JP2007253929A - Vehicular aerodynamic device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular aerodynamic device capable of effectively rectifying inside a wheel house. <P>SOLUTION: A movable aerodynamic stabilizer device 10 is provided with an aerodynamic stabilizer 20 for rectifying air flow inside the wheel house 16 and a guide hole 22 supporting the aerodynamic stabilizer 20 freely to move forward and backward in relation to a car body. The aerodynamic stabilizer 20 can be positioned at a rectifying position projected inside the wheel house 16 and a retreating position where an interference with front wheels 15 can be avoided. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle aerodynamic device for rectifying an air flow in a wheel house.

A technique is known that includes an aerodynamic stabilizer that protrudes into a wheel house of an automobile, and that improves steering stability and brake cooling performance by the aerodynamic stabilizer (see, for example, Patent Document 1).
Special table 2003-528772 gazette Japanese Utility Model Publication No. 3-102386 Japanese Patent Laid-Open No. 10-278854

  However, in the conventional technology as described above, since the aerodynamic stabilizer always protrudes into the wheel house, there are various restrictions such as avoiding interference with the wheels, and it is difficult to obtain sufficient performance.

  An object of the present invention is to obtain a vehicle aerodynamic device capable of effectively rectifying the inside of a wheel house in consideration of the above fact.

  In order to achieve the above object, an aerodynamic device for a vehicle according to a first aspect of the present invention includes an aerodynamic stabilizer for rectifying an air flow in a wheel house, and a rectifying position where the aerodynamic stabilizer protrudes into the wheel house. And a movable support structure for supporting the vehicle body so as to be able to take an avoidance position where interference with the wheel can be avoided.

  In the vehicle to which the aerodynamic device for a vehicle according to claim 1 is applied, the aerodynamic stabilizer can take a rectification position and an avoidance position. For example, in an operation state in which interference with a wheel can occur, the aerodynamic stabilizer is placed in an avoidance position. It is possible to obtain a good rectifying effect by positioning the aerodynamic stabilizer at the rectifying position in the driving state where no interference with the wheel occurs while preventing the interference with the wheel.

  Thus, in the vehicle aerodynamic device according to the first aspect, the inside of the wheel house can be rectified effectively. Further, for example, in a configuration in which the aerodynamic stabilizer is housed in the vehicle body at the avoidance position, it is possible to prevent snow or ice from adhering (accumulating) to the stabilizer.

  A vehicle aerodynamic device according to a second aspect of the present invention is the vehicle aerodynamic device according to the first aspect, wherein the movable support structure is moved to move the aerodynamic stabilizer between the rectifying position and the avoidance position. It is an actuator that applies force, and further includes a control device that controls the operation of the actuator so that the aerodynamic stabilizer takes a position corresponding to a traveling state of the vehicle.

  In the vehicle aerodynamic device according to the second aspect, the position of the aerodynamic stabilizer is automatically switched by the control device and the actuator according to the traveling state of the vehicle. For this reason, interference with an aerodynamic stabilizer and a wheel is prevented reliably, and in the driving | running state which does not produce interference with a wheel, an aerodynamic stabilizer can be located in a rectification position, and a favorable rectification effect can be acquired.

  A vehicle aerodynamic device according to a third aspect of the invention is the vehicle aerodynamic device according to the second aspect, further comprising slip detection means for detecting a slip state of the vehicle, wherein the control device When it is determined that the vehicle slips based on the detection result, the operation of the actuator is controlled so that the aerodynamic stabilizer is located at the avoidance position.

  In the vehicle aerodynamic device according to claim 3, since the aerodynamic stabilizer is positioned at the avoidance position when the vehicle slips (or the slip amount is large), foreign matter such as snow, ice and mud adheres to the aerodynamic stabilizer. It is prevented that the distance to is reduced. In other words, the slip caused the road surface to become wet, muddy, or snowy, and it was estimated that the vehicle was running in a situation where snow, ice, mud, etc. were likely to adhere. In this case, it is possible to prevent the foreign matter from adhering itself by positioning the aerodynamic stabilizer at the avoidance position.

  A vehicle aerodynamic device according to a fourth aspect of the present invention is the vehicle aerodynamic device according to the second or third aspect, further comprising a brake operation detecting means for detecting a frame operation state of the vehicle, wherein the control device includes: When it is determined that the brake operation frequency is high based on the detection result of the brake operation detecting means, the operation of the actuator is controlled so that the aerodynamic stabilizer is located at the rectifying position.

  In the vehicle aerodynamic device according to the fourth aspect, since the aerodynamic stabilizer is positioned at the rectification position when the brake operation frequency is high, the traveling wind is effectively sent to the brake by the rectification effect of the aerodynamic stabilizer, and the brake is Can be cooled.

  A vehicle aerodynamic device according to a fifth aspect of the present invention is the vehicle aerodynamic device according to any one of the second to fourth aspects, wherein a turning angle detecting means for detecting a turning angle of the wheel. And when the control device determines that the turning angle of the wheel is equal to or greater than a predetermined angle based on the detection result of the turning angle detection means, the aerodynamic stabilizer is positioned at the avoidance position. The operation of the actuator is controlled.

  In the vehicle aerodynamic device according to claim 5, since the aerodynamic stabilizer takes an avoidance position when the turning angle becomes equal to or larger than a predetermined value at the time of turning in which the posture of the wheel changes with respect to the wheel house, the aerodynamic stabilizer and the wheel Interference is reliably prevented. This configuration is particularly effective when the aerodynamic stabilizer takes a rectifying position forward or backward in the vehicle longitudinal direction with respect to the wheels, or inward in the vehicle width direction with respect to the wheels.

  A vehicle aerodynamic device according to a sixth aspect of the present invention is the vehicle aerodynamic device according to the first aspect, wherein the aerodynamic stabilizer is disposed on the upper side in the vehicle body vertical direction with respect to the wheel, and the movable support structure is And a connecting member that connects the aerodynamic stabilizer to a portion of the suspension that supports the wheel with respect to the vehicle body that generates relative displacement with the vehicle body.

  In the vehicle aerodynamic device according to claim 6, the aerodynamic stabilizer is attached to a wheel side (under the spring) in the suspension or an intermediate portion of the spring constituting the suspension, so that the vehicle body can be relatively displaced in the vertical direction with respect to the vehicle body. The rectification position and the avoidance position are switched by the relative displacement. As a result, the aerodynamic stabilizer located on the upper side of the wheel is prevented from interfering with the wheel without performing control even when the wheel moves up and down (bounds) as the projection passes, for example.

  As described above, the vehicle aerodynamic device according to the present invention has an excellent effect that the inside of the wheel house can be effectively rectified.

  A movable aerodynamic stabilizer device 10 as a vehicle aerodynamic device according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. Note that arrows FR, UP, and OUT as appropriate in each figure indicate the forward direction (traveling direction), the upward direction, and the vehicle width direction outside of the vehicle S to which the movable aerodynamic stabilizer device 10 is applied, respectively. In the following description, when the inside / outside in the vehicle up / down direction and the vehicle width direction are simply indicated, the directions correspond to the arrow directions.

  FIG. 1 is a schematic side view showing a movable aerodynamic stabilizer device 10 applied to an automobile S. 2A and 2B, the front part of the automobile S to which the movable aerodynamic stabilizer device 10 is applied is shown in a schematic plan view. In this embodiment, the movable aerodynamic stabilizer device 10 is applied to the left and right front wheels 15 respectively, but the left and right movable aerodynamic stabilizer devices 10 are basically configured symmetrically, so that FIG. 1 and FIG. 2, only the movable aerodynamic stabilizer device 10 on one side in the vehicle width direction (left side with respect to the traveling direction) is illustrated, and in the following description, only one movable aerodynamic stabilizer device 10 will be described.

  As shown in FIG. 1 and FIG. 2, the automobile S includes a front fender panel 12 that constitutes a vehicle body B, and the front fender panel 12 faces downward in a side view in order to allow the front wheels 15 to be steered. A wheel arch 12A formed in a semicircular arc shape is formed. A fender apron 14 (see FIG. 2B) is coupled to the inside of the front fender panel 12, and a wheel house inner 14A and a suspension tower (not shown) are formed on the fender apron 14.

  The wheel house inner 14A forms a wheel house 16 on the outer side in the vehicle width direction so that the front wheels 15 can be steered, and the suspension tower can stroke the front wheels 15 in the vertical direction of the vehicle body via the front suspension. I support it. Further, as shown in FIG. 1, a bumper cover 18A constituting the front bumper 18 wraps under the front portion of the wheel arch 12A in the front fender panel 12, and the rear edge of the bumper cover 18A is a wheel. It constitutes the front part of the arch 12A.

  As shown in FIGS. 2 (A) and 2 (B), the wheel house 16 is formed inside the wheel house 16 in a substantially arc shape corresponding to the wheel arch 12A in a side view and covers the front wheel 15 in a plan view. A resin-made fender liner 19 formed in a rectangular shape is disposed. Accordingly, the fender liner 19 covers substantially the upper half of the front wheel 15 from the front, upper, and rear, and prevents mud, pebbles, and the like from hitting the fender apron 14 (wheel house inner 14A) and the like.

  The movable aerodynamic stabilizer device 10 is applied to the automobile S with its mechanical components disposed in front of the front wheels 15 in the automobile S having the above-described vehicle body structure. This will be specifically described below.

  As shown in FIGS. 1 and 2, the movable aerodynamic stabilizer device 10 includes an aerodynamic stabilizer 20. The aerodynamic stabilizer 20 is formed in a rectangular flat plate shape that is elongated in the vehicle width direction in a plan view and whose thickness direction substantially coincides with the vehicle body vertical direction. Both ends of the aerodynamic stabilizer 20 in the vehicle width direction are located at end positions in the wheel width direction of the front wheels 15 that are in a straight traveling position (not steered) or on the outside in the wheel width direction. That is, the length along the vehicle width direction of the aerodynamic stabilizer 20 is set to be equal to or greater than the width along the vehicle width direction of the front wheel 15 taking a straight traveling posture.

  As shown in FIG. 1, the aerodynamic stabilizer 20 is fitted and supported in a guide hole 22 formed in front of the front wheel 15 in the wheel house inner 14A and the fender liner 19 so as to be slidable in the front-rear direction. As a result, the aerodynamic stabilizer 20 can be slid in the front-rear direction with respect to the vehicle body B while maintaining the posture that is long in the vehicle width direction described above. ) And a storage position as an avoidance position that is retracted from the wheel house 16 and stored in the vehicle body B (bumper cover 18A) as shown in FIG. 2B. It is set as the structure which can take a position.

  The aerodynamic stabilizer 20 located at the rectifying position performs the rectifying action of the air flow in the wheel house 16. Specifically, the aerodynamic stabilizer 20 located at the rectifying position suppresses the occurrence of an air flow in the direction indicated by the arrow A in the wheel house 16 due to the rotation of the front wheel 15, and the fender in the wheel house 16. Generation of turbulence due to air entering and exiting between the liner 19 and the front wheel 15 is suppressed. The rectifying action of the aerodynamic stabilizer 20 prevents the ground contact load of the front wheels 15 from being weakened, and the air flow toward the brake device (not shown) provided on the inner side in the vehicle width direction of the front wheels 15 is blocked by turbulence. This has been prevented. On the other hand, the aerodynamic stabilizer 20 located at the retracted position has its rear end surface substantially flush with the inner surface of the wheel house 16, that is, the fender liner 19, and does not form an upward surface that causes foreign matter to adhere to the wheel house 16. ing.

  In addition, the movable aerodynamic stabilizer device 10 includes an actuator 24 as a movable support structure for driving the aerodynamic stabilizer 20 between the rectifying position and the storage position. The actuator 24 includes a rack 26 that is elongated in the longitudinal direction of the vehicle body and is fixed to the aerodynamic stabilizer 20, a pinion 28 that meshes with the rack 26, and a motor (motor with a speed reducer) 30 that rotationally drives the pinion 28. It is a major component. The motor 30 can rotate forward and backward, and forwardly rotates the pinion 28 to move the rack 26 backward, and reverses the pinion 28 to move the rack 26 forward.

  Further, the movable aerodynamic stabilizer device 10 includes an aerodynamic ECU 32 as a control device for controlling the operation of the actuator 24, that is, the motor 30. The aerodynamic ECU 32 is electrically connected to the motor 30 and is electrically connected to various sensors for detecting the traveling state of the automobile S. In this embodiment, the aerodynamic ECU 32 includes a vehicle speed sensor 34 that outputs a signal according to the traveling speed of the vehicle S, a brake sensor 36 that serves as a brake operation detection means that outputs a signal according to the operation (operation presence / absence) of the brake device, Each wheel (all wheels) including the front wheel 15 is electrically connected to each of wheel speed sensors 38 as slip detecting means for outputting a signal corresponding to the rotational speed of each wheel. The wheel speed sensor 38 is provided independently for each wheel, but is illustrated as one sensor in FIG.

  The aerodynamic ECU 32 basically positions the aerodynamic stabilizer 20 at the rectifying position when it is determined that the traveling speed of the vehicle is equal to or higher than a predetermined speed (for example, 80 km / h) based on the output signal of the vehicle speed sensor 34. It is configured. In this embodiment, when the slip rate calculated based on the signal from each wheel speed sensor 38 is higher than a predetermined threshold, the aerodynamic ECU 32 uses this in preference to the above-described traveling speed condition, and uses the aerodynamic stabilizer. 20 is positioned at the storage position. Further, the aerodynamic ECU 32 uses the brake operation frequency detected based on the output signal of the brake sensor 36 as the condition for moving to the rectifying position other than the traveling speed (or the condition for changing the traveling speed condition). Yes. A specific example of the control of the aerodynamic ECU 32 will be described later together with the action of the movable aerodynamic stabilizer device 10.

  Next, the operation of the first embodiment will be described with reference to the flowchart shown in FIG.

  In the automobile S to which the movable aerodynamic stabilizer device 10 having the above configuration is applied, a signal corresponding to the vehicle speed is input to the aerodynamic ECU 32 from the vehicle speed sensor 34 while the automobile S is traveling. In step S10, the aerodynamic ECU 32 determines whether or not the vehicle speed is 80 km / h or higher. When it is determined that the vehicle speed is 80 km / h or more, the aerodynamic ECU 32 proceeds to step S12 and calculates the slip ratio of each wheel based on the output signal of the wheel speed sensor 38 of each wheel. For example, the ratio of the rotational speed of each wheel to the average rotational speed of each wheel is calculated, and the maximum value is set as the slip ratio. Next, the process proceeds to step S14, and it is determined whether or not the slip ratio calculated in step S12 exceeds a threshold value.

  If it is determined in step S14 that the slip rate is higher than the threshold value, that is, the vehicle S is slipping, the aerodynamic ECU 32 proceeds to step S16 and the actuator 24 so that the aerodynamic stabilizer 20 is located at the storage position. To control. That is, when the aerodynamic stabilizer 20 is located at the rectifying position, the motor 30 is reversed to move the aerodynamic stabilizer 20 to the avoidance position, and when the aerodynamic stabilizer 20 is located at the retracted position, The state in which the aerodynamic stabilizer 20 is located at the retracted position without operating 30 is maintained.

  On the other hand, if it is determined in step S14 that the slip ratio is lower than the threshold value, that is, no slip has occurred in the automobile S, the aerodynamic ECU 32 proceeds to step S18 and the actuator 24 so that the aerodynamic stabilizer 20 is positioned at the rectifying position. To control. That is, when the aerodynamic stabilizer 20 is located at the retracted position, the motor 30 is rotated forward to move the aerodynamic stabilizer 20 to the rectifying position, and when the aerodynamic stabilizer 20 is located at the rectifying position, The state in which the aerodynamic stabilizer 20 is located at the rectifying position without operating the motor 30 is maintained.

  As a result, in the automobile S to which the movable aerodynamic stabilizer device 10 is applied, the air flow in the wheel house 16 is rectified, air resistance (air resistance due to turbulent flow) associated with high-speed traveling is reduced, and the front wheel 15 is grounded. The load is prevented from decreasing. Therefore, in the automobile S, the fuel consumption can be improved and the steering stability can be improved.

  If it is determined in step S10 that the vehicle speed is less than 80 km / h, the aerodynamic ECU 32 proceeds to step S20 and determines whether or not the vehicle speed is 40 km / h or more. If it is determined that the vehicle speed is less than 40 km / h, the aerodynamic ECU 32 proceeds to step S16 and proceeds to step S16 to control the actuator 24 so that the aerodynamic stabilizer 20 is located at the storage position.

  On the other hand, when it is determined in step S20 that the vehicle speed is 40 km / h or more, the aerodynamic ECU 32 proceeds to step S22, calculates the brake operation frequency within the set period based on the change over time of the output signal of the brake sensor 36, and Proceed to step S24. As the brake operation frequency, for example, the brake operation time or the number of operations per unit time is used. In step S24, the aerodynamic ECU 32 determines whether or not the brake operation frequency is equal to or higher than a predetermined threshold (for example, 10 seconds for the cumulative brake operation time per minute or 10 times for the number of brake operations per minute). To do. If it is determined that the brake operation frequency is less than the threshold value, the aerodynamic ECU 32 proceeds to step S16 and controls the actuator 24 so that the aerodynamic stabilizer 20 is positioned at the storage position.

  If it is determined in step S24 that the brake operation frequency is higher than the threshold value, the aerodynamic ECU 32 proceeds to step S18 and controls the actuator 24 so that the aerodynamic stabilizer 20 is positioned at the rectifying position. Then, in the wheel house 16 of the automobile S, the traveling wind from below the front bumper 18 is not blocked by the turbulent flow around the front wheel 15 due to the rotation of the front wheel 15, and an air flow toward the brake device is formed. Is done. The brake device is cooled by this air flow, and the braking performance is maintained.

  Here, in the movable aerodynamic stabilizer device 10, since the aerodynamic stabilizer 20 can take a rectification position and a storage position, each of the rectification effects (reduction of running resistance) by the aerodynamic stabilizer 20 without being restricted as in a stationary stabilizer. , Reduction of lateral force of the front wheel 15, brake cooling, etc.) can be obtained.

  Specifically, in the movable aerodynamic stabilizer device 10, the aerodynamic stabilizer 20 is located at the retracted position during low-speed traveling that can easily cause relative displacement of the front wheel 15 with respect to the vehicle body B (such as traveling on a rough road or stepping over a step). Interference between the aerodynamic stabilizer 20 and the front wheel 15 is prevented. In addition, when the vehicle is traveling at a low speed, it is estimated that the tire chain is attached, but the aerodynamic stabilizer 20 located at the retracted position does not interfere with the tire chain. On the other hand, since the aerodynamic performance improvement effect by the aerodynamic stabilizer 20 is small in the low speed range, even if the aerodynamic stabilizer 20 is positioned at the storage position, it does not affect the fuel consumption and the steering stability.

  In addition, when the slip ratio of the wheels is high, in other words, when it is estimated that foreign matters such as snow, ice and mud are likely to adhere to the aerodynamic stabilizer 20 by traveling on a snowy road, a wet road surface, and a muddy road. Since the aerodynamic stabilizer 20 is located at the retracted position, it is possible to prevent foreign matters such as snow, ice and mud from adhering to the aerodynamic stabilizer 20. If mud or snow that adheres to the aerodynamic stabilizer 20 grows, interference with the front wheels 15 is more likely to occur, and the aerodynamic stabilizer 20 may be damaged. The adhesion itself is prevented.

  Further, since the interference between the aerodynamic stabilizer 20 and the front wheel 15 can be prevented as described above, the rectification position can be set closer to the front wheel 15 and the aerodynamic performance can be improved. In addition, since the gap between the fender liner 19 and the front wheel 15 can be set small, the degree of freedom in design increases and the design can be improved.

  Thus, in the movable aerodynamic stabilizer device 10 according to the first embodiment, the inside of the wheel house 16 can be rectified effectively.

  In the first embodiment, the example in which the aerodynamic stabilizer 20 is positioned at the rectifying position when traveling at a high speed of, for example, 80 km / h or more is shown. However, the present invention is not limited to this, and, for example, at 80 km / h or more. The aerodynamic stabilizer 20 may be protruded to the rectifying position, and after the protrusion, the aerodynamic stabilizer 20 may be retracted to the storage position at less than 60 km / h.

  Next, another embodiment of the present invention will be described. Parts and portions that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and the description (illustrated) is omitted. To do.

  Second Embodiment FIG. 4 shows a movable aerodynamic stabilizer device 40 according to a second embodiment of the present invention in a sectional plan view, and FIG. 5 shows a movable aerodynamic stabilizer device 40 in FIG. Is shown in a plan cross-sectional view corresponding to FIG. As shown in FIGS. 5 (A) and 5 (B), the movable aerodynamic stabilizer device 40 inclines the aerodynamic stabilizer 20 with respect to the vehicle width direction instead of the guide hole 22 for guiding the aerodynamic stabilizer 20 in the front-rear direction. It differs from 1st Embodiment by the point provided with the guide part 42 to obtain.

  The guide portion is configured, for example, as a long hole in which the guide hole 22 is widened in the vehicle width direction or a rotating shaft along the vertical direction, and while restricting the vertical displacement of the aerodynamic stabilizer 20, both ends in the longitudinal direction of the aerodynamic stabilizer 20. Can be slid back and forth independently, i.e., can be inclined with respect to the vehicle width direction. The rectification position of the aerodynamic stabilizer 20 is the same as the rectification position in the movable aerodynamic stabilizer device 10 as shown in FIG. The aerodynamic stabilizer 20 is prevented from moving backward beyond the rectifying position by a stopper (not shown) and is pressed against the stopper by a biasing member (not shown).

  On the other hand, in the movable aerodynamic stabilizer device 40, as shown in FIG. 5A, the vehicle width of the aerodynamic stabilizer 20 is avoided in order to avoid interference with the front wheel 15 steered in the direction of moving the front end side inward in the vehicle width direction. The position moved forward inward in the direction is the inner avoidance position of the aerodynamic stabilizer 20, and as shown in FIG. 5B, interference with the front wheel 15 steered in the direction of moving the front end side outward in the vehicle width direction. In order to avoid this, the position where the aerodynamic stabilizer 20 is moved forward in the vehicle width direction is defined as the outer avoidance position of the aerodynamic stabilizer 20.

  Further, the movable aerodynamic stabilizer device 40 includes an actuator 44 as a movable support structure instead of the actuator 24. The actuators 44 are respectively fixed to the vehicle body B and spaced apart in the vehicle width direction, and the inner electromagnets 46 and the outer electromagnets 48 are spaced from each other in the vehicle width direction, and the inner magnetic body 50 provided in the aerodynamic stabilizer 20. The outer magnetic body 52 is included. Thereby, in the movable aerodynamic stabilizer device 40, the inner electromagnet 46 is energized to attract the inner magnetic body 50, the aerodynamic stabilizer 20 takes the inner avoidance position, and the outer electromagnet 48 is energized. The outer electromagnet 48 attracts the outer magnetic body 52, and the aerodynamic stabilizer 20 is configured to take the outer avoidance position.

  The movable aerodynamic stabilizer device 40 includes an aerodynamic ECU 54 for controlling the operation of the actuator 44. The aerodynamic ECU 54 controls the operation of the actuator 44 based on a signal of a steering angle sensor 56 as a turning angle detection means for outputting a signal corresponding to the steering (steering) angle of the front wheels 15. Specifically, when the aerodynamic ECU 54 determines that the front wheel 15 has been steered by a predetermined angle or more inward in the vehicle width direction based on the output signal of the steering angle sensor 56, the aerodynamic stabilizer 20 is energized by energizing the inner electromagnet 46. When it is determined that the front wheel 15 has been steered by a predetermined angle or more outward in the vehicle width direction based on the output signal of the steering angle sensor 56 by switching to the inner avoidance position, the outer electromagnet 48 is energized to avoid the aerodynamic stabilizer 20 inner avoidance position. It is supposed to switch to.

  In the movable aerodynamic stabilizer device 40 configured as described above, in the straight traveling state, the aerodynamic stabilizer 20 located at the rectifying position prevents the turbulent flow caused by the rotation of the front wheel 15 in the wheel house 16. For this reason, as in the first embodiment, fuel efficiency is improved by reducing air resistance, and steering stability is improved by securing a ground contact load.

  Further, when the front wheels 15 are steered by steering, the aerodynamic ECU 54 energizes the inner electromagnet 46 or the outer electromagnet 48 according to the steering direction when the steering (steering) angle becomes a predetermined value or more. And the front wheel 15 are prevented from interfering with each other. For this reason, it is possible to prevent the front wheel 15 and the aerodynamic stabilizer 20 from interfering when the front wheel 15 is steered while setting the rectifying position to a position close to the front wheel 15 to improve the aerodynamic performance when traveling straight.

  Further, in the movable aerodynamic stabilizer device 40, even at the avoidance position, a part of the aerodynamic stabilizer 20 is located in the wheel house 16 and performs a rectifying action, so that turbulent flow generation in the wheel house 16 is prevented even when the vehicle is turning. , Improve steering stability.

  In the second embodiment, the example in which the aerodynamic stabilizer 20 is moved to the avoidance position at the time of turning is shown. However, the present invention is not limited to this. For example, both the inner electromagnet 46 and the outer electromagnet 48 are energized. Thus, the aerodynamic stabilizer 20 may be configured to be movable to the storage position, and at least a part of the control of the first embodiment may be combined.

  Moreover, in the said 2nd Embodiment, although the inner side magnetic body 50 and the outer side magnetic body 52 showed the example which is a magnetic body, this invention is not limited to this, For example, the inner side magnetic body 50 and the outer side magnetic body 52 are shown. May be a magnet. In this case, by configuring the polarities of the inner electromagnet 46 and the outer electromagnet 48 to be variable, the aerodynamic stabilizer 20 can be moved between the rectification position and each avoidance position (storage position) by using only the actuator 44 without using a biasing member. It becomes possible to drive with.

  Furthermore, in the second embodiment, the example in which the actuator 44 using an electromagnet is provided has been described. However, the present invention is not limited to this, and for example, two actuators that can be controlled independently are used instead of the actuator 44. The actuators 24 may be provided apart from each other in the longitudinal direction of the aerodynamic stabilizer 20.

  Third Embodiment FIG. 6 shows a movable aerodynamic stabilizer device 60 in a schematic side view. As shown in this figure, in the movable aerodynamic stabilizer device 60, the aerodynamic stabilizer 20 is provided above the front wheel 15 so as to be movable up and down with respect to the vehicle body B instead of the configuration in which the aerodynamic stabilizer 20 is positioned in front of the front wheel 15. This is different from the first and second embodiments.

  Specifically, as shown in FIGS. 7A and 7B, the aerodynamic stabilizer 20 has a posture in which the longitudinal direction substantially coincides with the vehicle width direction and the plate thickness direction substantially coincides with the vehicle body longitudinal direction. It arrange | positions and it is inserted in the guide hole 62 formed in the wheel house inner 14A and the fender liner 19 so that a vertical slide is possible. Thereby, the aerodynamic stabilizer 20 is retracted from the wheel house 16 and stored in the vehicle body as shown in FIG. 7B, and the rectifying position protruding into the wheel house 16 as shown in FIG. 7A. The storage position as the avoidance position can be taken. The aerodynamic stabilizer 20 positioned at the rectifying position functions in the same manner as in the first embodiment disposed in front of the front wheels 15.

  The aerodynamic stabilizer 20 described above is supported by a portion of the front suspension 64 for supporting the front wheel 15 with respect to the vehicle body B that moves relative to the vehicle body B in the vertical direction, and moves up and down according to the operation of the suspension. It is configured to move between the rectification position and the storage position. Specifically, the front suspension 64 is fixed to the suspension tower 14B formed on the fender apron 14 at the upper end of the rod 66A that is elongated in the vertical direction, and the lower end of the cylinder 66B is connected to the front wheel 15 via the arm member 68. A shock absorber 66 connected to the cylinder 66B, a spring receiving plate 66C fixed to the cylinder 66B, and a compression coil spring 70 disposed in a compressed state between the suspension tower 14B and configured as a so-called strut suspension. Has been.

  And in this embodiment, the aerodynamic stabilizer 20 is connected with the intermediate part of the compression coil spring 70 via the bracket 72 as a movable support structure. As a result, the aerodynamic stabilizer 20 is supported by the vehicle body B via 70, and moves up and down relative to the vehicle body B following the displacement of the compression coil spring 70, that is, the vertical movement of the front wheel 15 relative to the vehicle body B. Yes. The aerodynamic stabilizer 20 is normally set to be positioned at the straightening position, and is configured to move to the storage position side when the front wheel 15 is displaced upward (close to the vehicle body B).

  In the movable aerodynamic stabilizer device 60 configured as described above, the aerodynamic stabilizer 20 that is normally located at the rectifying position prevents the turbulent flow caused by the rotation of the front wheel 15 in the wheel house 16. For this reason, as in the first embodiment, fuel efficiency is improved by reducing air resistance, and steering stability is improved by securing a ground contact load.

  For example, when the front wheel 15 bounces upward as it travels on a rough road or oversteps (steps), the aerodynamic stabilizer 20 supported by the compression coil spring 70 is bound to the bounce of the front wheel 15 as shown in FIG. Follow and move to the storage position side. For this reason, interference with the aerodynamic stabilizer 20 and the front wheel 15 is prevented. That is, in the fixed stabilizer 200 according to the comparative example shown in FIGS. 8A and 8B, when the front wheel 15 bounces, the front wheel 15 interferes with the fixed stabilizer 200, and the fixed stabilizer 200 is damaged. Cause.

  On the other hand, in the movable aerodynamic stabilizer device 60, since the aerodynamic stabilizer 20 moves up and down following the front wheel 15, interference between the aerodynamic stabilizer 20 and the front wheel 15 is prevented as described above. For this reason, it is possible to prevent the front wheel 15 and the aerodynamic stabilizer 20 from interfering when the front wheel 15 is steered while setting the rectifying position to a position close to the front wheel 15 to improve the aerodynamic performance during normal traveling.

  In the third embodiment, the example in which the aerodynamic stabilizer 20 is supported by the compression coil spring 70 is shown. However, the present invention is not limited to this, and for example, the front suspension 15 side portion of the front suspension 64 is provided anywhere. The aerodynamic stabilizer 20 may be supported. In the above example, for example, the aerodynamic stabilizer 20 can be supported by the cylinder 66B or the spring tray 66C. In these cases, the vertical stroke of the aerodynamic stabilizer 20 with respect to the vehicle body B substantially matches the vertical stroke of the front wheel 15 with respect to the vehicle body B.

  In each of the above-described embodiments, the example in which the movable aerodynamic stabilizer devices 10, 40, and 60 are provided in the wheel house 16 that houses the front wheel 15 is shown. However, the present invention is not limited to this, and for example, the rear wheel The movable aerodynamic stabilizer devices 10, 40, 60 and the fixed aerodynamic stabilizers 80, 90 may be provided in the wheel house 16. In this case, the configuration is not limited to the configuration in which the same movable aerodynamic stabilizer device 10 and the like are provided for all the wheels. For example, various combinations are possible such that the movable aerodynamic stabilizer device 10 is provided on the front wheel 15 side and the fixed aerodynamic stabilizer 80 is provided on the rear wheel side. It is. It goes without saying that the movable aerodynamic stabilizer device 10 and the like may be provided only on the rear wheel side.

It is a side view showing a movable aerodynamic stabilizer device concerning a 1st embodiment of the present invention. It is a figure showing a movable aerodynamic stabilizer device concerning a 1st embodiment of the present invention, (A) is a plane sectional view in the state where an aerodynamic stabilizer is located in a rectification position, and (B) is a position where an aerodynamic stabilizer is in a storing position. FIG. It is a flowchart which shows the control flow by the aerodynamic ECU which comprises the movable aerodynamic stabilizer apparatus which concerns on the 1st Embodiment of this invention. It is a plane sectional view showing a movable aerodynamic stabilizer device concerning a 2nd embodiment of the present invention. It is a figure which shows the movable aerodynamic stabilizer apparatus which concerns on the 2nd Embodiment of this invention, Comprising: (A) is a plane sectional view of the state which avoids the front wheel which the aerodynamic stabilizer turned inside, (B) is an aerodynamic stabilizer. It is a plane sectional view in the state where the front wheel steered to the outside is avoided. It is a side view which shows the movable aerodynamic stabilizer apparatus which concerns on the 3rd Embodiment of this invention. It is a figure which shows the movable aerodynamic stabilizer apparatus which concerns on the 3rd Embodiment of this invention, Comprising: (A) is a rear view in the state in which an aerodynamic stabilizer is located in a rectification position, (B) is an aerodynamic stabilizer located in a storage position. It is a rear view of a state. It is a figure which shows the fixed stabilizer which concerns on the comparative example with the 3rd Embodiment of this invention, Comprising: (A) is a side view, (B) is a rear view.

Explanation of symbols

10 Movable aerodynamic stabilizer device (aerodynamic device for vehicle)
15 Front wheels
15A Rotation shaft (wheel rotation axis)
16 Wheel house 20 Aerodynamic stabilizer 24 Actuator (movable support structure)
32 Aerodynamic ECU (control device)
36 Brake sensor (brake operation detection means)
38 Wheel speed sensor (slip detection means)
40 Movable aerodynamic stabilizer 44 Actuator (movable support structure)
54 Aerodynamic ECU (control device)
56 Steering angle sensor (steering angle detection means)
60 Movable aerodynamic stabilizer device 64 Front suspension
70 Compression coil spring (suspension)
72 Bracket (movable support structure)

Claims (6)

An aerodynamic stabilizer to rectify the airflow in the wheelhouse;
A movable support structure for supporting the aerodynamic stabilizer on the vehicle body so as to be able to take a rectifying position protruding into the wheel house and an avoidance position where interference with the wheel can be avoided;
An aerodynamic device for vehicles. The movable support structure is an actuator that applies a moving force for moving the aerodynamic stabilizer between the rectifying position and the avoidance position;
The vehicle aerodynamic device according to claim 1, further comprising a control device that controls the operation of the actuator so that the aerodynamic stabilizer takes a position corresponding to a traveling state of the vehicle. Comprising slip detection means for detecting the slip state of the vehicle,
The said control apparatus controls the action | operation of the said actuator so that the said aerodynamic stabilizer may be located in the said avoidance position, when it is judged that the slip of the vehicle has arisen based on the detection result of the said slip detection means. The aerodynamic device for vehicles as described. Brake operation detection means for detecting the frame operation state of the vehicle,
The said control apparatus controls the action | operation of the said actuator so that the said aerodynamic stabilizer may be located in the said rectification | straightening position, when it is judged that the operation frequency of a brake is high based on the detection result of the said brake action detection means. The aerodynamic device for a vehicle according to claim 2 or claim 3. Comprising a turning angle detection means for detecting the turning angle of the wheel,
When the control device determines that the turning angle of the wheel is equal to or greater than a predetermined angle based on the detection result of the turning angle detection means, the actuator is arranged so that the aerodynamic stabilizer is positioned at the avoidance position. The aerodynamic device for a vehicle according to any one of claims 2 to 4, wherein the operation of the vehicle is controlled. The aerodynamic stabilizer is arranged on the upper side in the vehicle body vertical direction with respect to the wheels,
The aerodynamic device for a vehicle according to claim 1, wherein the movable support structure includes a connecting member that connects the aerodynamic stabilizer to a portion of the suspension that supports the wheel with respect to the vehicle body that generates a relative displacement with the vehicle body.

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