending on the polarity of the current at this time. Therefore, when the fins 12 and the spokes 10C have the same magnetic polarity, the fins 12 and the spokes 10C are separated from each other, the fins 12 move between the spokes 10C, and the fins 12 and the spokes 10C have opposite polarities. The fin 12 moves to the back surface of the spoke 10C.

  The application of current to the spoke 10C can be realized by performing contactless operation from the vehicle body side using electromagnetic induction, for example.

  FIG. 3 is a block diagram showing the configuration of the vehicle airflow control device 14 according to the first embodiment of the present invention.

  In the vehicle airflow control device 14 according to the first embodiment of the present invention, the operation of the fins 12 is controlled by the airflow control ECU 16.

  Specifically, as shown in FIG. 3, the air flow control ECU 12 is connected to a vehicle speed sensor 18 that detects the vehicle speed and a brake switch 20 that detects the operation of the brake, and wheel fins that drive the fins 12. A drive unit 22 is connected to detect the traveling state of the vehicle from the state of the vehicle speed sensor 18 and the brake switch 20 to drive the fins 12.

  As described above, the wheel fin drive unit 22 applies a current for magnetizing the spoke 10C. At this time, the magnetic polarity of the spoke 10C is determined by the polarity of the current, and the fin 12 moves according to the magnetic polarity. In addition, in FIG. 3, although one is shown as the wheel fin drive part 22, two or more are provided corresponding to each wheel.

  The air flow control ECU 16 stores a vehicle speed threshold value for determining whether or not the vehicle is traveling at a high speed. Based on the threshold value, the air flow control ECU 16 determines whether or not the vehicle is traveling at a high speed. Based on the result, the wheel fin drive unit 22 is controlled.

  Next, the flow of processing performed by the air flow control ECU 16 of the vehicle air flow control device 14 according to the first embodiment of the present invention configured as described above will be described. FIG. 4 is a flowchart showing an example of a flow of processing performed by the air flow control ECU 16 of the vehicle air flow control device 14 according to the first embodiment of the present invention.

  First, in step 100, the detection value of each sensor is acquired, and the process proceeds to step 102. That is, the detection results of the vehicle speed sensor 18 and the brake switch 20 are taken into the air flow control ECU 16.

  In step 102, it is determined whether the vehicle is traveling at a high speed. The determination is made by determining whether the detected value of the vehicle speed sensor 18 is higher than the threshold value for determining whether or not the vehicle is traveling at a high speed stored in advance in the air flow control ECU 16. If the determination is negative, the process returns to step 100 and the above-described processing is repeated. When the determination at step 102 is affirmed, the routine proceeds to step 104.

  In step 104, it is determined whether the brake is being applied. This determination is made by detecting whether or not the brake is being operated from the state of the brake switch 20, and if the determination is affirmative, the process returns to step 100 and the above processing is repeated, and the determination at step 104 is negative. When this is done, the process proceeds to step 106.

  In step 106, it is determined whether or not the fin 12 is being stored. That is, it is made by determining whether or not the fin 12 is moving to the back surface of the spoke 10C by driving the wheel fin drive unit 22, and if the determination is negative, the process returns to step 100 and described above. This process is repeated, and when the determination at step 106 is affirmed, the routine proceeds to step 108.

  In step 108, the fins are moved so that the fins 12 move between the spokes 10C, the series of processes is terminated, and other processes or processes from the above-described step 100 are started again. That is, the wheel fin drive unit 22 applies a current having the same magnetic polarity between the spoke 10C and the fin 12 to the spoke 10C, the spoke 10C and the fin 12 are separated from each other, and the fin 12 is shown in FIG. As shown in FIG. 2 (B), it moves between the spokes 10C. As a result, the air flow passing through the vehicle wheel 10 from the vehicle inner side toward the outer side as shown in FIG. 5 (A) is caused by the air flow generated by the fins 12 as shown in FIG. 5 (B). It is suppressed. Therefore, the airflow flowing through the vehicle side surface and the airflow passing through the vehicle wheel 10 are no longer interfered and the air resistance is reduced, so that fuel efficiency can be improved. FIG. 5 shows the air flow only for the front wheels, but the same applies to the rear wheels.

  As described above, in the present embodiment, the high-speed traveling is detected as the traveling state, and the fins 12 provided on the vehicle wheel 10 are driven as shown in FIG. By causing the flowing air flow to flow from the outside to the inside of the vehicle, the air flow flowing from the vehicle wheel 10 to the outside of the vehicle can be suppressed by the air flow generated by the fins 12, so that the air resistance at high speeds Can be reduced, and fuel consumption can be improved. Therefore, vehicle running performance can be improved.

In the first embodiment, the brake switch 20 is used to determine whether or not the brake is being applied. However, the present invention is not limited to this. Instead of the brake switch 20, a brake stroke sensor, a brake boost pressure detection sensor, etc. May be applied.
[Second Embodiment]
Then, the vehicle airflow control apparatus concerning 2nd Embodiment of this invention is demonstrated. FIG. 6 is a view showing a vehicle wheel to be controlled by the vehicle airflow control device according to the second embodiment of the present invention. In addition, about the same structure as 1st Embodiment, the same code | symbol is attached | subjected and demonstrated.

  As shown in FIG. 6, the vehicle wheel 11 includes a plurality of spokes that connect a wheel center portion 11A fixed to a vehicle-side hub and a rim portion 11B on which a tire T is placed, as in the first embodiment. 11C.

  Further, fins 12 are provided on the back surface (the vehicle inner side) of the spoke 11C so as to be rotatable about the wheel center portion 11A in the same direction as the wheel rotation direction when the vehicle moves forward. That is, the fin 12 is movable from a state where it overlaps and hides on the back surface of the spoke 11C as shown in FIG. 6 (A) to a state where it protrudes between the spokes 11C as shown in FIG. 6 (B). .

  Specifically, as shown in FIGS. 7A and 7B, the spoke 11C has an arc shape on the back side, and the fins 12 provided on the back side also follow the arc shape of the spoke 11C. It has an arc shape. Therefore, as shown in FIG. 7B, when the fins 12 are rotated so as to protrude between the spokes 11C, the fins 12 are rotated together with the rotation of the vehicle wheel 11, and the fins 12 rotate the outer side from the vehicle inner side. Air flow is generated in the direction.

  In the state where the fins 12 are stored on the back surface of the spoke 11C, the air flow is formed in a shape that flows toward the outside of the vehicle by the rotation of the spoke 11C.

  The fin 12 is a permanent magnet, and the spoke 11C is an electromagnet. That is, when a current is applied to the spoke 11C, the spoke 11C is magnetized, and the magnetic polarity of the spoke 11C becomes the same as that of the fin 12 or reverse polarity depending on the polarity of the current at this time. Therefore, when the fins 12 and the spokes 11C have the same magnetic polarity, the fins 12 and the spokes 11C are separated from each other, the fins 12 move between the spokes 11C, and the fins 12 and the spokes 11C have opposite polarities. The fin 12 moves to the back surface of the spoke 11C.

  The application of current to the spoke 11C can be realized by performing contactless operation from the vehicle body side using electromagnetic induction, for example.

  FIG. 8 is a block diagram showing the configuration of the vehicle airflow control device 24 according to the second embodiment of the present invention. In addition, about the same structure as 1st Embodiment, the same code | symbol is attached | subjected and demonstrated.

  In the vehicle airflow control device 24 according to the first embodiment of the present invention, the operation of the fins 12 is controlled by the airflow control ECU 26.

  Specifically, as shown in FIG. 8, a vehicle speed sensor 18 that detects the vehicle speed and a brake temperature sensor 28 that detects the temperature of the brake are connected to the air flow control ECU 26, and the wheel that drives the fins 12. A fin driving unit 22 is connected to detect the traveling state of the vehicle from the state of the vehicle speed sensor 18 and the brake temperature sensor 28 to drive the fins 12.

  The wheel fin drive unit 22 applies a current for magnetizing the spoke 11C as described above. At this time, the magnetic polarity of the spoke 11C is determined by the polarity of the current, and the fin 12 moves according to the magnetic polarity. In addition, in FIG. 8, although one is shown as the wheel fin drive part 22, two or more are provided corresponding to each wheel.

  The air flow control ECU 26 stores a vehicle speed threshold for determining whether or not the vehicle is traveling at a high speed and a brake temperature threshold for determining whether or not the brake is hot. It is determined whether the vehicle is traveling at a high speed based on the threshold value of the vehicle speed, and whether the brake is hot is determined based on the threshold value of the brake temperature, and the wheel fin drive unit 22 is controlled based on the determination result. ing.

  In the present embodiment, the brake temperature sensor 28 detects the brake temperature. However, the present invention is not limited to this, and other means for detecting the brake temperature may be applied. For example, the brake temperature may be estimated by detecting the brake master pressure or the like.

  Next, a flow of processing performed by the air flow control ECU 26 of the vehicle air flow control device 24 according to the second embodiment of the present invention will be described. FIG. 9 is a flowchart showing an example of the flow of processing performed by the air flow control ECU 26 of the vehicle air flow control device 24 according to the second embodiment of the present invention.

  First, in step 150, the detection value of each sensor is acquired, and the process proceeds to step 152. That is, the detection results of the vehicle speed sensor 18 and the brake temperature sensor 28 are taken into the air flow control ECU 26.

  In step 152, it is determined whether the vehicle is traveling at a high speed. The determination is made by determining whether the detected value of the vehicle speed sensor 18 is higher than the threshold value for determining whether or not the vehicle is traveling at a high speed stored in advance in the air flow control ECU 26. If the determination is negative, the process returns to step 150 and the above-described processing is repeated. When the determination at step 152 is affirmed, the process proceeds to step 154.

  In step 154, it is determined whether the brake temperature is high. This determination is made by determining whether or not the detected value of the brake temperature sensor 28 is high based on a threshold value for determining whether or not the brake temperature stored in advance in the airflow control ECU 26 is high. If YES, the process returns to step 150 and the above process is repeated. When the determination at step 154 is affirmed, the process proceeds to step 156.

  In step 156, it is determined whether or not the fin 12 is being stored. That is, it is made by driving the wheel fin drive unit 22 to determine whether or not the fin 12 is moving on the back surface of the spoke 11C. If the determination is negative, the process returns to step 150 and described above. When the determination in step 156 is affirmed, the process proceeds to step 158.

  In step 158, the fins are moved so that the fins 12 move between the spokes 11C, the series of processing ends, and other processing or processing from step 150 described above is started again. That is, the wheel fin drive unit 22 applies a current having the same magnetic polarity between the spoke 11C and the fin 12 to the spoke 11C, the spoke 11C and the fin 12 are separated from each other, and the fin 12 is shown in FIG. As shown in FIG. 7 (B), it moves between the spokes 11C. As a result, the air flow passing through the vehicle wheel 11 from the vehicle inner side toward the outer side as shown in FIG. 10 (A) is caused by the air flow generated by the fins 12 as shown in FIG. 10 (B). Further encouraged. Therefore, the cooling efficiency of the brake can be improved by the airflow flowing on the vehicle side surface and the airflow passing through the vehicle wheel 11, and the brake performance can be prevented from being deteriorated due to heat during braking. In addition, in FIG. 10, although the flow of an airflow is shown only about a front wheel, it is the same also about a rear wheel.

As described above, in this embodiment, it is detected that the brake temperature is a high temperature state as the running state, and as shown in FIG. 10B, the fins 12 provided on the vehicle wheel 11 are driven, By allowing the airflow flowing through the vehicle wheel 11 to flow from the inside to the outside of the vehicle, the airflow flowing from the vehicle wheel 11 to the outside of the vehicle can be promoted by the airflow generated by the fins 12. The brake can be efficiently cooled by the airflow flowing from the vehicle wheel 11 toward the vehicle outer side, and the vehicle running performance can be improved.
[Third Embodiment]
Then, the vehicle airflow control apparatus concerning 3rd Embodiment of this invention is demonstrated. Since the first embodiment or the second embodiment is applied to the configuration of the vehicle wheel, detailed description thereof is omitted.

  FIG. 11 is a block diagram showing a configuration of a vehicle airflow control device 30 according to the third embodiment of the present invention. In addition, the same code | symbol is attached | subjected and demonstrated about the same structure as 1st Embodiment and 2nd Embodiment.

  In the vehicle airflow control device 30 according to the third embodiment of the present invention, the operation of the fins 12 is controlled by the airflow control ECU 32.

  Specifically, as shown in FIG. 11, the air flow control ECU 32 is connected to a vehicle speed sensor 18 that detects a vehicle speed and a vehicle height sensor 34 that detects a vehicle height at a position corresponding to each wheel. A wheel fin drive unit 22 that drives the fins 12 is connected to drive the fins 12 by detecting the traveling state of the vehicle from the states of the vehicle speed sensor 18 and the vehicle height sensor 34. In FIG. 11, one vehicle height sensor 34 is shown, but a plurality of vehicle height sensors for detecting positions corresponding to the respective wheels are provided.

  The wheel fin drive unit 22 applies a current for magnetizing the spokes as described above. At this time, the magnetic polarity of the spoke is determined by the polarity of the current, and the fin 12 moves according to the magnetic polarity. In addition, in FIG. 11, although one is shown as the wheel fin drive part 22, two or more are provided corresponding to each wheel.

  The air flow control ECU 32 stores a vehicle speed threshold value for determining whether or not the vehicle is traveling at high speed, and determines whether or not the vehicle is traveling at high speed based on the vehicle speed threshold value. Based on the detection result of the vehicle height sensor 34, the pitch of the vehicle (the pitch toward the front side or the pitch toward the rear side) is determined, and the wheel fin drive unit 22 is controlled based on the determination result.

  Subsequently, a flow of processing performed by the air flow control ECU 32 of the vehicle air flow control device 30 according to the third embodiment of the present invention will be described. FIG. 12 is a flowchart showing an example of the flow of processing performed by the air flow control ECU 32 of the vehicle air flow control device 30 according to the third embodiment of the present invention.

  First, in step 200, the detection value of each sensor is acquired, and the process proceeds to step 202. That is, the detection results of the vehicle speed sensor 18 and the vehicle height sensor 34 are taken into the air flow control ECU 32.

  In step 202, it is determined whether the vehicle is traveling at high speed. The determination is made by determining whether the detected value of the vehicle speed sensor 18 is higher than the threshold value for determining whether or not the vehicle is traveling at a high speed stored in advance in the air flow control ECU 32. If the determination is negative, the process returns to step 200 and the above-described processing is repeated. When the determination at step 202 is affirmed, the routine proceeds to step 204.

  In step 204, it is determined whether or not the vehicle is in a pitch state. This determination is made when the detection result of the vehicle height sensor 34 taken into the air flow control ECU 32 indicates that the front wheel side is lower than the rear wheel side, and the front wheel is in a pitch state. If the vehicle height on the side is lower than the vehicle height on the front wheel side, it is determined that the pitch is in the rearward direction. If the determination is negative, the process returns to step 200 and the above-described processing is repeated. When this determination is affirmed, the routine proceeds to step 206.

  In step 206, it is determined whether or not the fin 12 is being stored. That is, it is made by determining whether or not the fin 12 is moving to the back surface of the spoke by driving the wheel fin drive unit 22, and if the determination is negative, the process returns to step 200 and described above. The process is repeated, and when the determination at step 206 is affirmed, the routine proceeds to step 208.

  In step 208, the fins 12 are operated so as to suppress the pitch, the series of processes is terminated, and other processes or processes from the above-described step 200 are started again. That is, with respect to the vehicle wheel that generates an air flow in the direction in which the pitch is suppressed by the fins 12, a current that causes the magnetic polarities of the spokes and the fins 12 to be the same polarity is applied to the spokes 10C by the wheel fin driving unit 22. The spoke and the fin 12 are separated from each other, and the fin 12 moves between the spokes.

  For example, when the vehicle wheel 10 applied in the first embodiment is used and it is determined that the pitch is forward, the fins 12 of the vehicle wheel 10 on the rear wheel side are moved between the spokes 10C. Thus, as shown in FIG. 13A, the direction of the airflow flowing through the vehicle wheel 10 is changed from the vehicle outer side to the inner side direction, and the pressure generated by the airflow on the lower surface of the vehicle body on the rear wheel side is reduced. The force is applied to the one with lower vehicle height. As a result, the front and rear wheels approach the same vehicle height, so that the pitch toward the front side can be suppressed.

  Further, when the vehicle wheel 10 applied in the first embodiment is used and it is determined that the pitch is in the rearward direction, the fin 12 of the vehicle wheel 10 on the front wheel side is moved between the spokes 10C. Thus, as shown in FIG. 13B, the direction of the airflow flowing through the vehicle wheel 10 is changed from the outside of the vehicle to the inside, the pressure generated by the airflow on the lower surface of the vehicle body on the front wheel side, and the vehicle height on the front wheel side is Apply force to the lower side. Thereby, since the front and rear wheels approach the same vehicle height, the pitch toward the rear side can be suppressed.

  Further, when the vehicle wheel 11 applied in the second embodiment is used and it is determined that the pitch is in the forward direction, the fin 12 of the vehicle wheel 11 on the front wheel side is moved between the spokes 11C. As shown in FIG. 13C, the direction of the airflow flowing through the vehicle wheel 11 is changed from the vehicle inner side to the outer side to increase the pressure generated by the airflow on the lower surface of the vehicle body on the front wheel side. The force is applied to the person who becomes higher. As a result, the front and rear wheels approach the same vehicle height, so that the pitch toward the front side can be suppressed.

  Further, when the vehicle wheel 11 applied in the second embodiment is used and it is determined that the pitch is in the rearward direction, the fin 12 of the vehicle wheel 11 on the rear wheel side is moved between the spokes 11C. As shown in FIG. 13 (D), the direction of the airflow flowing through the vehicle wheel 11 is changed from the vehicle inner side to the outer side to increase the pressure generated by the airflow on the lower surface of the vehicle body on the rear wheel side. A force is applied to the wheel height on the wheel side. Thereby, since the front and rear wheels approach the same vehicle height, the pitch toward the rear side can be suppressed.

  Thus, in the present embodiment, the vehicle posture (pitch of the vehicle) is detected as the running state, and the fins 12 provided on the vehicle wheel are driven to different states by the front and rear vehicle wheels, thereby providing the fins 12. The air flow generated by the vehicle can suppress the pitch of the vehicle and stabilize the vehicle posture, thereby improving the vehicle running stability and improving the vehicle running performance.

  By the way, in this embodiment, although it controlled to apply the vehicle wheel of 1st Embodiment or 2nd Embodiment and to suppress a pitch, it applied the vehicle wheel 10 of 1st Embodiment, and was high-speed driving | running | working. You may make it control so that the vehicle of time may be stabilized. In this case, the air flow control ECU 32 stores a vehicle speed threshold value for determining whether or not the vehicle is traveling at a high speed, and whether or not the vehicle height is higher than a predetermined standard vehicle height. The standard vehicle height value for determining the vehicle height is stored, it is determined whether the vehicle is traveling at high speed based on the threshold value of the vehicle speed, and it is determined whether it is higher than the standard vehicle height based on the detection result of the vehicle height sensor 32. The wheel fin drive unit 22 is controlled based on the determination result. Since other configurations are the same as those of the third embodiment, detailed description thereof is omitted.

  FIG. 14 is a flowchart showing a flow of processing performed by the air flow control ECU in the modified example of the vehicle air flow control device according to the third embodiment.

  First, in step 250, the detection value of each sensor is acquired, and the process proceeds to step 252. That is, the detection results of the vehicle speed sensor 18 and the vehicle height sensor 32 are taken into the air flow control ECU 32.

  In step 252, it is determined whether the vehicle is traveling at high speed. The determination is made by determining whether the detected value of the vehicle speed sensor 18 is higher than the threshold value for determining whether or not the vehicle is traveling at a high speed stored in advance in the air flow control ECU 32. If the determination is negative, the process returns to step 250 and the above-described processing is repeated. When the determination at step 252 is affirmed, the process proceeds to step 254.

  In step 254, it is determined whether both the front and rear wheels are higher than the standard vehicle height. This determination is made by determining whether or not the detection result of the vehicle height sensor 34 taken into the airflow control ECU 32 is higher than the standard vehicle height value stored in advance. If the determination is negative, step 250 is performed. Returning to, the above process is repeated, and when the determination at step 254 is affirmed, the routine proceeds to step 256.

  In step 256, it is determined whether or not the fin 12 is being stored. That is, it is made by determining whether or not the fin 12 is moving to the back surface of the spoke 10C by driving the wheel fin drive unit 22, and if the determination is negative, the process returns to step 250 and described above. When the determination of step 256 is affirmed, the routine proceeds to step 258.

  In step 258, the fins 12 are operated between the spokes 10C of the vehicle wheel 10 so as to lower the vehicle height, the series of processes is terminated, and other processes or processes from the above-described step 250 are started again. That is, the wheel fin drive unit 22 applies a current having the same magnetic polarity between the spoke 10C and the fin 12 to the spoke 10C, the spoke 10C and the fin 12 are separated from each other, and the fin 12 is shown in FIG. As shown in FIG. 7 (B), it moves between the spokes 10C. As a result, an air flow that flows through the vehicle wheel 11 from the outside of the vehicle toward the inside is generated. Therefore, the pressure generated by the air flow on the lower surface of the vehicle body is reduced and the force acts in the direction of raising the vehicle height, so that the vehicle can be stabilized.

As described above, in the modification of the present embodiment, an increase in the vehicle height is detected as the traveling state, the fins 12 provided on the vehicle wheel are driven, and the downforce is obtained by the airflow generated by the fins 12. Therefore, the running stability at the time of high speed running can be improved and the vehicle running performance can be improved.
[Fourth Embodiment]
Then, the vehicle airflow control apparatus concerning 4th Embodiment of this invention is demonstrated. Since the first embodiment or the second embodiment is applied to the configuration of the vehicle wheel, detailed description thereof is omitted.

  FIG. 15 is a block diagram showing a configuration of a vehicle airflow control device 36 according to the fourth embodiment of the present invention. In addition, the same code | symbol is attached | subjected and demonstrated about the same structure as 1st Embodiment thru | or 3rd Embodiment.

  In the vehicle airflow control device 36 according to the fourth embodiment of the present invention, the operation of the fins 12 is controlled by the airflow control ECU 38.

  Specifically, as shown in FIG. 15, the air flow control ECU 38 is connected to a vehicle speed sensor 18 that detects the vehicle speed and a roll rate sensor 40 that detects the roll of the vehicle, and a wheel that drives the fins 12. A fin driving unit 22 is connected to detect the traveling state of the vehicle from the state of the vehicle speed sensor 18 and the roll rate sensor 40 and drive the fins 12.

  As described above, the wheel fin drive unit 22 applies a current for magnetizing the spoke, and the magnetic polarity of the spoke is determined by the polarity of the current. In addition, in FIG. 15, although one is shown as the wheel fin drive part 22, two or more are provided corresponding to each wheel.

  The air flow control ECU 38 stores a vehicle speed threshold value for determining whether or not the vehicle is traveling at high speed, and determines whether or not the vehicle is traveling at high speed based on the vehicle speed threshold value. The roll of the vehicle is determined based on the detection result of the roll rate sensor 40, and the wheel fin drive unit 22 is controlled based on the determination result.

  In the present embodiment, the roll of the vehicle is detected by the roll rate sensor 40, but the present invention is not limited to this. A steering angle sensor that detects a steering angle or the like, a G sensor that detects lateral acceleration, or the like. The sensor may be applied, or the roll may be detected using a signal from a wheel speed sensor or the like.

  Next, a flow of processing performed by the air flow control ECU 38 of the vehicle air flow control device 36 according to the fourth embodiment of the present invention will be described. FIG. 16 is a flowchart showing an example of a flow of processing performed by the air flow control ECU 38 of the vehicle air flow control device 36 according to the fourth embodiment of the present invention.

  First, in step 300, the detection value of each sensor is acquired, and the process proceeds to step 302. That is, the detection results of the vehicle speed sensor 18 and the vehicle height sensor 40 are taken into the air flow control ECU 38.

  In step 302, it is determined whether the vehicle is traveling at high speed. The determination is made by determining whether the detected value of the vehicle speed sensor 18 is higher than the threshold value for determining whether or not the vehicle is traveling at a high speed stored in advance in the air flow control ECU 38. If the determination is negative, the process returns to step 300 and the above-described processing is repeated. When the determination at step 302 is affirmed, the routine proceeds to step 304.

  In step 304, it is determined whether or not the vehicle is rolling. This determination determines whether or not the vehicle roll has been detected from the detection result of the roll rate sensor 40 taken into the air flow control ECU 38. If the determination is negative, the process returns to step 300 to perform the above-described processing. Is repeated, and when the determination at step 304 is affirmed, the routine proceeds to step 306.

  In step 306, it is determined whether the fin 12 is being stored. That is, it is made by determining whether or not the fin 12 is moving to the back surface of the spoke by driving the wheel fin drive unit 22, and if the determination is negative, the process returns to step 300 and the above-mentioned The process is repeated, and when the determination at step 306 is affirmed, the routine proceeds to step 308.

  In step 308, the fins 12 are operated so as to suppress the roll of the vehicle, the series of processes is terminated, and other processes or the processes from the above-described step 300 are started again. That is, with respect to the vehicle wheel that generates an air flow in a direction in which the rolls of the vehicle are suppressed by the fins 12, a current that causes the magnetic polarities of the spokes and the fins 12 to be the same polarity is applied to the spokes by the wheel fin driving unit 22. The spokes and the fins 12 are separated and the fins 12 move between the spokes.

  For example, when the vehicle wheel 10 applied in the first embodiment is used and it is determined that the roll is to the right side of the vehicle, the fin 12 of the vehicle wheel 10 on the right side of the vehicle is moved between the spokes 10C. Thus, as shown in FIG. 17A, the direction of the airflow flowing through the vehicle wheel 10 is changed from the outside of the vehicle to the inside, and the pressure generated by the airflow on the lower surface of the vehicle body on the right side of the vehicle is increased. The force is applied to the person who becomes higher. Thereby, since the vehicle height approaches the same vehicle height, the right roll of the vehicle can be suppressed.

  Further, when the vehicle wheel 10 applied in the first embodiment is used and it is determined that the roll is to the left side of the vehicle, the fin 12 of the vehicle wheel 10 on the left side of the vehicle is moved between the spokes 10C. As shown in FIG. 17B, the direction of the airflow flowing through the vehicle wheel 10 is set from the outside of the vehicle to the inside, and the pressure generated by the airflow on the lower surface of the vehicle body on the left side of the vehicle is increased. Apply force to the higher one. Thereby, since the vehicle height approaches the same vehicle height, the left roll of the vehicle can be suppressed.

  When the vehicle wheel 11 applied in the second embodiment is used and it is determined that the roll is to the right side of the vehicle, the fin 12 of the vehicle wheel 11 on the left side of the vehicle is moved between the spokes 11C, As shown in FIG. 17C, the direction of the airflow flowing through the vehicle wheel 11 is changed from the vehicle inner side to the outer side, the pressure generated by the airflow on the lower surface of the vehicle body on the left side of the vehicle is lowered, and the vehicle height on the left side of the vehicle becomes Apply force to the lower side. Thereby, since the vehicle height approaches the same vehicle height, the right roll of the vehicle can be suppressed.

  Further, when the vehicle wheel 11 applied in the second embodiment is used and it is determined that the roll is to the left side of the vehicle, the fin 12 of the vehicle wheel 11 on the right side of the vehicle is moved between the spokes 11C. As shown in FIG. 17D, the direction of the airflow flowing through the vehicle wheel 11 is changed from the vehicle inner side to the outer side to reduce the pressure generated by the airflow on the lower surface of the vehicle body on the right side of the vehicle. The force is applied to the one where becomes lower. Thereby, since the vehicle height approaches the same vehicle height, the left roll of the vehicle can be suppressed.

  As described above, in this embodiment, air generated by the fins 12 is detected by detecting the roll of the vehicle as the running state and driving the fins 12 provided on the vehicle wheels to different states by the left and right vehicle wheels. Since the roll of the vehicle can be suppressed by the flow and the vehicle posture can be stabilized, the running stability of the vehicle can be improved and the vehicle running performance can be improved.

  In the fourth embodiment, the right or left fin 12 is moved. However, the present invention is not limited to this. For example, when it is determined that the roll is to the right side of the vehicle, FIG. As shown in (A), by moving the fin 12 of the vehicle wheel on the left side of the vehicle in the forward rotation direction and moving between the spokes, the direction of the airflow flowing through the vehicle wheel on the left side is changed from the inside to the outside of the vehicle. In addition, by moving the fin 12 of the vehicle wheel on the right side of the vehicle in the reverse rotation direction and moving between the spokes, the direction of the air flow flowing through the vehicle wheel on the right side is changed from the outside to the inside of the vehicle, The pressure generated by the airflow on the lower surface of the vehicle is lowered to lower the vehicle height on the left side of the vehicle, and the pressure generated by the airflow on the lower surface of the vehicle on the right side of the vehicle is increased. The power to those who are high may be allowed to act. As a result, the effect of suppressing the right roll of the vehicle can be increased. If it is determined that the roll is to the left side of the vehicle, as shown in FIG. 18B, the fin 12 of the vehicle wheel on the left side of the vehicle is moved in the reverse direction to move between the spokes. Thus, the direction of the airflow flowing through the left vehicle wheel is changed from the outside of the vehicle to the inside, and the fin 12 of the vehicle wheel on the right side of the vehicle is moved in the forward rotation direction to move between the spokes. The direction of the airflow flowing through the vehicle wheel is changed from the inside to the outside of the vehicle, and the pressure generated by the airflow on the lower surface of the vehicle body on the left side of the vehicle is increased so that the vehicle height on the left side of the vehicle is increased. The pressure generated by the air flow on the lower surface is lowered to apply a force in the direction of lowering the vehicle height on the right side of the vehicle. As a result, the effect of suppressing the right roll of the vehicle can be increased.

It is a figure which shows the vehicle wheel used as the control object of the airflow control apparatus for vehicles concerning 1st Embodiment of this invention. 1 is a cross-sectional view of spokes and fins of a vehicle wheel to be controlled by the vehicle air control apparatus according to the first embodiment of the present invention. It is a block diagram which shows the structure of the airflow control apparatus for vehicles concerning 1st Embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by airflow control ECU of the airflow control apparatus for vehicles concerning 1st Embodiment of this invention. It is a figure which shows the airflow which flows through the vehicle wheel with the fin by the airflow control apparatus for vehicles concerning 1st Embodiment of this invention. It is a figure which shows the wheel for vehicles used as the control object of the airflow control apparatus for vehicles concerning 2nd Embodiment of this invention. It is sectional drawing of the spoke and fin of the vehicle wheel used as the control object of the air control apparatus for vehicles concerning 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle airflow control apparatus concerning 2nd Embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by airflow control ECU of the airflow control apparatus for vehicles concerning 2nd Embodiment of this invention. It is a figure which shows the airflow which flows through the vehicle wheel with the fin by the vehicle airflow control apparatus concerning 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle airflow control apparatus concerning 3rd Embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by airflow control ECU of the airflow control apparatus for vehicles concerning 3rd Embodiment of this invention. It is a figure for demonstrating suppression of the pitch in the airflow control apparatus for vehicles concerning 3rd Embodiment of this invention. It is a flowchart which shows the flow of the process performed by airflow control ECU in the modification of the airflow control apparatus for vehicles concerning 3rd Embodiment. It is a block diagram which shows the structure of the vehicle airflow control apparatus concerning 4th Embodiment of this invention. It is a flowchart which shows an example of the flow of the process performed by airflow control ECU of the airflow control apparatus for vehicles concerning 4th Embodiment of this invention. It is a figure for demonstrating suppression of the roll in the airflow control apparatus for vehicles concerning 4th Embodiment of this invention. It is a figure for demonstrating the other method of suppression of the roll in the airflow control apparatus for vehicles concerning 4th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10, 11 Wheel for vehicles 10C, 11C Spoke 12 Fin 14, 24, 30, 36 Air flow control device for vehicles 16, 26, 32, 38 Air flow control ECU
18 Vehicle speed sensor 20 Brake switch 22 Wheel fin drive unit 28 Brake temperature sensor 34 Vehicle height sensor 40 Roll rate sensor

Claims (7)

A fin that is provided on the vehicle wheel and is movable to a first state stored on the spoke side and a second state protruding from the spoke side and generating an air flow passing through the vehicle wheel;
Detecting means for detecting the running state of the vehicle;
Control means for controlling the movement of the fin based on the detection result of the detection means so as to improve vehicle running performance;
A vehicle airflow control device comprising:   The second state of the fin is a state in which an air flow that passes through the vehicle wheel from the outside to the inside of the vehicle is generated, and the detection unit detects the vehicle speed as the running state, and the control unit detects the detection 2. The vehicle airflow control device according to claim 1, wherein the fin is moved from the first state to the second state when a vehicle speed equal to or higher than a predetermined value is detected by the means.   The second state of the fin is a state of generating an air flow passing through the vehicle wheel from the vehicle inner side to the outer side, and the detection means detects the temperature of the braking device of the vehicle as the running state, and the control 2. The vehicle air according to claim 1, wherein the means controls the fin to move from the first state to the second state when the detecting means detects a temperature of a predetermined value or more. Flow control device.   The second state of the fin is a state in which an air flow passing through the vehicle wheel from the outside of the vehicle to the inside or from the inside of the vehicle to the outside is generated, and the detection means detects the vehicle posture as the running state; The vehicle airflow control device according to claim 1, wherein the control unit controls the movement of the fin so as to stabilize the vehicle posture based on a detection result of the detection unit.   The said detection means detects the pitch of a vehicle as the said vehicle attitude | position, and the said control means controls the said fin to a different state by the wheel for front and back so that the said pitch may be suppressed. The vehicle airflow control device as described.   The detection means detects a roll of the vehicle as the vehicle attitude, and the control means controls the fins in different states between the left and right vehicle wheels so as to suppress the roll. The vehicle airflow control device as described.   The second state of the fin is a state in which an air flow passing through the vehicle wheel from the outside of the vehicle to the inside is generated, and the detection means detects an increase in vehicle height during high speed driving as the vehicle posture, 5. The vehicle airflow control device according to claim 4, wherein the control means controls the movement of the fin so as to lower the vehicle height.

Images