JP2021054228A - Rectifier - Google Patents

Abstract

To provide a rectifier by which travel wind separated from the surface of a vehicle body is prevented from being reattached to the vehicle body.SOLUTION: A rectifier that rectifies travel wind RW flowing along an external surface 21 of a vehicle body during travel of a vehicle, the external surface having a separating unit 21b that separates the travel wind, comprises reattachment-preventing air flow generation units A3-5 provided near a reattachment point Pra at which travel wind separated from the external surface by the separating unit is reattached and that generate an air flow Fu having a speed vector in a direction away from the external surface.SELECTED DRAWING: Figure 2

Description

The present invention relates to a rectifying device that rectifies the periphery of a vehicle body when a vehicle such as an automobile is traveling.

When a vehicle such as an automobile is traveling, an air flow (so-called traveling wind) generated relative to the own vehicle is formed around the vehicle body due to the traveling of the own vehicle.
If such a running wind forms a turbulent flow accompanied by a vortex in a part around the vehicle body, it causes deterioration of air resistance and aerodynamic noise (wind noise).
As a conventional technique relating to rectification around a vehicle, for example, Patent Document 1 describes a plurality of convex shapes in a roof rear end region in order to reduce air resistance caused by an air flow separation phenomenon generated in the vicinity of the rear window of a vehicle body. It is described that bumps (vortex generators) are arranged.
Patent Document 2 describes a rectifying device configured by attaching a plasma actuator to a vehicle to generate an air flow by utilizing plasma generated when a high voltage is applied to a plurality of electrodes arranged via a dielectric. ing.

Japanese Unexamined Patent Publication No. 2004-345562 International release WO2011 / 024736A1

Although a vortex generator composed of protrusions or the like as in the technique described in Patent Document 1 is effective in controlling a vortex formed on the downstream side thereof, it itself causes resistance. In addition, it is difficult to obtain a good effect unless the airflow is limited.
On the other hand, if the airflow is positively generated by using an airflow generating means such as a plasma actuator as described in Patent Document 2, it is possible to effectively rectify the surroundings of the vehicle body in a wider area. it is conceivable that.
For example, in a convex surface having a relatively large curvature with respect to other parts such as the front end of the front hood of the vehicle and the front end of the roof, the running wind is likely to separate from the vehicle body surface, which causes turbulence. It may become a turbulent flow accompanied by, and may reattach to the vehicle body on the rear side of the vehicle from the peeled part.
In this way, if the traveling wind separated from the vehicle body reattaches to the vehicle body while forming a vortex, it causes deterioration of air resistance and aerodynamic noise.
In view of the above-mentioned problems, an object of the present invention is to provide a rectifying device that prevents the traveling wind exfoliated from the vehicle body surface from reattaching to the vehicle body.

The present invention solves the above-mentioned problems by the following solutions.
The invention according to claim 1 is a rectifying device that rectifies a traveling wind flowing along an outer surface of a vehicle body when the vehicle is traveling, and the outer surface has a peeling generating portion where the traveling wind is separated. A reattachment prevention airflow generating portion is provided on the outer surface, which is provided at or near the reattaching point at which the traveling wind peeled off at the peeling generating portion reattaches and has a velocity vector in a direction away from the outer surface. It is a rectifying device characterized by this.
According to this, the running wind to be reattached from the vehicle body is caused by the airflow generated by the reattachment prevention airflow generating portion provided at or near the reattachment point where the traveling wind separated at the peeling generating portion reattaches to the vehicle body. It can be guided in the direction of moving away, prevent reattachment and the formation of a vortex flow accompanying the reattachment, and suppress air resistance and aerodynamic noise.

The invention according to claim 2 is characterized in that the anti-reattachment airflow generating portion is a plasma actuator having at least a pair of electrodes arranged so as to sandwich a dielectric and a power source for applying an AC voltage to the electrodes. The rectifying device according to claim 1.
According to this, it is possible to generate an air flow with good responsiveness by a simple configuration having no moving portion, and the above-mentioned effect can be surely obtained.

In the invention according to claim 3, a plurality of the reattachment prevention airflow generating portions are arranged along the direction in which the traveling wind flows, and the plurality of reattachment prevention airflow generating portions are arranged according to the movement of the reattachment point. The rectifying device according to claim 1 or 2, further comprising a control unit that is sequentially switched and operated.
According to this, even when the reattachment point moves due to the influence of vehicle speed or wind, the above-mentioned effect can be appropriately applied.

The invention according to claim 4 is the rectifying device according to claim 3, wherein the control unit switches the reattachment prevention airflow generating unit that operates in response to an increase in the traveling speed of the vehicle.
According to this, it is possible to appropriately obtain the above-mentioned effect by utilizing the traveling speed detected by a normal vehicle without providing a new sensor or the like.

The invention according to claim 5 is characterized in that it has a pressure distribution detection unit that detects a pressure distribution on the outer surface, and the control unit switches the reattachment prevention airflow generation unit that operates according to the pressure distribution. The rectifying device according to claim 3 or 4.
According to this, by grasping the position of the reattachment point according to the pressure distribution on the vehicle body surface, the above-mentioned effect can be appropriately obtained even when the reattachment point moves irregularly.

The invention according to claim 6 is characterized in that the reattachment prevention airflow generating portion changes the direction of the generated airflow according to the direction of the traveling wind in the vicinity of the reattachment point. The rectifying device according to any one of claims 5 and 5.
According to this, even when the direction of the traveling wind flowing into the reattachment point changes, the above-mentioned effect can be appropriately obtained.

The invention according to claim 7 is provided in a region on the outer surface between the peeling generating portion and the reattachment prevention airflow generating portion, and generates an airflow flowing to the downstream side of the traveling wind along the outer surface. The rectifying device according to any one of claims 1 to 6, further comprising a surface airflow generating unit.
According to this, by guiding the traveling wind separated from the peeling generation portion to flow to the rear side of the vehicle, reattachment to the vehicle body as a turbulent flow accompanied by a vortex is suppressed, and air resistance and aerodynamic noise are suppressed. be able to.

The invention according to claim 8 is in a region on the outer surface between the peeling generation portion and the reattachment prevention airflow generation portion, and a region on the downstream side of the traveling wind from the reattachment prevention airflow generation portion. The rectification according to any one of claims 1 to 6, wherein each is provided with a surface airflow generating portion that generates an airflow that flows to the downstream side of the traveling wind along the outer surface. It is a device.
According to this, in addition to the same effect as the effect in the previous section, the running wind whose reattachment is hindered by the airflow generated by the reattachment prevention airflow generation part is rectified so as to flow to the rear side of the vehicle, and air resistance and aerodynamic noise are obtained. Can be further suppressed.

The invention according to claim 9 is a rectifying device that rectifies a traveling wind flowing along an outer surface of a vehicle body when the vehicle is traveling, and the outer surface has a peeling generating portion where the traveling wind is separated. A surface airflow generating portion that is provided at the reattachment point where the traveling wind peeled off at the peeling generating portion on the outer surface reattaches or on the front side thereof and generates an airflow that flows to the downstream side of the traveling wind along the outer surface. It is a rectifying device characterized by being provided with.
According to this, the traveling wind to be reattached is blown to the rear side of the vehicle by the reattachment point where the traveling wind separated at the peeling generation portion reattaches to the vehicle body or the surface airflow generating portion provided on the front side thereof. It can be guided, reattachment and the formation of eddy currents associated therewith can be prevented, and air resistance and aerodynamic noise can be suppressed.

The invention according to claim 10 is characterized in that the surface airflow generating portion is a plasma actuator having at least a pair of electrodes arranged so as to sandwich a dielectric and a power source for applying an AC voltage to the electrodes. The rectifying device according to any one of claims 7 to 9.
According to this, it is possible to generate an air flow with good responsiveness by a simple configuration having no moving portion, and the above-mentioned effect can be surely obtained.

The rectification according to claim 11, wherein a plurality of the surface airflow generating portions are arranged along the direction in which the traveling wind flows. It is a device.
According to this, the above-mentioned effect can be further promoted by generating the rectifying effect by the surface airflow generating portion in a wide range in the front-rear direction of the vehicle.

As described above, according to the present invention, it is possible to provide a rectifying device that prevents the traveling wind exfoliated from the vehicle body surface from reattaching to the vehicle body.

It is an external perspective view of the front part of the vehicle provided with the 1st Embodiment of the rectifying apparatus to which this invention is applied. FIG. 1 is a schematic cross-sectional view taken along the line II-II of FIG. It is a schematic cross-sectional view of the two-pole type plasma actuator provided in the rectifier of the first embodiment. It is a schematic cross-sectional view of the three-pole type plasma actuator provided in the rectifier device of 1st Embodiment. It is a block diagram which shows the structure of the control system of the plasma actuator in the rectifier device of 1st Embodiment. It is a figure which shows typically the state of the air flow near the hood front end portion of the vehicle which is a comparative example of this invention. It is a figure which shows typically the state of the air flow near the hood front end portion of the vehicle in the rectifying device of 1st Embodiment, and is the figure which shows the state which the reattachment point of a running wind moves back and forth. It is a figure which shows typically the state of the air flow near the hood front end portion of the vehicle in the rectifying device of 1st Embodiment, and is the figure which shows the state which the wind direction of the traveling wind changed in the vicinity of a reattachment point. It is a figure which shows typically the state of the air flow in the vicinity of the hood front end portion of the vehicle in the 2nd Embodiment of the rectifier device to which this invention is applied. It is a figure which shows typically the state of the air flow in the vicinity of the hood front end portion of the vehicle in the 3rd Embodiment of the rectifier device to which this invention is applied.

<First Embodiment>
Hereinafter, the first embodiment of the rectifying device to which the present invention is applied will be described.
The rectifying device of the first embodiment is provided in, for example, an automobile such as a passenger car, and rectifies an air flow (running wind) that flows relative to the vehicle body around the vehicle body when the vehicle is traveling.
The rectifying device of the first embodiment uses the plasma actuator described below to generate an air flow to rectify the running wind.

FIG. 1 is an external perspective view of the front part of the vehicle provided with the rectifying device of the first embodiment.
Vehicle 1 is, for example, a two-box passenger car having a cabin 10 and an engine compartment 20.
The cabin 10 has a space for accommodating occupants.
The cabin 10 includes a windshield 11, an A pillar 12, a front door 13, a front door glass 14, a door mirror 15, and the like.

The windshield 11 is provided on the upper half of the front part of the cabin 10.
The windshield 11 is arranged so as to be inclined so that the upper end portion is on the rear side of the vehicle with respect to the lower end portion.
Further, the windshield 11 is formed so as to be curved so that the front surface of the vehicle is convex.
The A-pillar 12 is a columnar portion arranged along the left and right ends of the windshield 11.
The front door 13 is a door-like body provided on a side portion on the front side of the cabin 10.
The front door 13 is attached so as to swing around a hinge provided at the front end portion so as to be openable and closable.
The front door glass 14 is an elevating glass provided on the upper part of the front door 13.
With the front door glass 14 closed (most raised), the front end of the front door glass 14 is located along the rear of the A-pillar 12.
The door mirror 15 is a side view mirror provided so as to project outward in the vehicle width direction from the vicinity of the front end portion and the upper portion of the front door 13.

The engine compartment 20 is a portion in which an engine or the like (not shown), which is a power source for traveling the vehicle, is housed.
The engine compartment 20 is arranged so as to project toward the front side of the vehicle from the lower half portion (the region below the lower end portion of the windshield 11, the bulkhead and the toeboard portion) at the front end portion of the cabin 10.
The engine compartment 20 includes a hood 21, a front fender 22, a wheel house 23, a front combination lamp 24, a front grill 25, a front bumper 26, a cowl portion 27, and the like.

The hood 21 is a door-like body provided on the upper part of the engine compartment 20 so as to be openable and closable.
The hood 21 is formed in a curved shape with a convex upper portion, and its curvature is large in the vicinity of the front end portion.
Both ends of the hood 21 in the vehicle width direction are bent downward in a region outside the ridge line 21a and are connected to the surface portion of the front fender 22.

The front fender 22 is an exterior member that constitutes a side surface portion of the engine compartment 20.
The trailing edge of the front fender 22 is formed along the front edge of the front door 13.
An arcuate wheel arch 22a, which is an upper edge of the wheel house 23 in the side view of the vehicle, is formed in the lower part of the front fender 22.

The wheel house 23 is a space portion in which the front wheel FW of the vehicle is housed.
The wheel house 23 is provided at the lower part of the side portion of the engine compartment 20, and is open to the outside in the vehicle width direction inside the wheel arch 22a.

The front combination lamp 24 is a unitized unit in which lights such as a headlamp that illuminates the front of the vehicle, a turn signal lamp, a position lamp, and a daylight running lamp are housed in a common housing.
A pair of front combination lamps 24 are provided apart from each other in the vehicle width direction, and are arranged at the lower portion of the front end portion of the hood 21 in the vicinity of the left and right end portions.

The front grill 25 is an exterior member provided at an opening for introducing air into a radiator core (not shown), a condenser of an air conditioner device, or the like.
The front grill 25 is arranged between the left and right front combination lamps 24.

The front bumper 26 is an exterior member constituting the front end portion of the vehicle body, and is provided below the front combination lamp 24 and the front grill 25.
The left and right end portions of the front bumper 26 wrap around the lower side of the front portion of the front fender 22 and are arranged adjacent to the front portion of the wheel house 23.

The cowl portion 27 is an area where a front wiper device (not shown) for wiping the windshield 11 and a pedestrian protection airbag device are provided.
The cowl portion 27 is arranged between the trailing edge portion of the hood 21 and the lower end portion (front end portion) of the windshield 11.
The cowl portion 27 is formed in a tray shape that is recessed downward with respect to the surface of the hood 21.

FIG. 2 is a schematic cross-sectional view taken along the line II-II of FIG.
As shown in FIG. 2, in the vicinity of the front end portion of the hood 21, an inflection point 21b (a peeling generation portion where the traveling wind RW is peeled off) is formed in which the curvature of the curved surface that is convex upward is locally increased. ..
The first plasma actuator PA1, the second plasma actuator PA2, the third plasma actuator PA3, the fourth plasma actuator PA4, and the fifth plasma actuator PA5 are located in front of the vehicle on the upper surface of the hood 21 behind the turning point 21b. It is provided sequentially from the side.
Hereinafter, the configuration of each plasma actuator will be described.

FIG. 3 is a schematic cross-sectional view of a two-pole plasma actuator provided in the rectifier of the first embodiment.
The two-pole plasma actuator 100 includes a dielectric 110, an upper electrode 120, a lower electrode 130, an insulator 140, and the like.

The dielectric 110 is a sheet-like member made of, for example, a fluorocarbon resin such as polytetrafluoroethylene.
The upper electrode 120 and the lower electrode 130 are made of a conductive tape made of a metal thin film such as copper.
The upper electrode 120 is attached to the surface side of the dielectric 110 (the side exposed to the outside when attached to a vehicle body or the like).
The lower electrode 130 is attached to the back surface side of the dielectric 110.
The upper electrode 120 and the lower electrode 130 are arranged so as to be offset in the plane direction of the dielectric 110.
The insulator 140 is a sheet-like member that serves as a base of the plasma actuator 100, and is provided on the back surface side of the dielectric 110 so as to cover the lower electrode 130.

When an AC voltage having a predetermined waveform is applied to the upper electrode 120 and the lower electrode 130 of the plasma actuator 100 by the power supply PS, a plasma discharge P is generated between the electrodes.
The applied voltage needs to be high enough to cause dielectric breakdown and plasma discharge P to occur, and can be, for example, about 1 to 10 kV.
The frequency of the applied voltage can be, for example, about 1 to 10 kHz.
At this time, the air on the surface side of the plasma actuator 100 is attracted to the plasma discharge P, and a wall jet-like airflow F is generated.
Further, the plasma actuator 100 can reverse the direction of the air flow F by controlling the waveform of the applied AC voltage.

FIG. 4 is a schematic cross-sectional view of a three-pole plasma actuator provided in the rectifier of the first embodiment.
In the three-pole plasma actuator 100A shown in FIG. 4, a pair of upper electrodes 120 (120A, 120B) are symmetrically arranged on both sides of the lower electrode 130, and the power supply PS is independent of the individual upper electrodes 120A, 120B. Is provided.

Such a three-pole plasma actuator 100A uses, for example, plasma P formed between the upper electrode 120A and the lower electrode 130, and the upper electrode 120B and the lower electrode 130, respectively, to generate airflows F facing each other. Can be generated.
In this case, the opposing airflows F may collide, merge and deflect, forming (synthesizing) an airflow flowing along a direction away from the main plane of the plasma actuator 100A (typically, a normal direction or the like). it can.
Further, the three-pole plasma actuator 100A energizes only one of the upper electrodes 120 (120A or 120B), thereby causing an air flow traveling along the surface of the two-pole plasma actuator 100 as described above. Can be formed.
Further, by controlling the voltage applied to the upper electrodes 120A and 120B, it is possible to control the traveling direction of the airflow after merging.

In the rectifying device of the first embodiment, for example, a two-pole plasma actuator 100 is used as the first plasma actuator PA1 and the second plasma actuator PA2, and the third plasma actuator PA3, the fourth plasma actuator PA4, and the fifth plasma are used. As the actuator PA5, a three-pole plasma actuator 100A can be used.
The first to fifth plasma actuators PA1 to PA5 are arranged so that the longitudinal direction (normal direction with respect to the paper surface of FIGS. 3 and 4) is along the vehicle width direction (in the plan view, the mainstream direction of the traveling wind (front-rear direction)). It is attached to the hood 21 (to be orthogonal).

The rectifying device of the first embodiment is provided with a control system described below in order to supply driving power to the above-mentioned first plasma actuators PA1 to 5th plasma actuators PA5 to generate an air flow and rectify the traveling wind. There is.
FIG. 5 is a block diagram showing a configuration of a plasma actuator control system in the rectifier device of the first embodiment.

The control system 200 includes a power supply unit 210, a rectification control unit 220, and the like.
The power supply unit 210 is a unitized power supply PS that independently supplies electric power between the electrodes of the first plasma actuator PA1 to the fifth plasma actuator PA5.

When the rectification control unit 220 gives a command to the power supply unit 210 according to the state of the air flow such as the running wind RW on the upper part of the hood 21 to operate, stop, and operate the first plasma actuator PA1 to the fifth plasma actuator PA5. It controls the direction, strength, etc. of the airflow F.
Each of the above-mentioned units is configured to include, for example, an information processing unit such as a CPU, a storage unit such as a RAM or ROM, an input / output interface, and a bus connecting these, and can communicate with each other.

The rectification control unit 220 has an airflow state estimation unit 221.
The airflow state estimation unit 221 describes the behavior of the traveling wind RW at the upper part of the hood 21 and the traveling wind RW exfoliated at the inflection point 21b (peeling generation portion) at the front portion of the hood 21 according to the traveling condition of the vehicle and the like. However, the position of the reattachment point Pra (the position where reattachment can occur when the rectifier is not operated) is estimated.
The airflow state estimation unit 221 holds in advance information about wind tunnel experiment data of the vehicle 1 at different vehicle speeds, for example. The wind tunnel experimental data includes information on the position of the reattachment point Pra and the mainstream direction (for example, the direction in which the flow velocity is maximum) of the traveling wind RW in the vicinity thereof.

A vehicle speed sensor 222 is connected to the airflow state estimation unit 221.
As the vehicle speed sensor 222, for example, a magnetic sensor that outputs fluctuations in proportion to the rotation speed of the wheels can be used.
The airflow state estimation unit 221 calculates the vehicle speed (traveling speed of the vehicle, airspeed) based on the output of the vehicle speed sensor 222, and provides information on the position of the reattachment point Pra at the vehicle speed and the mainstream direction of the traveling wind RW in the wind tunnel. Read from experimental data.

The rectification control unit 220 uses the hood 21 of the third plasma actuator PA3, the fourth plasma actuator PA4, and the fifth plasma actuator PA5, which has the same position as or is closest to the reattachment point Pra described above. The airflow Fu in the direction of blowing upward is generated. The airflow Fu has a velocity vector in a direction away from the surface of the hood 21, which is the outer surface of the vehicle.
Further, the rectification control unit 220 uses a plasma actuator other than the one that generates the air flow Fu, along the surface of the hood 21, along the traveling direction of the traveling wind RW (that is, from the front side to the rear side of the vehicle). Generates flowing airflow Fs.

The effect of the rectifying device of the first embodiment described above will be described in comparison with the comparative example of the present invention described below.
FIG. 6 is a diagram schematically showing a state of airflow near the front end of the hood of the vehicle of the comparative example.
In the comparative example and each of the embodiments described below, the same parts as those in the previous embodiment are designated by the same reference numerals, the description thereof will be omitted, and the differences will be mainly described.

In the vehicle of the comparative example, the first plasma actuator PA1 to the fifth plasma actuator PA5 and the control system thereof as in the first embodiment are not provided.
As shown in FIG. 6, in the comparative example, the traveling wind RW is once separated from the vehicle body surface at the inflection point 21b of the hood 21, and then reattached to the hood 21 while swirling at the reattachment point Pra behind it. However, a vortex flow T is formed on the downstream side thereof, resulting in a turbulent flow.
In this case, the air resistance and aerodynamic noise of the vehicle are deteriorated.

On the other hand, according to the first embodiment, as shown in FIG. 2, the reattachment point Pra of the traveling wind RW peeled off at the inflection point 21b to the hood 21 (if the rectifying device is not operated, the reattachment point Pra) By generating an airflow Fu that blows upward along the normal direction of the surface of the hood 21 from the fourth plasma actuator PA4 installed near the place where adhesion can occur (the place where the pressure becomes locally high). , The running wind RW is prevented from reattaching to the hood 21.
At this time, the fourth plasma actuator PA4 functions as a reattachment prevention airflow generator.
At this time, the first plasma actuator PA1, the second plasma actuator PA2, the third plasma actuator PA3, and the fifth plasma actuator PA5 generate airflow Fs flowing toward the rear side of the vehicle along the surface of the hood 21, thereby generating airflow Fs. The running wind RW is guided to the rear side of the vehicle.
At this time, the first plasma actuator PA1, the second plasma actuator PA2, the third plasma actuator PA3, and the fifth plasma actuator PA5 function as a surface airflow generating unit.

Further, the position of the reattachment point Pra on the hood 21 and the direction of the mainstream of the traveling wind RW in the vicinity thereof change due to a change in the traveling state of the vehicle (for example, vehicle speed).
FIG. 7 is a diagram schematically showing a state of airflow in the vicinity of the front end of the hood of the vehicle in the rectifying device of the first embodiment, and is a diagram showing a state in which the reattachment point Pra of the traveling wind RW has moved back and forth. is there.
7 (a) and 7 (b) show a state in which the reattachment point Pra is advanced and retracted with respect to the state shown in FIG. 2, respectively.
In the state shown in FIG. 7A, as a result of the reattachment point Pra advancing, the third plasma actuator PA3 generates an upward airflow Fu, and another plasma actuator generates a rearward airflow Fs. There is.
In the state shown in FIG. 7B, as a result of the reattachment point Pra retreating, the fifth plasma actuator PA5 generates an upward airflow Fu, and another plasma actuator generates a rearward airflow Fs. There is.

FIG. 8 is a diagram schematically showing a state of airflow in the vicinity of the front end of the hood of the vehicle in the rectifying device of the first embodiment, and is a diagram showing a state in which the wind direction of the traveling wind in the vicinity of the reattachment point has changed. ..
In the state shown in FIG. 8A, the separated running wind RW swirls clockwise in FIG. 8A above the reattachment point Pra and reattaches to the surface of the hood 21 from the diagonally rear side. It shows the behavior.
In this case, the mainstream direction of the airflow Fu generated by the fourth plasma actuator PA4 is declined so as to face the running wind RW and diagonally rearward with respect to the normal direction of the surface of the hood 21. It is tilted by θ1.
In the state shown in FIG. 8B, the peeled running wind RW shows a behavior of reattaching to the surface of the hood 21 from the diagonally front side.
In this case, the mainstream direction of the airflow Fu generated by the fourth plasma actuator PA4 is determined.
The surface of the hood 21 is inclined by a declination θ2 so as to face the running wind RW and to face the normal direction of the surface of the hood 21 diagonally forward.

According to the first embodiment described above, the following effects can be obtained.
(1) The airflow Fu blown upward from the reattachment point Pra or the fourth plasma actuator PA4 or the like provided near the reattachment point Pra, which is a point where the traveling wind RW separated at the inflection point 21b of the hood 21 can reattach to the hood 21. By generating the above, the traveling RW to be reattached can be guided in the direction away from the hood 21, the reattachment and the formation of the eddy current T accompanying the reattachment can be prevented, and the air resistance and the aerodynamic noise can be suppressed.
(2) By generating the airflow Fu that blows upward from the hood 21 with a three-pole plasma actuator, it is possible to generate the airflow Fu with good responsiveness with a simple configuration that does not have a moving part, as described above. The effect can be surely obtained.
(3) Movement of the reattachment point Pra by moving the third plasma actuator PA3, the fourth plasma actuator PA4, and the fifth plasma actuator PA5 arranged along the direction in which the traveling wind RW flows, with the airflow Fu blowing upward from the hood 21. By sequentially switching and operating according to the above, the above-mentioned effect can be appropriately applied even when the reattachment point Pra moves.
(4) By switching the plasma actuator that generates the airflow Fu according to the vehicle speed, the above-mentioned effect can be appropriately obtained without installing new sensors by utilizing the traveling speed detected by a normal vehicle. Obtainable.
(5) By changing the direction of the generated airflow Fu according to the direction of the running wind RW in the vicinity of the reattachment point Pra, even if the direction of the running wind RW flowing into the reattachment point changes. , The above-mentioned effect can be appropriately obtained by reliably deflecting the traveling wind RW.
(6) Another plasma actuator provided in the region between the inflection point 21b in the hood 21 and the plasma actuator that generates the upward airflow Fu, and the airflow flowing to the downstream side of the traveling wind RW along the hood 21. By generating Fs, the traveling wind RW separated from the inflection point 21b is guided to flow to the rear side of the vehicle, thereby suppressing reattachment to the vehicle body as a turbulent flow accompanied by a vortex, and air resistance and aerodynamics. Noise can be suppressed.
(7) The plasma actuator provided on the rear side of the plasma actuator that generates the upward airflow Fu generates the airflow Fs that flows to the downstream side of the traveling wind RW along the hood 21, and is regenerated by the upward airflow Fu. It is possible to rectify the traveling wind RW whose adhesion is hindered so as to flow toward the rear side of the vehicle, and further suppress air resistance and aerodynamic noise.
(8) By generating the airflow Fs flowing to the rear side along the surface of the hood 21 with a 2-pole or 3-pole plasma actuator, the airflow Fs is generated with good responsiveness due to a simple configuration having no moving parts. It is possible to make the above-mentioned effect surely obtained.

<Second Embodiment>
Next, a second embodiment of the rectifying device to which the present invention is applied will be described.
FIG. 9 is a diagram schematically showing a state of airflow in the vicinity of the front end of the hood of the vehicle in the rectifying device of the second embodiment.
In the rectifying device of the second embodiment, a three-pole plasma actuator PA is provided at a position where reattachment of the traveling wind RW exfoliated during normal traveling of the vehicle is likely to occur, and the airflow Fu blown upward from the plasma actuator PA. Is being generated.
According to the second embodiment described above, it is possible to prevent the peeled running wind RW from reattaching to the hood 21 and suppress air resistance and aerodynamic noise by a simple configuration.

<Third Embodiment>
Next, a third embodiment of the rectifying device to which the present invention is applied will be described.
FIG. 10 is a diagram schematically showing a state of airflow in the vicinity of the front end of the hood of the vehicle in the rectifying device of the second embodiment.
In the rectifying device of the third embodiment, two poles are located on the rear side of the inflection point 21b of the hood 21 and on the front side of the portion where the reattachment of the traveling wind RW that has peeled off during normal traveling of the vehicle is likely to occur. A plasma actuator PA of the above type is provided, and airflow Fs traveling rearward along the surface of the hood 21 is generated from the plasma actuator PA.
According to the third embodiment described above, it is possible to prevent the peeled running wind RW from reattaching to the hood 21 and suppress air resistance and aerodynamic noise by a simple configuration.

(Modification example)
The present invention is not limited to the embodiments described above, and various modifications and modifications can be made, and these are also within the technical scope of the present invention.
(1) The configuration of the rectifying device and the vehicle is not limited to each of the above-described embodiments, and can be appropriately changed.
For example, the shape of the vehicle and the location where the rectifier is installed can be changed as appropriate.
In the vehicle of the first embodiment, the rectifying device is provided, for example, at the front of the hood, but is not limited to this, for example, a roof, a fender, a bumper, a pillar, a tailgate, and a three-box vehicle-shaped trunk lid. It may be installed in different parts such as.
Further, when the rectifier is composed of plasma actuators, the number and arrangement of plasma actuators, selection of 2-pole type and 3-pole type, and the like are not particularly limited.
Further, each air flow may be generated by means other than the plasma actuator.
(2) In the first embodiment, the position of the reattachment point and the wind direction of the traveling wind near the reattachment point are estimated based on the wind tunnel experimental data held in advance, but the method for estimating these is based on this. Not limited. For example, instead of the wind tunnel experiment, it may be obtained by numerical analysis.
Further, for example, the position of the reattachment point may be detected by arranging a plurality of pressure sensors on the surface of the vehicle body in a matrix and detecting the pressure distribution.
Further, for example, the flow velocity and the wind direction of the airflow in the vicinity of the vehicle body may be measured by a Doppler radar or the like.
(3) In each embodiment, the airflow Fu having the velocity vector in the direction away from the vehicle body surface is generated by using, for example, a three-pole plasma actuator, but it may be generated by another configuration. For example, the airflow generated by the bipolar plasma actuator may be changed by, for example, a flap-shaped member.

1 Vehicle 10 Cabin 11 Windshield 12 A Pillar 13 Front Door 14 Front Door Glass 15 Door Mirror 20 Engine Compartment 21 Hood 22 Front Fender 22a Wheel Arch 23 Wheel House 24 Front Combination Lamp 25 Front Grill 26 Front Bumper 27 Cowl 100 Plasma Actuator 2-pole type)
100A plasma actuator (3-pole type)
110 Dielectric 120 (120A, 120B) Upper electrode 130 Lower electrode 140 Insulator F Airflow Fu (Blows up) Airflow Fs (Along the hood surface) Airflow RW Running wind T Swirl PA Plasma actuator PA1 1st plasma actuator PA2 1st 2 Plasma Actuator PA3 3rd Plasma Actuator PA4 4th Plasma Actuator PA5 5th Plasma Actuator 200 Control System 210 Power Supply Unit 220 Airflow Control Unit 221 Airflow Condition Estimator 222 Vehicle Speed Sensor

Claims (11)

A rectifier that rectifies the running wind that flows along the outer surface of the vehicle body when the vehicle is running.
The outer surface has a peeling generating portion where the running wind is peeled off.
A reattachment prevention airflow generating portion that is provided at or near the reattaching point at which the traveling wind exfoliated at the peeling generating portion on the outer surface reattaches and has a velocity vector in a direction away from the outer surface. A rectifier characterized by being equipped. The rectifying device according to claim 1, wherein the anti-reattachment airflow generating portion is a plasma actuator having at least a pair of electrodes arranged with a dielectric sandwiched therein and a power source for applying an AC voltage to the electrodes. .. A plurality of the reattachment prevention airflow generating portions are arranged along the direction in which the traveling wind flows.
The rectifying device according to claim 1 or 2, further comprising a control unit that sequentially switches and operates a plurality of the reattachment prevention airflow generating units according to the movement of the reattachment point. The rectifying device according to claim 3, wherein the control unit switches the reattachment prevention airflow generating unit that operates in response to an increase in the traveling speed of the vehicle. It has a pressure distribution detection unit that detects the pressure distribution on the outer surface.
The rectifying device according to claim 3 or 4, wherein the control unit switches the reattachment prevention airflow generating unit that operates according to the pressure distribution. Any one of claims 1 to 5, wherein the reattachment prevention airflow generating portion changes the direction of the generated airflow according to the direction of the traveling wind in the vicinity of the reattachment point. The rectifier according to the section. A surface airflow generating portion that is provided in a region between the peeling generating portion and the reattachment prevention airflow generating portion on the outer surface and that generates an airflow that flows to the downstream side of the traveling wind along the outer surface is provided. The rectifying device according to any one of claims 1 to 6, wherein the rectifying device is characterized. The outer surface is provided on the outer surface in a region between the peeling generation portion and the reattachment prevention airflow generation portion and in a region on the downstream side of the traveling wind from the reattachment prevention airflow generation portion. The rectifying device according to any one of claims 1 to 6, further comprising a surface airflow generating portion that generates an airflow flowing along the downstream side of the traveling wind. A rectifier that rectifies the running wind that flows along the outer surface of the vehicle body when the vehicle is running.
The outer surface has a peeling generating portion where the running wind is peeled off.
Surface airflow generation that is provided at the reattachment point where the traveling wind peeled off at the peeling generation portion on the outer surface reattaches or on the front side thereof, and generates an airflow that flows to the downstream side of the traveling wind along the outer surface. A rectifying device characterized by having a part. Any of claims 7 to 9, wherein the surface airflow generating portion is a plasma actuator having at least a pair of electrodes arranged so as to sandwich a dielectric and a power source for applying an AC voltage to the electrodes. The rectifying device according to item 1. The rectifying device according to any one of claims 7 to 10, wherein a plurality of the surface airflow generating portions are arranged along the direction in which the traveling wind flows.

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