JP2009220616A - Traveling stabilizing device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To maintain a well-balanced aerodynamic characteristic under various kinds of conditions during the traveling of a vehicle. <P>SOLUTION: The air pressure of a pneumatic tire 14 of each of four wheels can be independently adjusted by eight wind directions. In the case of right front wind (a wind direction HSR), for instance, control to relatively raise the air pressure of the pneumatic tire 14 of the left rear wheel, and control to lower the air pressure of the pneumatic tires 14 except the wheel are performed. In the case of left side wind (a wind direction SL), control to relatively raise the air pressure of the pneumatic tires of the right front wheel and right rear wheel, and control to lower the air pressure of the pneumatic tires of the left front wheel and left rear wheel are performed. As a result, the grounding pressure balance of the four wheels on a road surface caused by lift generated by the wind direction, etc. can be stabilized, and vehicle traveling stability can be improved as compared with the air pressure adjustment of the pneumatic tire 14 set in a vehicle stopped state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle travel stabilization device for stabilizing the travel of a vehicle by adjusting elements that contribute to aerodynamic characteristics during travel of the vehicle.

  The aerodynamic characteristic is an important factor as a means for stabilizing the running of the vehicle.

  The aerodynamic characteristics are mainly determined by the body shape (appearance shape), but the balance of the air pressure of the pneumatic tire that supports the vehicle with respect to the road surface can be a factor that deviates from the theoretical value based on the body shape of the aerodynamic characteristics.

  Here, as a technique capable of measuring the tire air pressure during traveling of the vehicle, the wheel member mounted on the rim portion of the tire is provided with wheel information detecting means for detecting information including the tire air pressure, and this wheel information detection is performed. There has been proposed a vehicle information notifying system in which air pressure adjusting means for adjusting tire air pressure is provided in accordance with the detection result of the means, and a power source for driving these is attached to a wheel wall surface or a wheel cover (see Patent Document 1).

As a reference for the technology to displace based on the aerodynamic characteristics, to reduce the air resistance that the door mirror of the vehicle gives during vehicle travel, when driving at low speed, the door mirror body is raised to approximately 90 ° with respect to the door in top view, During high-speed travel, it has been proposed to make the door mirror body smaller than approximately 90 ° in top view with respect to the door (see Patent Document 2).
JP 2006-264518 A JP-A-7-277077

  However, in Patent Document 1, for example, the tire air pressure is only feedback-corrected to a preset numerical value, and the balance of four wheels based on aerodynamic characteristics is not considered. In other words, only a means capable of executing tire air pressure while the vehicle is running is disclosed.

  An object of the present invention is to obtain a vehicle travel stabilizer that can maintain a well-balanced aerodynamic characteristic under various conditions during vehicle travel in consideration of the above facts.

  According to a first aspect of the present invention, there are provided air pressure monitoring means for monitoring air pressure of a plurality of pneumatic tires that support a vehicle from a road surface during traveling, and a plurality of wind speed detections provided at least at both ends in the vehicle width direction for detecting the wind speed during traveling Means, aerodynamic related information acquisition means for acquiring aerodynamic related information including at least wind speed and wind direction from results detected by the plurality of wind speed detecting means, vehicle speed detecting means for detecting the traveling speed of the vehicle, and the aerodynamic related Air pressure calculation means for calculating an optimum air pressure including the relative balance of each of the plurality of pneumatic tires currently running based on the aerodynamic related information acquired by the information acquisition means and the vehicle speed information detected by the vehicle speed detection means And an air pressure adjustment for adjusting the air pressure of each pneumatic tire during traveling of the vehicle based on the result calculated by the air pressure calculating means. It has a means, a.

  According to the first invention, based on the aerodynamic related information acquired by the aerodynamic related information acquiring means and the vehicle speed information detected by the vehicle speed detecting means, the relative balance of each of the plurality of pneumatic tires currently running is included. The optimum air pressure is calculated, and the air pressure of each pneumatic tire is adjusted while the vehicle is running based on the calculated result.

  For this reason, it is possible to adjust the tire air pressure so that the relative balance of the vehicle is maintained and the aerodynamic characteristics are optimized even while the vehicle is running.

  In the first invention, the air pressure adjusting means is provided with a compressor capable of compressing and holding air by the rotational force of the pneumatic tire and injecting air into the pneumatic tire when necessary.

  The compressor can compress and hold the rotational force of the pneumatic tire, that is, when the vehicle travels.

  In the first invention, the wind speed detecting means is mounted on a rearview mirror unit provided on the left and right side surfaces of the vehicle in order to secure a rear view of the vehicle.

  In a current vehicle, a rearview mirror unit (for example, a door mirror or a fender mirror) is present at a position where a pair of left and right is present and the wind speed is easily detected.

  Furthermore, in the first invention, the rearview mirror unit is provided so as to protrude from the body surface of the vehicle, and further includes a moving mechanism that is movable to at least two positions having different anti-lift characteristics during traveling of the vehicle. The vehicle travel stabilization apparatus according to claim 3, wherein

  When the rearview mirror unit itself is displaced, the anti-lift (ie, downforce) characteristics can be adjusted.

  Further, in the first invention, a part or all of the constituent members of the vehicle travel stabilization device according to claim 1 or 2 are attached, and attached to the wheel cover so as to be detachable from a wheel that supports the pneumatic tire. It is characterized by being.

  The vehicle travel stabilization device is integrated into the wheel cover and unitized to prepare for attachment / detachment.

  Furthermore, in the first invention, at least one of the wind speed detection means, the aerodynamic related information acquisition means, and the vehicle speed detection means is installed on the vehicle side, and the component on the tire wheel side receives information by the wireless communication means. It is characterized by doing.

  By providing wireless communication means on the wheel cover, information from other parts of the vehicle can also be received.

  According to a second aspect of the present invention, there is provided a mirror portion provided on the left and right side surfaces of the vehicle in order to secure a rear view of the vehicle, the mirror portion being housed, provided protruding from the body surface of the vehicle, and the vehicle A mirror housing that can move to at least two positions having different anti-lift characteristics during traveling; a moving mechanism that moves the mirror housing; and an angle holding unit that holds an angle of the mirror portion during movement by the moving mechanism. It is characterized by that.

  When the rearview mirror unit itself is displaced, the anti-lift (ie, downforce) characteristics can be adjusted.

  As described above, the present invention has an excellent effect that a well-balanced aerodynamic characteristic can be maintained under various conditions during vehicle travel.

  FIG. 1 shows a tire wheel cover 12 (hereinafter simply referred to as “wheel cover 12”) on which a travel stabilization device 10 according to the present embodiment is mounted.

  As shown in FIGS. 2 and 3, the wheel cover 12 is fitted into a steel wheel 16 to which a pneumatic tire 14 is attached to form a tire unit 18.

  As shown in FIG. 3, the tire unit 18 is attached to the vehicle 20. In FIG. 3, only the tire unit 18 for the left front wheel is shown, but naturally, a total of four wheels including the right front wheel, the left rear wheel, and the right rear wheel can be attached.

  As shown in FIG. 1A, the wheel cover 12 has a circular outer periphery and is formed in a predetermined design shape. The wheel cover 12 mainly serves as a so-called decoration for designing spokes of, for example, an aluminum wheel or a magnesium wheel and concealing the shape and appearance of the steel wheel 16 that is relatively important.

  As shown in FIG. 1B, hook portions 12A are formed at equal intervals on the outer peripheral edge of the wheel cover 12 on the back surface side. The hook portion 12A is structured to be elastically deformed and hooked to the steel wheel 16 when the wheel cover 12 is attached to the steel wheel 16 (see FIGS. 2 and 3).

  Here, a compressor 22 constituting a part of the traveling stabilization device 10 is attached to the back surface side of the wheel cover 12 of the present embodiment. The compressor 22 has a function (compressor main body 22A shown in FIG. 5) that compresses and accumulates air by using the centrifugal force or the like when the vehicle 20 travels, that is, the wheel cover 12 rotates, and the pneumatic tire 14 And a function of detecting the current air pressure (the air pressure sensor 22B shown in FIG. 5).

  The compressor body 22A is provided with a discharge port, and one end of a tube 24 is attached to the discharge port. The other end of the tube 24 is attached to a valve 14 </ b> V for supplying air to the pneumatic tire 14.

  That is, air of a predetermined pressure is preliminarily injected into the pneumatic tire 14 via the valve 14V, and after the wheel cover 12 is attached to the steel wheel 16, the tube 24 is attached to the valve 14V. .

  A controller 26 is attached to the rear surface side of the wheel cover 12.

  The controller 26 has a wireless communication function and a compressor control function, and is electrically connected to the compressor 22.

  The controller 26 and the compressor 22 are disposed in the wheel cover 12 so as to be separated from each other in a substantially radial direction. This position can be adjusted based on the balance when the wheel cover 12 rotates. A power supply unit 28 having a power generation function is provided at the center of the wheel cover 12.

  Here, the controller 26 adjusts the air pressure of the pneumatic tire 14 based on the parameters during vehicle travel received by the wireless communication function. In the present embodiment, as shown in FIG. 4, as parameters, a vehicle speed sensor 30 provided in the vehicle 20 and a pair of wind speed sensors 32L and 32R installed at the left and right of the A pillar portion 20A of the vehicle 20 are used. And a steering angle sensor 34 of a steering wheel (not shown) is applied. These sensors (the vehicle speed sensor 30, the wind speed sensors 32L and 32R, and the steering angle sensor 34 are connected to the main control unit 36.

  FIG. 5 shows functional blocks for vehicle running stability control by the controller 26 of each wheel cover 12 and the vehicle-side main control unit 36 that transmits and receives information to and from the controller 26.

  The main control unit 36 is provided with a wind force / wind direction calculation unit 38 to which the pair of wind speed sensors 32L and 32R are connected.

  The detection results of the pair of wind speed sensors 32L and 32R are sent to the wind force / wind direction calculation unit 38, and the wind force / wind direction calculation unit 38 obtains the wind force and the wind direction during traveling.

  Note that the wind direction is classified into eight directions when the vehicle 20 is traveling in the direction of the white arrow A as shown in FIG. Thereafter, “wind direction H” when the wind direction is head wind, “wind direction F” when tail wind is “wind direction SR” when right wind is right, “wind direction SL” when left wind is between each of the above four directions Are assumed to be “wind direction HSR”, “wind direction FSR”, “wind direction FSL”, and “wind direction HSL”.

  The wind force / wind direction calculation unit 38 is connected to the tire air pressure setting unit 40. The vehicle speed sensor 30 and the steering angle sensor 34 are connected to a tire air pressure setting unit 40. Thereby, each data of a wind force, a wind direction, a vehicle speed, and steering wheel operation is input into the tire pressure setting part 40. FIG.

  In the tire air pressure setting unit 40, the air pressure of each pneumatic tire 14 is independently set as shown in FIG. 6 indicates that the pneumatic pressure of the pneumatic tire 14 is increased (UP) from the standard, and the diagonal line descending right shoulder of FIG. 6 decreases the pneumatic pressure of the pneumatic tire 14 below the standard. (DOWN).

  Note that the increase / decrease in the air pressure is preferably corrected sequentially depending on the steering state (straight line traveling state, curved traveling state, etc.) during traveling of the vehicle.

  The tire pressure setting unit 40 is connected to each wireless communication unit 42FR, 42FL, 42RR, 42RL of the wireless communication unit 42.

  The wireless communication unit 42 has a role of wirelessly transmitting information input from the tire air pressure setting unit 40, and is provided for each tire of the four wheels.

  That is, the wireless communication unit (FR transmission) 42FR transmits tire pressure information to the right front wheel tire. The wireless communication unit (FL transmission) 42FL transmits tire pressure information to the left front wheel tire. The wireless communication unit (RR transmission) 42RR transmits tire pressure information to the right rear wheel tire. The wireless communication unit (RL transmission) 42RL transmits tire air pressure information to the left rear wheel tire.

  The travel stabilization device 10 provided in each of the wheel covers 12 includes a wireless communication unit (FR transmission) 42FR, a wireless communication unit (FL transmission) 42FL, a wireless communication unit (RR transmission) 42RR, and a wireless communication unit (RL transmission). Since it corresponds to each of 42RL and has the same configuration, only one of the configurations (for the right front wheel) will be described, and description of the other configurations will be omitted.

  As described above, the travel stabilization device 10 includes the controller 26 and the compressor 22.

  The controller 26 includes a wireless communication unit (FR reception) 42FR, receives information transmitted from the wireless communication unit (FR transmission) 42FR, and sends it to the compressor control unit 46.

  Note that the wireless communication unit (FR reception) 42FR and the compressor control unit 46 are not configured to receive power from the vehicle 20, but are supplied with power from the power supply unit 28 that they have. . The power supply unit 28 has a function of generating power and storing electricity when the wheel cover 12 rotates when the vehicle travels.

  The compressor control unit 46 is connected to the compressor 22. The compressor 22 includes a compressor body 22 </ b> A that supplies air to the pneumatic tire 14 and an air pressure sensor 22 </ b> B that detects the air pressure of the pneumatic tire 14. Accordingly, when the tire pressure is determined in the compressor control unit 46, the compressor 22 is operated so as to be at the tire pressure. The compressor 22 is supplied with electric power from the power supply unit 28 of the controller 26.

  Hereinafter, the operation of the present embodiment will be described with reference to the flowchart of FIG.

  FIG. 7A shows the control in the main control unit 36 on the vehicle 20 side. In step 100, it is determined whether or not the vehicle is running. If a negative determination is made, this routine ends.

  If an affirmative determination is made in step 100, the process proceeds to step 102 to determine whether or not the tire air pressure needs to be adjusted based on the detection result (vehicle speed) by the vehicle speed sensor 30.

  In the next step 104, it is determined whether or not adjustment is necessary as a result of determination. If this is not necessary, this routine ends.

  If it is determined in step 104 that adjustment is necessary, the process proceeds to step 106, where the wind power is detected by the wind speed sensors 32L, 32R, and then the process proceeds to step 108 to determine the wind direction.

  In the next step 110, the tire air pressure (balance) of each of the four wheels is calculated based on the determined wind direction, and the process proceeds to step 112 to the controller 26 of the travel stabilizing device 10 provided in each wheel cover 12. Execute transmission of tire pressure data.

  FIG. 7B shows the control in the controller 26 provided in the travel stabilization device 10 of the wheel cover 12. In step 150, it is determined whether or not tire pressure data has been received.

  If a negative determination is made in step 150, this routine ends. If the determination in step 150 is affirmative, the routine proceeds to step 152 where the current tire pressure is detected, and the routine proceeds to step 154.

  In step 154, the increase / decrease amount of the tire air pressure is calculated based on the received data (tire air pressure data) and the current tire air pressure, and then the process proceeds to step 156 to control the compressor main body 22A to control the tire air pressure. Adjust and exit this routine.

  With the above control, as shown in FIG. 6, the air pressures of the pneumatic tires 14 of the four wheels can be independently adjusted by the wind directions in eight directions. For example, in the case of the right front wind (wind direction HSR), control is performed such that the air pressure of the pneumatic tire 14 of the left rear wheel is relatively increased and the others are decreased. In the case of the left side wind (wind direction SL), control is performed such that the air pressure of the pneumatic tires 14 of the right front wheel and the right rear wheel is relatively increased and the air pressure of the pneumatic tires of the left front wheel and the left rear wheel is relatively decreased.

  As a result, the ground contact pressure balance on the road surface of the four wheels caused by the lift generated by the wind direction can be stabilized, and the vehicle running stability can be improved as compared with the pneumatic pressure adjustment of the pneumatic tire 14 set when the vehicle is stopped. Can be improved.

  In the present embodiment, the travel stabilization device 10 is attached to the wheel cover 12, but it may be attached to the steel wheel 16 or disposed in the inner space of the pneumatic tire 14. In this case, if wired communication (mainly power supply) on the vehicle 20 side is possible, only the compressor 22 (the compressor main body 22A and the air pressure sensor 22B) is arranged in one of the tire units 18, and the others are arranged on the vehicle 20 side. May be.

  Further, although the wind speed sensors 23L and 32R are provided on the A pillar 20A of the vehicle 20, they may be provided in other places such as a ceiling portion, a bonnet portion, a trunk portion, etc. It is preferable to provide at all or part of the four corners.

  FIGS. 8 to 13 illustrate the correspondence of the vehicle travel device when the vehicle 20 actually travels.

Example 1
FIGS. 8A and 8B are examples when a strong wind is received from the front of the vehicle 20.

  In this case, lift is generated behind the ceiling of the vehicle 20, and the vehicle 20 receives a force that lifts the front of the vehicle 20. For this reason, the ground contact area to the road surface of the tire unit 18 is narrow (small) for the front wheels and wide (large) for the rear wheels.

  Therefore, control is performed so as to increase the air pressure of the tire unit 18 on the rear wheel side. In addition, you may control so that the air pressure of the pneumatic tire 14 of the front-wheel side may be reduced as needed.

"Example 2"
FIGS. 12A and 12B are examples when a strong wind is received from the rear of the vehicle 20.

  In this case, lift is generated in front of the ceiling, and the vehicle 20 receives a force that lifts the rear of the vehicle 20. For this reason, the ground contact area to the road surface of the tire unit 18 is wide (many) for the front wheels and narrow (small) for the rear wheels.

  Therefore, control is performed to increase the air pressure of the pneumatic tire 14 on the front wheel side. In addition, you may control so that the air pressure of the pneumatic tire 14 of the rear-wheel side may be reduced as needed.

"Example 3"
FIGS. 13A and 13B are examples when a strong wind is received from the front right direction of the vehicle.

  In this case, lift is generated on the left rear side of the ceiling, and the vehicle 20 receives a force that lifts the right front wheel. For this reason, the contact area of the tire unit 18 to the road surface is narrower (less) for the right front wheel than the other three wheels, and wider (more) for the left rear wheel than the other three wheels.

  Therefore, control is performed so as to increase the air pressure of the pneumatic tire 14 of the left rear wheel. In addition, you may control so that the air pressure of the pneumatic tire 14 of the right front wheel side may be reduced as needed.

(Modification of air pressure adjustment of pneumatic tire 14)
Table 1 shows the correlation regarding the air pressure of each pneumatic tire 14 in the traveling state of the vehicle 20.

Table 1 shows the ratio when the standard air pressure Ps (for example, 1.8 kgf / cm ² ) during low-speed to medium-speed traveling and straight traveling is 1.0. In Table 1, tire position FR: front right, tire position FL: front left, tire position RR: rear right, tire position RL: rear left.

  The traveling state (low speed to medium speed, medium speed to high speed) and the traveling direction (straight, right-handed curve, right-handed curve, left-handed curve, left-handed curve) are determined in a running state for a fixed time. In this case, if the time is short, frequent air pressure adjustment (hunting) will occur, and if the time is long, the response will be delayed and proper air pressure adjustment may not be possible. It is preferable to learn.

  The ratio a determined in Table 1 is multiplied by the standard air pressure Ps to obtain the optimum air pressure Pb for each tire (b indicates any of the tire positions FR, FL, RR, RL) ( (See equation (1)).

Pb = a × Ps (1)
Here, it is known that the running stability of the vehicle changes depending on the wind direction and the wind speed.

  Therefore, a correction coefficient α that cancels out the influence exerted on the vehicle based on the eight types of wind directions shown in FIG. 6 and the wind speed at the time (running) is obtained and added to the above equation (1) ((2 ) See formula).

Pb = a × Ps × α (2)
For the correction coefficient α, a characteristic curve is created in advance and registered as a map, and thereafter, a sensor for detecting the wind direction and the wind speed may be installed in the vehicle.

  This sensor is preferably provided with eight sensors corresponding to the eight types of wind directions in FIG. 6, for example, head wind (H direction in FIG. 6) and tail wind (F direction in FIG. 6) while the vehicle is running. Since it depends on the vehicle speed, it is possible to predict the balance in the eight directions simply by detecting the wind speeds of the left and right cross winds (SR direction and SL direction in FIG. 6).

  Therefore, in the modification of the present embodiment, as shown in FIG. 11, wind speed sensors 32L (D) and 32R (D) for detecting the wind speed of the cross wind (SR direction or SL direction) are attached to the door mirror bodies 20L and 20R. It was.

FIG. 12 is a map showing the relationship between the left and right tire air pressure correction values α based on the difference (v _SR −v _SL ) between the wind speed v values detected by the wind speed sensors 32L (D) and 32R (D). .

  According to this map, the air pressure of the tire with the lower wind speed is increased, the air pressure of the tire with the relatively higher wind speed is decreased, and the larger the difference between the left and right wind speeds, the greater the difference. It can be seen that it is necessary to provide a difference in air pressure between the left and right tires.

  Here, instead of the correction coefficient α, as shown in FIGS. 13 and 14, the spoilers 50L and 50R installed on the door mirror main bodies 20L and 20R are selectively operated to balance the downforce caused by the left and right wind speeds. You may make it take. Since the Dora mirror main bodies 20L and 20R have symmetrical shapes, the structure of the Dora mirror main body 20R will be described below as an example.

  As shown in FIGS. 13 and 14, the Dora mirror main body 20 </ b> R is attached to the vehicle 20 (see FIG. 11) by a neck 52, and a mirror housing 56 is attached so as to cover other than the reflection surface of the reflection mirror 54. . In the mirror housing 56, an angle adjustment mechanism for adjusting the angle of the reflection mirror 54 and a storage / deployment mechanism for moving the door mirror main body 20R to the storage position or the deployment position with respect to the vehicle 20 are provided. And are provided.

  A rotating shaft 58 projects from the side surface of the mirror housing 56, and a spoiler 50R is rotatably supported.

  The spoiler 50R includes a wind receiving portion 60. The wind receiving portion 60 covers a rear surface of the mirror housing 56 (a surface facing the front of the vehicle) (a solid line position in FIG. 13), and the first position. Is rotated by approximately 90 ° with respect to the position, and can be moved to a second position (imaginary line position in FIG. 13) where the wind receiving portion 60 is substantially horizontal above the mirror body 56. The moving mechanism of the spoiler 50R is provided inside the mirror housing 56.

  When the wind receiver 60 is positioned at the second position (imaginary line position in FIG. 13), the wind during vehicle travel is separated into a flow along the upper surface and a flow along the lower surface. However, it becomes the flow which generates anti-lifting force. That is, since the upper surface is a straight line and the lower surface is a curve, the method of the lower surface has a higher wind speed than the upper surface, a pressure difference is generated, and a force is generated downward (reverse lift).

  Here, the spoilers 50L and 50R having the above-described configuration are attached to the door mirror bodies 20L and 20R, and can move independently between the first position and the second position. .

  That is, even if the left and right wind speeds are different, the correction coefficient α is canceled by selectively adjusting the spoilers 50L and 50R to desired angles. Thereby, it can be set as air pressure adjustment based on Formula (1). If adjustment of the spoilers 50L and 50R is insufficient, the correction coefficient α may be used together.

  In this modification, the spoilers 50L and 50R are attached to the Dora mirror main bodies 20L and 20R. However, the spoilers 50L and 50R may be directly attached to a pair of left and right parts or parts provided on the vehicle 20 such as a fender mirror, a door panel, and a fender portion. Good.

(A) is a front view of the wheel cover which concerns on this Embodiment, (B) is a back view. It is a disassembled perspective view of the tire unit which shows the state which attaches a wheel cover to a steel wheel. It is the III-III sectional view taken on the line of FIG. It is a perspective view of the vehicle concerning this embodiment. It is a functional block diagram which shows functionally control of a vehicle run stabilization device. It is an air pressure adjustment distribution map of each of four wheels according to a wind direction. It is a flowchart which shows the flow of control of a vehicle travel stabilization apparatus. The aerodynamic characteristic in Example 1 of this Embodiment is shown, (A) is a top view of a vehicle, (B) is a side view. The aerodynamic characteristic in Example 2 of this Embodiment is shown, (A) is a top view of a vehicle, (B) is a side view. The aerodynamic characteristic in Example 3 of this Embodiment is shown, (A) is a top view of a vehicle, (B) is a perspective view. FIG. 6 is a perspective view of a vehicle showing a configuration in which a spoiler is attached to a door mirror body of the vehicle according to a modification of the present embodiment. FIG. 11 is a characteristic diagram of a correction value α based on a detection value of a wind speed sensor attached to a door mirror body according to a modification of the present embodiment. It is a perspective view which shows the structure of the door mirror main body of the vehicle which concerns on this modification. It is a side view which shows the structure of the door mirror main body of the vehicle which concerns on this modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Travel stabilizer 12 Wheel cover 14 Pneumatic tire 16 Steel wheel 18 Tire unit 20 Vehicle 12A Hook part 22 Compressor (air pressure adjusting means)
22A Compressor body 22B Air pressure sensor (Air pressure monitoring means)
24 Tube 14V Valve 26 Controller (Pneumatic pressure calculation means)
28 Power supply 30 Vehicle speed sensor (vehicle speed detection means)
20A A pillar part 32L, 32R Wind speed sensor (wind speed detection means)
34 Steering angle sensor 36 Main control unit (pneumatic pressure calculation means)
38 Wind power / wind direction calculation unit 40 Tire pressure setting unit 42 Wireless communication unit 42FR Wireless communication unit (FR transmission)
42FL wireless communication unit (FL transmission)
42RR wireless communication unit (RR transmission)
42RL wireless communication unit (RL transmission)
46 Compressor control unit 20L, 20R Door mirror body 50L, 50R Spoiler 52 Neck 54 Reflective mirror 56 Mirror housing 58 Rotating shaft 60 Wind receiving unit

Claims (7)

Air pressure monitoring means for monitoring the air pressure of a plurality of pneumatic tires that support the vehicle from the road surface while traveling;
A plurality of wind speed detection means provided at least at both ends in the vehicle width direction for detecting the wind speed during travel;
Aerodynamic related information acquisition means for acquiring aerodynamic related information including at least wind speed and wind direction from the results detected by the plurality of wind speed detection means;
Vehicle speed detection means for detecting the traveling speed of the vehicle;
Based on the aerodynamic related information acquired by the aerodynamic related information acquiring means and the vehicle speed information detected by the vehicle speed detecting means, the optimum air pressure including the relative balance of each of the plurality of pneumatic tires currently running is calculated. Air pressure calculation means;
Air pressure adjusting means for adjusting the air pressure of each pneumatic tire during traveling of the vehicle based on the result calculated by the air pressure calculating means;
A vehicle travel stabilization device having:   2. The vehicle travel stabilizer according to claim 1, wherein the air pressure adjusting means includes a compressor capable of compressing and holding air by a rotational force of the pneumatic tire and injecting air into the pneumatic tire when necessary. .   The vehicle travel stabilization device according to claim 1 or 2, wherein the wind speed detection means is mounted on a rearview mirror unit provided on the left and right side surfaces of the vehicle in order to secure a rear view of the vehicle.   The rearview mirror unit includes a moving mechanism that is provided so as to protrude from a body surface of the vehicle and is movable to at least two positions having different anti-lift characteristics during traveling of the vehicle. Item 4. The vehicle travel stabilization device according to Item 3.   A part or all of the constituent members of the vehicle travel stabilizing device according to claim 1 or 2 are attached, and are attached to a wheel cover so as to be detachable from a wheel that supports the pneumatic tire. Travel stabilizer.   The at least one of the wind speed detection means, the aerodynamic related information acquisition means, and the vehicle speed detection means is installed on the vehicle side, and the component on the tire wheel side receives information by wireless communication means. 5. The travel stabilizer according to 5. Mirrors provided on the left and right side surfaces of the vehicle to secure the rear view of the vehicle;
A mirror housing that accommodates the mirror portion, is provided protruding from the body surface of the vehicle, and is movable to at least two positions having different anti-lift characteristics during traveling of the vehicle;
A moving mechanism for moving the mirror housing;
An angle holding means for holding the angle of the mirror portion during movement by the moving mechanism;
A travel stabilization device having:

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