JP2021054229A - Flow straightener - Google Patents

Abstract

To provide a flow straightener that suppresses a vortex flow on a rear side of a location where a vehicle body surface direction is changed.SOLUTION: A flow straightener is provided in a vehicle that has a first surface part 31 arranged almost along a longitudinal direction of the vehicle 1, and a second surface part 32 connected to a vehicle-rear-side end of the first surface part via a ridge line becoming convex toward the outside of the vehicle. The flow straightener comprises a plurality of air flow generating parts PA1-PA8 that generate an air flow F with a velocity vector in the direction of getting away from the second surface part and that are arranged in a circumferentially dispersed manner near the ridge line, and a control part 200 that sequentially drives and stops the plurality of air flow generating parts along a circumferential direction.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). In addition, aerodynamic factors may deteriorate steering stability such as straightness.
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, at a place where the direction of the vehicle body surface changes suddenly, such as the boundary between the side surface and the rear surface of the vehicle body, the running wind flowing along the side surface of the vehicle body is separated and a vortex flows to the rear side of the vehicle body. The formation of accompanying turbulence causes deterioration of air resistance, aerodynamic noise, steering stability, and the like.
In view of the above-mentioned problems, an object of the present invention is to provide a rectifying device that suppresses a vortex flow on the rear side of a portion where the direction of the vehicle body surface changes.

The present invention solves the above-mentioned problems by the following solutions.
The invention according to claim 1 is connected to a first surface portion arranged substantially along the front-rear direction of the vehicle and an end portion of the first surface portion on the rear side of the vehicle via a ridge line that is convex toward the outside of the vehicle. A rectifying device provided in a vehicle having a second surface portion, which is provided on the second surface portion to generate an air flow having a velocity vector in a direction away from the second surface portion and the second surface portion. When viewed from the normal direction of the surface portion of the above, a plurality of airflow generating portions arranged in the vicinity of the ridgeline in the circumferential direction and the plurality of airflow generating portions are sequentially driven and sequentially driven along the circumferential direction. It is a rectifying device characterized by including a control unit for stopping.
According to this, by sequentially driving and stopping a plurality of airflow generating portions arranged dispersed in the circumferential direction, it is possible to form a swirling flow that travels while swirling from the second surface portion to the rear side of the vehicle. ..
By setting the rotation direction of such a swirling flow to a direction in which the running wind flowing along the first surface portion is separated in the vicinity of the ridgeline to suppress the rotation of the vortex flow, the vortex flow is suppressed and the vehicle Deterioration of steering stability due to air resistance, aerodynamic noise, and aerodynamic factors can be suppressed.

According to the second aspect of the present invention, the control unit has the same rotation direction as the rotation direction when the vortex flow generated near the ridgeline when the vehicle is traveling is viewed from the normal direction of the second surface portion. The rectifying device according to claim 1, wherein the airflow generating portions arranged dispersed in the circumferential direction are sequentially driven and stopped.
According to this, the rotation of the turbulent flow can be suppressed and the above-mentioned effect can be surely obtained.

The invention according to claim 3 includes a rotation direction detection unit that detects the rotation direction of the vortex, and the control unit determines the driving order of the airflow generation unit according to the rotation direction detected by the rotation direction detection unit. The rectifying device according to claim 2, wherein the rectifying device is determined.
According to this, by detecting the rotation direction of the overflow, the airflow generating portion can be appropriately controlled and the above-mentioned effect can be surely obtained.

The invention according to claim 4 is characterized in that the rotation direction detecting unit has a plurality of pressure sensors distributed and arranged on at least one of the first surface portion and the second surface portion. The rectifying device according to 3.
According to this, the above-mentioned effect can be appropriately obtained by detecting the rotation direction of the vortex flow according to the pressure distribution on the surface of the vehicle body.

In the invention according to claim 5, the airflow generating portion has a function of changing the traveling direction of the airflow, and the traveling direction of the airflow with respect to the normal direction of the second surface portion is driving the airflow generating portion. At the start, it is inclined toward the airflow generating part driven immediately before the airflow generating part, and at the end of driving the airflow generating part, it is inclined toward the airflow generating part driven immediately after the airflow generating part. The rectifying device according to any one of claims 1 to 4, wherein the airflow device is characterized in that.
According to this, when switching the airflow generating part, the airflow generated by the airflow generating part driven first and the airflow generated by the airflow generating part driven later are smoothly merged to form a stable swirling flow. Can be formed.

The invention according to claim 6 is characterized in that the traveling direction of the airflow with respect to the normal direction of the second surface portion is inclined to the side of the airflow generating portion where the drive order is later. The rectifying device according to any one of claims up to 4.
According to this, the component of the airflow velocity along the circumferential direction in which the airflow generating portion is arranged acts to strengthen the swirling flow, so that the swirling flow can be strengthened and the effect of suppressing the vortex flow can be enhanced. ..

The invention according to claim 7 is characterized in that the 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 6 to 6.
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 invention according to claim 8 is the rectifying device according to claim 7, wherein a plurality of the airflow generating portions are arranged so that the extending directions of the electrodes of the plasma actuator are arranged in a radial pattern.
According to this, a swirling flow can be effectively formed, and the above-mentioned effect can be appropriately obtained.

As described above, according to the present invention, it is possible to provide a rectifying device that suppresses a spiral air flow formed at a corner portion of a vehicle body.

It is a figure which shows the state which looked at the rear part of the vehicle body of the vehicle which has the 1st Embodiment of the rectifying device to which this invention was applied, from the left side in the vehicle width direction. It is a view of the arrow of part II-II of FIG. It is an enlarged view of Part III of FIG. 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 the operation at the time of switching of the plasma actuator in the rectifier device of 1st Embodiment. It is a figure which shows the operation at the time of switching of the plasma actuator in the 2nd Embodiment of the rectifier apparatus to which this invention is applied. It is a figure which shows the arrangement of the plasma actuator in the 3rd Embodiment of the rectifier apparatus 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 at the rear part of the vehicle body of an automobile such as a passenger car, suppresses the spiral airflow formed at the corners at both ends of the rear bumper, and is steered by the air resistance, aerodynamic noise, and aerodynamic factors of the vehicle. It suppresses a decrease in stability.

FIG. 1 is a diagram showing a state in which the rear portion of the vehicle body of a vehicle having the first embodiment of the rectifying device to which the present invention is applied is viewed from the left side in the vehicle width direction.
FIG. 2 is a view taken along the line II-II of FIG. 1 (rear surface portion of the vehicle).
The vehicle of the first embodiment is, for example, a passenger car having a so-called two-box vehicle shape having an opening / closing tailgate at the rear of the cabin and an engine compartment (not shown) at the front of the passenger compartment.
The vehicle 1 has a cabin (vehicle compartment) 10 provided with a space for accommodating occupants and the like.
The cabin 10 has a roof 11, a C-pillar 12, a D-pillar 13, a rear fender 14, a rear door 15, a rear door glass 16, a rear quarter glass 17, a wheel house 18, and the like.

The roof 11 is a panel-shaped member that constitutes the upper surface of the cabin 10.
The roof 11 is arranged substantially along a horizontal plane.
Roof rails 11a projecting upward and extending in the front-rear direction of the vehicle are provided at both left and right ends of the roof 11.
A fin-shaped antenna 11b is provided at the center in the vehicle width direction near the rear end of the roof 11.

The C-pillar 12 is a columnar portion extending downward from the intermediate portion on the side portion of the roof 11.
The D-pillar 13 is a columnar portion extending downward from the rear end portion on the side portion of the roof 11.
The rear fender 14 is an exterior member provided on the side surface of the vehicle in a region rearward of the C-pillar 12 and front of the D-pillar 13 and forming a part of the side surface of the vehicle body.
The rear ends of the D-pillar 13 and the rear fender 14 form part of the peripheral edge of the opening in which the tailgate 20 is provided.

The rear door 15 is a door-like body provided in the area on the front side of the rear fender 14 and provided in the rear door opening provided for getting on and off the rear seat occupants.
The rear door 15 swings around a hinge provided on a B pillar (not shown) arranged in front of the C pillar 12 to open and close the rear door opening.
The rear door glass 16 is provided above the rear door 15 so as to be able to move up and down.
The upper end of the rear door glass 16 in the closed state is arranged along the side end of the roof 11, and the rear end is arranged along the C-pillar 12.

The rear quarter glass 17 is a fixed glass provided between the C pillar 12 and the D pillar 13.
The upper end of the rear quarter glass 17 is arranged along the side end of the roof 11, and the lower end is arranged along the upper part of the rear fender 14.

The wheel house 18 is provided in the lower rear part of the cabin 10 and is a space portion for accommodating the rear wheel RW.
The wheel house 18 is provided below the rear fender 14 and the rear door 15.
The wheel house 18 is open to the outside in the vehicle width direction.

A tailgate 20, a rear bumper 30, a rear combination lamp 40, and the like are provided at the rear end of the cabin 10.
The tailgate 20 is a door-like body attached to the rear end opening of the cabin 10.
The tailgate 20 is attached to a hinge whose upper end is arranged at the rear end of the roof 11, and swings around the axis of the hinge to open and close.
The tailgate 20 has a rear glass 21, a rear spoiler 22, and the like.
The rear glass 21 is provided in the upper half of the tailgate 20.
The rear spoiler 22 is provided near the upper end portion of the tailgate 20 and is formed so as to project toward the rear side of the vehicle with respect to the surface of the rear glass 21.

The rear bumper 30 is a lower part in the rear part of the cabin 10 and is an exterior member provided under the tailgate 20.
The rear bumper 30 is an exterior member made of a resin-based material such as polypropylene resin.
The rear bumper 30 has a side surface portion 31, a rear surface portion 32, a lower surface portion 33, and the like.

The side surface portion 31 is a portion (first surface portion) that constitutes a part of the side surface of the vehicle body.
The side surface portion 31 is located below the rear fender 14 and behind the wheel house 18.
The rear surface portion 32 is a portion (second surface portion) that constitutes a part of the rear surface of the vehicle body.
The rear surface portion 32 is arranged between the rear end portions of the left and right side surface portions 31 in the vehicle width direction.
The rear surface portion 32 is provided below the tailgate 20.
At the boundary between the rear end portion of the side surface portion 31 and the side end portion of the rear surface portion 32, a ridge line 33 formed as a convex curved surface having a locally large curvature is formed.

The rear combination lamp 40 is a unit in which various lighting devices such as a brake lamp, a position lamp, a reverse lamp, a turn signal lamp, and a rear fog lamp are housed in a housing.
The rear combination lamp 40 is a left-right end portion of the tailgate 20 and is provided in the rear region of the rear fender 14.
The outer half of the rear combination lamp 40 in the vehicle width direction is attached to the rear fender 14, and the outer half of the rear combination lamp 40 is attached to the tailgate 20.

Airflow generating portions 50, which will be described below, are provided at both ends of the rear bumper 30 in the vehicle width direction on the rear surface portion 32.
The airflow generator 50 is an aerodynamic device for suppressing a vortex T formed at the rear of the vehicle body.
FIG. 3 is an enlarged view of part III of FIG.
In the airflow generator 50, for example, eight plasma actuators (airflow generators) are arranged so that the longitudinal direction (the extending direction of the electrodes and the normal direction with respect to the paper surface in FIG. 4) is radial.
The airflow generator 50 includes a first plasma actuator PA1, a second plasma actuator PA2, a third plasma actuator PA3, a fourth plasma actuator PA4, a fifth plasma actuator PA5, a sixth plasma actuator PA6, a seventh plasma actuator PA7, and an eighth. The plasma actuator PA8 is sequentially arranged at equal intervals in the counterclockwise direction along the circumferential direction from the first plasma actuator PA1 provided on the upper part.

Hereinafter, the configuration of the three-pole plasma actuator used as the first to eighth plasma actuators PA1 to PA8 will be described in detail.
FIG. 4 is a schematic cross-sectional view of a three-pole plasma actuator provided in the rectifier of the first embodiment.
The three-pole plasma actuator 100 includes a dielectric 110, upper electrodes 120 (120AA, 120B), lower electrodes 130, 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.
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.
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.

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.

The rectifying device of the first embodiment is provided with a control system described below in order to supply driving power to the above-described first plasma actuators PA1 to 8th plasma actuators PA8 to generate airflow and rectify the running 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 eighth plasma actuator PA8.

The rectification control unit 220 gives a command to the power supply unit 210 according to the state of the air flow of the traveling wind around the side surface portion 31 of the rear bumper 30, and operates, stops, and operates the first plasma actuator PA1 to the eighth plasma actuator PA8. It controls the direction, strength, etc. of the airflow F when it is made to flow.
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 estimates the behavior of the traveling wind around the side surface portion 31 of the rear bumper 30 and the rotation direction of the vortex T when it is formed, according to the traveling state of the vehicle and the like.
A pressure sensor 222 is connected to the airflow state estimation unit 221.
The pressure sensor 222 detects the pressure of air in the vicinity of the side surface portion 31 by arranging a plurality of detection portions dispersed in the vertical direction on the surface of the side surface portion 31 of the rear bumper 30.
The airflow state estimation unit 221 rotates the overflow T based on the transition of the pressure distribution in the vertical direction detected by the pressure sensor 222 (for example, whether the pressure peak is moving upward or downward). To estimate.

The rectification control unit 220 controls the plasma actuators PA1 to PA8 so that the airflow generator 50 forms a swirling flow that swirls in the same direction as the vortex flow T formed in the rear portion of the vehicle body.
Specifically, when the vortex T is rotating in the counterclockwise direction on the left side of the vehicle when viewed from the rear side of the vehicle as shown in FIG. 2, the rectification control unit 220 uses the first plasma. Actuators PA1 to 8th plasma actuators PA8 are sequentially driven and stopped in the counterclockwise direction in FIG.
As a result, the first plasma actuator PA1 to the eighth plasma actuator PA8 form an air flow F that sequentially travels to the rear side of the vehicle in the counterclockwise direction.
These airflows F form a swirling flow S that travels toward the rear side of the vehicle while turning counterclockwise when viewed from the rear side of the vehicle and interfering with the overflow T.
Further, on the right side of the vehicle, a vortex flow T and a swirl flow S that behave symmetrically with the left side of the vehicle are formed.

FIG. 6 is a diagram showing an operation at the time of switching of the plasma actuator in the rectifier device of the first embodiment.
FIG. 6 shows the VI-VI part of FIG.
In the rectifying device of the first embodiment, in order to form the swirling flow S described above, when the first to eighth plasma actuators PA1 to PA8 are switched, the airflow direction swing control described below is performed.
6 (a) to 6 (d) show the behavior of the air flow when the operating plasma actuator is switched in the order of the eighth plasma actuator PA8, the first plasma actuator PA1, and the second plasma actuator PA2 in chronological order. There is. The airflow F generated by each actuator is illustrated with subscripts 8, 1 and 2, respectively.

FIG. 6A shows a state in which the eighth plasma actuator PA8 is generating an air flow F8.
In this state, the airflow F8 is inclined toward the first plasma actuator PA1 with respect to the normal direction of the rear surface portion 32 of the rear bumper 30 (hereinafter, simply referred to as the normal direction).
FIG. 6B shows a state in which the first plasma actuator PA1 has started to generate the air flow F1.
In this state, the airflow F1 is inclined toward the eighth plasma actuator PA8 with respect to the normal direction, and the airflow F1 and the airflow F8 are arranged so as to merge.
FIG. 6C shows a state in which the eighth plasma actuator PA8 has stopped generating the air flow F8.
In this state, the first plasma actuator PA1 gradually swings the inclination direction of the airflow F1 with respect to the normal direction from the eighth plasma actuator PA8 side to the second plasma actuator PA2 side.
In FIG. 6D, the airflow F1 of the first plasma actuator PA1 is inclined toward the second plasma actuator PA2 with respect to the normal direction, and the second plasma actuator PA2 has started to generate the airflow F2.
After that, the first plasma actuator PA1 ends the generation of the air flow F1.
Hereinafter, in the same manner, the plasma actuators PA1 to PA8 are sequentially switched.

As described above, according to the first embodiment, the following effects can be obtained.
(1) By sequentially driving and stopping a plurality of plasma actuators PA1 to PA8 dispersed in the circumferential direction, a swirling flow S traveling while turning from the rear surface portion 32 of the rear bumper 30 toward the rear side of the vehicle is formed. be able to.
The rotation direction of the swirling flow S is set to a direction in which the traveling wind flowing along the side surface portion 31 is separated in the vicinity of the ridge line 33 to suppress the rotation of the vortex flow T, thereby suppressing the vortex flow T. Therefore, deterioration of steering stability due to air resistance, aerodynamic noise, and aerodynamic factors of the vehicle 1 can be suppressed.
(2) By making the rotation directions of the vortex flow T and the swirl flow S the same when viewed from the rear of the vehicle, the rotation of the overflow T can be suppressed and the above-mentioned effect can be surely obtained.
(3) By detecting the pressure distribution on the side surface of the vehicle body with the pressure sensor 222 and estimating the rotation direction of the vortex flow T, the plasma actuators PA1 to PA8 can be appropriately controlled to surely obtain the above-mentioned effect. ..
(4) When switching between the plasma actuators PA1 to PA8, the airflow F generated by the plasma actuator driven first and the airflow F generated by the plasma actuator driven later are smoothly merged to form a stable swirling flow. S can be formed.

<Second Embodiment>
Next, a second embodiment of the rectifying device to which the present invention is applied will be described.
In each of the embodiments described below, the same parts as those of the previous embodiments are designated by the same reference numerals, the description thereof will be omitted, and the differences will be mainly described.
FIG. 7 is a diagram showing an operation at the time of switching of the plasma actuator in the rectifier device of the second embodiment.
In the second embodiment, the direction of the airflow generated by each plasma actuator is substantially fixed without swinging the airflow F at the time of switching the plasma actuator as shown in FIG. 6 in the first embodiment. ..
The mainstream direction of the airflow generated by each plasma actuator is set so as to be inclined toward the plasma actuator whose drive order is next to the normal direction of the rear surface portion 32 of the rear bumper 30.
According to the second embodiment described above, in addition to the same effect as the effect of the first embodiment described above (excluding those described in item (4)), the first to eighth plasmas of the flow velocity of the airflow F Since the components along the circumferential direction in which the actuators PA1 to PA8 are arranged act to strengthen the swirling flow, the swirling flow can be strengthened and the effect of suppressing the swirl flow T can be enhanced.

<Third Embodiment>
Next, a third embodiment of the rectifying device to which the present invention is applied will be described.
FIG. 8 is a diagram showing an arrangement of plasma actuators of the airflow control device according to the third embodiment.
FIG. 8 shows a portion corresponding to FIG. 3 in the first embodiment.
In the third embodiment, only 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, which are the same as those in the first embodiment, are outside in the vehicle width direction. They are arranged radially along a semicircular arc that is convex to the surface.
According to the third embodiment described above, the present invention can be applied relatively easily by a simple configuration having a relatively small number of plasma actuators.

(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 on the rear surface portion of the rear bumper, for example, but is not limited to this, for example, the tailgate, the rear surface portion of the rear fender having a shape wound on the rear side of the vehicle, and 3. It may be provided on the rear surface of the trunk lid in a box vehicle shape.
(2) The quantity, arrangement, and the like of the plasma actuators in each embodiment are examples, and can be appropriately modified.
For example, in each embodiment, the plasma actuators are arranged so that the longitudinal direction of the electrodes is radial, but the plasma actuators may be arranged in the circumferential direction in a different manner.
(3) In each embodiment, the rotation direction of the vortex is detected by the pressure sensor, but the present invention is not limited to this, and other methods may be used to detect the rotation direction.
For example, the velocity and direction of the airflow around the vehicle may be detected by a Doppler radar or the like, and the rotation direction of the vortex may be detected accordingly. Further, when the rotation direction of the vortex is known by wind tunnel experiment or numerical analysis, rectification control may be performed based on the rotation direction.
(4) In each embodiment, the airflow F 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 deflected by, for example, a flap-shaped member.

1 Vehicle 10 Cabin 11 Roof 11a Roof Rail 11b Antenna 12 C Pillar 13 D Pillar 14 Rear Fender 15 Rear Door 16 Rear Door Glass 17 Rear Quarter Glass 18 Wheelhouse RW Rear Wheel 20 Tailgate 21 Rear Glass 22 Rear Spoiler 30 Rear Bumper 40 Rear combination lamp 50 Airflow generator 100 Plasma actuator (3-pole type)
110 Dielectric 120 (120A, 120B) Upper electrode 130 Lower electrode 140 Insulator PS power supply F Air flow T vortex PA1 1st plasma actuator PA2 2nd plasma actuator PA3 3rd plasma actuator PA4 4th plasma actuator PA5 5th plasma actuator PA6 6 Plasma Actuator PA7 7th Plasma Actuator PA8 8th Plasma Actuator 200 Control System 210 Power Supply Unit 220 Rectification Control Unit 221 Airflow Condition Estimator 222 Pressure Sensor

Claims (8)

The first surface, which is arranged almost along the front-rear direction of the vehicle,
A rectifying device provided in a vehicle having a second surface portion connected to an end portion of the first surface portion on the rear side of the vehicle via a ridge line that is convex toward the outside of the vehicle.
An airflow that is provided on the second surface portion and has a velocity vector in a direction away from the second surface portion is generated, and when viewed from the normal direction of the second surface portion, the circumferential direction is near the ridgeline. Multiple airflow generators distributed in
A rectifying device including a control unit that sequentially drives and stops the plurality of airflow generating units along the circumferential direction. The control units are arranged so as to be dispersed in the circumferential direction so that the vortex flow generated near the ridgeline when the vehicle is traveling is in the same rotation direction as when viewed from the normal direction of the second surface portion. The rectifying device according to claim 1, wherein the airflow generating unit is sequentially driven and stopped. A rotation direction detection unit for detecting the rotation direction of the vortex is provided.
The rectifying device according to claim 2, wherein the control unit determines a driving order of the airflow generating unit according to the rotation direction detected by the rotation direction detecting unit. The rectifying device according to claim 3, wherein the rotation direction detecting unit has a plurality of pressure sensors distributed and arranged on at least one of the first surface portion and the second surface portion. The airflow generating portion has a function of changing the traveling direction of the airflow.
The traveling direction of the airflow with respect to the normal direction of the second surface portion is inclined toward the airflow generating portion driven immediately before the airflow generating portion at the start of driving the airflow generating portion, and the airflow generating portion is driven. The rectifying device according to any one of claims 1 to 4, wherein the rectifying device is inclined toward the airflow generating portion driven immediately after the airflow generating portion at the end of driving. Any one of claims 1 to 4, wherein the traveling direction of the airflow with respect to the normal direction of the second surface portion is inclined to the side of the airflow generating portion whose drive order is later. The rectifier according to the section. Any of claims 1 to 6, wherein the 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. The rectifying device according to item 1. The rectifying device according to claim 7, wherein a plurality of the airflow generating portions are arranged so that the extending directions of the electrodes of the plasma actuator are arranged in a radial pattern.

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