JP2013193596A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption while securing travelling safety of a vehicle.SOLUTION: In a vehicle control device which is mounted in a vehicle and controls a movable aerodynamic member capable of vertically changing force transmitted to a vehicle by receiving traveling wind, when the occurrence of idle is not estimated (S2), a driving wheel is not actually idled (S3), a vehicle is not turned (S4) and a vehicle is not in a braking state (S5), since running safety of the vehicle is secured, ground contact pressure of a wheel is reduced to reduce rolling resistance by setting a movable aerodynamic member to cause lift in which force transmitted to the vehicle is directed upward. When a road surface condition is estimated not to be bad even though a driving wheel is actually idled (S7), when a side slip is prevented even during turning of the vehicle (S8), or when no slip by a wheel rock occurs during vehicle breaking (S9), running safety of the vehicle is secured, but slip or the like may be caused, so that the movable aerodynamic member is set to a neutral position in which force transmitted to the vehicle approaches to zero.

Description

  The present invention relates to a vehicle control device that improves fuel efficiency while ensuring driving safety of a vehicle.

  As a vehicle control device, a movable aerodynamic member attached to a vehicle is controlled so that, when traveling at high speed, an aerodynamic member that receives traveling wind generates lift in order to reduce rolling resistance of wheels. In order to increase the ground pressure of the wheel during deceleration, braking and turning, it is proposed to control the aerodynamic member that receives the traveling wind to generate a force that presses the vehicle against the road surface (hereinafter referred to as “downforce”) (For example, refer to Patent Document 1).

Japanese Utility Model Publication No. 7-4267

  However, such a vehicle control device unconditionally generates downforce during deceleration, braking, and turning even when it is not always necessary to increase the ground contact pressure of the wheel from the viewpoint of ensuring vehicle safety. The aerodynamic member was controlled so that For this reason, for example, in a vehicle such as a passenger car whose traveling state changes more frequently, such as deceleration, braking and turning, than the frequency of traveling on a straight road at high speed, the fuel saving effect due to the reduction of wheel rolling resistance is also limited. I have to be.

  Accordingly, in view of the conventional problems as described above, the present invention aims to improve fuel efficiency while ensuring traveling safety of a vehicle even if the traveling state frequently changes in a vehicle equipped with a movable aerodynamic member. An object of the present invention is to provide a vehicle control device capable of performing

  For this reason, the vehicle control device according to the present invention is provided with a movable aerodynamic member attached to the vehicle and capable of changing the force transmitted to the vehicle by receiving the traveling wind in the vertical direction depending on the slip state of the wheel or its possibility. Control.

  According to the vehicle control device of the present invention, it is possible to improve the fuel efficiency while ensuring the traveling safety of the vehicle even in the case of a vehicle whose traveling state changes frequently.

It is explanatory drawing which shows the vehicle provided with the vehicle control apparatus of 1st Embodiment. It is the perspective view which looked at the movable aerodynamic device concerning a 1st embodiment from the vehicles upper part. The operation state of a movable aerodynamic device is shown, (A) is explanatory drawing which shows lift setting, (B) is explanatory drawing which shows a down force setting. It is explanatory drawing which shows the control system of the vehicle containing the vehicle control apparatus of 1st Embodiment. It is a flowchart which shows the control processing by the vehicle control apparatus of 1st Embodiment. The movable aerodynamic apparatus which concerns on 2nd Embodiment is shown, (A) is explanatory drawing which looked at the vehicle from upper direction, (B) is AA sectional drawing of (A).

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an example of a vehicle provided with the vehicle control device of the first embodiment.
Of the bottom surface 12 of the vehicle 10, for example, between the front wheels 14a (and 14b) and the rear wheels 14c (and 14d), traveling wind passing between the bottom surface 12 and the road surface 16 on which the wheels 14a to 14d are grounded. A movable aerodynamic device 18 capable of changing the force transmitted to the vehicle 10 in the vertical direction by receiving the power is attached. The movable aerodynamic device 18 is driven and controlled via a drive circuit 22 by a vehicle control device 20 incorporating a computer.

FIG. 2 shows details of the movable aerodynamic device 18 attached to the vehicle 10 as shown in FIG.
The movable aerodynamic device 18 includes an aerodynamic plate 18a (movable aerodynamic member) opposed to the bottom surface 12 of the vehicle 10, and a pair of left and right first plates are provided on the upper surface of the aerodynamic plate 18a on the front side and the rear side of the vehicle 10, respectively. A first bracket 18b and a second bracket 18c are provided. In addition, the bottom surface 12 on the rear side of the vehicle 10 is provided with a pair of left and right mounting stays 18 d whose base end is fixed to the bottom surface 12 and whose tip extends downward from the bottom surface 12. A pair of left and right actuators 18e that generate power by electric, hydraulic, or other methods are provided. The actuator 18e is connected at the base end thereof to a first arm 18f whose front end extends toward the front of the vehicle 10, and the first arm 18f is moved up and down around this connection portion. Rotate and hold. The first bracket 18b is pivotally connected to a second arm 18g that is pivotally attached to the tip of the first arm 18f, and the second bracket 18c is forward of the vehicle 10 in the aerodynamic plate 18a. It is pivotally supported at the tip of the mounting stay 18d so that the side moves up and down.

  Note that the movable aerodynamic device 18 is not limited to the configuration shown in FIG. 2. For example, the aerodynamic plate 18 a facing the bottom surface 12 can be configured to change the inclination of the vehicle 10 in the front-rear direction. It is only necessary that the force transmitted to the vehicle 10 by receiving the traveling wind passing between the road 12 and the road surface 16 can be changed in the vertical direction based on the drive control of the vehicle control device 20.

FIG. 3 shows the operating state of the movable aerodynamic device 18 driven via the drive circuit 22 by the control signal of the vehicle control device 20.
When a control signal for instructing the first arm 18f to rotate upward is output from the vehicle control device 20, the drive circuit 22 operates in response to this control signal to drive the actuator 18e. As shown in FIG. 3A, the first arm 18f rotates upward from the state shown in FIG. As a result, the aerodynamic plate 18a is rotated upward about the shaft fulcrum of the mounting stay 18d. When the vehicle 10 travels in this state and the aerodynamic plate 18a receives traveling wind (black arrow in the figure) flowing from the traveling direction between the bottom surface 12 and the road surface 16, the upper surface side of the aerodynamic plate 18a is more than the lower surface side. Since the pressure is low, lift (a white arrow in the figure) is generated on the aerodynamic plate 18a. This lift is transmitted from the second arm 18g to the vehicle 10 via the first arm 18f and the actuator 18e, and is also transmitted to the vehicle 10 via the mounting stay 18d. For this reason, since the ground pressure of wheels 14a-14d falls and the rolling resistance of wheels 14a-14d decreases, the fuel consumption of vehicle 10 can be improved. Hereinafter, the state in which the aerodynamic plate 18a is rotated upward is referred to as lift setting.

  On the other hand, when a control signal for instructing the first arm 18f to rotate downward is output from the vehicle control device 20, the drive circuit 22 operates in response to this control signal to drive the actuator 18e. As shown in FIG. 3B, the first arm 18f rotates downward from the state shown in FIG. As a result, the aerodynamic plate 18a is rotated downward about the pivot point of the mounting stay 18d. When the vehicle 10 travels in this state and the aerodynamic plate 18a receives the traveling wind, the lower surface side of the aerodynamic plate 18a has a lower pressure than the upper surface side, and therefore the aerodynamic plate 18a has a down force (a white arrow in the figure). Will occur. This down force is transmitted to the vehicle 10 as in the case of the lift setting, and presses the vehicle 10 against the road surface 16. For this reason, since the ground contact pressure of the wheels 14a to 14d increases, the traveling safety of the vehicle 10 can be improved. Hereinafter, the state in which the aerodynamic plate 18a is rotated downward is referred to as downforce setting.

  Further, by outputting a control signal for driving the actuator 18e from the vehicle control device 20, the aerodynamic plate 18a is not inclined in the front-rear direction (see FIG. 1). Even if the vehicle 10 travels in this state, the aerodynamic plate 18a receives almost no traveling wind, and the movable aerodynamic device 18 does not transmit lift or downforce to the vehicle 10, so that the wheels 14a to 14d are grounded. The pressure is substantially the same as when the movable aerodynamic device 18 is not provided. Hereinafter, the state in which the aerodynamic plate 18a is not inclined in the front-rear direction is referred to as neutral setting.

  In the present embodiment, the movable aerodynamic device 18 is attached to the bottom surface 12 of the vehicle 10 in comparison with the case where the movable aerodynamic device 18 is attached to the top surface of the vehicle 10, and an aerodynamic plate 18a having a large area for receiving traveling wind can be installed. This is because a large pressure difference can be generated between the upper surface and the lower surface of the aerodynamic plate 18a. Further, if such a relatively large area aerodynamic plate 18a is employed, the same lift force or downforce can be obtained even if the inclination angle is made smaller than in the case of a relatively small area aerodynamic plate 18a. This is because the projected area of the front surface of the aerodynamic plate 18a at the time of setting or at the time of setting down force is reduced, which contributes to suppression of air resistance.

  However, when the distance between the aerodynamic plate 18a and the road surface 16 cannot ensure the minimum ground clearance of the vehicle 10, or when there is a concern about interference with vehicle components attached near the bottom surface 12, the movable aerodynamic device 18 is On the upper surface of the vehicle 10, for example, on the roof, the aerodynamic plate 18a disposed facing the roof may be configured so that the inclination of the vehicle 10 in the front-rear direction can be changed.

FIG. 4 shows a control system of the vehicle 10 that outputs a signal to the vehicle control device 20 via an in-vehicle network such as CAN (Controller Area Network).
The vehicle control device 20 includes an engine control device 24, a TCS (Traction Control System) control device 26, an ABS (Antilock Brake System) control device 28, an ESC (Electronic Stability Control) control device 30, a transmission control device 32, a steering angle. A sensor 34 and a brake switch (SW) 36 are connected.

  The engine control device 24 sets and inputs one of at least two travel modes: a fuel-saving travel mode in which the vehicle 10 travels while suppressing the engine speed, and a sports travel mode in which the vehicle 10 travels with the engine speed increased. Is connected to a travel mode setting switch (SW) 24a, a throttle sensor 24b for detecting the accelerator opening, an engine speed sensor 24c for detecting the engine speed, and a vehicle speed sensor 38 for detecting the vehicle speed. A setting signal, an accelerator opening signal, an engine speed signal, and a vehicle speed signal are input.

  The engine control device 24 calculates a required torque of the engine based on the accelerator opening signal, the engine rotation speed signal, and the vehicle speed signal, and outputs the calculated torque to the vehicle control device 20 as a required torque signal. Further, the engine control device 24 outputs a travel mode setting signal to the vehicle control device 20.

  The TCS control device 26 is connected to a vehicle speed sensor 38 and a wheel speed sensor 40 that detects the rotational speeds of the wheels 14a to 14d, and based on the vehicle speed signal and the wheel speed signal input from each, the traveling safety of the vehicle 10 is detected. The idling of the driving wheel is detected and the driving force transmitted from the engine to the driving wheel is appropriately adjusted, or the braking force is applied to the driving wheel to eliminate the idling of the driving wheel. When the TCS control device 26 performs an operation for eliminating idling, the TCS control device 26 outputs a TCS operation signal to that effect to the vehicle control device 20.

  Here, since the idling of the driving wheel is considered to occur when the driving force is larger than the friction force generated between the driving wheel and the road surface 16, the movable aerodynamic device 18 is driven to increase the friction force, that is, By increasing the contact pressure of the wheels 14a to 14d, the operation of eliminating idling by the TCS control device 26 can be supported.

  The ABS control device 28 is connected to the vehicle speed sensor 38 and the wheel speed sensor 40, and detects the wheel lock at the time of braking that impairs the traveling safety of the vehicle 10 based on the vehicle speed signal and the wheel speed signal input from each of them. Of the wheels 14a to 14d, the slip is caused by the wheel lock, and the braking force is appropriately adjusted to eliminate the slip. When the ABS control device 28 performs an operation for eliminating the slip, the ABS control device 28 outputs an ABS operation signal to that effect to the vehicle control device 20.

  Here, since the slip of the wheels 14a to 14d is considered to occur when the braking force is larger than the frictional force generated between the wheels 14a to 14d and the road surface 16, the movable aerodynamic device 18 is driven to control the wheels 14a to 14d. By increasing the contact pressure of 14d, it is possible to support the slip cancellation operation by the ABS control device 28.

  The ESC control device 30 includes a wheel speed sensor 40, a steering angle sensor 34 that detects a rotation angle (steering angle) of a steering wheel operated by a driver, and a yaw rate sensor that detects a change speed of the rotation angle of the vehicle 10 in the turning direction. 30a and an acceleration sensor 30b that detects acceleration in the traveling direction of the vehicle 10, and based on the wheel speed signal, the steering angle signal, the yaw rate signal, and the acceleration signal that are input from each, the traveling safety of the vehicle 10 is improved. A side slip at the time of turning that is damaged is detected, and the braking force of the wheels 14a to 14d that cause the side slip is appropriately adjusted to eliminate the side slip. The ESC control device 30 outputs an ESC operation signal to that effect to the vehicle control device 20 when performing an operation to eliminate skidding.

  Here, the side slip of the wheels 14a to 14d is considered to occur when the centrifugal force applied to the wheels 14a to 14d by the turning operation of the vehicle 10 is larger than the frictional force generated between the wheels 14a to 14d and the road surface 16. By driving and controlling the movable aerodynamic device 18 to increase the ground pressure of the wheels 14a to 14d, it is possible to support the side slip elimination operation by the ESC control device 30.

  The transmission control device 32 includes a transmission that performs a shift, a vehicle speed sensor 38 (not required in the case of a manual transmission that selects a gear ratio according to the driver's option), and a transmission that shifts in a low engine speed range. A gear ratio that is connected to a speed change mode setting switch (SW) 32a for setting and inputting one of at least two speed change modes of a fuel speed change mode and a sport speed change mode in which the speed is changed in the high engine speed range, and is input from each of them. Based on the signal, the vehicle speed signal, and the shift mode setting signal, the transmission is instructed to shift. Further, the transmission control device 32 outputs a transmission ratio signal and a transmission mode setting signal to the vehicle control device 20.

  The vehicle control device 20 is connected to a brake SW 36 that detects ON / OFF of a brake pedal by a driver, and is also directly connected to an acceleration sensor 30b, a rudder angle sensor 34, and a vehicle speed sensor 38. A signal, an acceleration signal, a steering angle signal, and a vehicle speed signal are input.

The idling, slip and side slip are all used as synonymous terms indicating factors that impair the traveling safety of the vehicle 10.
FIG. 5 shows an example of the contents of a control process that is repeatedly executed by the vehicle control device 20 every predetermined time Δt from the start to stop of the vehicle 10.

  In step 1 (abbreviated as “S1” in the figure, the same applies hereinafter), is the estimated vehicle weight W of the vehicle 10 equal to or less than a predetermined value Wa (W ≦ Wa), greater than the predetermined value Wa and less than the predetermined value Wb? Whether or not (W <W <Wb) or greater than or equal to a predetermined value Wb (W ≧ Wb). Here, since the ground pressure of the wheels 14a to 14d is sufficiently secured even when the movable aerodynamic device 18 is set to lift, the predetermined value Wa does not cause the wheels 10a to 14d to idle, slip, or skid. This is the lower limit value of the estimated vehicle weight. The predetermined value Wb is an upper limit value of the vehicle weight that is estimated to cause at least one of idling, slipping and skidding of the wheels 14a to 14d because the ground pressure of the wheels 14a to 14d is insufficient. is there.

  The estimated vehicle weight W is calculated based on the wheel torque T and acceleration in two states with different throttle openings, as described in, for example, Japanese Patent Application Laid-Open No. 2009-168715. The change is calculated and calculated. Here, the wheel torque T is calculated based on the required torque signal from the engine control device 24 and the gear ratio signal from the transmission control device 32. The acceleration is calculated based on the acceleration signal from the acceleration sensor 30b.

  If it is determined that the estimated vehicle weight W is greater than or equal to the predetermined value Wa, the process proceeds to step 3 (W ≧ Wa), and it is determined that the estimated vehicle weight W is greater than the predetermined value Wa and less than the predetermined value Wb. If the estimated vehicle weight W is equal to or less than the predetermined value Wb, the process proceeds to step 12 (W ≧ Wb).

  In step 2, whether the driver intends to drive the vehicle 10 in a fuel-saving manner based on the driving mode setting signal from the engine control device 24 and the transmission mode setting signal from the transmission control device 32, It is determined whether it has an intention to run a sport or another intention to run.

  When both the driving mode setting signal and the shift mode setting signal are a combination of signals indicating fuel-saving driving, it is determined that the driver has an intention of fuel-saving driving, and the rolling resistance of the wheels 14a to 14d is reduced. Therefore, the process proceeds to step 3 in order to further determine whether or not the movable aerodynamic device 18 can be set to lift.

  When both the driving mode setting signal and the shift mode setting signal are a combination of signals indicating sports driving, it is determined that the driver has an intention of sports driving, and the ground pressure of the wheels 14a to 14d is increased to increase the ground pressure of the vehicle. Step 12 is advanced to improve the turning performance, braking performance, etc.

  If the driving mode setting signal and the shift mode setting signal are a combination of signals other than those described above, it is determined that the driver intends a fuel-saving driving or other driving that is not a sports driving, and step 11 Proceed to

  In step 2, when at least one of the driving mode setting signal and the shift mode setting signal is a signal indicating either one of the fuel saving driving and the sports driving, either the fuel saving driving or the sports driving is given to the driver. It may be determined that there is an intention. In this case, when one of the driving mode setting signal and the shift mode setting signal is a signal indicating fuel-saving driving and the other is a signal indicating sports driving, it is determined that the other driving is intended. Also good.

  In step 3, it is determined whether or not the wheel torque T is less than a predetermined torque Ta. The predetermined torque Ta is a wheel torque threshold that needs to increase the ground pressure of the driving wheel because it is estimated that the driving wheel idles on a dry road surface and impairs the traveling safety of the vehicle 10, and depends on the vehicle speed. Default value to increase. If the wheel torque T is less than the predetermined torque Ta, it is estimated that the drive wheel does not idle, and there is no need to increase the ground pressure of the drive wheel. (Yes). On the other hand, if the required torque T is equal to or greater than the predetermined torque Ta, it is estimated that the driving wheel is idling, and it is necessary to increase the ground pressure of the driving wheel. No).

  In step 4, based on the TCS operation signal from the TCS control device 26, it is determined whether or not idling has occurred in the wheels 14a to 14d. If it is determined that no idling has occurred in the wheels 14a to 14d, the traveling safety of the vehicle 10 is ensured. Therefore, the process proceeds to step 5 to continue the determination of whether or not the lift force can be set (Yes). On the other hand, if it is determined that idling has occurred in the wheels 14a to 14d, even if the wheel torque T is less than the predetermined torque Ta, the driving safety of the vehicle 10 can be improved in consideration of the factors that cause idling in the wheels 14a to 14d. In order to ensure, the determination of whether or not the lifting force can be set is stopped and the process proceeds to Step 8 (No).

  In step 5, based on the steering angle signal from the steering angle sensor 34, it is determined whether or not the vehicle 10 is turning. If it is determined that the vehicle 10 is not turning, the wheels 14a to 14d are not likely to slip, so the process proceeds to step 6 to continue the determination of whether or not the lift force can be set (Yes). On the other hand, if it is determined that the vehicle 10 is turning, the wheels 14a to 14d are likely to slip, so the determination of whether or not the lift force can be set is stopped and the process proceeds to Step 9 (No).

  In step 6, it is determined whether or not the vehicle 10 is in a braking state based on a brake ON / OFF signal from the brake SW 36. If it is determined that the vehicle 10 is not in a braking state, the wheels 14a to 14d are in a state in which it is difficult for them to slip, so the process proceeds to step 7 (Yes). On the other hand, if it is determined that the vehicle 10 is in a braking state, the wheels 14a to 14d are in a state where they are likely to slip, so the determination of whether or not lift setting is possible is stopped and the routine proceeds to step 10 (No).

  In step 7, a control signal is output to instruct the drive circuit 22 to drive the actuator 18e in order to set the movable aerodynamic device 18 to lift. If the movable aerodynamic device 18 has already been set for lift, it outputs a control signal instructing to keep the current state without driving the actuator 18e.

  In step 8, it is determined whether or not the wheel torque T is equal to or greater than a predetermined torque Tb. Here, the predetermined torque Tb is a threshold value that defines whether or not the road surface 16 is in a state of being easily idling when idling, and is a specified value that increases in accordance with the vehicle speed.

  More specifically with respect to the predetermined torque Tb, if the wheel torque T is equal to or greater than the predetermined torque Tb, the road surface 16 at the time of idling is idled more than the dry road surface 16 due to, for example, being wet due to rainfall or the like. It means that it is in an easy state. On the other hand, if the wheel torque T is less than the predetermined torque Tb, the road surface 16 when idling is easier to idle than when idling with a wheel torque T greater than the predetermined torque Tb, such as snow, freezing, or unpaved. It means being in a state.

  When the wheel torque T is equal to or greater than the predetermined torque Tb, the road surface 16 is in a state where it is easy to idle, but it is considered that it can be dealt with only by the operation of eliminating the idling by the TCS control device 26. It is determined that there is no need to increase the contact pressures 14a to 14d, and the process proceeds to step 11 (Yes). On the other hand, when the wheel torque T is less than the predetermined torque Tb, the road surface 16 is in a state in which the road surface 16 is more easily idling than when the wheel torque T is idling with the wheel torque T equal to or greater than the predetermined torque Tb. In order to ensure, it progresses to Step 12 (No).

  In step 9, it is determined whether or not skidding has occurred in the vehicle 10 based on the ESC operation signal from the ESC control device 30. If it is determined that no side slip has occurred in the vehicle 10, the traveling safety of the vehicle 10 is ensured, but the wheels 14a to 14d are in a state in which they are likely to slip, so the process proceeds to step 11 (Yes). . On the other hand, if it is determined that a side slip has occurred in the vehicle 10, the traveling safety of the vehicle 10 needs to be ensured immediately, so the process proceeds to step 12 (No).

  In step 10, it is determined based on the ABS operation signal from the ABS controller 28 whether or not slip has occurred in the wheels 14 a to 14 d. If it is determined that no slip has occurred in the wheels 14a to 14d, the traveling safety of the vehicle 10 is ensured, but the wheels 14a to 14d are in a state in which they are likely to slip, so the process proceeds to step 11 ( Yes). On the other hand, if it is determined that slip has occurred in the wheels 14a to 14d, it is necessary to immediately ensure the traveling safety of the vehicle 10, and therefore the process proceeds to step 12 (No).

  In step 11, a control signal is output to the drive circuit 22 as in step 7 in order to set the movable aerodynamic device 18 to the neutral setting. If the movable aerodynamic device 18 has already been set to neutral, a control signal instructing to maintain the current state is output as in step 7.

  In Step 11, when it is determined in Step 8 that the wheel torque T is greater than or equal to the predetermined torque Tb, the road surface 16 is more wet than the dry road surface 16 due to, for example, rain due to rain or the like. Since it is easy to idle, the neutral aerodynamic device 18 is forcibly held at the neutral setting until this control process is finished so as not to accidentally set the movable aerodynamic device 18 to the lift setting.

  In step 12, a control signal is output to the drive circuit 22 as in step 7 in order to set the movable aerodynamic device 18 to the down force setting. When the movable aerodynamic device 18 has already been set to the down force setting, a control signal instructing to hold the down force setting is output in the same manner as in Step 7.

  In Step 12, when it is determined in Step 8 that the wheel torque T is less than the predetermined torque Tb, the road surface 16 is wet due to rain, such as snow, freezing, or unpaved. Since it is in a state where it is more likely to idle than the road surface, the downforce setting is forcibly held until this control processing is completed so that the movable aerodynamic device 18 is not erroneously set to lift setting or neutral setting.

  In step 12, if the vehicle control device 20 is configured to input a control amount for the slip elimination operation from the TCS control device 26, the ABS control device 28, and the ESC control device 30, the downforce The rotation angle of the aerodynamic plate 18a in the setting may be appropriately changed according to this control amount. As a result, it is possible to suppress a ground pressure that is too large for assisting the slip elimination operation in the TCS control device 26, the ABS control device 28, and the ESC control device 30 from being applied to the wheels, thereby contributing to an improvement in fuel consumption.

  According to such a vehicle control device 20, in cooperation with the TCS control device 26, the ABS control device 28, and the ESC control device 30, the vehicle 10 is determined by determining the slip state or the slip possibility of the wheels 14 a to 14 d. It is determined whether or not the driving safety of the vehicle is ensured. When it is determined that the traveling safety of the vehicle 10 is not ensured, the movable aerodynamic device 18 is driven and set to the down force setting. Further, when the traveling safety of the vehicle 10 is ensured, the wheels 14a to 14d are easily slipped even when the traveling safety of the vehicle 10 is ensured so that the lift setting is set. In each case, the movable aerodynamic device 18 is driven and controlled so that the neutral setting is obtained.

  For this reason, even when the vehicle 10 is decelerated, braked, and turned, the vehicle control device 20 immediately sets the movable aerodynamic device 18 to the down force setting if the wheels 14a to 14d do not slip or are not estimated to cause the slip. Therefore, the ground contact pressure of the wheels 14a to 14d is not increased correspondingly, and thereby the rolling resistance of the wheels 14a to 14d can be reduced.

  Therefore, according to the vehicle control device 20, even if the vehicle is a vehicle such as a passenger car whose traveling state changes more frequently, such as deceleration, braking, and turning, than the frequency of traveling on a straight road at high speed, the traveling safety of the vehicle 10 is improved. While ensuring, it is possible to improve fuel consumption and reduce tire wear.

  Note that each step of the control process executed by the vehicle control device 20 described above can ensure the traveling safety of the vehicle 10 when the vehicle speed of the vehicle 10 is extremely low or when the vehicle weight is extremely heavy, for example. If it is obvious, not all are necessarily executed.

Next, a vehicle control device according to the second embodiment will be described. In addition, about the structure same as 1st Embodiment, the description is abbreviate | omitted or simplified by attaching | subjecting the same code | symbol.
FIG. 6 shows an example of a movable aerodynamic device in the second embodiment.

  On the bottom surface 12 of the vehicle 10, a pair of left and right first movable aerodynamic devices 42a and 42b, a left rear wheel 14c and a right rear wheel 14d are sandwiched between a left front wheel 14a and a right front wheel 14b. A movable aerodynamic device 42 composed of a pair of left and right third movable aerodynamic devices 42c and a fourth movable aerodynamic device 42d is attached to each of the parts, and the movable aerodynamic devices 42a to 42d are movable according to the first embodiment. The same configuration as the aerodynamic device 18 is provided. The movable aerodynamic devices 42a to 42d are independently driven and controlled via the drive circuit 22 by the vehicle control device 44 incorporating a computer.

  Further, the vehicle control device 44 is further input with a wheel specifying signal for specifying a wheel to be controlled during the slip elimination operation from the TCS control device 26, the ABS control device 28, and the ESC control device 30.

Next, control processing by the vehicle control device 44 will be described with reference to FIG.
In Step 12, since it is determined that the vehicle is idling due to the TCS operation (Step 4), skidding due to the ESC operation (Step 9), or slipping due to the ABS operation (Step 10), the movable aerodynamic device 42 is changed. In order to set the down force, a control signal for instructing the drive circuit 22 to drive the actuator is output.

  Here, the vehicle control device 44 is a control target during the slip elimination operation in the movable aerodynamic device 42 based on the wheel specifying signal from the TCS control device 26, the ABS control device 28, or the ESC control device 30. Drive control is performed to set the closest force to the wheel to the down force setting. For example, in the skid control device, when the left front wheel 14a is a control target, the vehicle control device 46 drives and controls the first movable aerodynamic device 42a closest to the left front wheel 14a to set the down force.

  When the vehicle control device 44 is configured to input a control amount for slip elimination operation from the TCS control device 26, the ABS control device 28, and the ESC control device 30, the aerodynamic plate in the downforce setting is set. The rotation angle may be appropriately changed according to these control amounts. As a result, it is possible to suppress a ground pressure that is too high for assisting the slip elimination operation in the TCS control device 26, the ABS control device 28, and the ESC control device 30 from being applied to the wheels, thereby contributing to an improvement in fuel consumption.

  According to the vehicle control device 44 of the second embodiment, based on the wheel identification signal from the TCS control device 26, the ABS control device 28, or the ESC control device 30, among the movable aerodynamic devices 42, The drive closest to the wheel is controlled to downforce. For this reason, since the contact pressure of the wheel to be controlled can be increased, the support effect of the slip cancellation operation by the TCS control device 26, the ABS control device 28 or the ESC control device 30 is increased, and the traveling safety of the vehicle 10 is increased. Can be further improved.

  In the first and second embodiments described above, the vehicle control device 20 or 44 may be connected to an automatic speed control device that automatically controls the speed of the vehicle 10 to a speed set by the driver. When the driver sets the speed of the vehicle 10, the automatic speed control device is configured to output an automatic speed setting signal indicating the setting to the vehicle control device 20 or 44. And when automatic speed control is set, in the control process of the vehicle control device 20 or 44, it may be determined in step 2 that the driver intends to drive the vehicle 10 in a fuel-saving manner.

  In the first and second embodiments described above, the vehicle control device 20 or 44 may be configured to detect a failure in the vehicle control system. In such a configuration, when the vehicle control device 20 or 44 detects a failure of the TCS control device 26, the ABS control device 28, or the ESC control device 30, for example, the movable aerodynamic device 18 or 42 is forcibly lowered. You may control so that it may be set to force setting. As a result, even when the slip state cannot be determined, it is possible to increase the ground pressure of the wheels 14a to 14d and ensure the traveling safety of the vehicle 10. However, when the downforce setting is suddenly set during high-speed driving or the like, the traveling safety of the vehicle 10 may be deteriorated. You may make it change according to.

  Further, the movable aerodynamic device 18 or 42 may include a biasing device that constantly biases the aerodynamic plate 18a to the neutral setting position. Thus, even when the vehicle control device 20 or 44 detects a failure that prevents the actuator 18e from generating power, the movable aerodynamic device 18 or 44 is automatically set to the neutral setting, so that the traveling safety of the vehicle 10 is ensured. be able to.

  In the first and second embodiments described above, in the control process of the vehicle control device 20 or 44, the vehicle 10 turns to determine whether or not the lifting force can be set in consideration of a side slip caused by a gust such as a side wind with respect to the vehicle 10. Whether or not there is a skid may be determined regardless of whether or not it is. As a result, it is possible to determine whether or not the lifting force can be set while further considering the traveling safety of the vehicle 10.

  In the second embodiment described above, when it is determined that the vehicle 10 is turning, the vehicle control device 44 reduces the contact pressure difference between the inner ring on the turning center side and the outer ring on the opposite side. The movable aerodynamic device 42 may be driven and controlled according to the steering angle of the steering wheel. Specifically, for example, when it is determined that the vehicle 10 is turning leftward, the second movable aerodynamic device 42b and the fourth movable aerodynamic force closest to the outer wheels 14b and 14d, respectively, where the ground pressure increases. The device 42d is set as the lift force, and the first movable aerodynamic device 42a and the third movable aerodynamic device 42c closest to the inner rings 14a and 14c where the ground pressure is lowered are set as the down force settings, respectively. In this case, the rotation angle of the aerodynamic plate in the lift setting and the down force setting may be appropriately set according to the steering angle of the steering wheel. Thereby, the contact pressure difference between the inner ring and the outer ring can be reduced.

  Further, the vehicle control device 44, for example, the ABS control device 28 so as to reduce the contact pressure difference between the front wheels 14a and 14b and the rear wheels 14c and 14d when it is determined that the vehicle 10 is in a braking state. The movable aerodynamic device 42 may be driven and controlled according to the rotational deceleration of the wheel input from. Specifically, when it is determined that the vehicle 10 is in a braking state, the first movable aerodynamic device 42a and the second movable aerodynamic device 42b that are closest to the front wheels 14a and 14b where the ground pressure becomes high are set as lift settings, respectively. The third movable aerodynamic device 42c and the fourth movable aerodynamic device 42d that are closest to the rear wheels 14c and 14d where the ground pressure decreases are set to the down force setting, respectively. In this case, the rotation angle of the aerodynamic plate in the lift setting and the down force setting may be appropriately set according to the magnitude of the rotational deceleration of the wheel. Thereby, the contact pressure difference between the front wheel and the rear wheel can be reduced. Such control by the vehicle control device 44 is possible even when the vehicle 10 is accelerated and decelerated.

  Here, technical ideas other than the claims that can be grasped from the embodiment will be described together with effects.

(A) The means for determining the slip state of the wheel or the possibility thereof determines whether or not idling has occurred in the drive wheel, and when it is determined by the means that idling has occurred, The vehicle control device according to any one of claims 1 to 3, wherein the movable aerodynamic member is controlled so as to prohibit a force transmitted to the vehicle from being applied upward.

  In this way, the frictional force is increased by increasing the ground contact pressure of the wheel against the idling of the driving wheel, which is considered to occur when the driving force is larger than the frictional force generated between the driving wheel and the road surface. Can do. For this reason, idling of the drive wheels is easily eliminated. It is also possible to support the operation of a system such as a TCS to eliminate idling of the drive wheels.

(B) The means for determining the slip state of the wheel or the possibility thereof determines whether or not the slip due to the wheel lock at the time of braking has occurred, and when it is determined by the means that the slip has occurred The vehicle control device according to any one of claims 1 to 3, wherein the movable aerodynamic member is set so that a force transmitted to the vehicle is in a downward direction.

  In this way, the ground contact pressure of the wheel is increased to increase the frictional force against the slip caused by the wheel lock during braking, which is considered to occur when the braking force is larger than the frictional force generated between the wheel and the road surface. be able to. For this reason, it becomes easy to eliminate the slip by wheel lock. It is also possible to support the operation of a system such as ABS for eliminating slip caused by wheel lock.

(C) The means for determining the slip state of the wheel or the possibility thereof determines whether or not a side slip of the vehicle has occurred, and if it is determined by the means that the side slip has occurred, The vehicle control device according to any one of claims 1 to 3, wherein the movable aerodynamic member is set so that a force transmitted to the vehicle is downward.

  In this way, it is possible to prevent the wheel from slipping, which is considered to occur when the centrifugal force applied to the wheel due to the turning motion of the vehicle or a gust of wind such as a side wind is larger than the friction force generated between the wheel and the road surface. The friction pressure can be increased by increasing the contact pressure. For this reason, it is easy to eliminate the side slip of the wheel. It is also possible to support the operation of a system such as an ESC for eliminating wheel skidding.

(D) The means for determining the slip state of the wheel or the possibility thereof determines whether or not the torque applied to the drive wheel is less than a first predetermined value, and the torque is set to a first predetermined value by the means. When it determines with it being above, the said movable aerodynamic member is set so that the force transmitted to the said vehicle may become a downward direction, The Claim 1 characterized by the above-mentioned. The vehicle control device described.

  In this way, it is possible to estimate the occurrence of idling of the driving wheel, and the movable aerodynamic member can be set to increase the ground contact pressure of the wheel before the driving wheel actually idles. Safety can be further improved.

(E) It is further determined whether or not the torque applied to the drive wheel when idling occurs is greater than or equal to a second predetermined value, and when the torque is less than the second predetermined value, the movable aerodynamic force The member is set so that the force transmitted to the vehicle is in a downward direction, and when the force is greater than or equal to the second predetermined value, the force transmitted to the vehicle is set to approach zero when the movable aerodynamic member is transmitted. The vehicle control device according to (a), which is set.

  In this way, when the drive wheel slips, the setting of the movable aerodynamic member is not changed immediately, but the slipperiness of the road surface is estimated by the magnitude of the torque applied to the drive wheel when the drive wheel slips. Thus, the movable aerodynamic member can be set. For this reason, when there is no need to increase the ground contact pressure of the wheel, it is possible to set a movable aerodynamic member so that the force transmitted to the vehicle approaches 0, thereby suppressing an increase in rolling resistance and improving fuel efficiency. It becomes.

(F) When it is determined by the means that the slip or the side slip has not occurred, the movable aerodynamic member is set so that the force transmitted to the vehicle approaches zero ( The vehicle control device according to (b) or (c).

  In this way, when braking or turning the vehicle or when the vehicle is subjected to a gust of wind such as a crosswind, there is no slip or skid, so the force transmitted to the vehicle is not lowered. When the vehicle is unstable to increase the force transmitted to the vehicle, it is possible to achieve a well-balanced setting. For this reason, it is possible to improve the fuel efficiency while ensuring the traveling safety of the vehicle.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 14a, 14b, 14c and 14d ... Wheel, 18, 42 ... Movable aerodynamic device, 18a ... Aerodynamic plate, 18d ... Mounting stay, 18e ... Actuator, 18f ... First arm, 18g ... Second arm, 20 ... Vehicle control device, 22 ... drive circuit, 24 ... engine control device, 26 ... TCS control device, 28 ... ABS control device, 30 ... ESC control device

Claims (3)

Means for determining the slip state of the wheel or its possibility,
A vehicle control device that controls a movable aerodynamic member attached to a vehicle and capable of changing a force transmitted to the vehicle by receiving a traveling wind in a vertical direction according to a slip state of the wheel or its possibility.   2. The vehicle according to claim 1, wherein the movable aerodynamic member is arranged and configured to change a distribution between a force transmitted to the front side of the vehicle and a force transmitted to the rear side of the vehicle. Control device.   3. The movable aerodynamic member is arranged and configured to change a distribution between a force transmitted to the left side of the vehicle and a force transmitted to the right side of the vehicle. The vehicle control device described.

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